Supercar Driver Magazine Issue 38

ISSUE38

WINTER2021

THE SUPERCAR OWNERS MAGAZINE

Green & Unpleasant The Bentley Continental GT - liveried in deep bottle and very, very mean. It’s the perfect machine for tearing up the British countryside.

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THE TEAM Adam Thorby Managing Director

adam@supercar-driver.com

Matt Parker Editor

editor@supercar-driver.com

Riad Ariane Photographer

riad@supercar-driver.com

Luke Earnshaw Creative Manager

luke@supercar-driver.com

Debbie Winstanley Accounts Manager

debbie@supercar-driver.com

Jonty Wydell Tour Manager

jonty@supercar-driver.com

Jake Smithard Membership Manager

jake@supercar-driver.com

Saiqa Akram Partnerships Manager

saiqa@supercar-driver.com

Miles Lacey

Development Driver

miles@supercar-driver.com

Dan Barnett Supercar Driver Ltd, Unit 1 Meadowhall Riverside, Meadowhall Road, Sheffield, S9 1BW

Videographer

In an ever changing 2020, some plans had to be shelved for a later date, but we still managed to safely run 80 events, including trips to both Europe and Scotland (p. 135), and the epic Michelin Secret Meet (p. 106).

As ever, we got behind the wheel of some special machinery and put SCD members’ stories onto paper, including 80-year-old John and his Ferrari F40 (p. 123), and all-round legend Joe Macari (p. 42).

You‘ll notice the car sales pages we all love to browse now reside in the centre of the magazine to help break up all the exciting content we’ve crammed into this issue.

Here’s to making up for every lost mile in 2021.

IN THIS EDITION Rob Ward

Member & Writer

rob@supercar-driver.com

Chris Lee

Supercar Enthusiast

A reason to drive A reason to explore A reason to socialise A reason to visit

Tom Jaconelli

Director at Romans International

Tom@romansinternational.com

Matt Cowley Suspension Secrets

info@suspensionsecrets.co.uk

James Duce Member

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Starting out as a club back in 2010, over the last decade we’ve been refining the concept and SCD has become much more than a club, it is a way of life.

Being part of the SCD community opens the door to a new lifestyle providing reasons for owners to drive, explore and enjoy their supercar within our tight knit community.

A series of driving events open to all iconic cars from 1995 and earlier.

From Cosworths and Minis to Ferraris and Porsches, enjoy the drive and take in the scenery at a slower pace of life.

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On the cover • 106

FEATURES The Supercar Climate Change - Romans International

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Focus On: RPM Technik

18

The Road Ahead in 2021 - Chris Lee

34

Steering Solutions - Suspension Secrets

40

Joe Macari - The Full Interview

42

EVENTS 106

Michelin Secret Meet 2020

Highland Hoon

Ferrari 488 Pista Spider

88

Ferrari F40

123

Lamborghini Huracan Spyder

145

Mercedes-AMG GT R

151

Pure Ambition - Charlie Martin

142

Porsche 991 GT2 RS MR

57

Focus On: Gleddoch Hotel & Spa

64

135

MEMBERS’ CARS

DRIVEN 08 25 51 68 98 157

BMW M3 CSL & Mercedes-Benz C63 AMG Black Series

RUF BTR2 Praga R1T

Porsche 718 Spyder Jaguar XJ220

Porsche 911 3.0 RSR IROC Evocation

If you would like to submit an article or photo for consideration in a future publication, please email editor@supercar-driver.com.

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Copyright ÂŽ 2021 Supercar Driver Limited. All photographs, advertisements and editorial content has been used with permission of the owners and may not be copied, duplicated or reused without written permission. Magazine created and edited for and on behalf of Supercar Driver Limited. Content including words and photographs remains copyright of the original author/photographer and used with permission.

IF YOU KNOW, DRIVEN: BMW M3 CSL & MERCEDES-BENZ C63 AMG BLACK SERIES youtube.com/TheSUPERCARDRIVER

Matt drives two of the most special models to ever bear M and AMG badges back to back on some of the best roads in the UK. Written by: Matt Parker

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YOU KNOW

AMG and M. To the average Joe, they’re just a few random letters, but to us petrolheads, they can symbolise some pretty special machines.

Now some of you might be thinking alright, but most AMG and M products aren’t exactly supercars, and you’re right, but not all AMG and M products are created equal, and when the names Black Series or CSL are tagged onto the end, you know you’re dealing with something particularly serious, and on a cold, greasy December day in north Wales, both of today’s subjects are certainly serious.

We have SCD member Jana to thank for the chance to compare these two cars which represent two eras and two very different

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approaches to turning the everyday saloon car into a fire-breathing, track-ready lunatic.

Jana is a great guy with a really cool collection of driver-focused machines, and despite living in London, we see him up north all the time and he’ll just rock up on an early morning drive in the Midlands now and then, and today, Jana and his wife have driven both of these cars all the way from London to North Wales, and we salute their commitment to the cause!

Anyway, the cars at a glance. In 2003, the M3 CSL took the scalpel approach with a strict diet and a focus on precision and driver involvement.

Almost 10 years later, the C63 Black Series took the sledgehammer approach with its massive V8

and look at me bulging arches. Let me clear this up straight away, we’re not here to pick a winner.

These cars are too different for that. We’re here to celebrate two magnificent engines the likes of which we just don’t see in new cars, and of course to find out they really deserve to be labelled as modern-day icons.

What I can say straight away is that they both look achingly cool being photographed together in front of the picturesque lake at Bala, and as soon as I arrived, videographer Dan and photographer Riad both commented on how these two cars are a bit of me. I’m sensing they’re calling me a hooligan there, so let’s start with the sledgehammer, shall we?

Based on the W204 C63 AMG, the Black Series turned things up to 11, on the inside and out. Just 800 examples were made worldwide and only 66 came to the UK. What makes the Black Series special is that it was one of the last cars to use that famous M156 6.2-litre V8, sans turbos, and sure enough, when you’re on the move, it is all about that engine. In this guise it has 510bhp and 620Nm and that bodywork doesn’t half shout about it. Even in this subtle spec with the silver paintwork and no aero kit, it’s a menacing looking thing with those boxy arches. It’s something that could fly under the radar to most passersby, but to a car person, it’s just so cool.

Inside, it’s pretty much business as usual for Mercedes of the time, and since this example has the comfort seats rather than the optional buckets, you wouldn’t think this was the firebreathing special bar a bit of carbon trim and a badge on the dash, but it feels solid, plus the comfort seats are actually very heavily bolstered and feel great to sink into.

That V8 rumble is ever-present, whether you’re mooching along in drive or hanging out near redline, and it has power all the way through the revs too. It really is a magnificent motor

both in terms of performance and character, in fact I’d call it one of the all-time greats, and I’m not alone. It doesn’t pull like you might expect for 510bhp because of the 1,700kg it has to lug around, but don’t think for a second I’m saying it isn’t quick, because it certainly is.

What’s surprising is how usable that power is too. I was expecting to have to put my right foot in its seldom-used gentle mode, especially given the slippery tarmac, but no, the more you drive the Black Series, the more you realise you can grab this thing by the scruff of the neck, and it likes it.

If you don’t treat the throttle like an on-off switch, you can get on the power surprisingly early out of corners, it pulls and keeps pulling down the straights, the brakes are more than a match for the car’s heft slowing things down into the next bend and then the turn-in is what really opened my eyes given the lump that’s sitting up front. The steering isn’t like an old Porsche, but it has more life to it than the latest C63 and the speed of the rack feels spot on for the road.

It goes exactly where you point it without a smidgen of push and it’s just so stable.

The engine is mated to a seven-speed MCT auto rather than the double-clutch used in the SLS, but it actually feels remarkably similar to the ‘box in the SLS, and that unfortunately means it’s showing its age. In automatic mode, it’s perfectly smooth for cruising, but in manual it’s a little sluggish in response to the paddles, so you can find yourself banging the limiter or waiting for a gear. In fact, sometimes it plain didn’t want to give me second on the way into a bend, but the engine’s torque means that third is more than enough to pull out of even a tight hairpin.

It’s far from enough to ruin the car, it’s just we’ve become spoilt by modern autos, and hopefully a gearbox flash could help just as it does in the SLS with the SLS Black Series software.

Overall, I loved the C63 Black Series as much as I thought I would, but not necessarily for the reasons I expected. It’s an absolute riot to drive, and just as you’d think, the engine dominates, but it’s so much more usable and exploitable than its hardcore looks suggest. In short, this is a car I was expecting to be scary, but I found myself really pushing it, and really enjoying it.

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Now, let’s turn back the clock and take things back to basics a bit more. Now I understand that the E92 M3 GTS would be the more obvious comparison with the Black Series, being direct rivals at the time, both with V8 lumps under the bonnet, but first off, Jana happens to own a CSL and we don’t turn down an offer like that, plus I don’t think you’d own a Black Series and a GTS since they do a very similar job. The CSL takes a much different approach, so it and the Black Series can happily sit together in Jana’s garage as they each have their own appeal.

1,383 examples were made based on the E46 M3 and you could only get the CSL in black or grey.

You get some of the best-looking wheels in the business, a lovely built-in lip on the rear deck and a single air intake in the front bumper instead of fog lamps, which really irritated 12-year-old me when the car came out as it wasn’t symmetrical!

Now though, I think it’s a very cool feature on a very cool car. I think the CSL looks just right.

It’s purposeful in an if you know, you know kind of way, but it’s not over-styled. It has aged beautifully and I think it will be remembered as one of the great BMW shapes.

And unlike the Black Series, the CSL makes no apologies for what it is in the cabin. You’ve got fibreglass bucket seats, a carbon central tunnel, carbon door cards and not a lot else. Even the buttons on the wheel have been replaced by one single button for the M track mode.

Only 17bhp more was freed up from the standard M3’s S54 3.2-litre straight-six, so we have 360bhp, but 110kg was stripped from the standard car’s weight by using thinner glass, along with fibreglass and carbon fibre parts. In fact, it was the first BMW to have a carbon fibre roof which is now an M car staple. Oh, and the boot isn’t really cardboard like Clarkson said, it’s a lightweight fibre-board.

I’ve come quite a long way in this article without mentioning the trick Jana’s CSL has up

its sleeve, but now we’re about to hit the road, I should probably let the cat out of the bag.

According to just about everyone who has driven a CSL, the car’s biggest weakness is its sluggish and clunky SMG single-clutch gearbox.

Well, Jana has resolved that with a six-speed manual conversion including an upgraded 4.1 ratio diff rather than the standard 3.62, meaning shorter gearing and better acceleration.

First impressions are that it feels light. At 1,385kg, it’s certainly a fair chunk lighter than the Black Series, and the way it dances around the road affirms that. I expected this to be the more planted and precise machine, but only one of those words is true. It’s precise and responds to the slightest of inputs, but it moves around under acceleration and braking much more than I’d expected, possibly due to the cold Cup 2 tyres. The steering is a little light, but the whole car is alive around you, from its razor-sharp responses to the all-consuming induction roar, helped by the carbon airbox.

What really surprised me is that, despite being down 150bhp, the CSL feels every bit as strong as the Black Series in a straight line. I haven’t tried a standard car, but I suspect a lot of the extra urgency is down to the upgraded diff because the gears really are short. Despite being a really revvy engine, you come out of all but the tightest bends in third, and you’re always busy making full use of the manual gearbox.

If the gearbox in the Black Series is showing its age, in the CSL, it’s the traction control. Any hint of slip and it just cuts everything, and while I was driving, I didn’t realise there was a halfway house, I just figured that’s how it was in 2003, on or off. I’ve since been informed that the M mode steering wheel button gives you 2003’s equivalent of today’s MDM to allow a bit of slip, but I took the basic approach of turning it all off.

This is an all off, full-on kind of car, after all.

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...they ’re so dif ferent that you could happily have them both in the garage.

I’ve never been the biggest fan of the tinny E46 exhaust note from the outside, but certainly in the CSL, it sounds like a racing car inside. It can’t settle down into a cruise as well as the Black Series, but in this car you aren’t just pointing it where you want it to go; everything you do influences the way it drives, and because of that, the experience is just so immersive.

These two cars both exceeded my expectations in their own way, and they could hardly be more different than each other. The Black Series is surprisingly approachable given its pumped-up

looks, brute power and AMG reputation, and it's surprisingly agile and chuckable given its 1,700kg kerb weight. What isn't surprising though is the sheer theatre of that engine, it really is one of the best motors ever made.

Sure, the gearbox is showing its age, but this is one of the greatest arguments for there being no replacement for displacement, and they just don't make them like this anymore. The engine and that caricature-aggressive bodywork is why, for me, the C63 Black Series will go down as one of the all-time greats from Affalterbach.

In the same way, the CSL will go down as one of the all-time greats from the M division. I should mention this car has over 120,000 miles on the clock, and it doesn't squeak or rattle, there's no slack, it drives like new. I actually didn't expect the CSL to be a car that keeps you on your toes as much as it does. The Cup 2s on such a cold day probably contributed, but it's so alive in every sense and you're always making small inputs in one way or another. It follows every ripple in the road under braking and the throttle response is so sharp that you have to watch your inputs there too, but it involves you like a truly special driver's car should.

When filming the video for these cars, which you can find on our YouTube channel, I got a bit excited in the moment and compared the CSL to a 997 GT3. I considered this quite a bit afterwards and wondered if I went too far, but I don’t think I did. Alright, it's not as polished and accomplished as a GT3, and I'm not sure how much the SMG box would hinder it, but as a manual, the experience it gives you over a road really is up there. Let's say it's like a GT3 with rough edges, and rough edges mean character.

Jana asked me if I have a favourite, and it all depends on what you want from them. The Merc is more usable, comfortable and, surprisingly, the easier car to drive fast, but especially in manual guise, the purity of the CSL puts it in the realms of the very best for a B road thrill.

Really though, they're so different that you could happily have them both in the garage. For me, they absolutely deserve to be called modernday icons which Jana is a very fortunate man to own, and we’re hugely grateful of him sharing the experience with us.

Watch the video on youtube.com

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The Supercar Climate Change Tom from Romans International discusses the 2030 ban on the sale of combustion engine cars and what it could mean for the supercar market.

Written by: Tom Jaconelli

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In 2020, it seemed like there was a never-ending stream of important government messages, but for supercar owners, the one that was perhaps the most resounding was the announcement that the ban on the sale of all new petrol and diesel cars is being brought forward to 2030.

Let’s take that in for a second; in less than a decade, we will never again in our lifetimes be able to buy a brand-new flat-six, V8, V10 or V12 combustion-engined supercar.

Slightly softening the blow is the fact that hybrid vehicles won’t be banned until 2035.

A question I’ve been asked a lot recently is what kind of impact this ban will have on the market, and whilst I don’t have a crystal ball and there is a lot that can happen in 10 years with the way technology is progressing, there are a number of factors worth considering.

First of all, and perhaps most importantly, the ban only applies to the sale of brand-new cars, so the pre-owned market will become the only place to buy, sell and trade supercars, unless of course they are hybrid or electric. Any cars built between now and 2030 are going to be seen as the final generation, the last of their kind, and these are going to become increasingly important cars, especially the rare limited editions and ultra-special models. There is a strong chance that this could kickstart a real resurgence in the market, certainly with regards to collectable cars as we get closer to 2030 and the realisation that they just won’t be making them anymore really starts to hit home.

The supercar market has been a volatile place for the last couple of years and far from a safe haven to have your money invested, but with a long-

term view, there might never be a better time than now to be building a collection of special cars. Fast forward another 10 to 20 years and you have to think that these cars we love and own today will represent the end of a historic era before the world was forced to change.

The soul of a supercar stems from a magnificent engine, and in an all-electric new car world, the appreciation of these vehicles is bound to grow.

Whilst this certainly bodes well for long-term values of current and previous generations, there are bound to be some drawbacks.

Perhaps the biggest risk is increased taxes on higher emission cars. We are all now aware of the need for manufacturers to lower emissions which has already seen a general move away from naturally-aspirated engines to downsized turbocharged engines and the introduction of petrol particulate filters. This, though, is only the beginning; the push towards electric is going to get ever more aggressive and eventually the whole infrastructure around petrol stations and charging stations will change.

If France is anything to go by, then the fear is that increased taxes could be substantial; there is talk of up to €50,000 tax on some cars in France based on emissions, and whilst large uneconomical SUVs are in the government’s crosshairs, the wider implications will certainly

affect supercars too. We get it, the environment has to come first and that is understandable.

We are all becoming steadily more aware of our carbon footprint so it’s no surprise there is an increasing amount of supercar owners who are adding an electric car to the fleet such as a Porsche Taycan. Not only is the performance of electric cars very impressive, but you also get to feel like you are ‘doing your bit’ for the environment and there are several tax benefits too, especially if you are able to run it through your company.

In the same breath, we are also seeing the trend of how unfashionable diesel cars have become and we could well see that extend to petrol cars over the next 10 years, especially gas-guzzling SUVs. The likelihood is that all the major cities are going to become zero-emission zones and driving today’s supercars will be outright banned in many of these areas. It makes the events and drives that the likes of SCD organise ever more important in the future to keep the passion and enjoyment alive, otherwise we could end up having an awful lot of supercars sitting in storage.

Is there an alternative to going fully electric?

Although it is still early days, there is some excitement around synthetic fuel which has the potential to make combustion engines carbon

neutral. Porsche have recently announced a new partnership with Siemens Energy and aim to produce a synthetic eFuel made with 100% renewable energy within a few years.

The biggest issue is around the cost of making it widely accessible, as the necessary ‘green hydrogen’ which is the clean-burning fuel that eliminates emissions is very difficult and expensive to produce. Whether that changes before this ban in 2030 remains to be seen.

It is worth pointing out that this ban specifically applies to the UK. Whilst there are other countries such as Norway who are bringing this ban in even earlier, most notably Germany are yet to announce any kind of ban on combustion engine cars. This would potentially mean that the likes of Porsche could continue making the 911 with petrol engines for the foreseeable future but they just wouldn’t be available in the UK. This could mean that we end up with a very active import-export market in order to get these cars into the UK, but in an increasingly unpredictable post-Brexit world, who knows how difficult that could end up being.

Whatever happens, there is going to be plenty to savour over the next 10 years, so let’s strap in, enjoy the ride and sign this era off in style. @romansinternational

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We catch up with the three directors of Porsche specialists RPM Technik to talk about their history, their CSR builds, Manthey-Racing and their new partnership with SCD.

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Who are you and what do you do?

We are independent Porsche specialists, leading the independents in the GT marketplace. We're factory-approved members of the official Porsche Partner Network (PPN) and we're the only company in the UK to have official MantheyRacing (MR) equipment and Manthey-Racing training.

RPM Technik is made up of a more-than-twentystrong team with some of the best technical resources in the UK, in-house expertise in servicing, engines and transmission rebuilds from air-cooled through to current and historic race cars, a dedicated special projects department for restorations and project builds, a lot of expertise in the tuning of chassis and drivetrain dynamics to get the most out of factory cars, and our own brand of modified and bespoke modern-classic road cars under the CSR banner.

We're an engineering-led business and our mantra is ‘Engineering Exhilaration’. We focus on asking the right questions to understand how we can improve the ownership and driving experience of our customers' cars, with the ultimate end goal of providing enhanced exhilaration to our customers. Our internal motto is ‘No Excuses’, and we apply this to everything we do.

Tell us about the history of RPM Technik.

RPM was founded by Ollie Preston in 2001, who is still here as technical director. After starting at a major Porsche independent, he then moved onto the restoration of early 911s. He took a year out to go travelling then came back and set up RPM Technik in 2001, as he felt customer service was lacking.

He started out servicing and maintaining Porsches in a one-car lockup, then the business grew and moved into a bigger unit, and another technician joined. In 2005, Darren joined as commercial director. He was actually a customer of RPM Technik when he owned a 944 Turbo, and with a degree in Mechanical Engineering and a desire to follow up a life ambition of working with cars, he came on board and set up the sales side of the business.

Greig joined as sales director in 2012 and, like Darren, had also previously been a customer of the business, owning a 964 C2 at the time. His background was in sales with Porsche, Audi and BMW when Ollie and Darren headhunted him to manage the sales side.

Greig coming on board coincided with the move to our existing premises in 2011, which are over three times larger than our previous unit.

We expanded these premises sideways in 2017 and then to the rear in 2019 to accommodate the expanding projects and motorsports departments.

The expansion timeline has been dictated by the timing of our technical resource hirings, and we're very lucky to have some of the best Porsche-specific technical and engineering talent in the UK.

How has the business evolved over the years?

Initially, RPM focused on maintenance, and over the years has expanded, first into sales and then into technical offerings for engines and transmissions, then projects and restorations and even maintaining and running race cars, with a great season in GT Cup in 2014/15 where

we campaigned a Gen II 997 Cup car, suffering no mechanical failures or retirements over the whole season and a few podiums for our troubles too.

The last couple of years have seen notable growth in our GT and track day client base.

This culminated in the recent work we have done in partnership with Manthey-Racing in the summer of 2020.

We have noted a significant increase in the number of clients looking at bespoke builds and custom solutions. This type of work is well suited to our business model and areas of expertise and we expect to see this trend continuing.

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Tell us about the sales side of the business.

We typically stock anywhere between 20 and 30 Porsches which, as a rule, are under 10 years old and 60,000 miles, although there is often the odd air-cooled 911 that we just can’t resist!

Our stock generally consists of GT3s and GT4s alongside Turbo and GTS models. We do love classic Porsches but we have to be very selective these days with regards to their provenance and current condition.

