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PLUS ON SET DURING THE EPIC CAR CHASE007’S STUNT DRIVER REVEALS ALL

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NEWMARKET SECTION USED BMW M-CARS £20K ROADSTERS 370Z BUYING GUIDEPORSCHE ADVENTURE NEW BOXSTER SPYDER TACKLES THE HIDDEN ALPSMEGA-HATCH BATTLE SURPRISE WINNER – TYPE-R V MÉGANE RS V LEON ULTIMATE

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Official fuel economy figures for the 911 Carrera S Coupé in mpg (l/100km): urban 23.2 – 28.0 (12.2 – 10.1), extra urban 42.8 – 44.1 (6.6 – 6.4),

combined 32.5 – 36.7 (8.7 – 7.7). CO2 emissions: 199 – 174 g/km. The mpg and CO2 figures quoted are sourced from official EU-regulated tests,

are provided for comparability purposes and may not reflect your actual driving experience.

If history is any indication, you’re looking at

the future of sports cars.

The new 911.

Ever ahead.

Discover more at porsche.co.uk/911.

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evo Worldwide EDITORS-IN-CHIEF

ISSUE 215DECEMBER

2015

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evo is available for international licensing and syndication. Email Carlotta_Serantoni@dennis.co.uk

F O R A C A R T H A Toffers LaFerrari levels of techfor less than a quarter of theprice, the new Honda NSX(pictured above) faded into

the background at the recent Frankfurt motorshow. Familiarity didn’t help (I think this isthe sixth time we’ve seen the car at a show),but neither did the surprise appearance of theHonda Project 2&4 concept.

The 2&4 (see page 11) doesn’t just evokethe spirit of Soichiro Honda, it reincarnateshim in mechanical form. Powered by a jewel-like MotoGP engine (a 999cc, 212bhp V4) andsoaked in delicious engineering, it threw aninvisibility cloak over the NSX – a car thatcouldn’t be more diametrically opposed. The2&4 was my Frankfurt ‘Best in Show’.

The NSX has been delayed by six months.According to Honda, the delay has been causedby a change in engine format during thedevelopment phase. Originally designed witha transverse naturally aspirated V6, it will nowhave a longitudinal twin-turbo hybrid V6.

It’s a solid reason, but it makes me nervous.The car should be well into its final durabilitytesting by now, with engineering sign-off anddynamic setup complete. Six months more buysa considerable number of durability miles, thedesire for which is understandable becauseHonda cannot undermine its reputation forreliability with a flaky supercar. But if those

months are being used to further calibrateand refine that immensely complex drivetrain(nine-speed DCT, torque vectoring, hybrid,four-wheel drive), alarm bells must really beringing back in the US, where the car has beenengineered and where it will be built.

The NSX also has, to my eyes at least, a ratheruncomfortable aesthetic. It doesn’t have thedrama of a Huracán, the surfacing of an R8,the muscle of an AMG GT or the grace of a 911.The slash-cut wedges that dominate conspire tobounce your eye from one surface to another.And I know this is going to annoy some of ourfriends on the other side of the pond, but thedesign feels too Americanised, neither cleverlyinterpreting Japanese design signatures (likeMazda has successfully achieved in recentyears) nor moving the look of the genre on.

But what I’m most concerned about is theway the NSX will drive. It could be a mini-918Spyder, blending high-tech with excitement,feedback and pure driving thrills. Technology,appropriately deployed, is no longer animpediment to this. But it could also be aMitsubishi GTO, and for a company that has justimpaled the concept of the Thrill of Driving withthe 2&4, that simply won’t be good enough. L

F‘Alarm bells must reallybe ringing back in the US,where the car will be built’

C O N T E N T SISSUE 215 DECEMBER 2015

D R I V E N040

Vuhl 05045

SkodaOctavia vRS 230046

Audi A4 3.0 TDI quattro049

Peugeot 308GTi 270

050Mountune Focus ST052Vauxhall VXR8GTSauto054MKSportscars Indy RR

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F E A T U R E S066

ASTON MARTIN DB10James Bond has a new car,

and our own JB has driven it

074ON SET: INSIDE SPECTRE

evo goes behind the scenes of the new Bondflick and talks to stunt driver Mark Higgins

078REBORN: PORSCHE 911

Singer’s vision of rear-engined nirvana is atonic to the new turbocharged Porsche 911

088REBORN: JAGUAR E-TYPE

Six new £1million-plus LightweightE-types are being built. We try one

094REBORN: ALFA GTAAlfaholics gives a charismatic 1960sItalian coupe a 21st century feel

102THE FASTEST HATCH?SEAT, Honda and Renaultsport’s Ringrecord setters go up against our clock

110BUDGET THRILLS200mph for £13k? Here’s proof you don’tneed big bucks to have big fun

122BOXSTER SPYDERHenry Catchpole investigates someoverlooked Alpine passes in the best Boxster

R E G U L A R S011

NEWSHonda’s track toy, plus: VW – what

now for the world’s biggest car firm?

057COLUMNS

Richard Meaden, Richard Porterand Dario Franchitti

063LETTERS

Have evo and its readers got it allwrong about the new Mazda MX-5?

135LONG-TERMTESTSA Focus ST Estate arrives, and a996 GT2 gets driven (at last)

151EVOMARKETSupersaloon analysis, Nissan 370Zbuying guide, BMW M marque focus

194ARTOFSPEEDAston’s supercharged V8 was for atime the most powerful engine on sale

© Copyright Evo Publications Ltd which is a subsidiary of Dennis Publishing Limited. Evo is a trademark of Evo Publications Ltd.

‘The weighting and tactility from thesmall wheel is everything we crave’

AlfAholics GTA-R 270 094

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N e w s • A m b i t i o N • t e c h • t y r e s • e s s e N t i A l s • c o N N e c t i V i t y • w A t c h e s

Concept

N 2025Hybrid Peugeot

308 RAmbition

ReNaultspoRtExplore

bajaTech

geaRboxes

Y ou cAN’t help but feel thAt2015 has been a year of mixed emotionsfor honda. it started with great hopes

and expectations with a return to formula 1by teaming up with old flame mclaren, apairing that needed little introduction insideor outside of the paddock. then there was theanticipation building for the arrival of the newNsX, a hybrid supercar to offer all the tech ofthe holy trinity of hypercars for a fraction ofthe price. And, of course, there was the smallmatter of the fastest front-wheel-drive car everto lap the Nürburgring Nordschleife – hellonew civic type r. so far, so good.

unfortunately for honda, only one of thesehopes has delivered, and even then the civiccan’t be hailed as a rip-roaring success afterfinishing fourth in a group test in evo 212.

HondaProject 2&4

b y s t u A r t g A l l A g h e r

The NSX, meanwhile, is delayed.Again. It was due to be launched insummer 2015 but a decision wasmade to redesign the powertrain andessentially start over again. At thisrate it will be due a facelift beforeit’s been driven by anyone outsideof the company. And as for the F1return? Farcical. Embarrassing.Potentially career-ending for oneBritish driver. Put simply, Honda hasbeen found wanting and is on theverge of undoing generations of hard,brilliant, championship-winningwork in one season.

But there is hope. At September’sFrankfurt motor show, as the NSXspun forlornly on Honda’s stand,next to it was a vision of what getsus so excited about the world’slargest engine manufacturer and thepotential it has when it puts its mindto innovative engineering. Few, if any,other car makers can match Honda inthis regard, and where rivals spendresources on hoverboards, Hondadelivers the ‘Project 2&4’.

The concept, and sadly it is only aconcept for the time being, is the resultof Honda’s Global Design Project, an

annual contest among the company’sdesign studios to create a singlevehicle that best represents Honda’sphilosophy. The 2&4 was created byHonda’s motorcycle design team inAsaka, Japan, in collaboration withthe company’s automobile designstudio in Wako, also in Japan.

To evo, the Project 2&4 embodieseverything that we remember fromHonda’s past in terms of innovationand creativity, but it also remindsus what’s been lacking from thecompany in recent years.

The Project 2&4 is a vehicle

Conceptstatus has

allowed thedesigners to

run riot

hond a P R o J E C T 2& 4

012 www.evo.co.uk

F I R S T L O OKb y S T U A R T G A L L A G H E R

IN DEPTH

3 ENG IN EThe 90-degree V4 is thesamedetunedMotoGPengineHonda fits to itsRC213V-S road bike. Thecrank,main and countershafts are arranged ina triangular formation,shortening the 999ccmotorto the same size as an800cc unit. Peak power is212bhp at 13,000rpm.

1 CHAS S I SThe chassis owesmore toHonda’smotorbike rootsthan to the company’s cars.It is in essence an expandedaluminiummotorbike framewith a carbonfibre floorsuspended beneath it. Thisfloor has been designed tooptimise airflow.

2 BODYWORKThe colour scheme is ahomage toHonda’s 1965F1 car, the RA272. The V12-engined slimlinemachinewas the first Japanese cartowin in F1: it led from startto finish at theMexicanGP.American Richie Ginthertook the victory.

4 S EATThe single-piece carbon-seat appears to float ontop of the chassis, but is infact connected to the car’scarbon floor. The designis intended to provide thethrills of riding a superbikebutwith the engagement ofdriving a sports car.

5 BRAKE S &SUSPENS IONHonda has looked to itsmotorbike suppliers for thebrakes, which use four-potBrembo calipers, andadjustable dampers, whichare fromÖhlins. Thewheelsare entirely bespoke.

RIVALAriel Atom

Does a Honda engine inan alumin ium frame withmin imal bodywork soundfami l iar? It should do. It ’s

a formula that Ar ie l hasper fected with its Atom(albeit with a 2- l i tre carengine). Near ly 20 years

af ter Ar ie l was founded,Honda has real ised it hasal l the ingredients to dothe same.

There is no instrument binnaclein the Project 2&4. Instead, datais projected onto a clear screenmounted on the steer ing column.

than an Ariel Atom

SHORTER

370mm

WIDER

8mm

LOWER

200mm

1

3

2

4

5

COCKPIT

F I R S T L O OKb y S t u a r t G a l l a G h e r

Peak power of the2&4’s 999cc V4 engine

A motorbike torquefigure, but…

For a power-to-weightratio of 532bhp per ton

that grabs you from every angle.It’s shorter than an ariel atom by370mm, but it’s as low as a Caterhamand not much wider. Its blend ofaluminium and naked carbonfibrewith minimalist bodywork draws youinto every area of its design.

But it’s the 2&4’s mechanicalelements that really fascinate.Positioned behind the single, one-piece carbon seat is a detunedrC213V V4, four-stroke motorbikeengine. For those of you not familiarwith Marc Márquez, it’s the sameengine that powers his race-winningMotoGP bike. rather than sendingpower through the bike’s six-speedsequential gearbox, there is a

double-clutch unit controlled by apair of paddleshifters behind thetiny, removable, alcantara-wrappedsteering wheel.

a skeleton chassis means someof the best bits of the drivetrainare exposed, such as the titaniumexhaust that snakes around theengine and exits high-up throughthe rear bodywork. Incidentally, theinspiration for the design and colourscheme of the bodywork comes fromhonda’s 1965 V12-engined ra272Formula 1 car.

the beauty of concept status isthat it has allowed honda’s projectmanagers and designers to run riotwith the details, our favourite being

how conventional instrument dialsare eschewed for a head-up displaycomprising a translucent winddeflector onto which data is projectedfrom behind.

there’s also no need for obstructiveand ungainly aero addenda becausethe carbon floor and chassis that thebody appears to float upon has beendesigned to channel air as effectivelyas possible under and over the car.and then there are the adjustableÖhlins dampers and the Brembobrakes taken from the MotoGP bike,the bespoke magnesium wheels, thelaser strip that acts as headlights, the14,000rpm red line… Please, honda,build this car. and quickly.

WILL They BuILd IT?

Currently Honda has no plans tobui ld the Project 2&4, a lthough it wi l lof course carefu l ly gauge responseto the concept from the press andpubl ic a l ike.

The Project 2&4 is the shotin the arm Honda desperate lyneeds to regain the lost credib i l i tysurrounding the NSX and Formula 1projects . Of a l l the Japanese carmanufacturers , Honda was alwaysthe one most led by innovation , butin recent years it has f loundered anddel ivered a range of cars that havefo l lowed the crowd.

The 2&4 doesn’t need to be aser ies-production car. It would workas a l imited-run model , with no morethan 100 units , to spur enthusiasmfor the brand and get people ta lk ingabout Honda in a posit ive l ight onceagain . Th ink a long the l ines of theRenault Sport Spider of the mid-’90s , but more extreme.

A sing le-seat , motorb ike-engined,a lumin ium-framed, carbon-bodiedmachine from a company that bui ldscars such as the Jazz wi l l be hard tojust i f y to the product planners , butHonda needs Project 2&4 to showeveryone it has st i l l got a pulse.Stuart Gallagher

POWeR TORque WeIghT

212bhp

87lb ft

Peak power arrives at double the revs of an SLS

13,000RPM

405kg

014 www.evo.co.uk

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British tradition. World reputation.