We recently sold a 991.1 GT3 RS Manthey, which was snapped up before we could even advertise it due to the increase in Manthey-Racing's pedigree and what the car is capable of. We also sold a stunning GT4 Clubsport which has been modified with MR suspension but also our low-ratio crown wheel and pinion conversion. It was great to see such a positive response by the market for a modded GT4, something we see continuing as the cars start to get a bit older.

For us, the love for the Porsche brand always comes first and foremost, so when deciding on preparation for a Porsche we are selling, we are looking at the long-term view of the car itself and what is best for it from an engineering point of view, rather than that individual sale. After two decades of supplying Porsches this way, it has not changed and is what makes us different.

Tell us about the work your workshop carries out.

When introducing ourselves, we mentioned we are members of the official Porsche Partner Network (PPN), which means we have the same diagnostic equipment as main dealers and the same support from the factory — essential when working on current generation cars.

Specialists need to be vetted by Porsche and approved onto the scheme, and it's expensive so only a small number of independents have PPN status.

We do servicing and maintenance on all models but with additional expertise in the GT and Turbo models. Plus we offer engine and transmission builds, upgrades and performance modifications, and we have evaluated and fitted many aftermarket products, so our parts and operational staff are well placed to advise and recommend solutions.

Chassis setup is one of our key strengths. We have the factory Beissbarth geometry and corner weighting equipment and also the MantheyRacing hub geometry equipment that is pin-sharp on accuracy and can be transported to track or test facilities to do in-the-field setups.

We also have a technical partnership with Michelin, so we can supply and fit their whole product range including the Cup 2 R and Track Connect tyres which have become so popular.

What does your special projects department do?

Our Special Projects department is a dedicated unit of highly experienced technicians that undertake complete nut and bolt restorations and bespoke builds. They are also the department that undertakes our in-house CSR development programme.

We have recently recommissioned a 959 and we're currently rebuilding another 959 engine.

We've built up a 997.2 Cup car on a brand new shell, and over the years, we have undertaken numerous 911 and 964 restorations, backdates and restomods. There are always fresh builds going on. We have developed our own 3.8 engine for the 964 that is running throttle bodies, bigger valves and custom rods along with some other bespoke items that produced 400bhp.

We have carried out numerous maintenance and conversion works on Carrera GT models over the years with some other exciting works coming up soon — watch this space!

The ethos of each CSR is bespoke, analogue, regenerated. Every car is built for the individual driver, with driving exhilaration the number one priority. The CSR builds are created from 996, 997 and 981 model generations, with each new build stripped back to enable a full repaint and custom colour change. The cars are mechanically refreshed and upgraded to the customer’s exacting specification. No two CSR’s have ever been built the same and we are very proud of the workmanship that’s both visible and mechanical under the skin.

Many of the CSR upgrade parts have been designed and engineered in-house over many years of product development and evolution. All CSRs are signed off by the RPM Technik board

of directors, with any new or bespoke upgrades and setups being evaluated and tested by RPM Technik chassis consultant Tim Harvey in compliance with our ‘No Excuses’ mantra. CSR came about as we felt there was demand for models that provided the driving experience of a GT car with the practicality and usability of a non-GT model.

Tell us about your work with Manthey Racing.

Manthey are a German race team with over three decades of winning championships across Europe all the way up to Le Mans level, predominantly with Porsches. In 2007, they were bought by Porsche who own 51% and they now offer unrivalled Porsche performance upgrades which are tested to factory tolerances and are approved by Porsche warranty. Their GT2 RS MR set a record of 6:40.3 at the Nürburgring back in 2018 which says it all.

We have so far built three full ‘MR’ cars: a 991.1 GT3 RS MR, 991.2 GT3 RS MR and a 991 GT2 RS MR. Full conversions comprise of suspension packages, aerodynamics packages and brake packages and start from £50k depending on exchange rates. At the time of writing, we also have two further GT2 RS MRs due to be built in the next eight weeks too. The MR kits are also available for 991 GT3 and Cayman GT4, which we are very keen to build too.

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Tell us about your partnership with SCD.

The partnership initially came about through Pete Shaw at Michelin. We have attended many events with Michelin and they were keen for us to join them for the SCD Secret Meet at Donington in autumn. It was great to be able to get out of the office, be surrounded by such a cool collection of cars and chat to the owners who were proper enthusiasts. We were so impressed with the format of the day and how well it was run.

We spoke to a lot of people on the day as there was a strong level of interest in the MantheyRacing conversions. Our two GT3 RS MRs s (a fire-breathing 997.2 GT3 RS MR which has just had a refresh by ourselves and the famous Lizard Green 991.2 GT3 RS MR) were pedalled well on track by Tim Harvey and the car’s owner.

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We have an SCD member discount of 10% on all labour charges. We will also be hosting a breakfast meet in the New Year when COVID rules are relaxed, and we are also looking forward to joining the Porsche GT Tour of north Wales and track day at Anglesey in July. We will be providing technical support on the track day and will bring both Tim Harvey and Oli Webb with us, so there will be opportunity for some heart rate-raising passenger hot laps!

If you could have any three Porsche garage, what would it be?

Darren: Daily - Panamera Sport Turismo | B-Road - 996.1 CSR | Track - 991.2 GT2 RS MR

Ollie: Daily - 997.1 GT3 (with rear seats) | B-Road 911 2.7 RS Lightweight | Track - 991.2 GT3 RS MR Greig: Daily - 992 C4S | B-Road - 996.2 GT3 | Track - 962

What are your plans going forward?

We want to have an increased presence at UK and European track days in a support capacity.

Our longest-running member of staff, who left in 2019 to work in the electric/hybrid world, is rejoining our team and will be heading up our technical team alongside Ollie. Our engine shop expansion should be completed in the spring of 2021 and we also have a number of MantheyRacing builds confirmed for early 2021.

Overall, we want to continuously improve on our already high standards of customer experience to provide the best all-round experience for all Porsche models. We have a schedule of training and development underway to ensure we cement our position at the top of the independent specialists. @rpmtechnik

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A DRIVE WILD SIDE ON THE

DRIVEN: RUF BTR2

youtube.com/TheSUPERCARDRIVER

Matt takes a wild ride in his first RUF, one of just three righthand-drive BTR2s.

Written by: Matt Parker

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I think most people around my age originally discovered RUF when playing Gran Turismo as kids, purely because it was your only way to drive anything resembling a Porsche on the game back then.

If you aren't a '90s kid, then it was probably the famous video of the iconic CTR Yellowbird on the ragged edge around the Nurburgring that brought RUF to your attention. Either way, RUF is an undeniably cool brand, and more than being just a tuning house, they're really a bespoke manufacturer of seriously highperformance cars based around Porsches.

And before we go any further, let's clear something up. It's not R.U.F, it's RUF (pronounced 'roof') after Alois Ruf who founded the company in 1939. The company is still in the family to this day too, headed up by Alois' son, Alois Ruf Jnr.

I've driven my fair share of old Porsches now, and as a selfconfessed Porsche nut, I've loved them all. There's something even more cool and elusive about a RUF though. Firstly, you just don't see them, plus they bring up thoughts of that tail-happy Nurburgring lap and bring with them an air of danger you get with the likes of old GT2s and F40s.

Today's subject and my first toe in the RUF waters is the BTR2, a turbocharged monster based on the 993 Carrera, and before I go any further, I must thank Car-Iconics whose unit is always packed with the most interesting machinery both modern and classic — it's like an Aladdin's cave for the geeky petrolhead! They're a great team who are as enthusiastic about these cars as we are, and to be given the opportunity to drive something with such a combination of rarity, value and old-fashioned brute power on a cold, greasy December day is a slightly daunting but seriously exciting prospect.

After a chat with the guys and an obligatory browse, focus turned to the BTR2, and it's just achingly cool. It's subtle in silver with gold decals to match the super-simple five-spoke gold wheels which have become instantly recognisable as RUF. Being based on the 993 Carrera, it has the standard, and again, subtle narrow body rather than the wider arches of Porsche's turbocharged models, so on the road, despite the whale tail on the rear deck, the BTR strikes a modest stance that could fool most passersby, but a car enthusiast would go wild at the sight of it, and as you'll know if you've read my ramblings before, I love that in a car.

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The cool thing about the BTR2 is that, being released in 1993, Ruf actually beat Porsche to turbocharging the 993 by two years, so if you wanted the latest model but had a screw loose, this was your only choice.

Despite the narrow body and understated appearance, the BTR2 is packing much more firepower than it likes to suggest. The 993’s 3.6-litre flat-six has had a great big turbocharger strapped to it, so instead of the standard 272bhp, this has 420, and it’s all going through the rear wheels. That means that, on paper at least, this is pretty much like the GT2 that earned the widowmaker moniker.

That brings me onto the fact that there are very few cars I’ve been given a talking to about before driving them, by which I of course mean, “Be careful!”. The F12 TDF was the last one, to give you an idea of what we’re dealing with, and before we headed out, Dan from Car-Iconics added this to the list, suggesting you can get wheelspin through third and fourth gear — yikes!

Steady does it to start with then, and while I’m convincing the car to go easy on me, now would be a good time to get to know it a little more. There’s more to it than just a big turbo; the engine has different profile camshafts, additional oil cooling and a bespoke exhaust so it’s the complete package rather than a highly-strung ticking time bomb. It’ll hit 60 in four seconds and pull all the way to 191, which must have been pretty bonkers in 1993.

To keep all that firepower in check, it has a limited-slip diff, bigger brakes and 30mm lower suspension, stiffer anti-roll bars and the most discreet integrated roll cage, but nothing in the way of an electronic safety net, ego protection, whatever you want to call it, so I’d better keep my right foot in check — smoothly does it today!

Dan had warned me that the throttle likes to be wide open and the engine can be a little lumpy otherwise. In fact, when the car underwent an extensive overhaul at Ruf last year, they mentioned this and the response was simply that this is normal and they're proud of that. The fact is, these cars are made to be driven flat out or switched off.

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Despite that though, I actually found the car to be perfectly docile at low speeds. There’s no power steering, but the weighting is spot on. The floor-hinged pedals take some getting used to as they do in any pre-996 911, but they’re perfectly placed for heel-and-toe.

RUF’s own strengthened six-speed gearbox takes a solid shove, but it’s not clunky, the engine sound isn’t intrusive and even the ride isn’t overly firm. It all contributes to a surprisingly usable thing, but as the makers themselves say, that’s not what it’s for, so it’s time to grow a pair and see what the BTR2 is like when used as intended, although I’m not sure the intended surface is a greasy British B road!

Much like the 993 Turbo S I drove in a previous issue, not a lot happens until 4,000rpm, then the hellfire switch is flicked as if Satan himself is catapulting you down the road. I recall the similarly-powered Turbo S had a tendency to spin all four wheels if it was damp underfoot, so you can imagine what this is like powering the rears alone when all the power comes in one big sucker punch — it sure keeps you on your toes!

Also, forget 420bhp and forget 0-60 in four seconds — the BTR2 is so ferocious that those figures just don’t do it justice. It’s a wild ride, but a controllable one. It’s intimidating at first and you always have to be awake to drive it fast, but it’s one of those cars you gel with as you go along. Your confidence grows, you get in a groove and the pace builds as long as you keep your inputs smooth.

If you’re careful with your right foot, the rest of the inputs are easy to keep smooth too. The unassisted steering is just a joy to use with the thicker RUF steering wheel and the grip levels are unbelievable for an older narrow-bodied 911.

Even on greasy roads, the front end gave no suggestion of pushing like you might expect, but yep, you guessed it, just make sure you’re dead straight before you wake up that turbo!

The upgraded brakes do a great job of settling down the madness, and over a road, it’s super stable for an old rear-driven 911. I didn’t think I’d be saying this earlier in the day, but it actually gives you oodles of confidence. With 590Nm torque on tap, you hardly need to use the manual box but it’s a great-feeling, fairly hefty shift, and every time you let off to change, you get a fantastic wastegate flutter.

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It is believed that anything up to 13 BTR2s were produced, although Mrs Ruf can only recall nine herself.

Whatever the total figure, what we know for sure is that this car is one of just three right-hand-drive examples. This car was registered new in 1998 and cared for by its original owner, Peter, for 20 years, believe it or not with hand controls and RUF’s electronic gear selector.

Peter kept a detailed, handwritten log of all major events, servicing and costs incurred during his ownership, so the car has an incredibly complete and personal history.

The hand controls and electronic

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gear selector were removed in favour of the six-speed manual I've been using today when the car returned to RUF in 2019 where the engine was stripped, checked and rebuilt. It had a new turbo fitted, belts and ancillary items along with new brake discs and pads. There is a detailed RUF invoice supporting the work, and together with all the previous RUF receipts for servicing and maintenance, R2 BTR is the only UK car that Mr and Mrs Ruf have serviced and supported since its build.

Couple that rarity and history with a price tag north of ÂŁ200,000, and I'm sure you'll forgive me for

being careful with this one. The value didn't stop me enjoying the car though, because Porsches are driver's cars at their heart and this is no different, it has just enhanced the experience with savage performance. There's no wailing V12 or even a high-revving screamer of a flat-six like you'd find in a modern GT3, but I've hardly ever reached the end of a road so exhilarated. This is a true driver's car.

I think the guys at Car-Iconics sum this car up perfectly by saying it's somehow more than the sum of its parts, and you can really tell it was built by people with a passion

for performance, engineering and quality — it certainly doesn't feel like a tuner special. My favourite quote I'm going to steal from Car-Iconics to finish is that, once you own a RUF, you become part of a small privileged family, and to me, it's worth every penny. @cariconics

Watch the video on youtube.com

RUF BTR2

1998, One of three original RHD BTR2’s, only 2 owners, full rebuild

by RUF in 2019.

450 BHP, 6 speed gearbox, limited slip differential, full integral roll-cage hidden within the headlining, 72,000 miles.

£224,995

Ferrari GTC4 Lusso; 2017, 6.3l V12, suspension lift, panoramic roof, carbon sills, carbon driving zone, adaptive lights, apple car play, 7,300 miles. £164,995

MV Agusta F4 RC AMG; 2016, No.69 of 250 worldwide, full carbon bodywork, titanium exhaust, certificate of authenticity, stunning bike, 2,070 miles. £27,950

BMW Z3M; 1999, Titan silver, glass sunroof, black & red Nappa leather, limited slip diff, air con, Harmon Kardon HiFi, 4 owners from new, 25,000 miles. £39,995

Porsche 928GTS Manual; 1994, 2 Owners, rare manual gearbox, garaged from new, same owner for 26 years, immaculate throughout, 29,900 miles. £89,950

BMW M4 GTS; 2016, RHD, frozen dark grey metallic paint, carbon brakes, clubsport package, 7-speed DCT, unique opportunity, 25 miles. £99,995

Aston Martin DB7 Vantage Volante; 2001, 3 owners, Chiltern Green with Forest Green leather, manual gearbox, factory sports exhaust, 9,500 miles. £59,995

FOR MORE ABOUT THESE ICONIC CARS:

Daniel: +44 (0)7891 010719 Stephen: +44(0)7834 620589 WWW.CARICONICS.COM

ENQUIRIES@CARICONICS.COM

Chris Lee continues his trend of looking forward to the year ahead for the automotive world, and reveals he’ll be looking to the past for his new car acquisitions going forward.

Written by: Chris Lee

Over Christmas, I took the opportunity to look back on some of my predictions going into 2019 and 2020. My motorsport forecasts always seem to be way off the mark. I suspect I’m better off by simply saying that Lewis will win a further World Championship and F1 will continue to be somewhat of a procession, save for the odd midfield scuffle every three or four races. I am however excited to see Fernando return to the grid. Without him and the Hulk, we’ve been sadly lacking the level of personality and charisma that F1 was built on.

If you haven’t already seen it, search YouTube for the Hulk’s arrival at the Nurburgring in his 991.1 GT3 RS (with what looks like some Manthey Racing aero accessories). He jumps out, after driving over an hour from Cologne, straight into the motorhome, into his race suit and into qualifying. When was the last time we saw any of the F1 grid behave in anything like a petrolhead or rockstar fashion? Lewis riding an electric scooter through the pit lane dressed in a tartan suit doesn’t count. Why Hulk doesn’t have a drive for 2021 is beyond me. In Bernie’s day, he would certainly have a seat. I’m also excited to see Aston Martin back on the grid, and while I suspect Vettel’s best days are behind him, it will be interesting to see what that combination is able to achieve in the next few years.

If predicting that Lewis will be F1 champion is an easy tick in the box, the same goes for my 2020 prediction that we’d be inundated with new cars from the likes of Ferrari, McLaren,

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Bugatti and Lamborghini. I’m now so bored by the relentlessness of their product strategy and the ridiculousness of their ‘limitededition’ cars (aka add a few stickers and extra carbon fibre and try to sell it for £250,000 more than the base model), that I can’t ever imagine buying anything new from these manufacturers again. It’s a shame, but opens up so many new doors, as I’ve touched on in my previous articles.

On the new car theme, I hoped for a good year in 2020 for Gordon Murray and Les Edgar. While Les and TVR have had a very quiet time recently, Gordon meanwhile has had a blockbuster few months, officially announcing the T50. The car is now sold out and accumulating names on a waiting list, and rightly so. It’s a special car which is the genuine successor to the F1, built on the same principles of lightweight, driver focus and superb dynamics. In my mind, the T50 has cast an uncomfortable spotlight on all of the other hypercar manufacturers, big and small.

Somehow Gordon has managed to make everyone else's efforts look over-engineered, heavy, ugly and unnecessarily complicated. Let’s hope a few of the establishment take note and start to deliver more simplified, lighter and more enjoyable cars. Maserati had a good stab at this with the MC20, which looks like an elegant and interesting machine, and while unfortunately not differentiated enough to truly carve out a niche and market for itself, it’s good to see Maserati back in the game, at least for now.

So, what about 2021? Ironically, I’m looking forward to looking back. I’ve decided to focus any ‘new’ car arrivals on cars that are 10 years old or more.

Increasingly, that’s where the fun is to be found. The wealth of choice, excitement, quality and value for money when looking back 10 to 20 years is immeasurable, at all levels of the market. If evidence were needed, I’m writing this article in early January, having just driven my Lancia Delta Integrale in freezing cold conditions across local country roads. My jaw hurts from smiling and laughing. The fact that I couldn’t and wouldn’t have done this in any modern car, and even if I had, I wouldn’t have had anywhere near the same amount of fun, speaks volumes for the negative direction I feel the new car market is heading in. Maybe the GR Yaris would have given me a similar feel, so hope is not completely lost!

Finally, and arguably most importantly, I’m looking forward to getting back together with everyone again. The SCD Community (other than James Nicholls of course), is one of the biggest things I’ve missed in 2020, with the chance to share our collective passion at events, breakfast meets, drives and visits. I’m excited and already signed up for the season opener, Secret Meet, Tartan Florio, Corsa Cavallino and Grantley Hall garden party, and I can’t wait!

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PREPARING FOR BUSINESS EXIT IN 2021 *

WHAT TO EXPECT FROM BUYERS AND HOW YOU CAN PREPARE IF YOU WANT TO SELL YOUR BUSINESS IN 2021

While some businesses that have proved resilient in the pandemic have continued to be acquisition targets, for others exit plans were put on hold as Covid-19 disrupted trading. If you’re now thinking that 2021 could be the year for exit, we look ahead to see what to expect from buyers and how you can prepare.

Craig Hewitt-Dutton, Partner, LockDutton Corporate Finance, says: “No one can predict the future, but positive news about the pandemic – like a Covid-19 vaccine – could bring strong market growth in 2021, making it a very good year to sell a business. And it’s always the case that potential buyers will pay a premium price for the right business.”

There’s still demand, says Craig, from private equity investors, and some interest will be motivated by businesses protecting themselves against Covid-19 by diversifying. He also expects a new focus on acquiring UK companies as a reaction to the end of the Brexit transition period.

Whatever the business environment, Crawfurd Walker, Chief Revenue Officer for business growth advisors Elephants Child, says the same basic rules still largely apply if an entrepreneur is looking to exit in 2021. “Potential buyers will want to see a threeyear business plan, sound trading figures and a good senior management team. As ever, they want to be confident about what they’re investing in – but even more so in this pandemic era.”

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Both Craig and Crawfurd agree that how a business has responded to Covid-19 challenges is the new factor in determining how attractive it is to a prospective buyer. Crawfurd explains: “Buyers will want strong management that changed the business model to make it more flexible and resilient to something like Covid happening again and whatever the future business environment will be.”

Pre-sale negotiations and due diligence checks in 2021 could take longer than usual, says Crawfurd, and deals might be delayed until buyers have seen “six months’ of ‘new normal’ trading” so that a business can prove its resilience. “It depends on the company, and the changing pandemic situation, but that could be six months from October 2020, or from 1 January 2021.”

Business owners looking for a 2021 exit should bear in mind that a company saddled with debt will be even more off-putting for buyers than in previous years, says Craig, while the Covid-19 working-fromhome revolution has reduced the importance of a company’s property assets. “The need for large, expensive-to-maintain offices is receding and buyers prefer leased property rather than anything owned outright.”

Entrepreneurs who mean to quit their business straight after its sale should also remember buyers need to feel sure the company can thrive without the person who created it. Crawfurd says: “Sometimes, the whole business is based around the owner so, in the nicest possible way, you need to ensure that you’re ‘redundant’. Have structures in place so the board can run it without you. Otherwise, the buyer could insist you stay on for a number of years.”

CONTINGENCY PLANS A business will also be more attractive to buyers in 2021 if it can show it has contingencies in place for the UK’s new relationship with the EU. Craig says: “That includes ensuring employees who are EU citizens have applied for the right to stay in the UK by the June 2021 deadline.”