ON TRACK. ON ROAD.ON AVONS.

016 www.evo.co.uk

H AVING SPENT A DECADEestablishing a reputationfor building dependable,

reliable and affordable familycars, Hyundai (which is currentlythe fastest-growing carmaker) isnow turning its attention to theperformance sector with its recentlylaunched ‘N’ sub-brand.

Spearheading the Frankfurt motorshow launch of N was a new i20 WRCcontender, the ‘RM15’ – a 1260kgcarbon-bodied, mid-engined coupewith 296bhp – and the ‘2025 VisionGran Turismo’ (pictured).

The N 2025 is powered by the firstmass-produced hydrogen fuel-cellsystem along with supercapacitors– total power output is 859bhp withenergy regeneration available underbraking. Built around a carbonfibremonocoque, weight has been keptbelow 1000kg. The car’s aerodynamicqualities are dictated by a tube-type underfloor air-supply duct thatconnects the front grille to the rear ofthe car and minimises underbody air

pressure for maximum downforce.There is also an active air-brake thatdoubles as a drag-reduction system.

Like many concepts today, the N2025 has been dreamt up for gamers.What it does do along with theRM15, however, is allow Hyundai toget the message out that it’s seriousabout performance cars. The firstcreation of the N brand – namedafter Hyundai’s two test centres(one in Namyang, South Korea, andanother at the Nürburgring) – willbe a turbocharged i30 hot hatchscheduled for 2017.

A ‘Vision Gran Turismo’ thatis perhaps closer to production isBugatti’s concept of the same name.As with the Hyundai, it’s beenconceived for the screen, but it’s nosecret that Bugatti is working on aVeyron replacement currently knownas ‘Chiron’. What will it be? Faster andmore extreme than the Veyron, forcertain. Hybrid-powered? Yes. Thenew car’s powertrain will feature anelectric power source to accompany

Hyundai takeson BugattiNew per formance sub-brand revea ls hypercarconcept to r iva l e lec tr i f i ed Veyron rep lacement

The concept is ‘set’ adecade into the future

YEAR

2025Generated by the

fuel cell stacks

FUEL CELL

661bhp

the Veyron’s 16-cylinder, eight-litrequad-turbo engine. An adaptedversion of the Porsche 918 Spyder’shybrid system could be used, butmore likely is that Bugatti will go forthe electric four-wheel-drive systemon the Porsche Mission E concept.

While strictly a concept, Bugattihas also used the Vision Gran Turismoto experiment with aerodynamicsand engine cooling. This has resultedin some very clever aero fixes such asthe four-eye headlights positioned inthe front wheel arches. They direct

cooling air towards the brakes andreduce wheelarch turbulence. There’salso a new radiator cooling system,which is not something you spendresources on solely for the purposesof a computer game.

While Hyundai’s official step intothe performance market should beapplauded and supported (so long asthe products are good enough), it’sBugatti’s Vision Gran Turismo thatprovides the clearer indication of howthe next generation of hypercars willmanifest.

I N S I G H Tb y S T U A R T G A L L A G H E R

Y OU MAY BELIEVE THATVolkswagen’s admissionthat it found a way to cheat

the US Environmental ProtectionAgency’s emissions test for dieselengines is of little interest toevo readers. But while the crimeconcerns a technology we toleraterather than celebrate, the fallout isof great interest, not least becauseof the people who have andpotentially could be removed fromtheir positions in the VW Group asa consequence of the scandal. Thebody count is set to be brutal.

The headline news is the

departure of Volkswagen CEOMartin Winterkorn (centre), hisposition becoming untenable asVW’s market cap plummeted by25bn euros in a day. Whether heknew what his engineers were upto or not, investors wanted to seedecisive action. The Qatar WealthFund, the biggest VW preferredshareholder and third largestordinary stockholder, stands tolose $4.3bn in the crash.

Winterkorn will not be the onlydeparture, but as evo closed forpress, VW wouldn’t confirm whichof its senior engineers had been

suspended with immediate effectpending an internal investigation(visit evo.co.uk for updates).However, it is rumoured thatUlrich Hackenberg (right), Audi’schief engineer, and Wolfgang Hatz(left), who carries out the samerole for Porsche, are at risk of losingtheir jobs. Both worked at VWduring the time the diesel enginein question was in development.

It is believed the decision tocheat the emissions test was astrategic one taken at the highestlevel, with only board-levelpersonnel aware of the risks taken.

What is next for Volkswagen?As we closed for press , f ive daysaf ter the story of emissions-testcheating broke, changes in staf fwere st i l l coming th ick and fast .

Matth ias Mül ler ’s (p ictured)new role as Group CEO leaves abig vacancy at Porsche, which islef t without a leader. VolkswagenGroup’s p lan to band the Stuttgar tbrand together with Bentley andBugatt i into a sing le ‘sports’ armof parent company may increaseinstabi l i ty in the short term.Lamborghin i wi l l remain underAudi ’s contro l .

Wolfgang Dürheimer, currentCEO of Bentley and Bugatt i , is theformer head of Porsche’s R&Ddepartment and is the favour iteto oversee the new Porsche BrandGroup, with Porsche’s boardmember for production andlog ist ics , O l iver B lume, set to take

over the ro le Mül ler has vacated. Hewi l l answer direct ly to Dürheimer i fthe latter heads the group.

Other changes with in the Groupinc lude Winfr ied Vahland, former lychairman of the board of directorsand CEO at Skoda , being handedthe task of heading up a new‘North America reg ion’ with currentVolkswagen US boss Michael Hornremain ing as president and CEOof Volkswagen Group of America .

Vahland’s ro le at Skoda is f i l led byBernhard Maier, who was prev iouslysa les and marketing boss ofPorsche.

SEAT chairman Jürgen Stackmantakes over f rom Chr ist ian Kl ing leras board member for sa les andmarketing at Volkswagen. Kl ing leris leav ing Volkswagen in a planneddeparture unre lated to the cr is is .

Whi le Volkswagen has beenquick to r ing these changes – awhole new corporate structureand board of management wasimplemented in just seven days– the biggest , toughest and insome cases seemingly impossib lechal lenge is to win back the fa ithof those customers who feelcheated by the company thatstar ted by making a car for thepeople. Volkswagen v2.0 star tsnow and its journey is going to befascinat ing to fo l low.

The speed of theair-blower’s turbine

REVS

20,000rpm

Very lightweight fora fuel-cell vehicle

WEIGHT

972kg

Power-to-weight ratioof Hyundai’s concept

POWER-TO-WEIGHT

898bhp/ton

Developed fromregenerative brakes

POWER

198bhp

An electric motor sitswithin each wheel

MOTORS

4

Week of thelong knives

VW MUSICAL CHAIRS

www.evo.co.uk 017

P eugeot tol d e vo atSeptember’s Frankfurt motorshow that it wants to put its

493bhp 308 R Hybrid into production,but it’s a matter of proving the businesscase for the plug-in hybrid hatchback.

First seen at the Paris motor showlast autumn, the 308 R Hybrid is on apar with the group B homologationhatchback specials of the 1980s formind-boggling specification.

If Peugeot can make the numberswork, the R will feature the same1.6-litre four-cylinder turbochargedengine fitted to the new 308 gti (seepage 49), the RCZ R and the 208 gti. Inthe R it will produce the same 266bhpas it does in the top-spec 308 gti 270.then it gets technical with a 113bhpelectric motor for each axle and a3kWh/400-volt lithium-ion batterypositioned beneath the rear seat. driveis via a six-speed automatic gearbox.

as with other plug-in hybrids, the308 R offers a number of drivingmodes, but rather than being economyfocused they major on increasing thecar’s performance, just as they do inthe likes of Porsche’s 918 Spyder. Inregular Road mode up to 296bhp and

295lb ft of torque is available, the petrolengine able to offer its full 266bhp andsupported by up to 30bhp from the rearelectric motor. Switch to Sport modeand the rear motor ups its output tothe full 113bhp, with the front electricmotor providing an additional 15bhpand total torque increases to 391lb ft.Choose the Hot lap mode and the frontmotor matches the 113bhp of the rearto provide you with the full 493bhpto propel the 1405kg hatch to 62mphin four seconds. (If you’re wonderingwhere the extra 1bhp came from, thefigures are actually 266.3bhp plus 2 x113.4bhp.) or you could drive aroundin full electric mode, with the front andrear electric motors producing 54 and113bhp respectively.

Will Peugeot build it? the Frenchmanufacturer is a mass-volume carmaker, known for its small hatchbacksand family of MPvs and Suvs. a near-500bhp, four-wheel-drive hot hatchwill get the enthusiasts salivatingbut it needs to do more than that – itneeds the bean counters to be happy itwill turn a profit. But if that happens,Peugeot could have the hottest hatchever produced on its hands.

Peugeotto makehottesthatchever?493bhp 308 RHybrid could gointo production– if the Frenchfirm can makethe sums work

wider f ront and rear tracks toaccommodate electr ic motors

80mm

Limited top speed

155mph

Addit ional weight of the hybr idpowertra in

200kg

Combined maximum torquegenerated in Hot Lap mode

538lb ft

CO2 output

70g/km

018 www.evo.co.uk

Alfa Romeo claimsthat its forthcomingGiulia has lapped theNürburgring some 13seconds quicker thanBMW’s M4 coupe. Thenew turbocharged V6saloon is said to havecompleted the 12.9-milelap in an astonishing7min 39sec – a secondfaster than both theLamborghini Murciéla

and Mercedes-Benz SLRMcLaren.

The Giulia that setthe lap time was aCloverleaf model, whichuses a 503bhp Ferrari-developed twin-turboV6. The Cloverleaf issaid to weigh 1525k g,accelerate to 62mph in3.9sec and top 191mph.

Alfa Romeo has alsod h h

Giulia Cloverleaf wil l beavailable in f ive colours:Competizione Red,Trofeo White, VulcanoBlack, Vesuvio Grey andMontecarlo Blue. Thecar’s price has beenannounced, too, but onlyfor the Italian market.It equates to around£53,000. UK order bookswil l open during summer

t

R A D A R ROUND - U Pb y S T U A R T G A L L A G H E R

www.evo.co.uk 019

The Mission E concept: afour-door, fully electricPorsche saloon car. Ona motor show stand inFrankfurt it looked ever ybit the show-stopper,but under its skin itreveals more aboutPorsche’s forthcomingsmall saloon car,codenamed ‘Pajun’.

While the Pajun wil lof fer the full spectrumof internal combustionengines, includingsix- and eight-cylindervariants, it wil l alsobe Porsche’s f irst all-electric car. Mission Eprovides the clearest

indication yet as to howPorsche wil l do that.

With a motor on eacha xle util ising technolog yfrom the company’s 919Hybrid LMP1 race car,peak power is 592bhp– enough to send the Eto 62mph in 3.5sec and124mph in under 12sec. Itwil l also, claims Porsche,lap the Nordschleife inunder eight minutes.

Range, of course,is as important asperformance, andPorsche claims to havemade huge strides. Usingan 800-volt port, theE can charge to 80 per

cent batter y capacityin just 15 minutes.Fully charged, it issaid to have a 311-milerange. Any productioncar would also becompatible with VWGroup’s planned 400-volt charging network.

While the E’s 918Spyder-inspired four-door looks wil l be toneddown for production,the concept shows thatPorsche wil l spearheadVW Group’s all-electriccar programme, and thezero-emissions Pajunwil l start by taking onTesla’s Model S.

Audi revealed its newS4 Saloon and Avantmodels at last month’sFrankfurt motor show,confirming that it hasditched the outgoingcar’s supercharged V6engine for a new 3-litretwin-turbocharged V6.

Scheduled to reachshowrooms in 2016,

the new S4 produces349bhp (up 21bhp)and 369lb f t (upfrom 324lb f t), withthe latter arriving at1300rpm and hangingon until 4500rpm. Aconsequence of thenew engine is a dropin 0-62mph time to4.7sec – a 0.2sec

improvement over theoutgoing car.

Along with a newengine, the S4 alsogains a new eight-speed gearbox drivingall four wheels. Upto 85 per cent of theengine’s torque can besent to the rear a xle.S-l ine suspension as

standard lowers thecar 23mm compared ta normal A4 and Audi’Drive Select module,which allows individualprogramming of theengine, gearbox,steering and dif f, isalso standard.

The new S4 goes goon sale in 2016.

Alfa lays down hot Ring time

Pure electric Porschefollows Tesla’s lead

Turbocharging for new 349bhp S4

la go Alfa Romeo has also

announced that the wil l open during summer next year.

to i ’s

al

o

850To n s of s te e l u s e d

by M e rce d e s toc re ate th e i n si d eof i t s Fra n k f u r t

m oto r sh ow s ta n d .

£28,940T h e s ta r t i n g p r i ce co nf i r m e d fo r

Fo rd’s fo r th co m i n g 3 45 b h p Fo c u s RS .

£150,000T h e cos t of th e B rei t l i n g M u l l i n e rTo u r b i l l o n c l o c k i n si d e B e ntl ey ’sB e ntayg a SUV (n ot s ta n da rd …).15mphT h e sp e e d Ja g ua r ’s F- p ace

d ro p p e d to d u r i n g th eh i g h e s t p a r t of i t s re co rd -b re a k i n g l o o p -th e - l o o p.

PatriceRattiAnyone cut f rom the evo c lothowes a lot to th is man . Renau l tSpor t Techno log ies ’ manag ingd i rec tor lays out h is s trategy

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‘T here’s not a “magical” thingwith Renaultsport. It’s a lot ofwork with people who really

master the dynamics of a car. If there’sone thing, its optimisation, and theexpertise of our engineers who can matchthe needs of chassis and suspension, andcan optimise the former very quickly. Ithink that’s our main strength.

‘Then of course you need good aero,good engines – but where we are verygood is chassis optimisation. Yes, wecan do it on Mégane, but we can alsodo it on Sandero and other cars [Daciahas just announced a Sandero RS forSouth America]. The Sandero was neverimagined to have a sports version. But wecan really transform the car, thanks toour expertise. So it’s nothing magical –just a lot of hard work!

‘We also have expertise in computersimulation systems. What is importantat Renault is that the same engineer whodoes the simulation will drive the car.We have a pilot – a real racing driver –who works with the engineer, and theengineer is a pretty good driver too, andthey all work together. They work veryclosely with the people on the drawingboard, too.

‘Can we build another Clio V6 or SportSpider? There is no taboo as long as wehave customers and we can make money.If there is a business case for such a carthen why not? But it is not easy to meetthe quality requirements and customerrequirements and still make money. Butthere is nothing forbidden. Certainlythere is renewed enthusiasm for RScars, but our priority today is to be moreinternational and make more derivativesfrom the range – as you can see, we areexpanding the global range of Renault.But if we can build the business case fora new Clio V6 then why not? I workedon the Spider years ago, in another job,but today, with safety and emissionsrequirements, it’s much more difficult.

‘My favourite Renaultsport is theMégane. The Clio, which has beencriticised by the purists – you’re probablyone of them – has had some of its defectscorrected with the Trophy version. Butstill it’s a DCT and that’s heavier than amanual transmission. We’re convincedthat the market is moving towards that,but it isn’t moving as fast as we expectedwhen we made that decision. Ford went

the other way. Their car is closer to theClio II than the Clio IV. So we went inopposite directions.

‘We learnt a lot about DCT. We madea breakthrough in Asia and Australia– there the car has very good reviews.In Europe it is mixed. We analyse thereasons why people buy, or why theydon’t buy, and DCT is number two in the

reasons they buy and number two in thereasons they don’t buy, so…

‘In the future, maybe we’ll have adouble offer [manual and DCT], but forthis Clio it is too late – it is something weneeded to decide at the beginning of theproject. We don’t regret having done that.I think we could’ve made the Sport andCup more different. But finally, probably,manual transmission has a future!

‘It’s not time to talk about a newRenaultsport Mégane, because we havejust launched a new Mégane, we have aGT Line, and the Renaultsport Méganeis still on sale, but of course there will bea Renaultsport of the new car – and I’llmake sure you get the information.

‘The new Mégane is interestingbecause we have the four-wheel steeringand this opens up a lot of interestingthings. When we introduced it on theLaguna it was for safety and for low-speedmanoeuvrability. With Mégane, we’vedone it in the “pleasure to drive” spiritand we found many interesting things. Inparticular you have high-speed stabilityand at low speeds you have agility, for thegymkhana, or tight roads.

‘And you can really feel it. At highspeeds you just set the steering wheeland you go through – you don’t havea transitory period. If I’m honest, wewere not convinced at the beginning –there was a lot of discussion within thespecialists at RS whether it was worthit. The “drivers” said, “We don’t need it.”Now they are convinced.

‘If there has been any doubt with theClio RS that we were losing our cutting

edge or our will to make really funcars, that’s not the case. It was not ourintention – we thought the market wasmoving towards DCT. With the Clio RSDCT Trophy we have built the best car wecan with the technology.

‘We are really keen to build cars thatare for the purists. If some have beendisappointed by the Clio RS, we are

sorry about it, but it helped us find newcustomers and in the future we probablyneed to differentiate more between themanual transmission and DCT. I stillthink that it is the future, but it’s notcoming as soon as we expected.

‘And the Mégane RS Trophy – the reallyradical cars? We will continue to makethose sorts of cars.’

Can we build another ClioV6 or Sport Spider? As long aswe have the customers

designed by drivers

Patr ice Ratt i and Renaultsport are abreath of f resh air. Ratt i could havedodged the subject of the DCT Cl io, butinstead of fered an honest appra isa lwhi le suggesting manuals are st i l l par tof Renaultsport ’s future. Not only that ,but when he ta lks about bui ld ing carsfor pur ists , i t ’s not l ip serv ice – he’spassionate about it , and that passionpermeates through Renaultsport . You’vea lso got to respect a man who employssimulat ion engineers who are goodenough dr ivers to ver i f y their data .

I sense that Ratt i to ld me what Iwanted to hear about future ‘specia lRenaultsport ’ models (Cl io V6s andSport Spiders), but deep down I th inkwe both know that we won’t see cars ofth is type again . However, the next-generat ion Renaultsport Mégane Trophy,with – I ’m speculat ing – a manual ’box ,four-wheel steer, Öhl ins dampers andover 300bhp has to be one of the mostantic ipated cars of recent t imes .Nick Trott

AMB I T I O Nb y N I C k T R o T T

ratti’sambitions

To see Renault backin Formula 1 with afu l l works team

To continue to bui ldcars for dr iv ingaf ic ionados

To have 50/50Europe and

rest-of-wor ld sa les(currently 65/35)

To bui ld morespecif ic RS models

for marketsoutside Europe

To of fer manualand dual-c lutchgearboxes in RSs

W HAT DO THE LATELotus F1 driver GunnarNilsson, Monkee Mike

Nesmith, Rockford Files star JamesGarner and Steve McQueen havein common? Can’t get it? They’veall taken part in the Baja 1000desert race on the Baja CaliforniaPeninsula in Mexico. Nilsson wasa multiple winner on motorcycles,James Garner ran a team and drovehimself, McQueen took part on abike and history doesn’t tell us whatthe Monkee took part in or on.

The Dakar Rally doesn’t hold myinterest now that it’s held in SouthAmerica and that it’s so highlycommercialised. The originalParis-to-Dakar event that startedin the late 1970s was a much moreamateur affair and I remembergoing to Paris one year to watch thestart. The Mexican race is still muchmore amateur and laid-back. Thefirst event was held in 1967 and ranfrom Tijuana to La Paz, in Bolivia,and covered 849 miles. The race hasnever been 1000 miles long but ‘Baja849’ wouldn’t sound as cool. Someyears, the race is point-to-point andothers it’s a loop race starting andfinishing in the same place.

The first race was won by a pairdriving a Meyers Manx dune-buggy. One of that pair was the

father of the dune-buggy, BruceMeyers. Then as now, the range ofvehicle types taking part was wideand varied. There’s always been amotorcycle class, split into differentcapacities, and numerous four-wheeled classes including trucksand, of course, the eponymous BajaBuggies – VW Beetles with theirfronts and rears trimmed back andserious suspension modifications.The winners in 1967 took 27 hoursto complete the course, with the firstbike coming home an hour later.

Today’s event, which this yeartakes place on November 17-22, isorganised, as it has been since the1970s, by an organisation calledSCORE, which stands for SouthernCalifornia Off Road Enterprises.The range of classes is vast, witheverything from traditional BajaBuggies to tube-framed 3-litrespecials. Bikes are split into capacityclasses, but there are also vintagecategories for riders in age groups,

including one for over-65s. I mightstart training for that one. Theoldest competitor to ever take partwas actor Paul Newman, who raceda four-wheeler in 2004 when he was80 years old.

Now, you might be wonderingwhy Goodwin is getting revved upby a race in which the field blastsoff into inhospitable desert to notbe seen again for around 18 hours.Good point, but remember: this isan American event and in Americathey have a very different approachto motorsport. The customer, inthis case the spectator, is king, andthe organisers of the Baja 1000make sure that there’s plenty forthe punter to do and see before theevent starts. For example, on theWednesday there’s as a massiveparty in the evening from 7pmto midnight that’s sponsored byMonster Energy and to whicheveryone is invited (it’s not quite likethe Formula 1 Paddock Club). The

Baja 1000Everyone has heard of Mex ico’s Mad Max-esquedeser t race , but how many have ser ious lycons idered mak ing i t a par t of the i r ho l iday?

Above: factory-supported teams

are often trailed byhelicopters and enjoyhuge publicity. Right:

start times are staggeredto stop the trucks

flattening the bikes

Will you allow me to separatethe two? I reckon Britain’s bestcircuit is Oulton Park. It’s got thelot. Devil’s Corner is a challengingbend where getting it wrongis rather bad news; there areundulations and crests, which areessential for a really interestingtrack; and lastly, it has beautifulsurroundings. But Oulton isn’t myfavourite for the simple reasonthat I’ve only raced there onceand it was a fiasco involving aLotus Elise with some importantgear ratios missing.

No, my favourite is CadwellPark. You won’t be surprised atthis, because Cadwell is a bit likeOulton in miniature. I’ve neverraced a car at the Lincolnshirecircuit but I’ve raced bikesthere lots of times, both beforeJonathan Palmer tweaked it tomake it safer and afterwards.I found it pretty hairy in bothformats but extremely exciting.I’m a real wuss when it comes towheelies, so I only have one photoof myself on the back wheel overthe famous ‘mountain’.

Choosing my favourite corneris easy: it’s Paddock Hill at BrandsHatch (the circuit itself I love andnearly put it ahead of CadwellPark). Paddock also has myfavourite gravel trap. Favouritebecause I’ve spent a lot of timein it, especially over a weekend ofTVR Tuscan racing where twice Imisjudged my braking point andspun into the kitty litter. Thecorner is also one of my favouritesto spectate at. You don’t get tosee overtaking, but the cars lookfantastic coming down the hill . Iwas at the last F1 race at Brandsand I’l l never forget the sight ofSenna and Mansell.

And the most diff icult corner?Woodcote at Goodwood.

For more ‘Ask Goodwin’ columns,visit evo.co.uk

ASK GOODWINWhat’s yourfavourite UK

circuitandcorner?

Garth Brice,Canberra, Australia

022 www.evo.co.uk

O F F T H E B E AT E N T R A C Kb y C O L I N G O O D W I N

following evening there’s a papas(delicious Mexican potatoes) andbeer street party, again sponsoredby Monster Energy.

On race day, which is the Friday,the bikes start first, early in theday, and the trucks and four-wheelclasses kick-off three-and-a-halfhours later so that the bikers don’tget pulverised.

Clearly, the Baja 1000 would bethe perfect event to attend at thebeginning of a family holiday inCalifornia. You don’t need to be toldhow to get to California becauseit’s simply a matter of jumping on aplane to Los Angeles, but if you wantthe desert race to be the start of aholiday, or indeed the holiday, thenfly to San Diego.

The event this year is a looprace that starts and finishes inEnsenada. The city is only 85 milessouth of San Diego, so a rental car

is the obvious method of transport.However, the problem is that manycar rental companies (certainly inmy experience the biggies such asHertz and Alamo) won’t allow you totake cars across the Mexican border.This is a hurdle, then, that mightrequire some in-depth research toovercome. The alternative would beto fly from San Diego to Ensenada or,if you’re really up for an experience,take public transport.

Desert racing, and the Baja 1000in particular, has been a majorinfluence on specialist cars overthe decades that it’s been running.It kick-started the early ’70sbeach-buggy craze and the BajaBug concept. More than that, youcould argue that Ariel’s fantasticnew Nomad (driven in evo 210)wouldn’t have happened withoutthe inspiration of the Baja 1000 andraces like it.

BAJA CALIFORNIA,MEXICO

Ensenada

San Diego

C70 GRAND PRIX CHRONOMETERSL IMITED EDIT IONS

2015’s revised and updated collection of four outstanding COSC-certifiedChronometers celebrates the first Grand Prix races established during

the early pioneering years of motorsport, when courageous driversin their temperamental machines put life and limb at risk for glory,

fame and occasionally, riches.