But Crawfurd stresses that preparation sooner rather than later is the way to put a business in the best position to sell at a good price: “There are exceptions but preparing properly for sale takes 2-3 years. If you temporarily put exit plans on hold because of the pandemic, review them again as quickly as you can so that you’re ready to sell in 2021.

We are a relationship business that provides Wealth Management advice, which includes: CORPORATE FINANCIAL ADVICE AND PROTECTION FOR MORE INFORMATION ON OUR SERVICES, PLEASE CONTACT JANINE EDWARDS ON:

01676 530606 07785 295341 janine.edwards@sjpp.co.uk www.janineedwards.co.uk

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ENTREPRENEUR CLUB Janine Edwards, Principal Partner of St. James’s Place Wealth Management and the Elephants Child advisors through Entrepreneur Club, provide access to advice and support that will help maximise the growth rate and valuation of your business.

Together, Janine and Elephants Child’s accrued knowledge and insight allows them to create strategies and opportunities for business owners as their journey starts, right through to exit. Their understanding provides them with a deep knowledge of common stresses and needs experienced by the business owner. They can assist in addressing these key concerns and challenges helping you confront and overcome the constraints that hold back your business from achieving its full potential.

If you would like to receive the entrepreneur publications, or discuss receiving a valuation and review of your business please contact Janine Edwards on: 07785 295341 or janine.edwards@sjpp.co.uk * Exit strategies may include the referral to a service that is separate and distinct to those offered by St. James’s Place.

The opinions expressed by third parties are their own and not necessarily shared by St. James’s Place Wealth Management.

Janine Edwards Wealth Management Ltd is an Appointed Representative of and represents only St. James’s Place Wealth Management plc (which is authorised and regulated by the Financial Conduct Authority) for the purpose of advising solely on the group’s wealth management products and services, more details of which are set out on the group’s website www.sjp.co.uk/products.

The ‘St. James’s Place Partnership’ and the titles ‘Partner’ and ‘Partner Practice’ are marketing terms used to describe St. James’s Place representatives.

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STEERING SOLUTIONS

Matt from Suspension Secrets discusses on-the-limit understeer in certain supercars and how it can be resolved.

Written by: Matt Cowley

In addition to working closely with SCD members, we also work with another SCD partner RMA Track Days. On all of their UK track days, we have a garage with all of our setup equipment and our motorsport flat patch to offer our setup services on the day. On these days, we work with a vast range of cars from purposebuilt race cars through to road-going supercars to enhance their handling performance and improve grip.

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One of the most common issues we encounter on track days, particularly with supercars, is the amount of understeer present when they are pushed to the limit. Some people prefer understeer as it is often considered a safer way to find the limits of traction rather than snap oversteer, however, most supercars are capable of having a more neutral handling balance with a slight tendency to oversteer when they reach the limit, which can be much more fun and improve the driving experience out on track substantially. Some of the repeat offenders for serious understeer out on track are the Audi R8 (all generations), McLaren 570S, 600LT and 720S and Aston Martin Vantage. These cars all suffer from understeer when pushed to the limit, but it can be fixed.

The most direct route to resolving understeer lies at the front wheels and can be carried out on a car with no additional aftermarket components installed. Firstly, slightly more camber needs to be introduced. For the Gen 2 Audi R8 and the McLarens, this means installing some of our camber shims behind the lower wishbone brackets to increase the negative camber.

These shims are the same technique used by the manufacturers and are perfectly safe to install. For most other cars, the camber adjustment is available within the standard suspension components.

With the camber increased, not only will understeer be reduced and mid-corner grip substantially increased, your tyre wear will also be improved. The improved tyre wear is contrary to what would normally be the case, as usually increasing negative camber will only increase tyre wear on the inside edges, however, due to the majority of supercars only ever being driven hard, either on the roads or out on circuit, they actually cause more tyre wear to the outside edges. This can be seen by taking a look at your tyres next time you head out for a fast drive. You will notice that, over time, the tread depth on the outer edges of the tyre becomes much less than elsewhere across the breadth of the rubber.

By increasing negative camber, you are allowing the car to use a larger contact patch through the corners, making tyre wear more even and increasing grip levels.

With the front camber increased, we then turn our attention to the toe settings on the front and rear wheels to help the car behave in a much more controllable fashion. With the Audi R8 in particular, a substantial amount of understeer is due to the fact it has reverse Ackermann geometry. Ackermann geometry is effectively how much each of the front wheels turn when cornering. Due to both front wheels being a certain distance apart, usually around 1.6m between centres on most supercars, they travel on different arcs around a corner. The inside wheel must turn on a tighter radius and the outside wheel must turn on a slightly larger radius to allow the car to turn around the corner without having any scrub from either tyre.

Tradition Ackermann steering Inside wheel turns more than outside

Reverse Ackermann steering Outside wheel turns more than inside

This setting does sometimes provide the rear with too much traction due to the large safety factors that manufacturers are working to when designing vehicle geometry. Consequently, the toe in can remain but can also be slightly reduced, allowing the rear of the car to follow the front through the corner without trying to constantly push the nose on, creating understeer. Despite the rear end becoming more fluid, the high-speed stability and traction benefits are still retained to allow the car to hit high speeds comfortably and safely.

Next time you're at an RMA track day, pop over to our garage to say hi and have a chat about how we can improve the handling dynamics of your car on the track or on the road. We also have our suspension workshop facility in Knutsford where we can install our camber shims, many different upgrades or carry out a full suspension setup on your supercar to extract the full potential from it, or even just improve tyre life.

These two different arcs are the reason why a differential is fitted to deliver power to the wheels. In cases where a very tight limitedslip differential is installed, you may have experienced the inside wheel scrubbing and hopping when turning a tight corner at low speed. This is due to the inside wheel turning at the same speed as the outside wheel but travelling less distance, causing it to hop and skip instead of just rolling.

So what is reverse Ackermann? Reverse Ackermann is where the inside wheel turns less than the outside wheel. This is contrary to how you would think front wheels should turn, because in presence of the information provided above, that would be the opposite of what you should be doing. However, Audi haven’t gone insane and installed the incorrect geometry to their car as you might now be thinking, in fact reverse Ackermann is featured within motorsport all the way up to Formula 1.

The reverse Ackerman settings are most pronounced on a Formula 1 car at Monaco where there are many very tight sections of circuit to navigate through. Due to the open-wheel aspect of an F1 car, it is very clear to see from a cockpit camera that the outside wheel turns much more than the inside wheel when taking a corner. This is because in a racing environment where tyre wear isn’t the most important feature, more grip can be generated in the tyres with this geometry setting, due to the outside wheel having more force being put through it when cornering, allowing the tyre to withstand a larger turning angle.

Returning back to the Audi R8 and its motorsport steering geometry, the reverse Ackermann can make the front end feel sluggish when initially turning into a corner whilst the mass of the car is transferred to the outside wheels.

In this short timeframe, the steering can feel slightly unresponsive to driver input and give the sensation of corner entry understeer, therefore we can alter the front toe geometry to reduce the Ackermann setting slightly, which makes the front end much sharper upon initial turn-in when entering the corner, removing the dreaded turn-in understeer.

On other understeer-prone cars such as the McLarens and Aston Martins, the front toe tweak also improves the initial turn-in response and makes the direction changes much faster and more intuitive than before. With the front toe now set up, we then turn our attention to the rear toe settings of the car. With most supercars being rear-wheel drive or four-wheel drive, the rear toe will be set to toe in. Usually, a lot of toe in is set to aid very high-speed stability and keep the rear planted in heavy throttle scenarios.

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youtube.com/TheSUPERCARDRIVER

We sit down with Joe Macari to talk about the past and the future of the car world, racing at Le Mans and getting arrested on the Gumball 3000.

Written by: Matt Parker

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Joe Macari is one of the biggest and most respected names in the car world, whether it be selling some of the rarest and most expensive examples you could hope to find in his treasure trove of a showroom, or restoring historic icons to their former glory in his workshop just over the road.

With all that comes a mental library of stories we can't come close to covering in an hour's chat, but we're going to do our best to get to know the man behind the name, starting right back with his first forays into the world of business.

"Oh my goodness me, now I have to really go back in the memory banks", Joe laughs, "I started off doing all sorts of things as a teenager, just anything that I could make money from, so that

whatever I could make, I could spend on cars, which is the disease that has afflicted me! I started buying and selling cars in my late teens, I was going around repairing fruit machines, I was re-covering pool tables, I was involved in so many different businesses anywhere I felt I could go forward".

"The first car I imported was a Fiat Dino Coupe which I bought with two friends in Naples. We drove it back which was a five-day epic journey because anything that could go wrong did go wrong!", Joe recalls, "Things fell off the car, tyres delaminated and we ended up getting robbed by the French for new Michelins at the side of the road because we had no choice if we wanted to get it home. We made a small profit on the car, I

input you put in yourself, you can actually feel going through the car. There’s something quite spectacular about that and very few cars can give you that same feeling, so it’s a privilege to drive a classic Ferrari, there’s no doubt about it".

So does Joe own any classic Ferraris himself, and what else does he have in his stable? "I’ve got a few cars put away and every one of them I drive. I’ve still got the two cars I raced at Le Mans in 2005 and 2007. I share those cars with the people I drove with and clearly I bought those cars back because they’re part of our DNA.

"As for road cars, I’m fortunate enough to have a Ferrari Daytona Spyder. When I watched A Star is Born as a kid, I thought oh yeah, I’ve got to have one of those, watching Kriss Kristofferson drive off at 170mph with an 8-track on, so the first thing I did was put an 8-track in mine because, clearly, that’s the way forward.

"Then there's the Ferrari 250 SWB which is arguably one of the most beautiful coupes that was ever born. It’s not only beautiful, but it’s a privilege to drive. When they’ve been set up well and everything is good on them, they make the perfect noise, they handle beautifully, they’re predictable, they do everything you want a car to do. When you consider the car is 60 years old now, it’s amazing.

"Weirdly, I’ve got some English cars as well which I absolutely adore. I’ve got an Aston Martin X-Pack Volante which is just fab. It’s like a dirty secret, makes loads of noise, big engine, lots of power, it’s a really cool car. I also have a 1961 Bentley S2 Flying Spur and it feels great driving that around.

"There are a few other things, little cars, and every one of them makes me smile. There’s no better or worse car, they all make me smile in a different way. The one I probably use the most is the 1968 Fiat 500, and that’s just wonderful.

You can drive it like you stole it, you can leave it wherever you want to and everyone smiles when you’re in it, so that’s a happy car.

We heard about another rather interesting racing car Joe owns, so we ask if he really does own a Schumacher F1 car. "Yes, it was a car that Schumacher and Eddie Irvine both drove in 1999.

I haven’t had the opportunity to drive it yet, but next year hopefully I will tick that box, although it’s a scary thought! I’m a traditional classic driver and your left foot is meant to rest on the side or to brace yourself, not to brake, I’m not a millennial, I can’t do those things yet, but it’s exciting and I will drive that car next year".

then bought it back about five years ago and I’m restoring it to keep".

With a business so centred around his passion, does it ever actually feel like work for Joe? "When I’m restoring cars, I feel like a bit of a fraud, because people are paying me to do something that I absolutely love", Joe explains, "When you take something that’s 50 or 60 years old that hasn’t had any love for a very long time and put it back to what you want it to be, and then someone gives you money as well, it sort of feels a little bit wrong, but the satisfaction level is pretty special. Selling cars, it’s lovely when you sell something extraordinary. You feel like you get a little bump in your step, but I just love fixing them and putting them back together".

Delving deeper into his passion for cars, Joe is particularly drawn to a certain Italian brand, why is that? "Every child grows up wanting to see, touch, feel, hear a Ferrari. It just has something about it, an allure that no other brand has".

Joe has driven his fair share of Ferraris from all eras, and so few of us have had the chance to get behind the wheel of a classic Ferrari with a seven-figure price tag, so we ask what it actually feels like to drive one. "There’s a different pleasure in driving all sorts of cars, and driving a classic Ferrari is extraordinary.

There’s something about it where the car is attached to you, it’s just an extension of your body, because the car is so beautifully made and so well balanced that every movement and

Moving onto the Joe Macari business, we all know about the spectacular showroom where Joe and his team sell some unbelievable cars, but we want to know more about the restoration side of the business, which is where Joe's passion really comes into its own. "I feel very lucky with the cars I get trusted to work on and sometimes I have to pinch myself because we’re currently restoring five or six Ferrari 275s, a couple of Daytonas and some other cars. These cars are pieces of history and we get to fix them", Joe tells us like a kid in a sweet shop.

"We’ve got a 365 prototype we’re restoring at the moment, of which there were only two, the other one is in the Ralph Lauren collection. It’s a Targa Florio winning car with Le Mans and Daytona history, so it’s pretty flattering that people will trust us with these cars, and it’s also a big responsibility to make sure we get them right and sympathetically restore these cars".

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Joe pours enthusiasm about these projects, and continues to do so discussing the restoration of what is probably the most famous classic Ferrari of them all, "The 250 GTO was an epic project to put together which we did in conjunction with the Ferrari factory, and it was a real privilege to have that shared interest with them. The car was so far ahead of its time, it’s just rude. When you start taking the car apart and putting it back together, you actually start to understand and realise why Ferrari made its mark in the ‘60s like no other brand.

"The handling of the car was just sublime, the engine, the power, everything about it felt lovely.

Every time I’d go for a drive in that car, I’d make an adjustment, try to improve this, try to improve that and finally it just all clicked together and, as a driving machine, it’s spectacular. It’s not a road car in reality, it’s a race car that just happened to find itself on the road and yeah, it’s special.

"Taking the car around Goodwood, I had to be a little bit careful with the noise meters even though I had a standard exhaust on — once you start to get to seven or eight thousand revs, she does sound quite lovely. She turns in beautifully, stops beautifully, she just has great manners.

The car flatters you as a driver, because it’s that good that you start to think you’re quite good yourself, but actually the car is better than you, and that’s the reality".

There must be interesting stories about the clients wanting this level of work too, so we ask Joe if he has a typical client. "We don’t really have a typical client; everyone on this planet is unique and of all the people who come to us, the only thing they have typical is that they want something extraordinary, and this is where I’m quite lucky because they let me do the job as if it was for myself, and hopefully they’re happy with it.

"A client or more of a friend of mine in the States asked me to do a 275 GTS for him last year. We did a mechanical restoration on the car, changed a few things just to make it drive more up to date so it would never overheat and so on, and he was so thrilled that he phoned up and said, “I’d like another one, because I have two houses I live between in the States and I think I should have one in each. He’s not a typical client of course, but he’s a great person to have in my life".

So many of these classics are owned by those who aspired to own them growing up, and there's a thought that the younger generation doesn't appreciate them in the same way.

How does Joe see it from inside the classic world, does the younger generation appreciate classic cars? "I think from the outside world, the perception is no, but I personally see the younger generation enjoying classic cars just as much if not more", Joe tells us, "A lot of it is education and also events. Take Goodwood as an event for example and every year, it sells out. The demographic of Goodwood is still very high on younger people and they adore these older cars, because they are now able to see them not just sitting there, but they’re actually seeing them racing and they’re starting to understand them more".

Joe has such a thing for classic cars that we haven't even mentioned a modern road car yet, so you might expect Joe to be a little cynical about the 'latest and greatest', but he actually isn't. "I love modern cars. I love the technology, in fact I’m terrified of the technology in a modern car. When the car suddenly stops, you just don’t

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know what to do besides look at a laptop and press ctrl alt delete or find someone who’s 17 and ask them to look at it for you. That’s the scary bit about them. The incredible bit about them though is what they do.

that they’re looking at how they can make more money. I can understand that as a businessman, but make the car great and then charge them for extras.

"They are amazing, but for me, the sad part about it is most of the manufacturers years ago, the Ferraris, the Aston Martins, they would build a car, the most fantastic car they could think of building, and then afterwards people would go oh, I want that, and then come and buy it.

Sadly now, the manufacturers are looking at the financial side first, and the downside of that is

With all that said, how does Joe see the car world evolving over the next 10 years? "The next 10 years is a difficult one to see what the world will do with cars. For me, I think most of the manufacturers are going to take the easy route and go electric. The rationale behind electric is pants and doesn’t make any sense whatsoever, however, the governments and politicians of

"I drive a Ferrari Lusso every day. I genuinely think it’s the finest everyday car in the world and I’m very lucky that I get to drive it every day. It’s fast, it does everything you tell it to, it’s comfortable, it has four seats, the stereo works fantastically, the nav works, the wipers actually clear the windscreen when it rains, you haven’t got to set fire to the passenger seat when it's cold like you would in an old car. It does everything you want it to do, and if you want to go on a 500-mile journey, you just put some fuel in it and don’t think twice about it.

"What they’ll do is make one car and then make an evolution and an evolution and an evolution, and people won’t accept that anymore, it won’t be sustainable because these cars are too close to each other. I think manufacturers need to go back to what they did in the classic days, which is make something unique that’s extraordinary.

People will buy it, and if they want to make some extra money, charge for some options, then get on with the next project. This will separate the men from the boys, and if you do a job in a great way, you will always be compensated in a great way".

this world are going with the easy route that this is the greenest way of actually saving the world. It’s clearly not, but as long as none of the manufacturers stand up to the governments, sadly we’ll go in this direction.

"I do believe the manufacturers will grow a pair in a minute and actually stand up and go look, the carbon footprint of a V8-powered Ferrari is actually less than your electric Lexus when you actually start doing the adding up and consider how long it’s around for. People just don’t want to hear it though, they want to hear the easy electric route, but hopefully the manufacturers will stand up, and if they do, we will go back in the direction we’re travelling in now.

"The emissions modern cars give are negligible.

There’s a statistic that very few people I’ve met know. The 16 biggest tankers in the world give off more bad stuff than every motorcar in the world. 16 boats against every car in the world.

How can the cars be doing all this damage to the environment? This is just a political way of trying to get some votes from people and trying to say we’re doing the right thing, and they’re not trying to do the right thing, they’re just trying to do what’s easy for them, without actually delving into it.

"Then you’ve got environmentalists who are jumping on the back of it because they’re uneducated and they’re not aware of what it actually takes to charge an electric car, mine the batteries, get rid of the batteries, all the stuff behind the scenes, so hopefully they’ll see the error of their ways and we’ll all be driving V12s forever — that would be nice!", Joe finishes his rant with a smile.

down with Mr Dallara, and wow, they say never meet your heroes, but actually I’m really thrilled I did. He’s the coolest man in the world. He’s 84 going on 17!

"I asked him to tell me about the Lamborghini Miura, and he said, 'Well, I was 24, Gandini was about 23 and the boss came in our office.

We were both designers at Lamborghini at the time and he said, "I want to do a car that’s extra special, draw it", we asked what he wanted it to look like, and he said, "You’re the designers, get on with it". We were kids, but within a few weeks, we designed the Miura, but none of us wanted to take it to the boss because we were terrified he wasn’t going to like it. Finally, we went together, showed him the drawing, both thought we were losing our jobs, and he said "That’s fantastic, let’s do it", and that’s how the Miura was born'.

"For me to have that privilege of sitting down with that man and listening to him telling me about how he designed what I think is probably one of the most evocative cars of the last 100 years was just fantastic. I left there on a high, but I didn’t really want to sell the cars even though I loved them, then I got a phone call when I arrived at the airport from the MD of Dallara who said, 'Mr Dallara would like you to sell the car in the UK', and I said, 'The margin you’re offering me, sadly really isn’t enough for us to be able to justify doing this project', and he said, 'You don’t

understand, you have my balls in your hand don’t squeeze too hard and you can have the deal.

Please, because Mr Dallara doesn’t normally tell me to do things, he expects you to do this', so of course, I became the dealer, we’ve been selling them, I bought one for myself and I think it’s fantastic. How could I say no to a legend?".

Now, we couldn't conclude our time with Joe without delving into some stories of cars gone by, racing, and shall we say, adventures? Starting with said adventures, we ask Joe about the early days of the Gumball 3000. "Oh my god, that feels like a lifetime ago. The first Gumball I did was certainly over 20 years ago with a dear friend of mine who is no longer with us sadly. We went in a 360 manual and we weren’t really sure what to expect, but Max (Gumball’s founder) said don’t worry, it’s going to be all fine, so we went, left London and drove to St Petersburg which was absolutely bonkers. You couldn’t do that today and still be alive and not in jail in reality.

"It was nonstop to wherever it was, the police were trying to stop us all over Eastern Europe, I actually did get stopped for going really fast in Finland and ended up in jail there for a little while, and I think I’m banned from driving in Finalnd forever, so that was a little bit unlucky.

They roadblocked the motorway and yeah, they were really cross", Joe recalls.

There is one car company we know Joe is on board with, given that he's the proud exclusive dealer for them in the UK, so we ask about the story of Dallara. "About a year ago, Andrew here phoned me and said we’re going to see Dallara in Italy, and I said I had no interest in going, but he said they keep phoning and you keep saying yes so you’ve got to be polite and at least turn up.

"So finally, I went under duress because I happened to be in Italy anyway and it was only an hour away, so he made me go. I drove the car because they asked me to, I went up the mountain roads in this little Dallara Stradale and oh dear lord. It just got better and better the more I drove it and this was just on the road.

Then, at lunchtime, I got the privilege of sitting

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"In 2004, I got stopped in Kingman Country, Arizona doing the Bullrun. I was driving the camera car with some friends in some other cars, and I thought it was a bit of a joke when they arrested us and took us to a gas station, then when they went to take off my handcuffs I thought oh this is great, much more comfortable, and then they put me in leg irons and I thought ok, this is getting serious now.

"Then we got taken to county jail and that was bad. Prisoners were coming through wearing orange uniforms like Guantanamo Bay and I was thinking we really need to leave here. I was there with two other friends of mine and we ended up doing a little deal with the local sheriff, made a small donation and we were on our way again, but yeah, not something I’d want to relive in a hurry!".