C70 BRITISH GP 1926BROOKLANDS

C70 FRENCH GP 1906LE MANS

C70 ITALIAN GP 1921BRESCIA

C70 BELGIUM GP 1925SPA FRANCORCHAMPS

You’l l strugg le tof ind any modernsupercar thatdoesn’t make useof carbonf ibre – or,to g ive it i ts fu l l

name, carbonf ibrere inforced polymer.Carbonf ibre is a

composite, meaningthat it is composedof more than onemater ia l . Strandsof woven carbonare suspended ina polymer matr ix ,of ten a thermosetepoxy resin . Theresult ing composite

is around a f i f thl ighter than steelbut is equal ly strong(or even stronger).One drawback is

carbonf ibre’s lowermaximum operatingtemperature. It ’spossib le to playwith the crysta l l inestructure of thepolymer to increaseheat resistance,

but carbonf ibrest i l l can’t matchsteel , which meltsat around 1300C.Epoxy, meanwhi le ,rever ts to a rubberystate at around180C. Interest ing ly,the carbon f ibresthemselves canwithstand up to3500C, so it ’s thepolymer matr ix

that holds backcarbonf ibrecomposites .

Anotherdownside is thatcarbonf ibre cancost up to 20 timesmore than steel tomanufacture. Butmore af fordable andbetter per formingcomposites are justaround the corner.

Why don’t electric carsneed a transmissionor clutch?– Nick JagoQ

ASK MIKEYour tech questions

answered

If you have ever changedup into the wrong gear,you will understand thatan internal combustionengine (ICE) has a specif ic

torque band.Indeed, the gearbox on an ICE

car is there to make the best useof that torque band over a rangeof speeds. A DC electric motor,however, produces its peaktorque almost from zero revsand can spin incredibly fast (aTesla Model S’s motor will reach16,000rpm). Moreover, by simplyswitching phases, no reversegear is needed as the motor willrun in reverse.

This range means electriccars don’t really need gearboxes,although they can be used toincrease efficiency and helpbattery charge go further.

Send your question toexperts@evo.co.uk

A

I F THE FAST AND THE FURIOUSgets remade in a decade ortwo, the chances are that

Dom Toretto’s line accusing BrianO’Conner of ‘granny shifting, notdouble-clutching like you should’will no longer be in the script. Itwon’t be needed because automaticgearboxes are steadily replacingtraditional gearstick-and-clutchsetups. But how do the differenttypes of automatic work, and whatare their pros and cons?

TORQUE CONVERTERConventional automatics feature atorque converter in place of a clutch.A torque converter is a sealed unitthat transfers rotational force fromthe engine to drive in the gearboxthrough the viscosity of the fluidcontained within.

Torque converters are inherentlyinefficient due to parasitic lossesfrom the fluid between the impellor(which receives mechanical energyfrom the engine) and the turbine(which transfers it into drive forthe wheels). However, power lossescan be avoided with the addition

First road-car application:Bugatti EB110 When: 1991

TECH GAME-CHANGERSCARBONFIBRE

T E CHN I C A L LY S P E A K I N Gb y M I C H A E L W H I T E L E Y

AUTOMATICTRANSMISSIONS

FOCUS

of a lock-up clutch that connectsthe engine and gearbox when theirspeeds are closely matched.

AUTOMATEDMANUAL (AMT)An AMT is very similar to a regularmanual transmission – the gear setsand clutch are largely the same.However, servos or hydraulicsautomate the process of changinggear: the depressing of the clutch,the changing of gear and there-engaging of the clutch is allrobotised.

A potential problem comes in theform of lurching gearchanges, asthe automated mechanism can takeup to a second to complete the task.However, the AMT has a similarefficiency to a fully manual gearbox,at around 97 per cent, and is one ofthe lightest automatic options.

DUAL-CLUTCH(DCT)A DCT has vastly reduced shift timescompared to an AMT. It uses twoclutches that sit concentrically; thelarger, outer one typically serves theodd ratios, the smaller, inner onethe evens.

The system’s electronics preparethe next gear in anticipation ofa shift point being reached or apaddle being pulled by the driver,then when this happens the clutchesswap engagement – often with nodiscernible lag in shift times.

CONTINUOUSLY VARIABLE (CVT)CVTs don’t use predetermined gearsets. They use a belt (or chain)tensioned between two pulleys ofvariable diameter. In simple terms,imagine each pulley is cone shapedand can be moved side to side;having the belt running over a partof the cone with a smaller or largerdiameter changes the gearing. Thismeans a huge range of effective gearratios can be emulated.

The main benefit is that theengine can be kept either in its mostefficient range (at low revs) or atits peak power (at higher enginespeeds), depending on whichis more appropriate. The majordrawback is that CVTs can’t handlemuch power, and the often constantengine note isn’t very appealing forperformance applications.

Right: Porsche’sdual-clutch PDKgearbox; with twoclutches (labelled)it can shiftbetween gears inan instant

1

2

WHENYOUBUYTWOORMOREPIRELLI

TYRES (RIM SIZE 17” AND ABOVE) FROM

ANY PIRELLI PERFORMANCE CENTRE

Terms and Conditions apply visit

www.pirelli.co.uk/offer

for full details

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O RECEIVE

THE SURPRISINGCOST TO YOU OFUNDERINFLATEDTYRES

A new study by Michel in hasconcluded that UK motor istsare wasting £246m a year onfuel and pumping out 538,000tons of excess carbon diox ideby dr iv ing on under inf latedtyres . The tyre maker assessed23,741 cars over eight yearsand found 62 per cent of theirtyres were running the wrongpressures .

More concern ing was that37 per cent of cars wererunning with dangerously lowtyre pressures – 7 psi or morebelow the manufacturer ’srecommendation . F ive percent of cars tested also hadpunctured tyres .

Despite ef for ts to increaseawareness , the number of carsrunning under inf lated tyreson UK roads remained roughlyconsistent dur ing the length ofthe study.

The cost of th is negl igenceadds up quick ly. Running acar with tyres 7 psi below therecommended pressure knocksan average of 1mpg from a car ’sfuel economy f igure. Michel inest imates that such a cartypica l ly wastes 18.2 l i tres offuel each year. Low pressuresa lso accelerate tyre wear andcompromise the contact patchand brak ing distances .

We doubt many of theof fenders are evo readers –enthusiasts are among the bestat mainta in ing their cars – butg iven that we al l share the sameroads , increased awarenesswould benef it us a l l .

For more info, visitevo.co.uk/tyres

T Y R E Se d i t e d b y S A M S H E E H A N

028 www.evo.co.uk

T his is Continental’s latestu lt r a -h i g h -p e r f or m a nc etyre, the SportContact 6.

Designed predominantly for puresports cars such as the Porsche 911and Audi R8, the new tyre replacesthe ContiSportContact 5P (whichwon the 2015 evo Tyre Test) and issaid to make particularly impressivegains in steering precision, high-speed stability and dry handlingperformance. Proof of the new tyre’scalibre, Continental says, lies in thenew Honda Civic Type R’s thumping7:50.63 Nürburgring lap record.

Continental says steering precisionhas improved by 14 per cent and high-speed stability by 10 per cent thanksto an innovative reinforcementmaterial called Aralon 350. Madeup of aramid and nylon strands, thematerial (which sits between thetread and internal belts) increasesstrength but retains flexibility,

CONTINENTALSPORTCONTACT 6

FIRST DRIVE

smaller circuits. Luckily the firstSportContact 6-shod car we sampledwas a familiar one – the excellent,four-wheel-drive Volkswagen Golf R.

Immediately, the Golf’s agilechassis felt like it had gained anotherlevel of precision on turn-in. Tractionwas good too, and pleasingly thecar’s playful rear-axle lost none of itsenthusiasm. Then the rain came.

The test wasn’t completely lost,because despite the fact that the 6’sfocus is on dry tarmac, Continentalquotes a two per cent improvementin wet-weather performance and afour per cent improvement for on-the-limit handling.

There were two more SportContact6-shod hot hatches to test – Audi’sRS3 and Mercedes-AMG’s A45.While neither car’s setup offerssubstantial amounts of steering feel,the SportContact 6 did appear tohasten steering response in both. Andas the rain continued to fall, the wayin which the tyre behaved beyondthe limit of grip was impressivelypredictable (particularly with theAudi), making it easy to maintainsmall, on-throttle slides.

Passing judgement on a newtyre in isolation is always a trickytask, but we’d summarise our firstimpressions of the SportContact6 as follows: there are noticeableimprovements in steering responseand sidewall stiffness compared tothe ContiSportContact 5P. It doesn’tfeel quite as track-biased as Michelin’sPilot Super Sport tyre, but wetperformance is comparable. Overall,the tyre is a noticeable step forward.

Prices look set to remainunchanged from the 5P’s, whichmeans a starting price of around £120per tyre. At launch, the SportContact6 will be available in 41 sizes, rangingfrom 19 to 23 inches in diameter.

ensuring the tyre can respond quicklyto steering inputs on a wide variety ofroad surfaces.

Continental says the SportContact6’s micro-flexibility is alsosignificantly better than that of itspredecessor, helping the tyre tomaximise its contact patch. A newtread pattern combining big shoulderblocks and interlocking elements isalso said to improve dry handling by11 per cent.

There are few places betterequipped to host a performance tyrelaunch than the Blister Berg DriveResort in Germany. With high- andlow-speed corners spread over anuneven landscape, it’s a near-perfectvenue to test Continental’s claims.Unfortunately, the weather wasanything but.

Fast-approaching cumulonimbimeant we had just a few minutes ofdry running on one of the resort’s

Steering precision

High speed

Wet performance

Noise suppressionWear resistance

On-limit handling

Dry handling111%

114%

110%

102%

107%107%

104%

£?10

2030

40

5060

psi

220mph

SPEED RATING

Suitable for anAventador (only just)

CLAIMED IMPROVEMENTS

SportContact 6

ContiSportContact 5P

Tumi’s tie-inwithMini has resultedin some colourful products.Predictably, some feature Union-flag decoration, but this duffel isrelatively subtle. It’s also two bagsin one: the front section unzips andunfurls to act as a backpack.

tumi.com

At 55cmwide, this holdall ismorecompact than the others here, butBric’s focus on craftsmanship andquality is reflected in the price. Thebag’s body is leather-effect PVC,but the real-leather handles givethe aromaof a high-end luxury car…

caseluggage.com

The X-Travel is a similar size totheMagellano (above), but is agreat dealmore affordable. It’sconstructed from satin nylon fabric,and inside you’ll find a removablesmaller bag – useful for storingtravel documents.

caseluggage.com

If you can afford to spend a seven-figure sumon a car, youwill exerciseyour spending power in otherareas too, so Bugatti’s clothing andaccessories divisionmakes perfectsense. This calf-leather bag shouldsqueeze inside a Veyron’s boot,and it’s beautifullymade, with acarbonfibre-effect lining.

lifestyle-bugatti.com

M IN I BY TUM ITRAVE L DUFFE L£ 395

BR I C ’ S MAGE L L ANOHOLDAL L£ 295

BR I C ’ S X-TRAVE LHOLDAL L£ 149

BUGAT T I WEEKEND BAG£ 3 195

TRAVEL HOLDALLS

E S S E N T I A L Se d i t e d b y A N T O N Y I N G R A M p h o t o g r a p h y b y A S T O N P A R R O T T

These holdalls wil l add a dash ofstyle to any winter getaway

Despite the Ted Baker name, this isone of themore affordable optionshere. It’s also one of the largest,with a 45-litre capacity. The greyfabric and tan leather combinationis inspired by the company’s suits.

caseluggage.com

T ED BAKER MED IUMCL I PPER£ 1 7 5

T he more time you spendwith the BmW i8, the moreyou realise just how exciting

an ownership experience it is for thelucky few. no, the car isn’t up therewith the true greats in dynamicterms, but as a £104,540 package it’san incredible thing for the money.

the i8 boasts a complex petrol-electric hybrid powertrain, acarbonfibre construction, concept-carlooks, a class-leading infotainmentsystem and – vital for people like us –a fun driving experience to boot.

the latest addition to the i8 isApple Watch connectivity. BmW hadalready developed a smartphone appfor the i8, which was available at thecar’s launch, but has now taken thingsa step further, allowing owners toremotely control functions on the cardirectly from their wrists.

Admittedly, these functions arelimited, but you can control theheating system, flash the headlightsto find your car in a car park(presumably a car park full of otheri8s…) or, should you so desire, show

your i8’s location on a map.sadly, the smartphone app’s ability

to unlock the car remotely hasn’t beenadded to the Watch app, meaning youwon’t be able to replace your car keyswith a neat device on your wrist.

the smartphone app takes thingsa step further, allowing you to shareyour ‘eco stats’ with the rest of thei8 community and see who has beendoing the most boring driving.

What both the Apple Watch and thesmartphone app can do is show youa basic overview of your particular

i8, complete with a colour-matchedversion of your car on the device’sscreen. Battery charge, fuel levelsand remaining range are displayed,and the smartphone app can evenbuild a navigation route based onthese figures and then deliver it tothe i8’s idrive system before you havestepped into the car.