Moving onto the rather less wild world of racing, Joe raced at Le Mans twice, and we want to know what it was like to go from watching the race as a child to actually racing there. "As a child, to race at Le Mans was the dream. Everyone has something that’s their number one bucket list item, mine was to drive a Ferrari at Le Mans, and in 2005, I got that opportunity. Sadly, with four hours to go, one of the mechanics forgot to do a wheel nut up and we lost a wheel, so we didn’t finish which was a shame.

"Then, in 2007, I went back with two great friends and it was still the biggest thing in the world for me. Most of the time when we get to do that thing that’s on our bucket list, we get there and then think what’s next? You want to pass your GCSEs, or your O Levels as I would call them, and that’s all that matters to you. You want to meet that girl you saw in the pub the other night and take her on a date, and nothing else matters, but then you take her out on the date and think oh actually she’s not that nice after all, so there’s often an anticlimax, but going to Le Mans wasn’t an anticlimax at all.

"It’s certainly one of the biggest things I’ve ever done and one of the biggest privileges of my life.

To drive around there at any point, but especially during the night, in the rain, you’re pinching yourself. It was an extraordinary experience and we missed the podium by 90 seconds which

was a bit of a shame, but we were three Ams in a Pro class because they didn’t have an Am class in those days, that’s how old I am. It was something that I don’t think is a repeatable experience, and I feel lucky to have banked it.

"I used to go to Le Mans as a child and I remember, even before the new pits were built, sitting on top of the old pits watching the Jaguars coming through there, when the Mazdas won there, and I used to go year in year out. I absolutely adored it, so to be given the opportunity to do that was, woah, that was so grown up", Joe smiles.

"In 2007, I was really lucky, and as well as Le Mans that year, I also drove an MC12 GT1 car, which I think was sort of made by god, because most racing cars are functional. They work, they do something for you, the MC12 is drop-dead gorgeous. You look at it from any angle and just start smiling. If you met a girl like that, you’d definitely be keeping her.

"The car had everything, and I was fortunate enough to race it that year in the Am class of the FIA GT Championship. I remember driving it in Bucharest on the street circuit, it was pissing with rain, absolutely throwing it down and the car

was spinning its wheels in third, fourth, fifth and sixth all the way down the straight, literally fully lit. I put it on pole and I just remember thinking yeah, if I had to go, this would be the right time to go, because what’s next after this would be very difficult to find.

"It was a spectacular car. It talked to you. The gear change was just precision at its best, the engine noise was insane, the driving position, you’d move the steering wheel that much and the car would move that much with you.

You’d talk to it and it responded. It wasn’t just beautiful, it was functional, and for me, it was the perfect racing car. There are 11 or 12 in the world and they are extraordinary".

Being so taken by the racing variant on track, has Joe ever driven an MC12 on the road? "I have driven an MC12 Stradale on the road, I’ve driven an MC12 Corsa on the road and I’ve driven an MC12 GT1 on the road. The Stradale is fantastic and I’ve done a lot of miles in them on the road, I'd have one over an Enzo any day of the week", Joe insists, "The Corsa was a car that had been made road legal and was a bit of a handful, but it was pretty impressive, ever so fast, and then the GT1 car was meant to be a pace car on a rally in Italy, so we went up the hill in it on wet tyres, because obviously we didn’t want to be on slicks with no heat in them, and that was epic.

"The car was fantastic, but the road had been closed for the event and then it had been reopened, but no one actually told me, so I drove back down, on the road, going around the corners in the middle as you would, and there were cars coming the other way. I was committed by that point so had to carry on all the way back to the truck and got it out of there as quickly as possible".

Speaking of V12-powered Le Mans racers, we ask Joe if he's ever driven a McLaren F1 GTR, "I have driven a McLaren F1 GTR. The McLaren F1 GTR is spectacular. I think that car is all about the engine; the torque of the engine is sublime. It has like a bubble of torque, you can drive it in any gear and the power is just there, whenever you want it, it’s just right at the end of your foot, and you can take liberties with the car. It’s another car I’d say was ahead of its time. It was a car that you felt you could push a lot more once you learnt how to use it. It’s a very impressive thing".

It's clear by now, Joe has owned and driven an incredible selection of cars, but we all dream, so money no object, what cars would Joe

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have in his garage? "The impossible dream; I’d have everything! I’d have the rudest, rudest garage on the planet with money no object", Joe ponders, "There’d be a 250 SWB in there without any doubt, 250 California Spyder, Ferrari P4 of course. I could just go on, there would be a hundred cars in there without even trying, because every car gives a different pleasure. 250 GTO, it’d be in there, 250 Testarossa, it’d be in there, but they all do different things. They all drive differently, they all make a slightly different noise, they give you a different sensation".

What about one car to drive to the south of France? "It’s a difficult question. Probably the Fiat 500 Abarth. Roof off, windows open, 95mph on a straight, you can just hit 100 down the hills.

You’ll definitely still have your licence when you get to the other end and you can park it anywhere when you get there".

Let's ramp things up a bit, F40 or F50? "I’ve been in the lucky position where I’ve had an F40 and an F50 together and I never really used the F40, not because it was trying to kill me all the time, that didn’t bother me, I had a girlfriend like that as well. The F50, for me, was probably and still is one of the cars that is the future. It’s quite similar to the MC12 in its own way. The F50 has 12 cylinders, a six-speed manual, everything is analogue and you have to drive it. It’s not trying to kill you, it has a lovely benign way of delivering the power, the engine sounds lovely, it can be open top or closed top.

"The car ticks every box, so for me personally, F50 over F40, and in my opinion, between the 288 GTO, F40, F50, Enzo and LaFerrari, the big five or whatever they want to call them, the F50 will be the one that is at the top of the tree".

Okay, let's ramp things up again, 288 Evo or F40 LM? "I think F40 LM because it’s just sheer brutality. It’s so sexy in a way that’s indescribable. You just look at the back and it looks like it’s trying to gather up small children and spit them out the back. You just think yeah, got to have one".

With so much seat time in some seriously valuable and intimidating machinery, has Joe got used to it all or does any car still scare him? "Oh, cars scare me all the time! At least once a month, I get scared in a car, and it’s usually of my own doing. It’s usually pilot error, sadly!", Joe laughs, "There are certain cars I’ve got in and thought oh, I don’t like you. Like an F40, I love F40s, but it feels like it’s trying to kill you all the time.

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"As long as you know that though, you can go in the relationship with a car with your eyes open and know that, if it’s even moist out there, she’s going to try and kill you, and you’ve just got to try and make sure you’re one step ahead all the time. You just have to be in the right mood to drive that car, and then it’s a fantastic, rewarding experience".

Going back to business, with the kind of cars Joe deals in, it must be hard to let them go? "I’ve had cars come into stock many times that I’ve decided I’m definitely not selling and I’m keeping forever because I’m in total love with them, absolutely. It happens all the time! Sadly, most of the time, I can’t afford to keep them and have to sell them because it’s my job", Joe explains, "The only good thing is that, when I get those extraordinary cars, if I don’t like the client who’s buying it, I won’t sell it to them, because the car is a star, especially the old ones, and they need to go to a good home, so if it’s a bad person, they can’t have that car".

With such a reputation, clients come to Joe to find the car they've always dreamed of. How difficult is it finding a specific car? "Clients ask us to source cars regularly and it’s always difficult to find that one-off car, when they want the car they had as a kid. They don’t want a car that looks like the car they had as a kid, they want the car they had as a kid, and that’s when it becomes a little difficult, especially left-hand drive ones somewhere in the world, not just in the UK.

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"We did that for a guy who, fortunately wasn’t too old and he’d had a 355 some 15 or 20 years ago, and recently we managed to find the original car he had bought when he made his first amount of money, then he sold it to upgrade to the next car, but of course now he’s done really well, he wanted that particular car back in his life, and now he’s got it back".

And Joe seems to really connect with his clients, so we ask why he thinks that is. "There’s the old saying birds of a feather. People who have the same loves or respects usually get pulled together, and we’re really lucky because usually our clients are owner drivers as opposed to just pure collectors who put them away. Our clients want a car that is beautiful but also that they can go and use, enjoy and actually get the enjoyment from what the car was born to do, which was to be driven spiritedly. I have a similar philosophy, and this is why our clients gravitate towards ourselves".

This shared passion can even turn clients into friends, so we had to ask if Joe had any more stories like the friend from the States we touched on earlier. "I have a dear friend and we do Modena Cento Ore together every now and then. We did it in the 250 SWB which was pretty epic and then we used a 500 TRC which has got a V12 in it, and driving that through the back lanes in Italy, up and down the mountain passes, the noise of that car makes you feel like a child, and what a privilege. People take their hats off to you as you go past because they want to see

it go fast and make a great noise, and oh my goodness it did both".

Last but not least, what did Joe think of the SCD Secret Meet? "I was totally blown away by the experience. What I loved was the enthusiasm from everyone I saw there, and the amount of cars that turned up. How lovely was that, to see a paddock full of everyone’s pride and joy? It didn’t matter whether you love an Aston Martin or you prefer a McLaren or you like the Porsche that’s next to it, they were just as far as the eye could see.

"The way the day was run was fantastic, the mixture of cars, the friendliness of the people, I’d be back there in a heartbeat, as a punter not a dealer, because I’d just want to go and enjoy it, it was fun".

I'm sure we could have gone on for hours extracting more and more fascinating stories from Joe, but hopefully that gives you an insight into the man, his passion, his business and some of the rockstar stories that have come along the way. Thank you for your time Joe, it was a real pleasure. @joemacari

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Miles switches into downforce mode and takes the Praga R1T race car to the limit at Donington Park.

Written by: Miles Lacey

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Breaking through the sound barrier in a prototype rocket plane must have been an almighty experience for the fearless Chuck Yeager back in 1947 (glorious name by the way). Chuck sadly passed away recently, but he was the first pilot in history to exceed the speed of sound in level flight at the helm of the Bell X-1 and reportedly wore XXXL briefs. Pushing the envelope to unknown territory requires immense bravery and absolute confidence in the equipment the engineers have strapped you into.

Now, not for one minute am I attempting to draw any comparisons between the decorated Chuck and myself (his wife’s maiden name was Dickhouse, so that’s probably as close as I’ll get), but driving a high-downforce car is much like pushing past the limit into the unknown — if you’ve never driven anything with aero before, you have to forget what you think is possible in a car. To reap the benefits of all that downforce, you must push beyond the point at which mechanical grip would start to fall away from you and hope the team in the wind tunnel know their stuff. Like a portal to another dimension, a whole new world of grip is at your fingertips. This is known as aero grip.

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A frosty Donington Park in November was not how I envisaged my first opportunity to drive the Praga R1T, but would you say anything other than yes when they ask you to have a steer in their race car? Supercar Driver has followed Praga’s journey and re-entry into the UK motorsport scene closely for some time, but this was our first opportunity to test the turbocharged version of their R1 race car.

So, what is it exactly? To look at with a fresh pair of eyes, you’d be forgiven for thinking it was a Le Mans Prototype. Step a little closer however, and you’ll realise how tiny the thing is — I’m not a large man and even I felt like a giant stood next to it in the Baltic pit garages last month. The R1T draws many cues from world-leading race cars; its full carbon monocoque forms the basis of its design, coupled with lightweight carbon body panels and a Renault Alpine F4R Formula 2.0 turbocharged engine. For its minuscule platform and footprint, bolting a 380bhp engine with 410Nm torque to it almost sounds as sensible as lighting a match near an atomic bomb, but hold that thought, it’s far more accessible than you might think.

At 620kg, it’s as light as a bag of feathers weighing exactly 620kg. By my rough calculations that’s 613bhp per tonne, on par with an 8-litre Bugatti Veyron Super Sport. The R1T in no way relies on power to deliver its blistering performance over a lap however; where the car really comes alive is its ability to attack the corners at eye-bending speeds.

All that said, it was time to squeeze in and have the Praga team talk me through their new machine. Once in the seat, you become abundantly aware you’re in a genuine race car; the seating position feels perfectly central and no more than a credit card’s width from the ground with your feet sitting higher than your hips, much like in an LMP or F1 car. Amazingly, you can spec a second seat, although your passenger would need to be tiny, this is so the car can be approved as a two-seater to qualify to race in the UK. The boys got to work adjusting the controls to fit my reach which was quickly done by whipping the nose off and moving the pedal box. Before I knew it, I was plugged in and the pit crew gave the thumbs up.

Click the sequential gearbox up into first and release the foot-operated clutch with plenty of revs and the cockpit buzzes with vibration from the engine directly behind your ears.

The gearbox whirs and chatters as you smash into the pit speed limiter — before you’ve even joined the circuit, it’s a rather emotional experience. Unlatching the limiter, you start to accelerate very quickly towards turn one, Redgate.

At this stage, the tyres and brakes had zero temperature so the first few turns required a gentle approach. Even before it’s up to temperature, the immediacy of its steering response and ability to change direction is immense. Being the middle of November, there wasn’t much in the way of ambient temperature to help switch the tyres and brakes on, but with some vigorous acceleration and braking, within a few laps it started to instil some confidence.

Earlier that day, I’d been testing a 911 Cup car amongst the fleet of R1Ts Praga had brought on the day. After witnessing the pace at which they ate a lap of the Donington National Circuit, I asked my engineer to turn the mirrors down to the ground so I could see these things closing in.

The Cup car is a bonafide GT race car with serious pace of course, but the Praga, in the right hands, kept me and the Porsche quite honest at times.

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As the roles were reversed and I was piloting the Praga, the most surprising element of the drive was how fast it closed in on already fast race cars. After around five laps or so, you start to push on more and more as the temperature finally arrives in the tyres and brakes, and the entire car switches on. In the slower speed turns, the car was limited by its mechanical grip which is easily managed. Progress to the fast sections however, and the ease and precision with which it navigates the infamous Craner Curves forces you to recalibrate your mind. Forget what speeds you thought were possible or even at the limit in normal cars, the R1T takes the laws of physics, slaps them out of your hands and stomps on them for good measure.

Barreling into some of the long, high-speed braking sections was possibly the most astonishing factor. Where I had been braking in the Porsche felt like it was three or four car lengths too early. The first time I hit the brakes, I pretty much had to accelerate back up to the corner again since it stopped me so quickly.

Once you dial into its stopping power, you start to compress your braking zone further and further, edging ever closer to the limit. You have no choice but to left foot brake due to the pedal layout, but that’s no disadvantage; smash the brake pedal with all your might and feel your organs try to escape your body.

The same can be said for the cornering forces. At 130mph, it’s generating one-and-a-half times its weight in downforce, meaning it can generate 3g in lateral cornering force — that’s a lot! For some context, a 991 GT3 RS can achieve around 1.24g.

After going flat through Hollywood and Craner Curves in fifth, I have absolutely no reason to doubt its cornering capabilities. Once in the aero window, you can easily chase the throttle wide open without a suggestion of it losing grip or even a wiggle from the rear axle. Plant it, steer it and arrive out the other side at an outrageous pace.

So long as you’re committed and possess a basic level of skill, the Praga comes to meet you at almost every level. A few of the other guest drivers periodically fell foul of its characteristics on the day, largely due to the fact it was near impossible to generate any tyre temperature in the wintry conditions. That said, there was nothing more than an embarrassing trip to the gravel for them; a red-faced tow back to the pits for some stone removal and they were back on their way. They just wanted more, that’s how addictive the car is.

The theatre of driving the R1T is surely its strongest attribute. Standing there, gazing over its beautifully engineered carbon monocoque to its striking bodywork, it could be intimidating.

After all, this is a £150,000 pure-bred race car.

That’s all soon put to bed once you get in and drive. Sure its loud, raucous and blistering fast if you want it to be, but it makes no apology for what it is. Isn’t that what race cars are all about?

Even the novice driver with basic pedalling skills could quickly extract lap times out of it they could only have dreamed of in anything else less focused. The accessibility it provides in that respect is exactly what Praga have achieved. The fact I was shouting at a camera whilst driving it at a reasonable pace is surely testament to the ease at which you can quickly tune into the car.

This goes for the running of the car too. It’s designed to be run at low costs with a small team, so if you fancy a go yourself, it’s actually quite doable. I suppose when you’ve been building cars, motorbikes, karts, planes and even buses since 1907, you learn a thing or two about engineering. I understand the new R1 due in 2021 has focused even more on usability, so it sounds like it could be the ideal extreme track day toy if you’re looking for a step up from something like a GT3 RS.

Mark Harrison, MD of Praga Cars UK, is a passionate and ambitious fellow. You can tell he lives and breathes this brand and he has big plans with Praga for 2021, coming off the back of winning the outright Britcar Championship this year. It was a remarkable achievement, driven to victory by two junior drivers, Jem Hepworth and Danny Harrison, with the VR Motorsport team running them. The car barely put a foot wrong all season, allowing the drivers and team to focus on one job, winning!

Their master plan for next year introduces the new Guest Driver Programme, providing a route for amateur and professional drivers to take a seat in the Britcar Championship where the R1T will run in its own dedicated class, making for some close and competitive racing. Imagine an entire field of these things jostling for position on the race track — I can’t wait to see that!

Supercar Driver is closely involved in this programme, so the next time you see me in a Praga, it will hopefully be on the Britcar grid.

I’ll be paired with another guest driver for the endurance rounds where the task of driving this thing to the finish line will be shared between the two of us. We’re yet to find who SCD will be paired with, an Am, Pro, celebrity or, god forbid, Jonty, but we’re looking forward to revealing who it is to you very soon.

For our first chance to drive the R1T, it was truly extraordinary to see what Praga have achieved. Witnessing the reaction of the other drivers as they jumped out, it was difficult not to reciprocate; you simply can’t help but wear a giant grin on your face with this car. Novice or not, have a go in one of these things and I’ll eat my hat if you don’t do exactly the same. @praga_cars

Watch the video on youtube.com

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No Substitute MEMBER’S CAR: PORSCHE 991 GT2 RS MR

Director of Topaz Detailing, Mazin, tells us about the Manthey Racing conversion of his Porsche 991 GT2 RS, and boldly claims you haven’t driven a GT2 RS until you’ve driven an MR.

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What drew you to the GT2 RS?

I’m a fanatical petrolhead and I have a lot of passion for the cars that Porsche make, especially 911s. In fact I’ve bought and sold over 15 Porsches in the past three years! I’m a big speed freak so I love turbocharged 911s in particular due to their performance levels, and the GT2 RS has the highest level of performance Porsche offers in a 911.

The GT2 RS was always a dream car for me, and I’m quite lucky to have achieved that dream having gone through the whole journey of spec through to collection.

Did you consider any alternatives?

The GT2 RS is top of the food chain for me and there is no substitute.

Tell us about your particular car.

I bought it new from Porsche Mayfair and took delivery in June 2018. The last digits of the chassis number have my son’s day and month of birth, so that was a nice surprise.

The car is fully-loaded with Weissach Package and every box ticked. I have a thing for nonmetallic black cars and especially Porsches, so the car is black on black with yellow stitching, yellow belts and white dials. Even the vent slats are colour coded in exterior body colour with leather around the vents, stitched in leather — everywhere I could spec leather, I did.

Most people don’t know this, but you can special order the build book from Porsche. I have pictures of the car on the production line in a beautifully-presented leather book — it’s a must-have option on special cars in my opinion.

Did you use the car much in standard guise?

The car was thoroughly enjoyed as intended from day one. The car went onto Goodwood circuit three days after collection for its running in process, then at 500 miles I had the oil changed at OPC South London as I’m really OCD about how cars are supposed to be treated, but driven as intended.

What made you go for the MR conversion?

The car was fantastic on the road, but after a couple of thousand miles, I took the car around the Silverstone GP circuit and was immediately disappointed with the performance of the car on track. There was a lot of movement in the back of the car under braking and quite a lot of understeer for such an aggressive platform.

That’s when I decided to call my friends at Manthey Racing who have worked on other cars for me in the past. I’ve known of Manthey Racing for over 10 years. They’re a great racing team and recently built a lot more exposure when Porsche acquired 51% of the company.

My Manthey set-up 991.2 GT3 felt more focused than my GT2 RS at this stage, so something needed fixing. The car was driven to Manthey Racing for a geo setup on standard suspension which made a big difference, but still not enough for my liking. I drove the car at Spa and it was nice, but it had a lot more potential to give.

I was drawn to Manthey for their reliability, results and philosophy. All the work was carried out in Germany by them as follows. After the initial geo setup in Germany, the car went back to Germany for the suspension work and brake upgrade including a better pad material crucial for this car and the power it has, with braided hoses and upgraded fluid. The upgraded pads are no harsher on the discs, as the Manthey test car is running original discs with nearly 60,000km of track use!

It then went back to Germany for the official launch of the MR kit and had all aero upgrades and wheels installed. It was the first car in the world to be converted with the full package along with the white Apex Nürburgring car and another Miami Blue car, and it was displayed at Manthey for the launch to the world that evening.

The new aero was tested in the Porsche wind tunnel, with a completely redesigned underbody utilising carbon fibre to create the ground affect.

The car has real levels of downforce in excess of 65kg, and the spoiler supports had to be bolted to the chassis as opposed to being mounted on the engine cover.

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How much have you used the car since?

I actually like driving the car long distances such as on Euro trips and visiting tracks along the way.

The car has done 12,000 miles and it runs better with every additional mile it gains.

2020 wasn’t a great year for events of course, but I intend on bringing the MR to many more events in 2021.

How does it feel with the MR upgrades?

It might be surprising that I was actually quite disappointed with the standard car, but the platform had so much more to give! Porsche engineered the car to handle in a very safe way, so they dialled everything back so the car moves around and makes you take your foot off.

I went through the whole journey and analysed the car at every stage, and trust me when I say you haven’t driven a GT2 RS if you own a standard car! What Manthey have done to the car has transformed its behaviour to being sublime — better on the road and in another league on track! The car feels safer, more predictable, less nervous, and even better damped than with the original suspension.

Tell us about the MR’s lap records.

Well, it still holds the world record for a modified street car around the Nürburgring at 6:40, but the unfortunate reality is that, on the day, it was getting dark and there was an error with the Nurburgring timing gear. As they went out for the record run, two GT2 RS MRs went out following each other, the car behind being a safety car which kept a very close pace to the car that Lars Kern was driving. The telemetry actually clocked the second car on the finish line, not the first, so the actual time for the first was more like 6:37! A lot of people don’t know this fact. The car has a lot more pace in it; that was a one-lap stint in the dark, and as you can see from the video the lights were on.

The car has broken every street-legal track record it has attempted, and I will organise a day to get the world record car at Silverstone to set a lap on the GP circuit. The general consensus by pro drivers who have driven my car and from Manthey is that a 2:05 lap is possible, maybe even less! Now to put that into perspective, that’s faster than a Cup car on slicks.

Chris Harris demonstrated just how fast it is by going over two seconds faster around Portimao than any of the holy trinity.

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What’s it like to live with?

Incredible. You have two setups, GP setup which gives more rear toe in and lower ride height, or Nordschleife setup. You have to watch the rear carbon diffuser fins as they are literally three inches off the floor, but the MR package hasn’t compromised comfort at all. I wouldn’t have believed it if I hadn’t gone through the whole process and tested it at every stage.

Honestly the attention is incredible, the love the car gets is amazing! It has transformed a GT2 RS which is already a special car into something extra special and unique. It has become like driving a hypercar, it has such presence.

The story with the carbon wheel discs is that the Porsche design team declined to put them on a road car as they might be too controversial, and certainly the first thing people ask is what the discs do, but actually I’d say 90% love them and 10% don’t. The discs only slot onto Manthey’s lighter magnesium wheel set, not the standard magnesium wheels.

Any more plans with the car?

No! There is nothing left that won’t ruin the car and take it away from the OEM upgrades, and I’m not into hit-and-miss tuner products. As it stands, I can take the car into an Official Porsche Centre and none of the upgrades will cause a problem with the warranty.

Mostly, I’m just hoping to do more track days and tours in 2021.

Is it a keeper?

You don’t sell cars like this unless you need the money for something else. It’s 100% a keeper and it’s earmarked for my son when he grows up.

A 992 GT2 RS could replace it (if they keep it non-hybrid!), but I’m keen to start collecting all the GT2 RS models. @topazdetailing

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We catch up with SCD member and owner of Gleddoch Hotel, Spa & Golf to chat about the award-winning hotel and all there is to do in and around the resort.

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Gleddoch Hotel, Spa & Golf is a prestigious destination resort in Scotland which has recently become a firm favourite after hosting previous SCD tours and now an official SCD sponsor.

Just 20 minutes’ drive from the centre of Glasgow, you’ll be transported a million miles away from the hustle and bustle of normal life.

Surrounded by majestic views of the Clyde Estuary and magnificent Scottish countryside, Gleddoch is the perfect county escape.

Set in 360 acres of glorious grounds, the hotel recently underwent a multi-million-pound refurbishment, so its facilities, including an award-winning spa, 18-hole golf course, brandnew driving range, characterful bedrooms and cosy restaurants and bars are all first-rate.

The hotel won 2019 ‘Hotel of the Year’ at the Scottish Hotel Awards, amongst a host of other accolades, so whether it’s for a romantic weekend break or a family holiday, Gleddoch is an ideal place to spend some quality time.

The hotel is also a gateway to the romantic Scottish Highlands where you will find soaring mountains and mirror-still lochs. Gleddoch is also on the cusp of many iconic driving routes including the sensational NC500.

As an official SCD sponsor, all SCD members can get a generous 25% discount off all bedroom bookings plus a complimentary room upgrade.

T&C’s apply.

We caught up with Gleddoch’s director, and fellow SCD member, Richard Johal, for a quick Q&A session about the resort.

You’ve got just ten words and ten seconds to describe Gleddoch to a stranger. Go!

can accommodate 20 people. There is literally nothing like it in all of Scotland!

What makes the spa at Gleddoch so unique?

It would have to be the Clyde Suite, as it features a large double jacuzzi bathtub in the bedroom, with views overlooking the River Clyde.

A contemporary luxury Scottish hotel resort with spa and golf.

The spa has all of the ‘usual’ features, such as a pool, sauna, steam room, thermal shower, relaxation room, heated beds etc, however I think the truly unique feature is our newly-built outdoor heated spa pool which has panoramic views looking over the Clyde Estuary and across to Ben Lomond. The pool has over 42 jets and

Pick a room, any room to sleep in for the weekend. Which one and why?

Where’s the most beautiful spot to chill out in the grounds?

Most of the estate has pretty spectacular views, however the most impressive is at the tee at the 15th hole. It has breathtaking 360-degree

panoramic views at the top of the hill where you can literally see 20-plus miles away in all directions. It’s the perfect place for a hip flask!

You’re catching up with a mate you haven’t seen for a year. Which part of the hotel would you go to for a natter and why?

If it’s in the evening then most definitely in our award-winning bar called DRAM. The bar has over 80 whiskies and 60 gins (most from around Scotland) as well as some delicious cocktails.

If it’s during the day, then definitely in the Camellia tea salon over an indulgent afternoon tea.

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I’m bringing my young family along too. How will I keep them entertained?

There’s so much to do for families. Aside from using the leisure facilities (such as the pool and driving range etc), the resort offers a range of activities such as archery, footgolf, croquet, giant outdoor games such as chess and Jenga, film screening, cupcake decorating and so much more.

During the school holidays, we offer even more activities such as birds of prey experiences, alpaca trekking, den-making and our very own Highland Games. Also, just 20 minutes’ drive away, there is so much to do for families, such as Loch Lomond, Braehead centre and everything that Glasgow has to offer.

Also, Glasgow is just a 20 minute drive away and is brimming with family-friendly activities as well as the nearby Braehead Shopping Centre, which is full of indoor entertainment.

Get in your car and drive for an hour. Where would you head and why?

There are so many options, it very much depends on your mood and the weather. You could go to Loch Lomond and The Trossachs, to the seaside at Largs, visit distilleries on the Isle of Bute, head over to Stirling Castle or simply cruise along the M8 to visit Edinburgh.

A personal favourite would be a drive to the Rest and Be Thankful viewpoint, around five miles west of Loch Lomond.

What makes Gleddoch an ideal choice for a driving trip around Scotland?

The location of Gleddoch is perfect for any road trip in Scotland, located only two miles from the M8. Within 20 minutes, you can either be in the centre of Glasgow or the heart of Loch Lomond and The Trossachs National Park. Glasgow Airport is only 15 minutes away too. The hotel’s location is very discreet but also easily accessible off the motorway. We also have a large free car park with barrier entry for all our guests.

Gleddoch is the perfect base to start or end your driving tour, as many SCD members will be aware of, having stayed with us before. @gleddoch

SCD member discount T&C’s: Max of 4 rooms per booking and not in conjunction with any other discount or offer. Discount only applicable on the room booking/package itself and not on extra spending, i.e. additional spend on-site such as food, drinks, golf, spa etc. Bedroom upgrades are subject to availability on the day of arrival. Bookings must be made directly with the hotel, quoting ‘Supercar Driver’ for discount.

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DRIVEN: PORSCHE 718 SPYDER

STYLE SUBSTANCE 68

We hit the chilly Peak District with the roof off in Porsche’s latest Spyder to celebrate the return of the atmospheric flat-six to the Boxster lineup.

Written by: Matt Parker

Even now, 24 years after it was first released, the Porsche Boxster still divides opinion. Some say it’s not a proper Porsche, a poor man’s 911, and some would certainly question it being discussed in a supercar magazine, but no matter what you’re used to driving, get behind the wheel of even the most basic of models and you’ll realise it’s a proper sports car with a beautifully balanced chassis and a glorious flat-six howl.

That changed in 2016 though, when the Boxster was robbed of one of its most endearing features and given a fairly flat-sounding turbocharged four-cylinder in the name of efficiency and emissions —progress eh? Sure, performance was up, but it didn’t receive the warmest of receptions.

I’m no purist, so I don’t really care if it has the historically correct amount of cylinders and a lot of owners get defensive over the four-cylinder engine in the 718 models, and I get it. Honestly, to drive, the added torque was welcome, it gives you more performance more of the time than the old six and it was still a technically brilliant car, but if you’d experienced the old six-pot, it just wasn’t the same.

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Now though, Porsche have listened to the criticism and given us the naturally-aspirated six back, and it’s bigger and more powerful than ever. The new engine features in the widely acclaimed newbie of the range, the GTS 4.0, but thanks to Porsche Centre Sheffield and SCD member Ade who bought the car from them, we’re looking at the top of the Boxster tree today, the 718 Spyder.

The Spyder started with the second generation Boxster, the 987, and whilst it wasn’t much more than a slightly stripped back Boxster S underneath, it was a great fun, back to basics driving machine. The 981 generation got a bit more serious with the 3.8-litre engine from a 911, something no one ever thought would be allowed in a Boxster. It sounded glorious, and despite being a bit overshadowed by the GT4 which took most of the petrolhead limelight, it was so awesome to drive that it was hailed as pretty much a GT4 without a roof.

Technically, it was never quite a GT4 though.

As much as it didn’t really matter on the road, the GT4 was an actual Porsche GT product, the Spyder wasn’t, and so it didn’t share the GT4’s more motorsport-bred suspension and the kudos of Porsche’s flagship department.

This 718 Spyder is different. It’s the first Boxster to officially be a product of the GT division and it shares everything bar a roof with the GT4.

Suspension, brakes, six-speed manual gearbox and that all-important 4.0 naturally-aspirated flat-six. It has 420bhp, and we live in a bizarre world where that doesn’t sound like a lot, but this is a Boxster, that’s the same amount of power as a 996 Turbo, and trust me, it’s way more than enough in a car weighing 1,400kg.

I’m sure there’ll be a fair few who don’t agree with me on this, but I think Ade has done an amazing job on the spec of this car. Black paintwork with gold wheels is a classic combo which seems to be coming back strong. It’s the combination of those gold wheels with the red roof and interior which might have some people pulling faces, but I love anything a bit different and out there. The carbon bucket seats we first saw in the 918 are spot on both to look at and sit in, and the little details like the Porsche-stamped Alcantara armrest, red seat belts and rather surprising red dials that really finish it off.

Before I even hit the road, the driving position couldn’t be better and the steering wheel is refreshingly circular and devoid of distracting buttons. The clutch isn’t as heavy as something like an old GT3, but it’s still weighty enough to feel like you’re doing something, and this has to be about the best manual gearbox I’ve ever used. It’s a fairly short, tight and precise shift and it’s so satisfying you barely ever stop working your way up and down the ‘box for the hell of it.

There’s a button on the central tunnel dubbed ‘AUTO BLIP’ which will have the car perfectly rev-match every downshift for you, if you really want it to. I confess I tried it and it really does work flawlessly, but on the rare occasion I drive a manual these days, I want to be as involved as possible and nailing a perfect heel-and-toe yourself is a big part of the experience. Still, it’s nice to have the option to effortlessly look like a pro if you’re feeling lazy!

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The gearing is long as we’ve come to expect from Porsche, and it would be so nice to be able to experience between six and eight thousand revs more often where the power really culminates, but even in second gear that would have you breaking every speed limit in the UK. Thankfully though, there’s plenty of torque down low with this new 4.0 engine. It’s nothing like a turbocharged surge, but it’s enough that you don’t have to wring its neck to make good progress, while still making it worthwhile to wind out.

Now, sound is a big point after the lesser 718s came under fire for their less than sonorous four-pot, and I’m pleased to report it’s a big improvement. The low-down bark builds to the howl we’ve come to love from flat-six Porsches as you climb higher in the rev range, but don’t be expecting a live heavy metal concert. It’s a bit like listening to your favourite album at half volume while your parents are asleep — it sounds great, but it needs cranking! Thankfully, YouTube confirms this engine turns up to 11 very nicely with the right exhaust, and it’s the first thing I’d do with one.

This car has the steel brakes rather than the optional ceramics and they work really well.

You just don’t need ceramics on a primarily road-biased car, especially when the steels are as strong as these. They give loads of confidence and held up well for the full morning we spent in the Peak District.

Handling, well, what do you think? It’s just brilliant. It was admittedly a little cold and slightly damp in places for the Cup 2 tyres, but even so, the level of grip and confidence was mega. The front end is super sharp but the steering doesn’t feel unnaturally quick, it’s all just balanced, as you’ll have heard so many times about these mid-engined Porsches. The agility as you start to push on really is pretty addictive, and the more you drive it, the more you realise it’s a car that thrives on being grabbed by the scruff of the neck and being driven hard, and the best thing is, you actually can drive it hard.

If ever a car’s 0-62 time didn’t tell the whole story, this is it. 4.4 seconds would have keyboard warriors screaming that it couldn’t keep up with their hot hatch, but wind it out all the way to 8,000 and it really is a quick car, and on a track, those hot hatches wouldn’t see which way the Spyder went, but it’s not so quick that it overwhelms the chassis and it doesn’t get out of hand on a twisty road.

It’s not so low that you’re terrified of grounding out, not so wide that oncoming traffic has you wincing as you trim the roadside hedges and not so powerful that you’re driving at five-tenths to keep traction and stay out of handcuffs.

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And that’s the whole point of the Spyder.

It doesn’t care about outright power or lap times, it’s all about going back to basics, by today’s standards at least, and putting driving enjoyment first. Everything from the seats to the most tactile manual gear change, the steering, balance, the razor-sharp response of the naturally-aspirated motor and even the surprisingly supple ride make for one of the most complete driving experiences out there.

The fact that you’re exposed to the elements only enhances the thrill. Sam from Seen Through Glass mentioned this in his recent video with the 911 Speedster, and this is no different. It’s made to be driven with the roof down. It has a perfectly

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good roof, and unlike the original Spyder, it isn’t quite as much of a faff, but it’s purely there for if you get caught in a British shower.

It’s even worth mentioning that, manual roof and slightly sketchy rearward visibility aside, the Spyder sacrifices very little in daily usability and comfort over the standard Boxster. It still has two decent sized boots and it handles bumpy British B roads like you wouldn’t believe for this kind of car, and the fact that Ade has done over 6,000 miles in less than eight months of ownership is testament to that.

No one part of the car dominates the experience, it all just works together. I know people get

bored of hearing yet another glowing review of a Porsche GT car, and sure, if you want gutpunching acceleration, drifting on tap or drama for the sake of drama, this isn’t the car for you, but if you want to grab a car by the scruff of the neck on a winding road and drive for the sake of driving, the Spyder is up there with the best.

Watch the video on youtube.com

We can’t foresee the future.

But we can guarantee its quality.

Porsche Approved Pre-Owned cars.

19(69) 911 Speedster (991)

14(14) Cayman GTS (981)

16(16) 911 Turbo (991)

Miami Blue, Black leather interior, 597 miles. £256,990

Agate Grey Metallic, Black leather interior, 16,247 miles. £51,490

Sapphire Blue Metallic, Black leather interior, 24,191 miles. £89,790

Porsche Centre Sheffield 17(17) 911 Carrera S Cabriolet (991) White, Black leather interior, 22,921 miles. £73,890

Porsche Approved Pre-Owned

Sheffield Road, Meadowhall Sheffield S9 2FZ 0114 256 4455 info@porschesheffield.co.uk www.porschesheffield.co.uk

01737 749 070 sales@romansinternational.com

currently for sale

2020/70 FERRARI SF90 STRADALE Grigio Silverstone with Nero Leather & Charcoal Alcantara 129 MILES

£P.O.A

2019 (69) FERRARI 488 PISTA Rosso Fiorano with Nera & Bordeaux Alcantara 296 MILES

£299,950

2019/19 MCLAREN 600LT SPIDER Amethyst Black with Carbon Black Alcantara 2,575 MILES

£157,950

2020/20 LAMBORGHINI AVENTADOR LP 770-4 SVJ Viola Pasifae with Nero Cosmus Leather

2019/19 FERRARI 488 PISTA Nero Stellato with Nera Alcantara

2017/67 LAMBORGHINI AVENTADOR S LP 740-4 Nero Pegaso with Nero Ade Sportivo Leather

2020/70 ASTON MARTIN DBX ‘1913 PACKAGE’ Xenon Grey with Obsidian Black Leather

2012/62 FERRARI 458 SPIDER Rosso Corsa with Nero Leather

2020/70 PORSCHE 911 (992) CARRERA 4S Dolomite Silver Metallic with Black Leather

1,744 MILES

3,383 MILES

7,422 MILES

£454,950

£214,950

£149,950

1,813 MILES

509 MILES

32 MILES

£309,950

£184,950

£114,950

over 50 cars in stock

STOCK REQUIRED - CONTACT US TODAY FOR A VALUATION

www.romansinternational.com Brighton Road (A217), Banstead, Surrey, SM7 1AT

200 MILES // HUGE MSO SPEC

1 OF 4 // EXPOSED CARBON BODY

19K MILES // EU SUPPLIED

PCCB // FULL CUP EXHUAST

FULL HISTORY // PCM WITH NAV

OG PAINT // FRONT LIFT // FULL PPF

CERAMICS // HIGH REAR WING

1 OF 150 // £65K OPTIONS

1 OF 250 // LAMBORGHINI HISTORY

FULL PPF // HUGE HISTORY

557 MILES // 1 OF 448

NERO DAYTONA // FFSH

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www.vvsuk.co.uk

Verralls Garage, Cranbrook Common, TN17 2AF

LAMBORGHINI MURCIELAGO LP670-4 SV 2009 - 5,000 miles

360 CHALLENGE STRADALE 2004 - 5,000 miles

£199,990

£339,990

All viewings by appointment only

AVENTADOR LP 750-4 SUPERVELOCE 2016 - 12,000 miles

MURCIELAGO LP 640 ROADSTER 2007 - 14,000 miles

£174,990

LAMBORGHINI HURACAN LP 610-4

LAMBORGHINI HURACAN LP 610-4

2015 - 13,000 miles

2014 - 18,000 miles

£127,990

£119,990

£239,990

PORSCHE 911 992 TURBO S 2020 - 750 miles

£174,990

HONDA NSX 3.5 V6 COUPE 2016 - 6000 miles

£88,990

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2017/17 ASTON MARTIN V12 VANTAGE S 6.0 COUPE – MANUAL Finished in Q Special Order - Flugplatz Blue with Obsidian Black Leather & Alcantara with Spectral Blue Stitching. 21,900 Miles - £104,950

LAMBORGHINI AVENTADOR ‘S’ LP740-4 Finished in Grigio Estoque (metallic grey) with Black Sportivo Alcantara with Metallic Gold Stitching.

Year Mileage Transmission

2017(67) 1,500 miles 7-Speed ISR Auto £219,950

PORSCHE 911 (991.2) TURBO S CONVERTIBLE 3.8 PDK Finished in Agate Grey Metallic with Black & Bordeaux Two Tone Leather.

Year Mileage Transmission

2016(16) 15,950 miles PDK £109,950

2019/69 AUDI R8 V10 SPYDER PERFORMANCE CARBON BLACK EDITION Finished in Daytona Grey Pearl Effect with Black Fine Nappa Leather with Diamond Design Stitching in Steel Grey.

3,700 Miles ................................................................................................................................................................................... £116,950 2018/18 BENTLEY CONTINENTAL GT MULLINER W12 - FIRST EDITION Finished in Extreme Silver with Linen and Beluga Hide with Contrast Beluga Stitching. 3,570 Miles ................................................. £139,950 2019/19 FERRARI 488 PISTA Rosso Corsa with Rosso FX Alcantara Interior. 630 Miles ....... £289,950 15/15 FERRARI 458 SPECIALE Finished in Ferrari Historical Colour ‘Avorio’ with Charcoal Alcantara and Nero 3D Fabric. 6,000 miles................................................................................................................................................. £259,950 19/19 FERRARI 812 SUPERFAST Finished in Nero Daytona Metallic with Bordeaux Leather. 2,200 Miles.................................................................................................................................................................................................. £239,950 19/69 MERCEDES-BENZ SL400 GRAND EDITION PREMIUM Finished in Brilliant Blue Metallic with Porcelain Nappa Leather 2,600 Miles.................................................................................................................................£54,950 2018/18 MERCEDES-BENZ E63 AMG SALOON 4.0 4MATIC+ PREMIUM Finished in Designo White with Black leather. 12,100 Miles .............................................................................................................................£53,950

RANGE ROVER SVAUTOBIOGRAPHY DYNAMIC 5.0 V8 SVO Palette Valloire White - Satin with Ebony Quilted Perforated Semi Aniline Leather & Contrast Stitching.

Year Mileage Transmission

2018(68) 21,260 miles Auto

BENTLEY CONTINENTAL GT V8 4.0 MULLINER Finished in Extreme Silver Metallic with Beluga Hide & Contrasting Linen Stitching.

Year Mileage Transmission

£99,950

2013(62) 32,000 miles Auto £53,950

2016/16 PORSCHE 911 (991.2) TURBO S 3.8 COUPE PDK Finished in Jet Black Metallic with Black Leather & Alcantara Seat Centres - Porsche Exclusive Manufaktur. 16,800 Miles .............................. £106,950 19/69 PORSCHE 911 (992) CARRERA S Finished in Special Order Carmine Red with Black Full Leather.