As is generally the way withany device-led technology, the i8’sconnectivity is hampered by thatbugbear of the 21st century: mobilephone reception. sometimes sending

BMW keeps awatch on tech

Innovat ions f rom the l i kes of BMW andApp le mean the days when a dr iverinterac ts with a car us ing on ly contro lsin the car i tse l f a re d isappear ing

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data from your phone or AppleWatch to the i8 can take more thana few minutes. This is problematicif you intend on using your phone(rather than the set of keys you left athome) to unlock the car.

What BMW must be praised foris the precedent it has set with thei8’s user interface and connectivity.Unlike some competitors’ efforts,nearly everything that is included isgenuinely useful, easy to control andlaid out in such a clear and obviousmanner that even the least tech-

savvy owner would be able to gettheir head around it. We just wishthere was a little more functionality.

Data connectivity is certainly thenext step for infotainment systems.Jeep learned a lesson about securityrecently when one of its cars wasremotely hacked (for demonstrationpurposes) and then controlled,eventually causing it to crash. Butdone right, connectivity couldimprove an ownership experience.

Tesla already remotely updatesits cars, but this is just the tip of

the iceberg. The i8 hints at a futurewhere a smartphone or watch appwould be all owners needed tointeract with their cars.

Imagine, once automation reallytakes off, sending your electric orhybrid car to charge itself beforeyou have even got into it, all viaa small screen on your wrist. Forsome, apps are the most powerfulway of interacting with the rest ofthe world. Cars simply seem to be thenext thing on Apple’s ‘to do’ list.Hunter Skipworth

C ONNE C T I V I T Ye d i t e d b y A N T O N Y I N G R A M

The smartphone app canbuild a satnav route based

on the remaining range anddeliver it to the iDrive

Every few years , a carmakerwi l l c la im it has redesigned theautomotive inter ior in such a waythat v ita l data , such as speed,is easier than ever to see at aglance. Usual ly th is involvesmoving the speedometer to thecentre of the dashboard, beforemoving it back again .

These are half-measures ,however, because head-up disp lays put data on thewindscreen. Used in aerospacesince the 1940s , Genera l Motorswas f i rst to implement anautomotive version , in 1988 withthe Oldsmobi le Cutlass Supreme(pictured above).

Nissan fo l lowed suit soon af ter,with the 240SX in 1989, and GMonce again set the pace in 1998with the f i rst co lour d isp lay – onthe C5 Chevro let Corvette – andintroduced night-v is ion in 2000with the Cadi l lac DeVi l le .

Where does the technologygo next? Jaguar Land Roverhas tr ia l led augmented rea l i tywindscreens (below), p lac ingnav igat ion data and even racingl ines in the dr iver ’s f ie ld of v iew.

ONOrOff?

‘Def in ite ly on ,’ says StevenRaith on the evo Facebook page.Standard on many cars , Fordof fers it even on inexpensivemodels . ‘ It ’s amazing , even in ourmi ld-weathered country – andsaves buy ing de- icer.’

NOW & ThENHead-up displays

Heated windscreen

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Left: at £479, the AppleWatch is on the expensiveside, even for the owner ofa £100k sports car.Above:the BMW i smartphoneapp has even greaterfunctionality

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Farer ‘Carter’

Price: £425From: selfridges.com

This UK watch brand is so new itdoesn’t yet have a website. Foundedby former TK Maxx chairman PaulSweetenham and marketeer JonoHolt, Farer is set to offer a range ofaffordable quartz watches namedafter celebrated British explorers. Thetravel-orientated GMT model picturedhere commemorates Howard Carter,who famously discovered the tomb ofthe Egyptian pharaoh Tutankhamun.The brand also has an automotivetie-in, because Sweetenham and Holtare planning to complement Farer’shorological activities with a ‘curated’classic car sales business.

Tissot T-RaceMotoGP 2015Automatic Chronograph

From: tissot.chPrice: £995

Tissot has added this new chronographto its line-up of motorcycle watchesinspired by the company’s long-standing sponsorship of the MotoGPseries. Rich in two-wheeled imagery,the PVD-coated watch features a‘brake disc’ bezel, shock-absorber stylestrap attachments and a wheel-shapedwinding rotor that is visible throughthe sapphire crystal case back. Theembossed dial also gets a monochromechequered flag pattern, and the watchis delivered in a helmet-shaped box thatdoubles as a winder. There will be 3333examples available worldwide.

Versace Mystique Sport

Price: £1080-1380From: versace.com

We didn’t previously expect to see thename ‘Versace’ here on the evo watchpage, but the horological arm of theItalian fashion house assures us thatits new ‘Mystique Sport’ collection wasborn from the world of motor racing.At 46mm in diameter, the watch iscertainly large enough to be seen ata glance, while the tachymeter scalecould be useful for speed and distancecalculations during timed trials. Afurther automotive touch comes in theform of a leather strap decorated witha ‘carbon look’ finish. A Swiss-madequartz movement keeps the pricedown, but should prove reliable.

PORSCHE DESIGN THREE-HANDAs worn by Giles Taylor, director of design, Rolls-Royce

THIS MONTH

WATCH TECHRaymond WeilNabucco CelloTourbil lon

When RaymondWeil established hiswatch house in 1977,he decided from dayone that its futurewould be developedaround his lifelonglove of music. The£27,500 Nabucco CelloTourbillon continuesthat mission by takingdesign cues from,perhaps bizarrely, acello.

The movementbridges supportingthe tourbillonescapement (thedevice that transferspower from themainspring to thetimekeeping part ofthe watch) and themainspring barrelitself take the form ofa cello’s distinctivef-holes, while thehands are formed inthe shape of a cellobow and the five linesof a musical stave arerepresented in thegrooved bezel.

Perhaps thewackiest feature,however, are the fourtiny steel stringsstretched taughtacross the dial, whichcombine with thef-hole bridges tocreate the illusionof an instrumentin miniature. Allcompletely frivolousand unnecessary, ofcourse – but that’shigh-end watchmaking for you.

WAT CH E Sb y S I M O N D E B U R T O N

‘Although I would notdescribe myself as ahorophile, I have alwaysloved the crafted natureof a good watch –incorporating leather,metal, graphics and finemechanics into such asmall space never failsto impress me.

‘Since 2001, mydaily watch has been

a simple, three-handPorsche Design model.I chose it because I likethe clear, military-inspired dial and theway the touch of red onthe second hand addsa sense of eleganceand finesse. It’s alsobeautifully engineered,with a fine, brushedcase and a seamlessly

integrated bracelet.‘Recently I also

bought a PaneraiLuminor GMT, whichis useful for travellingbecause of theadditional time zoneindicator. Again,however, I really chose itfor the cleanness of thegraphic and its chunkyfunctionality.’

Tourbil lon

TheÖhlinseffecT

How much can Öhlins Road & Trackdampers improve the feel and pace ofa performance car? Two RenaultsportMéganes, some challenging Welsh roadsand a racetrack hold the answer…

by R IC H A R D M E A DE N

But just what is the Öhlins Effect? Takingtwo Mégane Renaultsport 275 Trophies – onefitted with factory-standard suspension, theother equipped with Renaultsport’s officialÖhlins Road & Track suspension upgrade –we intend to find out by conducting a seriesof back-to-back tests. Using some of the UK’stoughest roads and one of its most spectacularracetracks, we’re going to explore the subjectivedifferences in feel and also objectively measurethe outright performance of both cars. Read onto find out what we think.

Advertising feature

THE CHALLENGEPower and performance figures grab headlines,but when it comes to the very best drivers’cars – and the most informed drivers – road-holding, handling, ride quality and feel arewhat really count.

Successfully balancing these critical,and often conflicting, factors is the chassisengineer’s eternal challenge, but one thatSwedish suspension manufacturer Öhlinsbelieves it has met with its range of ‘Road &Track’ dampers.

Shaped by four decades of experience andmore than 300 motorsport world titles, Öhlins’Road & Track dampers feature ideas andtechnology taken from that hard-won racingsuccess. Foremost amongst this transfer ofknowledge and hardware is Öhlins’ innovativeDual Flow Valve or DFV. This unique featureenables its Road & Track units to maintain thesame damping characteristics in compressionand rebound. The benefits are consistentperformance and simple, simultaneous one-click adjustment of both the compression andrebound settings.

It’s these trick internals that are the secretto Road & Track’s combination of uncannycompliance and supreme control, and how theyoffer the widest possible range of adjustabilityfor you to fine-tune your car to excel on thebumpiest road or the smoothest racetrack.

Whether fitted as original equipment byleading high-performance brands such asRenaultsport and Polestar, offered as an officialfactory option, or installed as an aftermarketupgrade, Road & Track suspension brings next-level dynamics and Öhlins’ legendary qualitywithin the reach of the discerning enthusiast.

ON ROADFor the first element of our test we’re usingthe fabulous roads of north Wales. Fromflowing stretches of smooth tarmac to tighter,rougher sections with hidden crests and wickedcompressions, our route is the ultimate measureof control, compliance and driver confidence.

First up is the standard Mégane Trophy –the yellow car on these pages. As you’d expectfrom evo’s current favourite hot hatchback, it’sextremely impressive. Deep reserves of grip,plenty of front-end bite and a neutral-yet-livelybalance give you the tools and the confidenceto really enjoy the car’s performance. Yes, itsride is unashamedly firm, but when it’s in itselement, compromised comfort feels like a fairtrade for such livewire dynamics.

Swapping to the Öhlins-equipped car, wefirst drive the route with the dampers set toRenaultsport’s factory road settings of five clickson the front and ten on the rear (both from apossible 40 clicks, zero being fully stiff, 40 fullysoft). The differences between this and thestandard car are subtle, but tangible. There’s asense of tighter body control and precision, butdespite the hard settings, initial impacts fromthe worst imperfections are more smoothlyrounded off. It feels more positive, too: fractionalimprovements in response, grip and tractioncombining to make you feel more connected andconfident. It’s an impressive start.

Next, using the Road & Track’s one-click

bump and rebound adjustment, we soften theÖhlins-equipped Mégane to Renaultsport’srecommended B-road settings and repeatthe route. Immediately there’s a markedimprovement in ride quality, but not at theexpense of that impressive precision or bodycontrol. The same pin-sharp agility andresponse remains, but with even greater poiseand composure.

Despite the extra compliance, mid-cornercompressions – which threaten to overwhelmthe standard car’s damping – leave the Öhlins-suspended car unfazed. And because the car isin closer harmony with the road surface, youfeel more in tune with its responses, and totallyimmersed in the driving experience.

Take things to extremes and the differencescan be felt even more clearly. Approachingone of the numerous crests to be found onthese roads at the same speed in both cars,the standard Trophy is eager to take off, lands

heavily and takes a moment or two to regainits composure. The Öhlins-equipped car is lesskeen to launch over the crest, absorbing theinitial compression force as the Mégane hits theupslope and controlling the release of energyas the wheels eventually leave the ground. Onlanding it touches down more smoothly, swiftlysoaking up the first impact and controllingthe rate of rebound with equal precision,preventing a secondary bounce and allowingthe car to settle more quickly.

It’s a graphic demonstration of the superiorbody control with the Öhlins Road & Tracksuspension, and underlines the lastingimpression from our road route, namelythat compliance is the key to unlocking anuncannily brilliant combination of control,ride comfort and confidence-inspiring feel onchallenging and unpredictable roads.

ON TRACKFor the second element of our test we moveto Anglesey Circuit. We’re using the Coastalconfiguration, which packs plenty of challengesinto its short but highly technical 1.5-mile lap.From traction-testing hairpins and fast cornersthat demand grip and confidence, to rapiddirection changes and heavy braking zones, it’san evo favourite for good reason.

In addition to comparing the all-important

‘You feel more intune with the car’s

responses, andtotally immersed’

038 www.evo.co.uk

subjective feel of each car here, we’re addingobjectivity by driving against the clock. It’sworth mentioning that, as on the road, each caris fitted with the same type of OE Bridgestonetyre (not the optional Michelin Pilot Cup 2s,which are only available as an option withthe Öhlins suspension) and carrying the samefuel load, thereby ensuring that, suspensionapart, they are as close to identical as possible.Of course, as we’re now on a racetrack we canpush both cars to their absolute limits withstability control switched off.

Once again we begin with the standardcar, and once again it more than upholdsRenaultsport’s reputation: the Mégane’strademark rapid-but-measured steeringresponse, strong initial turn-in grip and rear-end stability being the stand-out qualities.

Only when pushing for a lap time doweaknesses become apparent – thatencouraging bite at turn-in fading to understeermid-corner as you chase the throttle throughthe quicker corners, a wriggle of momentaryrear-end instability in the heaviest brakingzones (most notably on the uphill 100mph-plusapproach to Rocket) and a tendency to scrabblefor traction exiting the hairpins. Nevertheless,it’s a mightily impressive performance from aneveryday-useable road car.