Only 220 Miles ............................................................................................................................................................................ £101,950 14/63 PORSCHE 911 (991.1) GT3 CLUBSPORT 3.8 PDK Finished in White with Black Leather & Alcantara Interior 17,950 Miles..............................................................................................................................................£99,950 20/69 PORSCHE 718 SPYDER 4.0 Finished in Black with Black Leather & Extensive Items in Alcantara with Stitching in Yellow. 975 miles ......................................................................................................................................£94,950 17/67 PORSCHE 911 (991.2) TARGA 4S 3.0 PDK Finished in GT Silver Metallic with Black Leather and Houndstooth Interior. 1,500 miles .......................................................................................................................................£96,950 2015/15 PORSCHE 911 (991.1) TURBO S 3.8 CONVERTIBLE PDK Finished in Carrera White Metallic with Black Leather. 27,000 Miles........................................................................................................................£89,950

If you have a similar car to sell, please call us! www.top555.co.uk | TOP555 Limited, Burley Road, Oakham, Rutland LE15 7AA

tel: 01572 774 830 sales@top555.co.uk

QUALITY PRESTIGE & PERFORMANCE FERRARI 488 PISTA £278,950 / 2019 / 1,600 miles

LAMBORGHINI HURACAN LP580-2 £129,950 / 2017 / 10,500 miles

DBS SUPERLEGGERA £159,950 / 2018 / 6,700 miles

PORSCHE 991 GT3 £87,950 / 2013 / 24,500 miles

PORSCHE 991 GTS £79,950 / 2018 / 11,512 miles

FERRARI 430 F1 SPIDER £72,950 / 2007 / 22,800 miles

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Mercedes-Benz SL65 AMG £98,990

9,500

2017 (67)

Ferrari 488 GTB £143,990

9,889

2016 (65)

McLaren 600LT Spider £149,990

6,850

2019 (19)

Bentley Continental GT Speed £51,490

34,126

2013 (13)

01224 905 111

McLaren 540C £79,990

13,100

2016 (16)

McLaren 650S Spider £87,990

21,200

2015 (15)

TVR T440R (1 of 1 worldwide) £209,990

25,200

2003 (53)

Audi R8 V10 £51,990

18,870

2012 (12)

Gallardo LP560-4 £82,990

23,345

2010 (59)

McLaren Senna £684,990

4,790

2019 (19)

Porsche 930 Turbo £99,990

68,400

1981

Porsche 991 Targa 4 S £73,990

25,500

2014 (14)

info@theautolounge.co.uk

Aston Martin

£499,990

DB4 Sports Coupe Mileage: 38,424 mi

Year: 1963 (N)

Ferrari

£104,990

599 6.0 F1 GTB Fiorano Mileage: 14,449 mi

Porsche

911 992 Carrera Mileage: 3,023 mi

Porsche

Year: 2008 (08)

£91,990 Year: 2019 (19)

£84,990

Panamera 4S Sport Turismo Mileage: 2,800 mi Year: 2019 (69)

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Bentley

£169,900

Ferrari

Year: 2020 (20)

Aston Martin

£97,500

Bentley

£95,900

McLaren

£89,900

Porsche

£89,890

Vanquish ‘Carbon White’ Volante Mileage: 11,553 mi Year: 2015 (15)

570S 3.8 Coupe Mileage: 16,542 mi

BMW

M5 Competition Mileage: 12,969 mi

Year: 2016 (16)

£65,990 Year: 2019 (68)

Email: info@baytreecars.com @BaytreeCarsLtd

458 Spider 4.5 DCT Mileage: 8,917 mi

£149,900

Continental GT V8 Mileage: 4,790 mi

Year: 2013 (13)

Continental GT V8 S ‘Black Edition’ Mileage: 15,786 mi Year: 2018 (18)

718 Cayman GT4 Mileage: 639 mi

Porsche

718 Boxster GTS Mileage: 3,472 mi

Year: 2019 (69)

£58,990 Year: 2019 (19)

www.baytreecars.com

Baytree Cars Ltd, 31 Chequers Lane, Derby, DE21 6AW

WORTH 88

T H E WA I T MEMBER’S CAR: FERRARI 488 PISTA SPIDER

We catch up with SCD member Harrison to delve into the details of his unique, Tailor Made 488 Pista Spider.

How did you get into cars?

Since day one, or since I can remember anyway, my dad worked in cars and I was just always obsessed. I collected 1:18 scale models and pushed them around until the wheels fell off.

Nothing has changed really, I'm still as mad for them as I ever have been.

Tell us about your car history.

My first car was a Mk7 Fiesta and my business partner JT had a Corsa D. I made mine into a Zetec S replica and he made his into a VXR, visually of course as mine was the 1.2 and his was the 1.0 three-pot, so you can imagine how we looked!

Going forward, Porsche is a brand we fell in love with very quickly — the whole range has absolutely everything you need and more. We do a lot of track days, and when we collected the GT3 and RS on the same day, we drove straight to Silverstone and put them on track — that is still and always will be a top-five memory!

As it stands, we have converted to the electric side of Porsche and both of us are absolutely shocked by how good the Taycan Turbo S is.

From its looks to its ability to drive the way it does, not to mention it seems to be our bestseller at the moment. We absolutely love the brand and can't wait for what's next.

Tell us about the transition to Ferrari.

Where do we start? We always wanted to get involved with the brand as a customer and as a fan — there really is no brand like it. Everything they do is different, from the buying process to the masterpieces they keep producing. It’s a long journey, but the more you get involved in the other parts the brand has to offer such as the driving courses and the simply unbelievable events they put on around the world, it’s just like being a part of one big special club, not to mention the amazing people you meet along the way — you don’t really get that with any other brand, unless of course, you’re part of SCD.

Is the Pista Spider your first Ferrari?

No, but it’s the longest we waited for one! It was two years by the time it eventually landed, but in my opinion, it was worth the wait. This is now our 15th Ferrari. Many have come and gone, but the Speciale will never be sold, not just because it's the last naturally-aspirated V8 Ferrari ever made, but also that it's simply perfect — everyone who owns one knows this.

I personally love the 812 too. The gearbox is astonishing, and now with the GTS, a convertible V12 is a pretty special thing. The big one due is the SF90, and we’re really looking forward to seeing how that slots in within the supercar world.

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91

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How did the Pista Spider come about?

We wanted one since the day it was launched.

Initially, we were given a coupe slot but undoubtedly wanted a Spider knowing it would eventually be launched. The rumours started circulating that an Aperta or Spider was due, and as us car nuts do, we waited for the phone to ring. It eventually did and it’s another one of those moments when you remember where you were when it did.

We got the car from Ferrari Edinburgh. We have dealt with the team there since 2017 and some of them have become close friends. Zach is now a personal friend of ours and that’s exactly how we like to do business.

I think we were initially told we would get a Pista allocation in January 2018, then moving onto the Spider and going Tailor Made of course changed things, so all in all, it was a good 30 months' wait.

It wasn't always going to be Tailor Made, that's the thing, but we got the opportunity to go Tailor Made when we requested a late car. If you’re going to keep it, you might as well have one of the last off the production line.

Tell us about the spec.

So much went into the spec and it changed so many times. We were initially going to go with a match for the Speciale, but then waiting to go Tailor Made, you of course think about different ideas, cars come through and you see their specs and get ideas. I wanted something so different but yet not ridiculous at the same time.

It's a funny story really how we chose the spec.

We were on JT’s stag in Vegas and I was due to be flying straight to Italy as soon as the plane landed back in the UK, so naturally I was thinking a lot about the spec and cars in general, as I always do. I’m not sure if I had the epiphany while in Encore Beach Club or Wet Republic, but either way, it was a good one!

I visualised the interior as Hermes orange and I wanted the nearest I could get to this as it’s the perfect orange and the most famous. It’s not (I don’t think) actual Hermes material, but while we were sat in that Tailor Made room, it might as well have been as that’s all I was calling it. As soon as we found the perfect shade, that's what it was known as.

From the outside, I wanted the car to look completely black with the roof up, in addition to the Daddi Grey stripe, which is very dark but has an amazing crystal effect that pops dramatically when you add some artificial light to it, and of course the painted shield which I just love — it's such a traditional, historic element that makes the car special.

The little elements which we added to the spec complete it for me. The satin black badges on the centre caps and rear boot keep with the theme, then when you open the roof, you get a completely different car when the orange pops and gives you a huge contrast of colour.

Carbon wheels were also are huge hit especially when you couldn’t initially order them on the Spider. The best bits however are the hidden bits, such as the aluminium floor inside. There are no mats, so you notice straight away that it’s a special Ferrari, carrying on from the Speciale Aperta and 16M before that.

Are you happy with how it turned out?

So happy that I really wouldn’t change a thing.

It's funny because, at the time when we were putting it together at the factory, someone came in and asked if Ian Poulter could come in and show some of his friends around. Obviously, I love the bloke and said no problem! But at the same time, I asked them to turn the screen off as I didn’t want him to see our spec and copy any part of it, so that was quite a funny story.

Finally, the engine bay was signed by the whole team that built the car and finished with Leclerc and Vettel’s signatures in the middle. These are the bits and pieces that make the spec Tailor Made and completely bespoke, and they're my favourite bits for sure.

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What is it like to drive?

Different. Good different, maybe because it’s just special or maybe because, under it all, there's that Challenge car engine with the aero ideas from an F1 car, all while the roof is off — it's pretty surreal really. I have driven it few times, but this year has been crazy and the car came at the turn of the weather, so when the sun is out it gets a blast, but I'm looking forward to some trips with SCD for sure!

You can definitely feel the power and gearbox difference compared to the standard 488 Spider. The Spider is a very quick car but this is lightening. Ferrari have improved their gearboxes so much over the past 12 months with the 812 and Pista — in Race mode, it's frightening! People forget it’s a Challenge engine and that’s what makes it so special. It also seems much louder than the coupe.

Braking has been improved over the 488, which in my opinion is the only thing that lets Ferrari down on some of the models, but in this, they're as sharp as you want them to be, and having over 700bhp with the roof down, well it doesn’t get any better.

I am a fan of the sound too. Maybe it's our generation, and don’t get me wrong, I am a super fan of the naturally-aspirated engines, especially in the V12 variants, and of course the Speciale, but this is not trying to be a naturallyaspired car, it is using the best turbo engine and the best aero, and I like the whistle and bang it lets off — it still sounds like a Ferrari should.

96

What is it like to live with?

You could drive it every day very easily. I have always said this with Ferrari; if you want to drive it nice and slow and sophisticated, you can, easily. The car will shut up and the gearbox is effortless when in automatic, there's more room inside the cabin than most other supercars too, so it's definitely an easy car to daily given the weather for it.

Anything you're not keen on?

I don’t like the fact it has a lithium battery. They are silly money to replace, and if left off trickle, they don’t last very long!

What are your plans with the car going forward?

Hopefully lots. We won’t track this one although we did the coupe, this is just for good roads and trips, and it will absolutely be driven regularly.

Is it a keeper?

Yes. It is too special for it not to be. Having a oneof-one, Tailor Made car so it's perfect for what you want it to be is amazing, it shows your sense of bespoke attention to the small things while bringing out the best quality from the brand.

As with any petrolhead, there are absolutely other things on the radar. I am interested to see where Ferrari go over the next couple of years, and Porsche too. It's going to be interesting.

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Better With Age DRIVEN: JAGUAR XJ220 youtube.com/TheSUPERCARDRIVER

John McGurk talks us through the Jaguar XJ220 and ponders why they're so often underloved and undervalued.

Written by: Matt Parker

98

In issue 37, we spent the day with John McGurk of McGurk Performance Cars and his beloved Ferrari F40. This time, we're sticking with that same era of hypercars with the Jaguar XJ220. It's somewhat unloved and misunderstood at the side of Ferrari's flagships of the time, but John insists the rarity and design of the car means it's deserving of much more recognition than it's given.

"There were roughly 271 XJ220s made, but this car is particularly special and rare because it's right-hand drive, one of just 69", John tells us, "It's finished in Spa Silver with the usual dark grey interior, it has done 7,500 miles from new and it has a great service history from the word

100

go with Don Law Racing. It has been a really well-maintained car and has a very important upgrade to do with the brakes.

"The brakes on the original cars were not very good at all, but Don Law do bigger discs and bigger calipers. They give much more stopping power and it's the most important extra to have on one of these cars".

John grew up in Coventry, so he can recall the excitement surrounding the XJ220 in Jaguar's home city before its release, "The buzz around Coventry in the late '80s about this car coming out was huge when it was being thought of, dreamt up and designed by a small team of

people after hours — it was a hobby project, not part of Jaguar's production dreams. There are of course the stories about everything that went wrong with it rather than everything that went right with it, but for me, this car represents an era of big turbo cars, late '80s, Group B rally cars, cars that throw flames out of the back.

"The excitement of that and the Gordon Gecko red braces era that went with it is what this car is about. Then there was the recession in the early '90s and everything fell apart including the car", John explains, "This meant the lack of a V12 engine it was originally supposed to have and the lack of a four-wheel-drive system.

“All that was great in theory, but when they wanted to make the fastest car in the world, all of that extra weight would have meant it wasn't going to hit the top speed it was supposed to, so goodbye V12 engine, goodbye four-wheel drive and hello V6 engine and rear-wheel drive".

In terms of looks, the XJ220 isn't for everyone, but it is certainly unmistakable and of its time.

"It's a Marmite car", John agrees, "Personally, I love it, but a lot of people don't like the way it looks which is fine. I think it looks great, and today, it's a car we’re all still talking about nearly 30 years down the line, so in that respect, it's a success, not a failure.

"I think the XJ220 has got better with age, but cars like this do, don't they? This is the kind of car where, if we got in it now and drove it down the motorway, you'd have people stopping alongside to look at it, we've had people leaning out the window to take photographs of it on the move, all that sort of stuff.

"It just looks so different, and that was what supercars were all about at that time. Something weird, wonderful and extreme that no one else had, something really rare, and that was what supercars represented. They were incredibly fast, a bit dangerous and wildly designed for that time.

"With the style and design of cars in the late '80s and early '90s, when you look at cars like this, they've got so much going on with them.

Even the headlights are so unique; everyone is always wowed by the way the headlights work when the covers drop down. Then looking down the side of the car, the big scoops, the dished wheels. Every panel on the car is critical and it all does something. There are spoilers under the front, spoilers under the back, there's a huge amount of design and technology that went into this car that I don't think people quite appreciate".

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John is clearly a fan and loves this example he has in stock right now, so we ask where his affection for the XJ220 comes from. "I had a left-hand-drive car in 2008 because I couldn't afford a righthand-drive car and couldn't even find a righthand-drive car. I bought a car that had done 1,000 km that a lovely fellow in Whitby had owned from new, I kept it for a couple of years and had a great time with it. I loved it. It's a fascinating car to own and a fascinating car to drive.

"It's not a point-to-point car, but if you've got a relatively big bit of road where you can put your foot down, as your speed increases, you can feel the car starting to be squashed onto the floor.

It's like the car is sinking down and you're sinking down with it because all the panels are doing something to push it onto the floor and make it go that bit quicker.

"Your first reaction when you start one of these engines is that there's a bag of spanners rattling around in the back of the engine bay", John laughs, "It rattles more than you feel comfortable with, but as you drive down the road, all that rattling goes away, everything comes together, you get this huge whoosh at 4,000rpm and you take off. It feels like a big, heavy car, so on twisty roads, the steering is incredibly heavy, and as I said before, you've got to have the big brakes.

102

"Actually, the rest of it is quite drivable given what it is. The clutch is ok, the gear change has a really long throw and the ratios for the gears and the diff are very tall, so you can be into triple figures in third and you don't need to change gear as much as in some of the modern cars where you're going through eight-speed gearboxes.

"The one thing I'd say about it is how comfortable it is, which sounds kind of odd and maybe not what you'd think, but the air conditioning works well, you've got a great hi-fi, the leather seats are really comfortable, visibility out of the front and sides is absolutely fine, and actually, it's quite a nice place to be. If you wanted to go on a long-distance run somewhere like the south of France, you'd get there with your luggage in the boot, you'd get there in comfortable surroundings and you'd get there pretty quickly, so it ticks a lot of those boxes.

"The thing everyone comments on about the car which I've got to say drives me up the wall is that it's the car that had the Metro engine.

No it didn't, it didn't have a Metro engine! The engine in this car was actually a hand-me-down from the XJR-10 and XJR-11 race cars, not out of a Metro", John explains, "There was a story going back about how TWR bought the rights to a V6 engine from Austin Rover which they then took

the design, did things with it and built other engines which they used in race cars and then trickled down to this, but it's always the stigma of, 'Oh that has a Metro 6R4 engine in it', well, not really. It kind of detracts from the wonderful, amazing, bulletproof engine this car has, and it is a really, really fast car".

Similarly to the F40 we covered with John previously, such a wild rarity must attract serious attention on the road? "I think driving any car like this on the road, you always feel like a bit of a rockstar because it attracts a huge amount of attention", John admits, "I feel a little bit embarrassed at the amount of attention but it just feels mega because you know that the people appreciating it love it for what it is, and I just think how lucky I am to be driving this car and having this moment".

The XJ220 isn't just Marmite in its appearance.

Some would scoff at it being mentioned in the same breath as the F40, but it's hard to ignore a car of such similar performance from a similar era, so what is John's take on the XJ220 as one of the greats? "Personally, I think the XJ220 fits in the category of greats with the F40, EB110, Diablo and so on. Everyone is too quick to shoot it down in flames but they probably haven't driven one and haven't really fallen in love with what it's all about.

Everyone is too quick to shoot it down in flames but they probably haven't driven one and haven't really fallen in love with what it's all about.

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"It's chalk and cheese with an F40; an F40 is a go-kart in comparison with this. I've never driven an EB110 but I have driven Diablos and they're equally dangerous and equally agricultural with the tractor-like gear changes and everything else, but how many of those do you see? It's the wow factor with the XJ220 because they're just never seen — it's a really rare car".

It's not just the rarity that makes the XJ220 one of the greats either. When it was released, it was the fastest production car in the world, and it was even named after that achievement with the concept car's target of 220mph. That ended up being rounded up a little, but the production car still broke the record with a run of 212mph, and John had an interesting observation when we spoke about that achievement. "If you watch the footage of Martin Brundle doing that high-speed run at Nardo, you can see how the panel gaps at the front of the car all start to change, and on the

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Top Gear run recently where Freddie Flintoff was driving, the same thing happened.

"It's fascinating because both of those cars were one of the five original prototype cars which were designed to do the high-speed runs. The panels on the front were made with a slightly different material and at those high speeds, the panels started to move away, and the panel gaps aren't great on them anyway!".

The XJ220 clearly has a lot going for it as an ultrarare, record-breaking hypercar, but values have never been anything like its rivals from Bugatti and Ferrari, so where does John see them going?

"Where I would like future values of the XJ220 to be versus where I see them are two completely different things. They deserve to be better recognised and I hope that they go up in value because they should be worth a lot more money than they are", John insists.

"This one is ÂŁ400,000 which I think is about right for today's market. Cars have sold and changed hands for a great deal more than that, but in a different market than we're in today. I would like to think it's a good price to pay today, and hopefully in the future it will be a step up. It deserves to be. This car ticks a lot more boxes than people give it credit for in terms of its design, how it looks, how it drives and how comfortable it is to be in it". @mcgurk_performance_cars

Watch the video on youtube.com

Jaguar XJ220

Aston Martin DBS

Aston Martin DB9 GT Volante

1993 | 7,555 miles | £399,850

2011 | 11,700 miles | £89,850

2017 | 6,522 miles | £85,850

Aston Martin V12 Vantage S

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Aston Martin N430 ‘Q’ Limited Edition

2014 | 20,900 miles | £74,850

2011 | 29,990 miles | £67,850

2015 | 20,000 miles | £59,850

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106

THE MAKING EVENT: MICHELIN SECRET MEET 2020

SCD member and contributing writer Rob gives his account of the 2020 Michelin Secret Meet, celebrating 10 years of SCD and seeing a true unicorn car.

Written by: Rob Ward

107

A change of format last year saw our first Secret Meet at Donington Park, with no famous group photo and no runway to hold us all together. Instead, garages full of historic race cars, rare and exotic hypercars, track time for all who wanted it and charity hot laps throughout the day. It was a huge step forward with some fantastic feedback and it is firmly cemented as the most anticipated event of the year.

A little later than first planned due to a year of cancelled plans, we’re here again for Secret Meet 2020.

Being October this time, the light faded quickly the night before as we waited for the previous track day to finish before we could allow the race teams through to their garages to set up for our big day.

Transporters were arriving every 20 minutes. Single car trailers, double-decker trucks and some 40-foot artic’ trailers generating small crowds. Joe Macari’s trailer was one of the first to drop its tailgate. Maserati MC12 GT1, Dallara Stradale, Yellow Ferrari F50, 250 SWB and matching F12 TDF and LaFerrari causing the obligatory picking of our favourite.

First Point Insurance’s truck was next with Mr JWW’s F12 TDF and 992 Turbo S, and the Production Bunker Pagani Huayra. Next up, another truck arrived with the Production Bunker Koenigsegg Regera, a Pagani Zonda Nero, Carrera GT Zagato and an Agera R. The eerie, dull and cold unloading area was now awash with colour and cold starts!

The arrival of the Pagani truck sent Adam into an excitable spin knowing what was onboard.

Another huge trailer, this time full of Horacio’s masterpieces including a Zonda R and, surprisingly, a black F50 — all a strong hint that the following day was going to be a level above last year.

A walk through the garages was next to offer assistance with unloading, which also made for an opportunity for some photos before the crowds arrived the next day. Race cars were being tentatively unloaded in the now harsh, artificial light of each canopy, front splitters and rear diffusers closely monitored for their proximity to the hard concrete.

Adam then received an email that summed up so many things in so few words. “I’m afraid I’m unable to bring the GT40, however, I shall bring a silver McLaren F1 instead”, James Cottingham, DK Engineering.

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The somewhat nonchalant tone of this email really highlights the level of presence this event has in these circles, that dealerships like DK Engineering will invest in such valuable and important cars to be present.

As the final jobs were completed, adrenaline dispersed and excitement turned to tiredness, so we retired to our hotels. The ground remained dry and our fingers were tightly crossed that it stayed that way.

Unfortunately, that didn't quite work, but a rainy start on the morning of the event didn't dampen spirits and activity had ramped up by the time we arrived back at the track. More teams and privateers had arrived and presentation was now key. Further rich cold starts filled the air as cars were taken from the security of the garages to the sponsor tents and three Ferrari F50s were perfectly positioned in front of the Garage 39 entrance waiting to be joined by the other three that would be driven up by their owners — a fitting nod to the 25th Anniversary of the icon.

Jonty and Adam darted about throughout the morning in the near-identical M3 support cars, conveying intricate details of the day. Days like this do not just go ahead on a whim, and although to us all, it seems to play out gracefully like a swan on the water, having been there behind the scenes, there is a great amount of fine detail that is managed by the entire SCD team. In the background, below the surface, the swan’s legs are kicking furiously!

Sponsors started to arrive and the light of day sees the clouds clear and a welcome show of sun.

There was a strong Bugatti presence this year from HR Owen with the chassis number 1 Divo, thanks to a long-term SCD member, a Veyron driven all the way from Kent, thanks to Simon Furlonger, as well as a number of Chirons. Finally, a Bugatti baby made its debut, an electric single-seater based on a miniature Type 35 but capable of around 40mph — a perfect addition to any collector’s garage and a lighthearted addition to this one.

Tom Hartley Jnr graced his garage with the McLaren F1 GTR Longtail, affectionately known as Squiggles, alongside an experimental prototype P1 and a Senna — how rare to see all of these together outside of Woking! Furthermore, a LaFerrari and an incredible 1974 Lancia Stratos finished his fantastic lineup, not to mention, Tom’s personal 288 GTO!

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Tom and Carl Hartley were in a garage a few doors down with a Koenigsegg Agera RSN, one of just four UK Agera RS models, a classically specced 458 Speciale and not to forget Carl's latest acquisition, the Pagani Huayra.

It is noticeably surreal when I nearly overlook the Aventador SVJ sharing the garage, even though it is painted in one of the brightest yellows seen on a car.

When I joined SCD, never did I think I could be in the vicinity of a £300k Lamborghini and almost walk past it, but the level of rarity of some of the cars makes you a little numb to anything we now see more often thanks to our visits to dealers like Tom.

I walked down the garage row further to see the treats we saw being unloaded from Joe Macari's transporter the night before.

Matching LaFerarri and F12 TDFs, a Dallara Stradale to be used for the charity hot laps, and his Ferrari 250GT SWB. Those who know of Joe will be aware that he can pedal, and to have brought something like this to our event for use on track is seriously special. I managed to stay at Joe’s garage long enough to watch him take SCD member Molly for her hot laps and the smile on her face when she got out was testimony to Joe’s ability and the unforgettable experience of such a car.

DK engineering, true to their aforementioned email, brought along the silver McLaren F1 road car, which alone is only the second F1 road car to attend an SCD event, however, the F1’s garage mate is something I never thought I’d see in the flesh. One of 25 road cars ever built, 6-litre AMG V12, dihedral doors, sequential gearbox, the Mercedes CLK GTR was by far the car of the day for me. It is so fitting that Tom Hartley Jnr brought the F1 GTR Longtail on the same day James Cottingham brought the CLK GTR and they were on track together for the lunchtime hypercar parade. To see this combination these days is seriously a once in a lifetime experience.

I was surprised that the CLK GTR is so quiet on start-up, no explosion of noise to deafen the bystanders, idle seems unassuming and even under load it is subtle in comparison to more modern V12s, but it was a dream to behold nonetheless. Thank you, DK Engineering.

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Throughout the day, historic F1, F2 and F5000 cars screamed passed the pit wall and I was thankful for the lack of any noise limits. I am too young to have properly appreciated some of these cars in their heyday, but the sound and smells emanating from their garages gave me such a taste for what it must have been like.

Group C, Le Mans prototypes and GT cars offered much the same, albeit with a much deeper pitch.

The Judd V10 of the Dallara SP1, V8 of the Jaguar XJR-14 and the twin-turbo V8 of the Bentley GT3 race car are sounds I will remember for a long time. Even commentator Chris Dawes stopped midannouncement to appreciate the Dallara’s epic sound ricochet around the windows of the viewing platform.

Laughter and memories of past events were exchanged with fellow members to the incredible background noise — the result of 10 years of building the behemoth of a brand that SCD has become.

As I touched on above, sponsors, dealerships, race teams, collectors and members don’t and won’t simply bring cars like this out for anyone. The sheer value and rarity of UK owned cars on display and driving around the track is a testament to the level of admiration that they have for the SCD team and so fitting for the 10-year anniversary celebrations that we got to enjoy them up close and personal.

A huge thank you to all who supported the day by bringing with you such an eclectic and high-quality collection of cars, some of which are fresh out of the box — the Praga R1T in particular.

A skeletal, carbon chassis and body of LMP-style aero, weighing just 620kg and with a 2-litre turbocharged Renault Alpine engine, it's like a go-kart with gears and 100 years of history. See issue 37 for their story as a new SCD sponsor and page 51 of this issue for Miles Lacey’s account of the R1T around Donington.

Thank you also to the Bell Sport and Classic crew who, towards the end of the day, allowed me three laps as a passenger in their 430 Challenge car and helped me to appreciate the effects of slicks and wings! It was great to see this on track alongside the later 458 and 488 Challenge cars as a comparison.

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Oli Webb was in attendance again driving all sorts of exotica and giving charity hot laps in the Huracan Super Trofeo, a mere 24 hours after being in Nevada challenging the production car land speed record with SSC.

Thank you to Michelin for their continued title sponsorship, support of SCD and significant presence throughout the event including their garage which also featured some treats including a wonderfully filthy Koenigsegg One:1.

Pagani's garage with the outrageous Zonda R sat alongside the road-going Zonda Nero for comparison attracted crowds throughout the day, and one SCD member brought a car I don't think any of us had seen in the flesh before, a brand-new McLaren Speedtail.

What I loved was the enthusiasm from everyone who was there, even more so after the year we’ve all had. As well as the sheer amount of cars that turned up, how lovely it was to see a whole paddock full of variety; whether an Aston Martin, McLaren or Porsche, they were all appreciated and all someone's pride and joy.

You the members of course make SCD what it is. You don’t just bring the cars, you bring with you the passion and shared appreciation for everything SCD has been built around, without which events like this wouldn’t happen.

Alongside the smiles and hours of memories shared, there’s a mutual respect between us all that forms the basis of a community of likeminded owners and enthusiasts contributing to the success and consistent growth of SCD over the last 10 years, and this event was the ultimate celebration of that.

Adam, Jonty, Riad, Debbie, Rachel, Luke, Jake, Matt, Tim and Dan and to each and every member, happy 10 years of Supercar Driver and here’s to another 10 years of making memories and experiencing things you just couldn't anywhere else.

Watch the video on youtube.com

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MEMBER’S CAR: FERRARI F40

youtube.com/TheSUPERCARDRIVER

We spend the day with long-standing SCD member John about his racing history and how he’s still driving his F40 at 80 years old.

Written by: Matt Parker

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If I asked where you see yourself when you’re 80 years old, have a think about what you might say.

You might tell me all the goals you want to have achieved throughout your life, or see yourself spending time with your grandkids and feeding them extra sweets behind their parents’ back, but I’m not sure you’d tell me you see yourself driving your Ferrari F40. Well, SCD member John does exactly that, and in fact he was nearly 70 when he bought the car, so it’s never too late to start!

Such a man must have stories to tell, so let’s start off by winding the clock back and finding out how he took his first step on the automotive ladder. “I actually started rallying first. I started learning to drive while I was still at school, on the school grounds in my father’s car. After I left school, I passed my test and borrowed my mother’s car which was a Standard Pennant, a horrible looking square box of a car by today’s reckoning. One particular night I remember going out and getting the car absolutely filthy with mud, hosing it down after, giving it back to her on Monday morning and trying to remember to put some petrol in it because she needed it on Monday to go shopping”, John laughs.

“Racing followed rallying. I think I decided it was such a waste of time being in the middle of Derbyshire, getting lost and spending an hour and a half digging ourselves out of a farmer’s track with ice on it. There was a lot more acknowledgement by going on a race track with thousands of people watching you and a lot less effort, so I turned from rallying to racing.

“After that, I had a TR2. I had two crashes in that; one was in a shop front and the other was hitting a three-wheeler who cut across in front of me, so I then got relegated down to a Morris 1000 and I think I rallied that a little bit, then I went up to a Triumph Herald Coupe with a rally lamp on the top and spotlights, and I won the Dukeries Rally.

In the second year, it became a national rally, and Roger Clark won it for the next two or three years after that.

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“The first racing car I had was a Sprite which we built up from scratch. It was a chassis, an old body and we put a new fibreglass bonnet on it — it looked horribly ugly! Following on from that, I upgraded to a proper Sebring Sprite which was a beautiful car with an aluminium sloping back on it and an all-aluminium body. I actually acquired it from Frank Williams, or should I say Sir Frank Williams. He went to the same garage as me and the same mechanics repaired and upgraded his engine.

“It was all laid on that I was going to go to Brands Hatch at the crack of sparrows in the morning.

I turned up at the proper time and there was no

Frank and no car. It turned out afterwards that a friend of mine had financed the car and Frank couldn’t pay the finance, so my friend took the car into his possession and I then bought the car. I think I have some figures somewhere and the car cost me £482 and 10 Shillings back in old money. I campaigned that for a couple of years with some reasonable success. If I finished, it was usually on the podium with the odd lap record or the odd class record and that was about it. I got married soon after then, so needs must and the car had to go”, John explains.

Roll the clock on 20 years or so later and John was back in the racing game with a BMW 3.0 CSL. “In its class, we have notes and lap times to say it was probably the fastest CSL in the country at the time. I actually sold that because the regulations changed and they wanted me to put a full roll cage in instead of a half roll cage and I thought it would spoil the car because, to me, it was a nice standard car”, he remembers.

Let’s wind the clock on a little further to the reason we’re here today. How did the F40 come to be and when did John find out about SCD? “I bought the F40 in 2009 and I’ve been a member of Supercar Driver since 2012. I believe the F40 was the first one SCD had within their membership, and it’s particularly exciting for Jonty and Adam as I know it’s up there with their favourite cars.

“I think the reason I bought my F40 was actually my son, who suggested, ‘Why be miserable Dad, losing money in all those stocks and shares when you could have that money in a nice classic car you could look at and actually drive?’, and that’s just what I did”, John tells us.

“The F40 came to mind against F50 and some others. We looked around and decided on the F40 between us, turned down a few cars as they were too low mileage and too expensive as I wanted a car to drive. This particular car came up at Graypaul Nottingham, our local Ferrari dealer, so we went to look at it and agreed to buy it.

“Graypaul also had an F50 in at that time which we did consider. They were a similar price with the F50 up for fractionally more, stretching the budget a little bit. I thought the F50 looked a little bit bulbous in comparison and the F40 was iconic, it was a name which had always rung true with me, so I went for the F40. I remember the day I first saw one, probably at Silverstone when it was first launched, I saw it in the paddock with the vented back window and thought wow, what a car. I never thought that 20 years later I would own one.

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“In hindsight, the F50 has appreciated more and they’re a rarer car, although I think people forget that half of the F40s went to America to start with, and I still think the F40 is more iconic, as proved by a recent episode of Top Gear where Chris Harris was raving about it, saying it’s absolutely the best car in the world.

“I believe they made 1,385 F40s. Approximately half went to America and I think the UK had an allocation of maybe something less than 100, so this is one of those cars plus the provenance of the first owner being Sir Anthony Bamford with the logbook to prove it”.

With the deal done, new car day is always exciting for any car enthusiast, but collecting your F40 must be unforgettable, so we ask John to recall the experience. “I took delivery of the car at Silverstone and I had never driven an F40 before. We did five or six laps and then it started coughing and spluttering. Unfortunately one of the banks went down and it had to be transported back for repairs, obviously under warranty”, John tells us.

So that’s not quite the start you’d expect, but John and other drivers on the day were still taken with the F40 as so many of us are. “I did have a couple of comments from other Ferrari drivers at the time saying good on you for using this sort of car on track. One said he just lost sight of it down the straight because it’s so quick, but not so quick around the corners because obviously it was a new car to me, the tyres were cold and I had to get used to it. I’ve never been on a track day in it since because I think they’re just too expensive for track days. You can have a lot of fun on a track day in a cheap car.

“I went to the 25th anniversary of the F40 at Silverstone and spoke to one of the Cottingham brothers from DK Engineering. He looked at the car and said, ‘You haven’t driven that here have you?’, I said, ‘Yeah...’, and he said, ‘Oh you shouldn’t drive it on the road, it’s sacrilege, it has such low mileage!’, but cars are made to be driven aren’t they?”, John explains.

“That did make me stop and think though, and I went out and bought a 16M. I thought if I was treating the F40 as more of an investment, I’ll buy a car I can use, but I’ve still got the F40 and that’s the main thing, and hopefully for many more years to come”, he smiles.

“It’s such an iconic car, and just to look at it makes the hairs on the back of your neck stand up. It’s really something and there will never be another car like it. It’s a race car for the road.

Enzo wanted to have the fastest car on the road because they thought F1 had gone a bit soft at that time, they were losing races and they wanted to get back and prove they could produce the fastest car in the world, and it was the first road car to reach 200mph”.

And what about John’s particular car? “It is a non-adjust car with a Tubi exhaust. I’ve had the cats taken off it and it has the Nick Mason vents on the back screen for extra ventilation and visibility”, he explains, “All I can say is that it’s a bit of a Jekyll and Hyde. You drive it when it’s cold and it’s an absolute pig. The gear change, the steering, everything about it. Get it warmed up and it’s a totally different animal”.

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...cars are made to be driven aren’t they?

Despite the halo car we’re here to talk about, we always like talking about car history and know that John has owned a few other interesting cars, so we ask him to recall a few and the stories that go along with them. “Myself and my son tend to share cars between us; I think we’ve had about 14 or 15 Ferraris in total, and I started off with a 550. More recently we’ve diversified a little bit and had a few Lamborghinis; my son still has a Murcielago SV which is for sale. We’ve had Aventadors which are fabulous looking cars and quite nice to drive, but they’re so big and wide.

We had a Huracan as I had to have one to buy the Aventador SV, and in hindsight, the Huracan is a much more manageable car like a Ferrari 458 or 430.

“Then there’s the McLaren 675LT; it’s a limited edition car and we had some nice stripes put onto it which most people seem to appreciate as they brighten it up a little bit. We did actually go to an airfield event with Supercar Driver going head-to-head with different types of cars. I didn’t actually compete because unfortunately, due to miscommunication, there was another 675LT there that day, but nevertheless, I went along and had a blast down the runway at 166mph two up. That was the first time I had ever used launch control which is just another thing in something like a 675LT — I’ve never known anything like it for acceleration!”, John exclaims.

“I was privileged to buy a 599 GTO when they first came out, and we got it literally days before flying off to enter it in the Mille Miglia. That was an event I’ll remember for years to come. It was the Ferrari tribute to the Mille Miglia and I’ve never known anything like it. You feel like royalty with police escorts down the streets and through major junctions, speed limits don’t matter, through red lights. It’s absolutely another world, everybody shouting, ‘Gas, gas gas!’, at the side of the road. You almost felt untouchable, it was a real special occasion and truly unforgettable”.

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Going back to the F40 again, there must be a few memories attached to that car? “As mentioned, I went to the 25th anniversary of the launch of the F40 at Silverstone where there were about 65 F40s in one big convoy. I went to the Supercar Driver meet with the Red Arrows at RAF Scampton which was a lovely day out and something different with a bit of a run down the runway, but I limited it because the stones chipping the paintwork just wasn’t worth going too fast. I’ve done a few other events with it; to my mind not enough, but they’re all memories”.

Most of us would consider an F40 as irreplaceable, so we ask John if it’s a keeper or if anything could tempt him out of it. “As an

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investment and as a car to look at, whether you drive it or not, a car I do keep wondering about, although it might be too late for anything much more now, I do think a Porsche 918 would be a nice car to have. It’s not got the character, it’s not an icon and never will be like the F40, but it could be a car for the summertime to take the roof off, something more modern, easier to drive and therefore you’d use it a lot more, but I’m not doing that much driving and have other cars for summertime, so I’ll be hanging onto it for the moment.

“In fact, Graypaul have asked me more than once if I want to sell it, so I said, ‘Why? Have you got a customer for it?’, and they said, ‘No, but you

couldn’t find a better one than this’”, John proudly tells us.

“Anyone out there who owns an F40, get out and drive it, join Supercar Driver, go to the events they provide. That’s what they’re there for and that’s what you’re going to enjoy. It’s not like just having an investment sat in the garage, you want to enjoy your cars”.

Watch the video on youtube.com

A pre-owned Ferrari: when Approved, it stands out.

MORE THAN 190 POINT-CHECK

WARRANTY EXTENDED UP TO 2 YEARS

ORIGINAL CERTIFICATION PROGRAMME ISSUED AND APPROVED

BY FERRARI

Ferrari Portofino Year: 2019: Miles: 3,653 External colour: Bianco Avus Internal colour: Blu Sterling £147,000

Ferrari 488 Spider Year: 2018: Miles: 1,312 External colour: Grigio Titanio Internal colour: Nero £185,000

Ferrari 488 GTB Year: 2017: Miles: 2,633 External colour: Rosso Corsa Internal colour: Crema £169,000

Ferrari 458 Speciale Year: 2014: Miles: 6,408 External colour: Nero Daytona Internal colour: Nero £259,000

Ferrari 488 Spider Year: 2018: Miles: 4,691 External colour: Rosso Corsa Internal colour: Nero £195,000

Ferrari 488 GTB Year: 2018: Miles: 4,799 External colour: Rosso Corsa Internal colour: Nero £174,000

Ferrari California T Year: 2015: Miles: 9,970 External colour: Bianco Avus Internal colour: Nero £99,000

Ferrari 458 Italia Year: 2011: Miles: 18,364 External colour: Nero Daytona Internal colour: Nero £129,000

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EVENT: HIGHLAND HOON

SCD member James gives his account of his long-awaited first SCD tour, the Highland Hoon.

Written by: James Duce

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Since joining Supercar Driver with my dad in 2016, I’ve always wanted to sign up for an SCD tour. Whilst 2020 has been a fairly atrocious year on the whole, we did at least manage a trip to Scotland in our McLaren 720S as part of SCD’s Highland Hoon.

The tour was due to kick off the day after the annual Secret Meet, which I’m sure we can all agree was an unbelievable event, a huge credit to Adam and all of the team for pulling it off in these unprecedented times!

After witnessing a parade of over 60 hypercars around Donington Park, we hit the road, heading north to our overnight stay in Spark Bridge, Cumbria. We spent the evening perusing Instagram feeds, looking back on an unforgettable SSM20 and looking forward to touring Scotland over the coming days.

Members greeted each other at Annandale Services where we spoke with friends from previous events and were introduced to fellow tour newbies. Within half an hour, we were blasting along the scenic roads surrounding Thornhill, chasing SCD member Tom’s autumnally wrapped R8 V10 Plus. With an eventful first afternoon under our belts, the group was looking forward to an evening drink in the bar by the time we had arrived at Gleddoch Hotel and Spa.

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Unfortunately, drinking alcohol in Scottish bars and restaurants was forbidden at the time, because as we all know, a socially-distanced drink or two will give us Coronavirus! Confined to our rooms, the hotel’s room service was fully utilised and the first day concluded with a threecourse meal at Gleddoch.

Day two began with a spot of haggis for breakfast. Having split into our two driving groups, we departed over the Erskine Bridge heading towards the picturesque vicinity of Loch Lomond. The Cabin, our first stop of the day, gave us a chance to admire the collection of leaves that had formed on Toby’s new Exige S and Chris’ V12 Vantage S. The scenery really picked up as we entered Cairngorms National Park, chasing Jana in his slightly slippery C63 Black Series. Members regrouped for lunch in the village of Braemar before driving to a prime Cairngorms photo opportunity — Jonty even got t’ drone out!

That afternoon’s route continued along the Old Military Road, which we thoroughly enjoyed tackling in the 720S. We made it to Kingsmill Hotel in Inverness after the third and final fuel stop of the day in time for an optional valet.

Whilst the Fistral Blue paintwork on the McLaren looked more like Fistral Brown, we politely declined considering rain was forecast through the night. To combat Scotland’s rules against drinking indoors, the hotel put us up for dinner in an external marquee, a decision appreciated by many. Whilst the majority of members were shivering, a lot of this was down to excitement at the prospect of tequila.

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Then came Friday, and despite a few sore heads, everyone was ready for our final day with almost 300 miles to cover. An unexpected coffee stop partway through the journey meant we lost Adam’s group fairly early on, but we still had a fantastic drive through Glen Shiel, though Riad’s hazard commentary was sorely missed. We were welcomed in to the Pinemarten Cafe by an unusually friendly police officer, who left us a little message to pass onto Jonty’s group — “SLOW DOWN!”.

Sausage rolls consumed, we jumped back in the 720S for what would be our final stretch of the tour, following Rob and Ruth in the red 991.2 GT3.