We first try the Öhlins-suspended carrunning Renaultsport’s recommended damper

settings for a quick, dry track (four clicks front,nine rear). The improvement over the standardcar is immediate, as from the moment you turninto the first corner you can feel there’s moregrip to lean on, and it lasts through the apexand on to the exit. Coupled to stronger traction,superior stability into the most critical brakingarea and an ability to ride the kerbs withoutdeflecting the car from your chosen line, it feelslike a car you can place with pin-point accuracy,even when driving at the limit.

The way it copes with kerbs is especiallyimpressive, and it’s largely thanks to that DualFlow Valve technology. Just as on the road,during moments of very sharp suspensionloading – such as those from a ridge, potholeor a racetrack’s kerb – the DFV acts like a blow-off valve, allowing oil within the damper tobypass the compression and rebound ports.This rapid but controlled response ensuresthe wheel and tyre remain in contact with theground, maintaining grip and traction whenthe standard car begins to run out of ideas. It’ssupremely effective and very, very clever.

First run completed, we switch to a moreaggressive setup – two clicks on the front, five onthe rear – to exploit Anglesey’s smooth surface.The differences in feel are small, but there’sdefinitely a sense that the Mégane is squeezinga fraction more from the tyres. You can place itwith even greater precision and confidence, get

on the power even earlier and really chase thecleanest and most efficient lines. It also feelsmore rewarding and, crucially for track work,even more consistent, lap after lap.

So the Mégane fitted with Öhlins Road &Track dampers feels significantly better,but does the stopwatch back that subjectiveimprovement with a quicker lap time? Ofcourse it does. The first of our two setups finds0.3sec over the standard car, the second, moreaggressive setup increasing that advantageto 0.4sec – a best lap of 1:20.75 convincinglyeclipsing the standard car’s 1:21.15.

Yes, away from the racetrack that’s but afew blinks of the eye, but in motorsport termsa performance advantage of four-tenths ofa second around a 1.5-mile lap is a lifetime,especially in identical cars. That the quickercar also manages to consistently sustain itssuperior pace and be more enjoyable while itdoes so seals the deal for Öhlins Road & Track.

THE VERDICTDelivering more pace and precision on track,bringing greater control, compliance andenjoyment on the road, our tests have provedthe Öhlins Effect is real. Performance gainsyou can measure, dynamic improvements youcan feel. Öhlins Road & Track will release thepotential in your car, wherever you drive.

Advertising feature

Above:black test car sports Öhlins dampers; yellow car has standard Renaultsport setup.Abovemiddle: noting the lap times.Above right: one-click damper adjustment

040 www.evo.co.uk

For all that itlooks exactly like anuncompromisingtrackdaymachine, the

Vuhl 05 is actually, according to itsmaker, a lightweight supercar forboth road and circuit use. the low-slung shape and aggressive stylinggive it the flavour of a competitioncar, but company founder ikerEcheverria reckons it’s actually veryeasy and unintimidating to drive.the Vuhl is easy to pigeonhole

based on first impressions, then,so it’s worth taking amoment tounderstand this nascent Mexicansports car company.iker and brother Guillermo

founded Vuhl back in 2010. the carwas officially launched at the royalautomobile Club in london in 2013andmade its public debut at theGoodwood Festival of Speed thatsame year. two years later, theEcheverria brothers are appointingdealers around the world and the

first examples of the 05 are beingdelivered to customers.the car itself is built around an

aluminium honeycombmonocoque.a steel rear subframe carries thesuspension and drivetrain, anda three-stage crash structure ismounted at the front of the car. theengine is a 2-litre Ford EcoBoostdriving the rear wheels via a six-speedmanual gearbox and an opendifferential. the four-cylinder turboengine develops 285bhp and 310lb ft

of torque – enough to propel the725kg Vuhl to 62mph in 3.7sec and onto 152mph. the car is suspended bydouble wishbones all-round, whileup front there are 310mmdiscs withfour-piston calipers.the standard of fit and finish

is seriously impressive given thatthis is the company’s first attempt,and the sparse cabin is equally wellexecuted. the carbonfibre tillettseats, brake-bias adjustor dial, in-built telemetry system and centrally

F

285bhp, 310lb ft, 725kg and a £60k price tag –meetMexico’s ‘road and track supercar’Photography: Drew Gibson

Test location: Bedford autodrome, West Circuit GPS: 52.23662, -0.46956

Vuhl 05

Every new evo car that matters, reviewed and rated

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mounted GoPro camera point tothe car’s trackday leanings, butconversely the standard-fit tyre isnothingmore exotic than aMichelinPilot Super Sport.That is a high-performance tyre,

no doubt, but you’d normally expectto see uncompromising trackdayrubber on a car such as this. Indeed,the Vuhl was initially developedon the Yokohama A048, but theEcheverrias were approached byMichelin and invited to its Ladoux

test track to spend a day trying outits extensive range of tyres. The PilotSuper Sport turned out to be onlyfractionally slower than the A048,but it performed far better in dailyuse andwithmore tread it has asignificantly longer life expectancy.That’s probably themost vivid

pointer of the Vuhl’s pitch as aroad-going sports car just asmuchas a trackdaymachine. Iker expectsbuyers to use their cars in the cityand to that end it’s been designed

Above: the Vuhl 05’ssharply styled bodyworkis made of glassfibre, butcarbonfibre body panels– which save 30kg – areavailable as a cost option

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With theVuhl 05 our leadDriven thismonth,we askedtheevo road test teamtoname their favourite track car.

Theteam

VUHL 05Mexican newcomer packs a supercar-

troubling power-to-weight ratio

SKODA OCTAVIA vRS 230More power and a trick limited-slip

diff for the fastest Octavia ever

AUDI A4 3.0 TDI QUATTROSmart looks and tech aplenty, but isthe new A4 a credible 3-series rival?

PEUGEOT 308 GTi 270Amore practical version of the

brilliant 208 GTi 30th Anniversary?

MOUNTUNE FOCUS STTuner works its magic on a slightly

underwhelming Ford hot hatch

VAUXHALL VXR8 GTS AUTOAussie-born muscle car is back, this

time with a torque converter

MK SPORTSCARS INDY RR200bhp Hayabusa-engined track car

for £26k. Still want that Seven?

NICK TROTTEditor‘Today, theAtom3.5Rwithwings,Öhlins andSadev, please. Tomorrow,theHonda 2&4. Please. Build. It.’

HENRYCATCHPOLEFeatures editor‘Ariel AtomV8500. Like having amodernDFVbehind you and reallyhas to bedriven on the throttle’

STUARTGALLAGHERManaging editor‘evo’s Caterham420R. After everydrive I’m convincednothing is better atdelivering the thrill of driving’

DANPROSSERRoad test editor‘A Prodrive-built E30M3 rallycar. Slidey fun and thebest four-cylinder engine ever’

JETHRO BOVINGDONContributing editor‘I changemyminddaily… Today I’ll sayBACMono. Beautiful engineering, amazingdriving environment, unique experience’

RICHARDMEADENContributing editor‘Broadley T76. An absolutelymightything in every respect. The ultimateanalogue experience’

DAVIDVIVIANContributing editor‘Lamborghini Diablo SV,wetGoodwood, newandworn tyres.An experience’

ADAMTOWLERContributing road tester‘NobleM400– for the handling, grip,lunging turbochargedperformance andthe unfilteredmini-GroupCambience’

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don’t worry about locking the brakes(there’s no ABS).The chassis has been tuned for

gentle understeer at the limit, whichmeans it feels very safe on a circuit.Only if you turn into a corner clumsilyand off throttle will the rear endcome alive. More experienced circuitdriversmight well crave a little moreagility, but the chassis settings canbe adjusted to achieve that.Anybody using a Vuhl on track

would dowell to option the five-pointharness. The road-biased, buckle-based ‘half-harness’ combinedwith the seat’s lack of thigh support

means you have to cling on to thesteering wheel to stay upright.With somuch power and torque

in such a light package, straight-line performance is mighty andthrottle-response is sharp, too,but themanner of delivery isunderwhelming. It’s a criticism thatcan be levelled at all turbocharged,lightweight sports cars, includingthe KTMX-Bow and Zenos E10. Ahigh-revving, normally aspiratedengine will always bemore excitinginmachines such as these, butthe fundamental realities ofcost and availability force smallmanufacturers towards off-the-shelf turbo units.

The Vuhl 05 is a very likeablemachine and in lots of importantways it really does impress, but the£59,995 price tag is something of asticking point. It may compare wellto the likes of the £82,000 Lotus3-Eleven, but if unadulterated drivingis your thing, a Caterham Seven 420offers amore thrilling experience athalf the price.LDan Prosser (@TheDanProsser)

to be very easy to drive. We’ll haveto wait a little longer to try the caron the public road, but you onlyneed to pull away from the pitlane torealise that the clutch and gearshiftare light and slick – the drivetrain islifted from a Ford hatchback, afterall – and the unassisted steering isperfectly manageable.In fact, in direct contrast tomany

cars of the Vuhl’s ilk, the steeringfeels very light indeed, even at lowspeeds. Once up to speed it’s directand precise, but you do have to takea few corners to tune into the subtlemessages from the front axle.

The car is very tautly controlled incorners with just enough roll to givean impression of the chassis beingworked hard, and dive and squat arealmost non-existent. Despite beinga road-biased performance tyre, thePilot Super Sport finds enormousturn-in andmid-corner grip. Onlywhen you get the stopwatch outwill you want for more bite, andeven under full load in second gear,traction is close to absolute. Thebrake pedal, meanwhile, is firm butwith a decent amount of travel,whichmeansmodulating brakinginputs becomes intuitive and you

‘Even under fullload in secondgear, tractionis close toabsolute’

+ Sheer pace, dynamics, build quality - Expensive compared to some alternatives evo rating ;;;;2SpecificationEngineIn-line 4-cyl, 2000cc, turbo

CO2n/a

Power285bhp@ 5600rpm

Torque310lb ft @ 3000rpm

0-62mph3.7sec (claimed)

Top speed152mph (claimed)

Weight725kg (405bhp/ton)

Basic price£59,995

Left: Sparco alloy wheelsare 17 inches at the frontand 18 at the rear.Below:six-speed gearbox isfrom Ford, as is the 2-litreturbocharged EcoBoostengine, here with 285bhp

Luxury that never compromises safetyWith an advanced VAI system that allows drivers to track vehicle alignment andaerodynamic sidewalls that minimise noise and vibration levels, the ventus S1 evo²delivers the promise of performance and enhanced fuel efficiency.

Hankook Tyre UK Ltd, Fawsley Drive, Heartlands Business Park, Daventry, Northamptonshire NN11 8UGTel: +44 1327 304 100 Fax: +44 1327 304 110

Be one with your tyres, and the road will be one with you.

THE ULTIMATE INPERFORMANCE UPGRADESAT DMS AUTOMOTIVEWE’VE BEEN UNLEASHINGAUTOMOTIVE PERFORMANCEFOR OVER 19 YEARS

DMS CLS63 AMG (EVO AUGUST ‘14) “ENGINE UPGRADE ADDS HUGE PERFORMANCE AND REAL CHARACTER”

DMS 1M (EVO MARCH 12) “THERE’S A REAL RIP TO THE WAY THE REVS PILE ON ABOVE 4000RPM”

DMS SL65 BLACK SERIES (EVO OCTOBER ‘10) “IT FEELS LIKE THE LOVE CHILD OF AN SL65 AND A PORSCHE GT2”

DMS 135I (BMW CAR MAY ‘09) “THE STANDARD CAR IS GREAT BUT DMS HAVE SOMEHOW MANAGED TO TAKE IT TO THE NEXT LEVEL”

DMS 997 TURBO 3.6 (EVO SEPTEMBER ‘08) “IT’S EPIC, HILARIOUS AND ADDICTIVE IN EVERY GEAR, YET DOCILE WHEN CRUISING”

DMS 997 TURBO 3.8 PDK (EVO JUNE ‘11) “DELIVERY IS ALMOST UNCOMFORTABLY FORCEFUL”

BELOW IS A SMALL SELECTION OFOUR MORE POPULAR MODELS TOUPGRADE. WE ARE ABLE TO UNLEASHPERFORMANCE FROM SMALL FOURCYCLINDER DIESEL ENGINES UP TOV12 SUPERCARS.