The picturesque views and twisty roads never ended, providing plenty of smiles and reminding us how spectacular Scotland really is, particularly at this time of year.

Loch Fyne Oyster Bar marked the end of the Highland Hoon for the two of us, as we were set to continue further north over the days that followed. Whilst the pandemic diluted the social aspects of the tour experience, we still had a fantastic time touring Scotland with a super group of people. Jonty put together a highly engaging route, and as you can see, Riad was certainly on form with the photography. I thoroughly enjoyed my first SCD tour, and we’re already looking forward to the next one, which is looking like a visit to the Alps! @car.obsessed

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P U R E

AMBITION

We take a moment to get to know Charlie Martin, a British racing driver we’ll be seeing a lot more of in 2021 as she races for SCD partners Praga UK. Written by: Charlie Martin

Photographs by: Marc Bow, Praga & Marc Wittkowski

When people ask what got me into motorsport, they naturally assume that I had a racing dad growing up.

I guess I did, albeit he wasn’t my actual dad, it was a best friend’s dad who introduced me to club racing in its many forms.

He raced a Morgan 3 Wheeler and the occasional motorbike, and I just loved being in the paddock from day one.

30 years later, and racing is in my blood. It’s woven into my social life in so many ways too; I’ve made life-long friends all over the UK and Europe, people I’ve shared some of the most incredible moments of my life with, in some amazing places too. I’ve also met people who’ve mentored me and helped me go further than I ever thought possible. By believing in me, they taught me to believe in myself.

Despite all the hard work, I still feel lucky that I’ve managed to turn motorsport into a career, it hasn't been easy. When I started hillclimbing in the Peugeot 205 I bought with £1,500 I saved from a summer job, I could only dream of where it might all lead. Certainly, I never thought I’d be racing with a manufacturer like Praga and aiming to drive at Le Mans!

2021 looks set to be an incredible year. The Praga R1T is an absolute rocket to drive and we also have a new car for next season’s Britcar.

I was out at Donington last month and that was the first time I’ve really pushed the R1T’s aero through the high-speed stuff, and I quickly found myself texting my new teammate, Jack Fabby, who has been racing the car this year to ask if you can take Craner Curves flat.

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Despite limited laps on a cold track, the car felt so planted with plenty of front-end feel, it seemed doable.

After a season pounding around the Nordschleife in a BMW M240i, I’m excited to be getting back in a car with downforce. Of course, each has its appeal, and going fully airborne (all four wheels) multiple times per lap scores high on the grin factor. There really is nothing like the Green Hell; it’s one long rollercoaster that barely gives you a moment to catch your breath.

Driving the 24-hour race this year was without doubt a career highlight, and finishing fourth in class was a good result for my fullfat dawn-til-dusk debut.

I’m hoping we’ll get a chance to put the R1T’s new lights to good use through the night next year.

Along with a larger fuel tank, I can only think Praga must have more far-reaching endurance racing ambitions.

I’m looking forward to racing in the UK in 2021 too, there’s a fantastic team spirit at Praga UK and VR Motorsport who are running our car. It's been great getting to know everyone since I announced my drive back in September at the N24, and I really couldn’t imagine a better setup for the year ahead — here’s to the New Year!

Oh, in case you wondered, Jack said you can take Craner Curves flat. @praga_cars @gocharliem

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MEMBER’S CAR: LAMBORGHINI HURACAN SPYDER

SCD member Ben tells us about the car that tempted him away from Porsche loyalty, and he’s never looked back.

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Where does your passion for cars come from?

From my dad. For as long as I can remember, he has had some fantastic cars, Bentleys, Astons, Rolls, and even to this day, we could speak about cars for hours! I actually enjoy the drive mind you, whilst I think he prefers them to sit in the garage looking the part!

Tell us about your car history.

My first car was an H reg Ford Escort Eclipse, bought from a friend at a recovery company as the owner couldn’t afford to repair it. My first ‘proper’ car was a 2002 911 Carrera 4S which was an amazing car, when it would start in the winter!

More recently, I had a 911 Targa GTS and I’d call the Huracan my first ‘supercar’.

Why the Huracan?

Truth be told, I had always been into Porsches until I started to look for Lambos with my neighbour one day. Immediately I got the bug and swapped my nine-month-old Targa for the Huracan a week later. It was worth every penny I lost!

I will always have my love for Porsches so a GT3 RS was in the back of my mind, but I still don’t think it compares to the Lambo for me.

The noise of that V10 was one of the main attractions and the flat slick lines of the body styling. It’s an absolutely amazing looking machine and the colour — Blu Cepheus — was the first thing that really drew me to this car — it’s a real head-turner. I bought the car from Alex Warren at Lamborghini Birmingham — he’s a top guy!

What have you done with the car so far?

I love my music so I’ve had Cambridge Car Audio swap out all the stock speakers with upgraded Audison Thesis, there’s a hidden subwoofer behind the passenger seat and a perspex floor under the bonnet to show off the amp and control units.

When I first got the car, I drove to Amsterdam and there’s nothing like really opening it up on a big European road. Remember to book the wider car on the Channel Tunnel!

I’ve put 6,000 miles on the car since; I’m not one for buying something special just to look at it every day in the garage. I’ve been to a few of the SCD drives which have all been amazing, my favourite of which probably has to be the Northampton early morning run. It was 10 minutes from home and two hours of absolutely awesome driving followed by bacon rolls. The Midlands Tick was a blast too.

Sadly, I was unable to make the Secret Meet in the end where I had booked two track sessions so I’ve yet to take the car on track.

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What is it like to drive and own?

The power is insane, it just wants to keep going.

I’ve driven it in some extremely wet conditions, everything but snow and it just sticks to the road.

With the top down, you need to have a loud voice to overcome that V10 and it makes you feel absolutely amazing knowing you have so much power at your feet. I have been lucky to drive a few decent motors, but none of them have compared to this and I still get that wow factor every time I start it.

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Fuel consumption is fine although servicing is a bit of a shocker at £2,700 for the last service with nothing needed! It has been totally reliable so far though.

Being 6’1”, it’s tight in the cabin but I wouldn’t say uncomfortable. Boot space is small for a road trip but it’s a supercar, what do you expect? It’s not an everyday car, but it’s perfectly usable and I certainly have used it to pop to Waitrose on a Sunday morning.

What are your plans going forward?

I’m not sure it’s a keeper because, as I’ve been typing this, I’ve been offered a Performante in the same colour! I still always look at a GT3 RS or maybe even a McLaren, and a Cayman GT4 is on my radar as a potential addition.

As for events, I’m hoping to do the Dolomites tour with SCD next year along with as many drives I can fit in, and maybe the odd breakfast meet for a cheeky bacon roll.

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MEMBER’S CAR: MERCEDES-AMG GT R

Having been an SCD member for all 10 years, Rob catches up with David Baker to chat about the cars that have come and gone and why the GT R is here to stay.

Written by: Rob Ward

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Dave recalls one of Adam’s first events advertised on a post on PistonHeads, a static meet in a car park to which Dave was asked to bring his Porsche 997.1 GT3 — a beautifully specced Cobalt Blue Clubsport which was Dave’s first leap into supercar ownership.

I wasn’t surprised, and was quite relieved to learn that he too, despite adoring every car he has owned, gets the two-year itch. “I have two years of loving a car to bits, thinking I’d need nothing else, and then, just like that, a switch gets flipped and my eyes are drawn to something else”. This is classic, SCD-induced shiny ball syndrome!

In this instance, Dave’s gaze was drawn by a Blu Abu Dhabi Ferrari 430 Scuderia, a toe dipped in the Ferrari waters after fellow SCD member Tim settled on a price that was feasible. A deal was done but the GT3 had to go.

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18 months, much fun and many road trips later and the Scud had started to cost as Dave had used it well, a theme you’ll notice appearing throughout this article. “They are very mileagesensitive and warranty costs had really started to climb. Thankfully, their overall values had climbed too”. Dave managed to get out of the Scud net zero.

An upgrade to a 458 Speciale was next. It was an Atelier-specified example bought from new, and again, used properly with 4,000 miles of continental driving. The car brought with it some incredible memories from the spec process right through to the smile-inducing miles that resulted. However, the values of these too started to climb seriously, and after a while, they got too good to ignore. The result of this was back to Porsche in the form of a 981 Cayman GT4, bought with the resulting delta.

To scratch the itch for some open-top driving, Dave filled the other side of the garage with a 488 Spider, a great stablemate for the GT4 and a fantastic car for those sun-drenched road trips.

Dave loved this car, “I just don’t understand why people don’t like them more than they do. Even the lack of noise can be fixed with a simple mod to the exhaust valves. 660-plus horsepower, open-top, high-revving V8, what’s not to like?

I had that one for 18 months, and as soon as values drop to around £160k, I’ll be looking for another one”.

Having had the Scud, a new Speciale, new 488 Spider, and having been unsuccessful on a Pista allocation, Dave was offered a Tailor Made 812 Superfast as a bit of recompense. Then, towards the end of the UK’s first lockdown, Ferrari asked if he still wanted to proceed. “At the time, I could just see some unpalatable figures being

dropped from it as soon as I drove it away, so I just couldn’t do it”.

This brings me nicely onto the topic of this article, the Mercedes-AMG GT R. Dave bought this as the car market was going a little silly and people were able to make some serious money selling some of the more exclusive cars over list.

Dave’s intention was to have the whole buying experience of the GT R, enjoy it for a while but still be able to sell it and maybe make a little money.

I know what you’re thinking, perhaps this wasn’t such a shrewd move as values have not held well, but this does bring me onto my point.

Dave has fallen in love with this car. Not only has it completely changed his view of MercedesAMG products overall, but it has hit home the importance of how a car makes you feel.

“I bet that’s a handful”, is probably the most popular comment Dave gets when he is out in the car, but the reality is, it isn’t. It’s a very technical car and AMG have put millions into its development to make it more of a focused driver’s car as opposed to simply throwing a huge-capacity engine into a saloon body.

The ‘front-mid’ engine position gives it a near 50/50 weight distribution (47/53 rear bias), the prop shaft and torque tube are carbon fibre, as are the bumpers, wings and roof, the traction control system is hugely complex and can be adjusted to delicately control the amount of slip you’re after with nine settings.

“The perception of AMG products of old is hugecapacity, not enough grip, lots of tyre smoke and Clarkson shouting POWER, but it’s changed with this”, Dave tells us, “Although you sit right over the rear wheels, it doesn’t feel like you’re

driving a barge like the GT S because of the rearwheel steering which makes the car so nimble.

And that titanium exhaust is only going to get better and better the more miles I do”.

Dave ticked nearly every box with this car.

The only carbon option he didn’t go for was the engine cover. It has the track pack with bucket seats, roll cage and harnesses, ceramic brakes, Burmester surround sound and the lightweight wheels. As is the case with much of the Mercedes range, paint colours are limited, and in the end, Dave went for the stealth look with metallic black paint as opposed to Green Hell or Solarbeam Yellow for example. The spec process wasn’t as luxurious and memorable as you get from the likes of Ferrari, as, let’s be honest, Mercedes is still a mass-production car manufacturer.

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“You go and spec the GT R and Pro in the same chair as an A Class, so it’s like going to buy any car, but to be fair to them, the AMG-trained salesperson knew his stuff. He had all of the technical knowledge I needed and provided photos and additional info when I needed it, however, I’d pretty much chosen what I wanted before I even walked in there”.

The GT R is in a real sweet spot when it comes to power. Dave, like many, is now a little bored of the current battle for power and has long favoured driver engagement and the feeling you get from driving a slower car fast — something the GT4 was perfect for.

“It’s not how fast you go in a car, it’s how it makes you feel. Yes, it’s near 600bhp, but it’s very useable thanks to the technology. Just on start-up, it makes you smile — the low-down

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V8 rumble on tick over is fantastic. With a lot of mid-mounted V8s and the Porsche engines you really need to rev them out to get the most out of them, by which time you’re doing serious speeds. This has just the right amount of power.

Enough to keep up but not so much that it just can’t be used. You just find yourself changing gear at lower revs as the grunt is down low.

There’s so much more driver engagement in this case and the gearbox is really slick being a twinclutch system”.

It sounds like the GT R just does everything you’d want it to do. Space and comfort for long journeys, power for road trips and SCD morning drives, noise that puts a smile on your face and they just look so aggressive and assuming.

Superb! “This is the first supercar that I will own long enough from new to need an MOT, and that, to be honest, speaks volumes”.

Yes, the values have now dropped significantly, meaning selling for a profit is no longer possible, but that can only mean one thing, Dave can use the car for what it was intended for. It’ll get used on track, it will go back over to the Alps more often and it’ll continue to put a huge smile on his face. That is worth so much and has become more prevalent after a year of not being able to do so!

“It’s a special car for me. It is specced just as I wanted it and I really have fallen in love with it, so it’s staying! They are so undervalued in my opinion. They’ll never go back up but they seriously can’t drop any further, so there’s no point me selling now. I might as well keep it, continue to enjoy it and use it as they’re not as mileage-sensitive as the Ferraris”.

The money he didn’t spend on the 812 has instead gone back into a 458 Speciale, similarly specced to the one Dave sold a few years ago, and I think we can agree that was a smarter move financially.

With the GT R and Speciale in the garage, they’re a really good pairing to cover all of Dave’s driving needs. “The Speciale isn’t a car to take on an SCD morning drive or drive the back roads, but there is a time and a place for it and the money is safe — it’s a pension! It’s a show-and-tell car; a 600bhp, very special, goosebump-inducing investment and it’s a perfect car for summer enjoyment”.

The GT R has similar power. Although on paper they’re around 577bhp, many have been dynoed at over 600 and that’s plenty! “The GT. R is the go to for me at the moment, the power is a lot

for the cold, wet and slippery roads of the British winter, but you don’t have to use all of it all of the time, and in comfort mode, it cruises so well. It always surprises people when I take them out in it though. I have done the RAF Leeming event with SCD and some of the passengers were shocked at the pull it has”.

When we’re able to travel more and Dave goes back to commuting again, he will likely get back into a Porsche. “A Targa 4S would tick the convertible box nicely whist giving a four-wheel drive, reliable, solid daily driver for during the week”.

“I’d love a Lambo at some point, and to scratch that itch is something I need to do but it’s an A to A car. There’s no practicality at all, so I’ll need to pick my time for that and have something else too. A Perf Spyder will likely be the one”.

You just do that Dave!

To have a car with such capability and technology, at this value, from a mass-produced car manufacturer is very low risk. To add two years of extended warranty is only £2,600 too.

Put that against Ferrari or McLaren at circa £4k per year, and there’s just no comparison.

More long-term, when the values drop enough, Dave has some fantastic memories of the 488 Spider so there will likely be another one of those at some point. “However, if I do that, I’ll have the Speciale and a 488 Spider, so the GT R will have to go. When that happens, I’ll give you a call Rob”.

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DRIVEN: PORSCHE 911 3.0 RSR IROC EVOCATION youtube.com/TheSUPERCARDRIVER

Our friends and fellow Porsche enthusiasts Lakeside Classics let us loose in their latest creation inspired by the IROC racing cars of the 1970s.

Written by: Matt Parker

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For such a legendary icon, the Porsche 911 is actually surprisingly Marmite. Many love them, many hate them and there isn’t much in between. I’m sure you know by now which side of the argument I stand on, and whether you like them or not, there’s a reason you’ll so often hear journalists say you have to drive an old 911 before you die.

An old 911 gives a driving experience unlike anything from the modern era. No power steering or ABS, modest power, lightweight and the engine in the wrong place. It’s man, machine and not a lot else — driving at its most pure.

For most of us though, there can be a bit of a problem with that. Whether we like to admit it or not, most of us don’t want the potential pitfalls of owning an old car. We don’t want something that feels fragile, we don’t want to worry if it will start or not, and let’s be honest, when you’ve got used to modern cars, no matter how charming a classic might be, you’re usually left wanting more power and you’re almost always left wanting more brakes.

All those reasons combined are exactly why restomods have become so popular in recent years. Purists might not like that they’re not original, but the whole point is to give you the best parts of a classic while bringing certain

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aspects up to date, resulting in a car you actually want to drive, not just sit and stare at, and the likes of Singer and Eagle amongst so many others have really brought such cars to the forefront of the ‘classic’ car world.

Our friends at Lakeside Classics have a deeprooted passion for Porsche, and they do sell original classic Porsches, but they also share the ideology of making classic cars more accessible, and also tailoring a classic to your specific fancies. This is the result of Lakeside Classics director Henry doing just that after being inspired by the story of the IROC 911 racing cars of the early ‘70s, Lakeside Classics’ own Carrera RSR IROC Evocation, and after laying eyes on it, I cannot wait to drive it.

IROC (International Race of Champions) was a racing series which brought together the biggest names from several racing series around the world and put them all head-to-head in the same car. For the first year of the series in 1974, that car was a Porsche 911 Carrera RSR. Those original cars are obscenely rare and prohibitively expensive, so even if you have the money and you can find one, you’re unlikely to ever drive it like it truly should be driven, so Henry took the story of these IROC cars as inspiration to build his perfect road-going 911 at a level that can actually be enjoyed.

This car somewhat surprisingly started life as a 964 Carrera 4. Henry likes the 964 as a base car because it keeps the classic 911 body style but gives more modern performance, suspension and braking. The rebuild stripped a lot of weight from the car, so there’s much more punch, agility and stopping power than a standard 964, despite keeping the standard car’s 250bhp, 3.6-litre flat-six, albeit mated to a rather noisy twin exit exhaust. Suspension and brakes are also left untouched bar a lower ride height, and instead the Colin Chapman approach of adding lightness was used to turn this car from a relatively ordinary classic into something really exciting.

The rear seats were ditched and replaced with a roll cage, the front seats were replaced with RSR buckets, the standard 964 sunroof was deleted for a lower centre of gravity and it has lightweight RS door cards with pull cords instead of handles, an ideology Porsche still uses today with the straps in their RS models.

To evoke the IROC style, it has IROC bumpers front and rear, wider arches, a fibreglass ducktail and bonnet, and it sits on original 15-inch Fuchs alloys. In the end, over £30,000 has been spent on the car in the last 12 months and the result is drop-dead gorgeous, especially in orange to brighten up such a dreary day.

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Every time I climb into an old 911, I’m surprised by just how small they feel by today’s standards and how close you sit to the upright windscreen.

It’s very sparse in here making for a very racy feel before you even turn the key; the bucket seats hold you tight and give you the option of harnesses or a normal seatbelt, and the Momo steering wheel feels just right. Another thing I have to get used to every time I drive a pre-996 911 is the floor-hinged pedals, but a few minutes on the road and I was right at home.

I’m not sure the photos will do justice to just how miserable the weather was for my time with the car, but retaining the original car’s four-wheel drive means traction and confidence were skyhigh. To just cruise around in, it’s actually very docile, but it responds instantly to every input as soon as the mood to press on hits you.

The gearbox is also the original five-speed manual from the 964 and it may just be the best gearbox I’ve used in an old 911. It’s far from as tight as a new GT3 box, but it’s not at all vague and feels great to change just for the sake of it, and of course every blip to match the revs on the way down is all you.

In fact the whole thing is all you, there’s no traction control, just good old-fashioned mechanical grip. There’s no power steering, and the weight is absolutely perfect; the steering reminds you of why journalists bang on about these cars, they’re a joy to steer down a road, and they’re so small that, even in a widebody car

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like this, you can take a racing line without even leaving your lane.

250bhp really is enough when you have such little weight to lug around. It pulls decently from any revs, but get the needle above 5,000rpm and it pulls harder all the way to the redline, accompanied by the familiar Porsche howl. It’s definitely loud with that exhaust and it sounds incredible from behind the wheel, but it’s not overly obnoxious if you just want to settle down to a cruise either.

Obviously conditions prevented me from really pushing the car around the twisties, but the weather did prove two things about this car.

Firstly, it’s so usable. It grips, it feels on your side and, whilst it’s a stunning creation, it’s not so rare or valuable that you daren’t let it see a drop of moisture. Secondly, it’s a thrill even at 30mph.

Yes, the thing we bang on about being missing in new cars, you can go any speed you like and just enjoy the weighty steering, the gearchange, the noise and all those little sensations that are so much more muted in modern machines.

As far as driving goes, I can’t really fault it apart from the fact that it is very low on the front end so you do have to be wary of dips in the road, but unlike so many older cars, it feels totally solid, and unlike the original special 911s, it isn’t so valuable that you daren’t drive it hard.

The other great thing about these restomods is that they can be whatever you want them to be.

It’s about building the ideal car for you without having the usual classic car compromises. If you want four-wheel drive for all-weather usability and a more subtle look on the outside, you can.

If you want a lairy rear-wheel-drive car with a massive turbo and an equally massive whale tail, why not? This one is pretty darn close to my ideal spec. It looks so right and I love the way it drives, I’d just ask Henry to make mine rear-wheel drive because, well, you know me!

I should add that Henry is keen to call the car an evocation, not a replica, because rather than trying to pretend to be something purely for the sake of image, this is just one passionate Porsche enthusiast’s idea of his ideal 911, inspired by the story of those IROC cars he loves so much.

A big thank you to Lakeside Classics for braving a very British day so we could sample their latest IROC Evocation. It’s safe to say I really enjoyed that one and there’s a lot to be said for going back to basics, and the more modern way it goes, stops and turns combined with that soundtrack mean hustling this thing along is a properly immersive thrill.

To sum it up in one sentence, it’s a seriously cool thing you could stare at all day in the garage if you wanted, but you’d go out and drive the wheels off it all year round too, and at a smidge under £80,000, I don’t think you could ask for much more than that.

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