AUDIAUDI RS6 4.0 T V8 » 690+BHP (+DE-LIMIT)AUDI RS6 V10 » 680+BHP (+DE-LIMIT)AUDI R8 V10 » 592+BHP (+DE-LIMIT)AUDI RS4 B7/ R8 » 445 BHP (+DE-LIMIT)AUDI RS3/RSQ3 » 420+ BHP (+DE-LIMIT)AUDI S3 / GOLF R » 373+ BHP (+DE-LIMIT)AUDI 3.0TDi (ALL MODELS) » 315+ BHPAUDI 3.0 Bi-TDi (ALL MODELS) » 380+ BHPAUDI Q7/A8 4.2 TDi » 400+ BHP

BMWM5 V10 » 548+ BHP (205 MPH)X5M / X6M » 618+ BHP1M » 411+ BHPM3 E90/92 » 445 BHP (+DE-LIMIT)M135i/ M235i » 402 BHPM4/M3 3.0T » 520+ BHPM5 F10/M6 (STAGE 1) » 680 BHPM5 F10/M6 (STAGE 2) » 730 BHPF10 520D » 240 BHPF10 530D » 305 BHP335i/135i/X6 » 370+ BHP (+DE-LIMIT)123D » 252 BHP

316D/216D/116D » 160 BHP318D/218D/118D » 225 BHP330D E90 » 296+ BHP320D E90 » 215 BHP420i/320i/220i/120i » 275+ BHP435i/ F30 335i » 390 BHP428i/328i » 295 BHP535D / 335D / X5 SD » 355+ BHP640D/335D/535D/435D » 390 BHP730D » 305+ BHPX5 4.0D / 740D » 370 BHPX5 3.0D » 305 BHPX6 X5.0I 4.4 » 500+BHPX6 M50D/X5M50D/550D » 450 BHP

MERCEDES-BENZA200CDi/C200CDi/E200CDi » 175 BHPA250/C250 » 260 BHPA45/CLA45 » 420 BHPC300 HYBRID » 285 BHPA220CDi/C220CDi/E220CDi » 215 BHPC350/CLS350/E350/S350 » 315 BHPE400 /C450 » 420+ BHPC400 » 400 BHP‘63’ 5.5 Bi-TURBO ALL MODELS » 690+BHP‘500’ 4.7 Bi-TURBO ALL MODELS » 498+BHPS65 (W222) » 780 BHPSL65 BLACK » 720+ BHP (+DELIMIT)SL65 AMG » 690 BHP (+DE-LIMIT)‘55’ AMG KOMPRESSOR » 580+BHPC63 AMG 6.3 » 530+BHP (+DE-LIMIT)

C63 AMG 4.0T » CALL FOR DETAILSSL63 AMG 6.3 » 560+BHP (+DE-LIMIT,RE-MAP & LOWER ABC SUSPENSION)CL600 Bi-TURBO » 580+ BHPSLK55 AMG » 420+ BHP (+DELIMIT)320 CDi V6 » 274 BHP350 CDi V6 » 312 BHP420 /450 CDi V8 » 358 BHP

ALL 2015 RANGE ROVERS AVAILABLER ROVER SC 5.0 » 580+ BHPR ROVER 4.4 SDV8 » 395+ BHPR ROVER 3.0 TDV6 » 315+ BHPR ROVER 3.0 SDV6 » 345+ BHPEVOQUE/DISCO SPORT 2.2 DIESEL» 240+ BHP

PORSCHE997 TURBO/S 3.8 INC PDK » 611 BHP997 TURBO 3.6 » 625+ BHP997 GT2 RS » 670+ BHP996 TURBO/GT2 » 600+ BHP997 CARRERA S PDK » 400+ BHP997 CARRERA S » 376+ BHP997 CARRERA PDK » 368 BHP997 CARRERA GTS » 435 BHP997 GT3 UP » 436 BHPBOXSTER 3.4S » 336+ BHPCAYMAN S » 342 BHPMACAN 3.0D » 315 BHPCAYENNE GTS » 440 BHP

CAYENNE TURBO 4.8 » 578+ BHPCAYENNE TURBO S 4.8 » 600+ BHPCAYENNE 4.2 DIESEL » 450+ BHPCAYENNE DIESEL » 315+ BHPPANAMERA TURBO » 600+ BHPPANAMERA DIESEL » 315+ BHP

EXOTIC / MISCFERRARI CALIFORNIA » 487 BHPFERRARI 599 » 647 BHPFERRARI 430 » 525 BHPGALLARDO » 546 BHPLP560 » 608+BHPLP640 » 707 BHPHURACAN » 640+ BHPAVENTADOR » CALL FOR DETAILSMCLAREN MP4-12C » 700 BHPMCLAREN 650S » 720 BHPMURCIELAGO LP640 » 707 BHPMASERATI GHIBLI 3.0S PETROL » 470 BHPMASERATI GHIBLI 3.0 PETROL » 400 BHPMASERATI GHIBLI 3.0 DIESEL » 312 BHPMASERATI GT/QPORT » 438 BHPMASERATI GT S / MC » 479+ BHPBENTLEY 4.0 T V8 » 690 BHPBENTLEY CGT / F-SPUR (INC 2013) » 680+ BHPBENTLEY GT SPEED (INC 2013 ON) » 695 BHPBENTLEY SUPERSPORT » 720+ BHP

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FOLLOWUS FOROUR LATESTNEWS

WORLDWIDE OFFICES AND INSTALLATION

www.evo.co.uk 045

There’s been a biT ofa power struggle goingon behind the scenesat VWGroup, and it

has had nothing to dowith dieselemissions tests and a defeat device.no, this is the battle for horsepoweramong the German corporation’shot-hatch collection.seaT recently announced that

the Leon Cupra will get a 10bhppower hike, to 286bhp (just 10bhpshy of themighty Golf r). This wasalmost immediately followed byVW introducing the 261bhp Golf GTiClubsport. and beforehand, skodagot in on the act when it declaredthat its hot hatch and estate –the octavia vrs –was to be therecipient of a 10bhp increase and anelectro-mechanical locking diff. Theresult is the octavia vrs 230.

The 10bhp power increase forthe 2-litre turbocharged fourcomes courtesy of an eCU remapand a sports exhaust that includesnew front and rear silencers for areduction in back pressure. Theresulting 227bhp arrives 200rpmhigher in the rev range than the

standard car’s 217bhp, at 4700rpm,and stays until 6200rpm. Torque isunchanged, at 258lb ft, although it’savailable for longer, from 1500rpmto 4600rpm. The performance gainsaren’t the biggest: 0-62mph dropsa tenth to 6.7sec for the hatchbackmodel with a standardmanualgearbox, while the top speed islimited to 155mph (up 1mph). if youopt for the six-speed dual-clutchgearbox, the sprint time is 6.8sec.either way, the newoctavia is thequickest vrs productionmodelskoda has ever made.a single-digit percentage increase

in power is neither here nor there,however. What’s of real interest isthe standard fitment of the limited-slip differential. it’s the same unitalready featured on the PerformancePack VWGolf GTi and the seaTLeon Cupra, and when required itselectronically controlled clutchescan direct up to 100 per cent ofthe engine’s torque to either of thefront wheels to quell understeer andimprove traction. During the car’spresentation to the internationalpress, skoda’s enthusiasm even

went as far as a claim that the car isundersteer-free.a couple of laps of the slovakia-

ring put paid to that bold notion.The vrs 230 is no trackday hero and,in fairness, skoda doesn’t claim asmuch, but the track did provide anopportunity to try to trip the car upand plough it straight into the gravel.Through the faster third- and

fourth-gear turns, the octavia vrs230 found good grip and strongtraction, and with the electronicaids switched off, the front axlewas happy to take prettymuch allof the throttle we could throw atit as the diffmanaged the torquedistribution to keep wheelspin andpush to aminimum.

on return to the UKwe had theopportunity to try the vrs 230 ona road (the launch was entirely ontrack) and it’s a similar story, theupgrades adding another layer ofpolish to an existing evo favourite.There’s more bite at turn-in, thefront end sweeps through the apexin a clean arc and you can get thepower downmuch earlier in thecorner. The chassis still isn’t as sharpas a Golf GTi’s, even one without theoptional Performance Pack fitted,neither is it as involving as the LeonCupra 280’s, but it runs ford’s focussT very close. even on the (standard)19-inch wheels the ride firmnessis on the right side of acceptable(adaptive dampers aren’t offered).With the octavia now the only

product earmarked for skoda’s vrstuning program, it would be good tosee the engineers reach deeper stillinto the VWparts bin (some largerbrakes and the full-fat, 286bhpengine would be good), but for nowthe vrs 230 hits the spot. hopefullythere is evenmore to come.LStuart Gallagher(@stuartg917)

T

+ Differential increases sharpness, standard equipment - Power gain negligible evo rating ;;;;2SpecificationEnginein-line 4-cyl, 1984cc, turbocharged

CO2142g/km

Power227bhp@ 4700-6200rpm

Torque258lb ft @ 1500-4600rpm

0-62mph6.7sec (claimed)

Top speed155mph (limited)

Weight1345kg (171bhp/ton)

Basic price£26,350

More power for skoda’s only vrsoffering, but the defining feature isa new limited-slip differentialTest location: Turvey road, bedfordshire GPS: 52.1773, -0.62061

Skoda Octavia vRS 230

046 www.evo.co.uk

Back in 1993, theyear before the originala4 was launched, audisold fewer than 20,000

cars in the Uk. its market share wasjust 1.1 per cent. What odds you’dhave been offered on audi becomingthemarket leader in only twodecades – surpassing Mercedes andBMW–we can only guess, but that’sexactly what happened.there aremany factors that

explain audi’s extraordinarygrowth, but the catalyst for allof it was the launch of the a4 in1994. audi’s model line-up is nowsomind-bogglingly expansive thatthe a4 accounts for only around afifth of themarque’s overall sales– compared to almost half justbefore the turn of the century – butit remains the biggest seller. thislatest, fifth-generation version, then,is profoundly important to audi.

Unsurprisingly, it looks exactly likeanymodern audi saloon. in themetalit’s handsome and neat, but in noway arresting. the cabin, however,is a real treat, with its minimalistarchitecture, supreme fit-and-finish

and loving attention to detail intheminor controls and displays. incomparison, the Jaguar Xe’s cabinfeels a generation old.the seating position is good,

too, and the sheer level of kit andtechnology that’s now optionallyavailable is staggering. the aerialcamera viewwhen parking and‘traffic jam assist’ (which uses theradar cruise control to accelerateand decelerate the car in traffic)are two of themany features thatmake this themost technologicallyadvanced car in its class.the previousmodel’s MLB

platform has been revised forthis application, with amoresophisticated front suspensionlayout. Weight has been reducedby up to 120kg, with significantimprovementsmade to fueleconomy and emissions thanks inpart to improved aerodynamics.this a4 has a class-leading dragcoefficient of 0.23.that slippery shape – plus the

double-glazed windows –meanthe car is a refinedmotorwaycompanion. With the optional

adjustable dampers in comfortmode, the ride quality is fluid, too.these are the areas in which the a4has the 3-series and Xe covered.Off themotorway, though, it falls

short of its more dynamic rivals. audihas sussed the dark art of a relaxedride quality with taut body control,because this a4 really doesmaintainits composure when you sling italong a road. it just doesn’t excite.

as is so often the case, thestandard steering is preferableto the optional Dynamic Steeringsystem. You can actually feel thelatter switching between assistancelevels and ratios as you arc througha corner, so you find yourself takingtwo or three stabs at each corner

with the wheel, rather than pouringinto themwith a single input.there are two petrol and two

diesel engine options from launch,most of which are offered inmorethan one state of tune to form anextensive range of powertrains.themost potent unit is the 268bhp3-litre V6 turbodiesel tested here.aside from the gruff soundtrack,it’s impressive, with good throttleresponse and a broad torque curve.the vast 442lb ftmeans the higher-powered V6 can only bemated toan eight-speed auto. it lacks theimmediacy of the seven-speedtwin-clutch S-tronic unit, but for thisapplication it’s pretty faultless.the amount of technology on

board the a4 is a direct reflection ofaudi’s R&D budget. as buyers beginto grow accustomed to this level ofluxury, anymanufacturer withoutsuch a sizeable kitty is at risk ofgetting left behind. Yet while the newa4 leads this sector in some veryimportant ways, our preference isstill for the sharper, more engagingBMW3-series.LDan Prosser (@TheDanProsser)

B

+ Leads theway for technology and refinement - 3-series is still the better steer evo rating ;;;;2SpecificationEngineV6, 2967cc, twin-turbo diesel

CO2134g/km

Power268bhp@ 3250-4250rpm

Torque442lb ft @ 1500-3000rpm

0-62mph5.3sec (claimed)

Top speed155mph (limited)

Weight1660kg (164bhp/ton)

Basic price£38,950

audi saloons have a rep for superbmannersbut a less than sparkling driving experience.Does the newa4 break themould?Test location: Venice, italy GPS: 45.47749, 12.26844

Audi A4 3.0 TDI quattro

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www.evo.co.uk 049

AftermAny yeArs inthe performance-cardoldrums, Peugeotis showing signs of

returning to its halcyon days ofthe ’80s and ’90s. its performancedivision, Peugeot sport, has givenus the rCZ r and 208 Gti 30thAnniversary in recentmonths –respectively our favourite currentsmall sports coupe and one of thebest high-performance superminisin recentmemory. now, it has turnedits attention to 308.

Available in ‘250’ and ‘270’ guises,the 308 Gti is a direct rival to theVWGolf Gti and ford focus st. ituses a turbocharged 1.6-litre engine– the same four-pot that powersthe rCZ r, but with a revisedmapfor a broader torque curve, and witheither 247 or 266bhp. Using a smallerengine than its established rivals,the 308 Gti claims to be themostfuel-efficient car in this class, witha combined-cycle figure of 47mpg.Both versions are limited to 155mphand themore potent car will crack62mph in six seconds flat – two-tenths ahead of its stablemate.

Drive is directed to the frontwheels via a six-speedmanualgearbox – there’s no automaticoption – and the quicker versionbenefits from a torsen limited-slipdifferential. the standard tyre on the250model is an 18-inchmichelin Pilotsport 3, but a stickier, 19-inch Pilotsuper sport is available as an optionand is standard on the 270. Brakinghardware includes 380mmdiscswith four-piston calipers up front.

the basic 308’s strut frontsuspension and torsion-beamrear end are carried over, but thespring, damper, toe, camber androll-stiffness settings have all beentweaked. the front anti-roll bar hasbeen wound off a little to improvetraction, while the rear beam isstiffer tomake the car feel moreagile and responsive.An 11mmdrop lends the Gti a

more athletic stance, as does themore aggressive styling treatmentto the bumpers. inspired by the 208Gti 30th Anniversary, the hot 308can be specified with the ‘Coupefranche’ red-and-black paintscheme, albeit reversed (so red at

the front, black at the back). theheavily bolstered sports seats lenda sporting air to the cabin and theunusually small steering wheel iscarried over from the base car.Despite the front spring rates

having been turned up by 60 percent compared to the Gtmodeland the rears by no less than 100per cent, the 308 Gti immediatelyfeels less aggressive than the 30thAnniversary. indeed, the bigger car isbilled as amore refined and useablehatch in themanner of a Golf Gti,rather than an rsmégane rival.the ride can be a little choppy at

low speed, but at higher speeds itreally does settle nicely, becomingfluid and pliant. running less

aggressive camber and castersettings than the 30th Anniversary,the 308 Gti’s steering is morerelaxed and natural, the driverrequiring less time to tune into itsrate of response. the front axle findstremendous turn-in bite and therear end follows it through faithfully,feeling stable rather than flighty.the spring and damper rates

have been very well judged becausethe chassis deals with bumpswithout sending unsettling joltsinto the body, but there’s also tautcontrol without any unwantedfloatiness. the engine feels strongand responsive and the LsD givesexcellent traction, but the gearshiftaction is too long and ponderous tomatch the best in this class.the 308 Gti is a very effective hot

hatch and represents value, but itdoesn’t do anything that a Golf Gtican’t do in terms of everyday use andneither does it trouble a hot méganefor thrills. it’s a welcome additionto the class, then, but it doesn’tachieve the same distinction asPeugeot sport’s previous efforts.LDan Prosser (@TheDanProsser)

A

+ A very capable hot hatch… - …that lacks the sheer excitement of the best in class evo rating ;;;;2SpecificationEnginein-line 4-cyl, 1598cc, turbocharged

CO2139g/km

Power266bhp@ 6000rpm

Torque243lb ft @ 1900-5500rpm

0-62mph6.0sec (claimed)

Top speed155mph (limited)

Weight1205kg (224bhp/ton)

Basic price£28,250

Has Peugeot sportmanaged to sprinklesome 208Gti 30th Anniversary-stylemagic on the bigger 308?Test location: Parc naturel régional des Ballons des Vosges, france GPS: 48.0656, 7.0691

Peugeot 308 GTi 270

050 www.evo.co.uk

Ford’s Fiesta st isone of our favouritehot superminis. Lighton its toes, punchy in

themid-range, a little feisty at thelimit, not only has it won nearly everygroup test it has entered in evo, butit’s also dragged the competition upto its standard, notably Peugeot’s208 Gti 30th anniversary.Whenwe triedMountune’s

tweaked Fiesta st – and ran anexample on the Fast Fleet for atime – our admiration for the cargrew stronger still. the beefed-upturbocharged four elevated analready impressive performanceenvelope, and if the essex tunercan pull off the same trick with thenew Focus st, we’ll have anotherfavourite fast Ford to add to the list.Mountune’s MP275 package will

be nothing new to followers of fast-Ford tuning. it’s the same upgradethe company offers for the previousFocus st. Comprising a high-flowalloy intercooler, a free-breathing,low-loss cast crossover duct, ahigh-flow induction kit and an eCUremap to take advantage of the

improved air-flow and temperaturecontrol, the package lifts power to271bhp (up from 247) at the same5500rpm and torque to 295lb ft (upfrom 265), now arriving 750rpm laterat 2750rpm. six tenths are knockedfrom the standard car’s 6.5sec0-62mph time and in fourth gear theMP275 Focus stwill accelerate from31 to 62mph in 4.9sec – the standardcar takes 5.7sec.on paper, the MP275 seems to

answer a number of the criticismslevelled at the stwhenwe group-tested it in issue 207, namely a lackof punch from the 2-litre ecoBoostengine to get the best from theFocus chassis. in the standard car,ask for a stronger surge across themid-range ormore fire at the topend and you can be leftwanting,over-driving the car for little or nogain. While theMountune upgradesmay amount to only a ten per centhike in power, the increased torqueand the way the revs hang on to thepower for longer offer promise.

there are no theatrics on start-up,or indeed when driving normally, andeven when you do find yourself in

third gear as you pass an NsL sign,there’s a deeper, gruffer sound to theinduction but it doesn’t dominate(neither is it offensive, as somemight expect from a tuner car).the subtle soundtrack is in

contrast to what’s happening upfront, however. as the revs sweepround the dial, the MP275 finds anextra level of pacemissing from thestandard car. shift just before theneedle snicks the limiter and youarrive back bang in themiddle of thetorque and power bands as the ststarts to come alive beneath you.the standard car’s flat delivery isgone and themotor has somuchmore enthusiasm for revs.it deliversmore the harder you

drive it, and because Ford lessenedthe severity of the torque-vectoringin comparison to the last-genFocus st, there is considerably lessrampant torque steer. this allowsyou to get on the throttle earlierand drive out of a corner on a risingwave ofmid-range torque. if you’relead-footed and go looking for it,the steering wheel will still wrigglein your hands like an angry catbeing snatched up off a sofa, but bemoderate andmeasured and thest’s chassis is responsive as theengine’s new spread of power andtorque provides the ingredients for agenuine hot-hatch contender.theMP275 package costs £1195

plus fitting (which takes a coupleof hours) and, like all Mountuneofferings, doesn’t void the standardFord warranty. You can even have itinstalled by your Ford dealer.if you drive a Ford Focus st, we’d

struggle to understand why youwouldn’t have this kit fitted. it makesthe st the car it should be straightfrom the factory.LStuart Gallagher(@stuartg917)

F

+ improves performance, enlivens the chassis, warranty-approved - standard rivals still better all-round evo rating ;;;;4SpecificationEnginein-line 4-cyl, 1999cc, turbocharged

CO2n/a

Power271bhp@ 5500rpm

Torque295lb ft @ 2750rpm

0-62mph5.9sec (claimed)

Top speed154mph (claimed)

Weight1362kg (202bhp/ton)

Basic price£1195 (excl. fitting)

essex tuner reinvigorates Ford’spopular hot hatchwith a 271bhpupgrade packageTest location: B1053, essex GPS: 51.929988, 0.505806

Mountune Ford Focus ST

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052 www.evo.co.uk

Oh the temptatiOnafter the ashes tomake some sort of jokeabout an australian

car pretending to be english. Butthen wewent and lost the one-dayseries. and now the RugbyWorldCup is in full swing. So i won’t.

in fact, the reason why we’retrying this particular VXR8 isbecause it’s equippedwith anautomatic gearbox rather than themanuals we’ve tried in the past. Forcontext, themanual is a chunkyaffair, which although not heavy,certainly requiresmore than a quickflick of the wrist tomanoeuvrearound the gate. it’s a broadswordrather than a throwing knife. as such,it’s easy to see why some customersmight, in principle, be tempted bythis two-pedal option.the ’box is a six-speed torque

converter, which is something ofa low-tech solution in this age oflightning-fast seven-speed twin-clutchers and the ubiquitous eight-speed ZF. however, in many waysit suits the VXR8 just fine, as thereis a sense that themighty 6.2-litre

engine has the sort of inertia thatdoesn’t want to be rushed anymorethan the auto will allow.Leave this transmission to its own

devices and it shuffles up and downsmoothly, resisting the temptationto kick down too eagerly. if you wantmore enthusiasm there are paddleson the back of the steering wheel.these do give you a certain feeling ofcontrol, although downshifts are notexactly snappy, so plan ahead. also,be careful not to run into the limiter,as it’s anything but soft.nestled between the rev counter

and the speedo is a small digitaldisplay. as withmost cars, you cantoggle between various nuggets ofinformation, such as speed, mileage,range, where you’re heading andwhich track fromNeon Ballroomyou’re currently listening to. it’sperhaps just unfortunate thatthis screen was left on the fuelconsumption page when i got intothe car, because it made it clear thatpressing the throttle is like pullingthe plug out of a bath full of fuel. Ona cross-country blast, the only wayto keep the number in double figures

is to discount the decimal point.as attested by this drinking habit,

the VXR8 is a big car, but that onlyserves tomake the way it goes downa roadmore impressive. the 576bhpsupercharged V8 is a brute and youcan have the traction light winkingfuriously in third and sometimesfourth gear on a dry road.Given this, turning the traction

control and eSp offmight seem alittle like unmuzzling a Dobermannthat’s been snarling at you andhoping that it will politely give you apaw. however, the VXR8 is actuallya very friendly beast. Yes it can geta little ragged, rolling and strugglinga little over bumps, but the longwheelbase and surprisingly quick

steeringmake it relatively easy tokeep any slides in check. You alsoalways feel like you knowwhereyou are with it, and with the autoyou can at least have both handspermanently on the chunky wheel.

One of themost surprisingaspects of the VXR8 GtS is the wayit stops. the pedal is firm and theeffect of a decent push is braking ofa seriously impressivemagnitude.the ability to stand the big saloon onits nose quickly becomes almost asbig a weapon as the throttle whenyou’remanhandling the VXR8.

the seats are big and comfy buthold you well. i like the head-updisplay. there is plenty of roomin the back and the boot is prettyenormous. plus the car soundslike an aussie batsman that feelshe’s been unfairly dismissed – lotsof grumbling with a bit of whiningthrown in for goodmeasure. all inall, the VXR8 GtS is a very likeable,if not necessarily sophisticated (oreconomical), thing. and that’s truewhichever gearbox you have.LHenry Catchpole(@HenryCatchpole)

O

+ Quick steering and herculean brakes help the drivermanage huge power - Serious drinking habit evo rating ;;;;2SpecificationEngineV8, 6162cc, supercharged

CO2373g/km

Power576bhp@ 6150rpm

Torque545lb ft @ 3850rpm

0-60mph4.2sec (claimed)

Top speed155mph (limited)

Weight1850kg (316bhp/ton)

Basic price£56,234

Supercharged import gets a torque converter auto (wereyou really expecting a dual-clutch?) for greater useabilityTest location: a53, Shropshire GPS: 52.477868, -1.910560

Vauxhall VXR8 GTS

054 www.evo.co.uk

In 2001 a CaterhamFireblade won evo’strackday Car of theYear award and blew

ourminds. It felt so light, somanicand so perfectly balanced that theidea of sticking a heavy road-carengine in a Seven chassis suddenlyseemed ridiculous. Surely this wasthe future?Well, not quite. thetorque-light delivery, tricky clutchaction, harsh vibrations and longevityconcernsmade it and other bike-engined Sevens less useable as roadcars and soon Caterham’s officiallysanctioned Fireblades went out ofproduction.however, others have persevered

with the formula to great success.this mK Sportscars Indy rr isa track-only, Suzuki hayabusa-enginedmachine weighing 480kgwith fluids, packing 200bhp and111lb ft, and driving through a six-speed paddleshift gearbox. It revs to11,000rpm, too, and costs £26,000fully built. mK also offers a road-legalIndy r, which will take any number ofengines: Zetecs, Duratecs, the F20Cengine from the honda S2000, or, ofcourse, the hayabusa unit.

mK has been around for 15 yearsor so (the initials are those of

founder martin Keenan), growingout of a business supplying partsfor the ‘Locost’ Seven-style kits. Itsearly cars were Sierra-based kits(for our younger readers, the Sierrawas a Ford hatchback – youmayknow the Cosworth version!), butnow it’s altogether more serious.Four years ago it commissioned anew CaD-designed tubular chassiswith inboard front suspension androse-jointed double wishbones allround. It produces around 25 Indy rand rrs each year from its factoryin rotherham, plus 25 to 50 kits.Customers can also build their ownrr for as little as £15,000.We’re at Blyton Park and helpfully

have our long-term Caterham 420rand a Zenos e10 S along for somecontext. the Indy rr is considerablywider than a standard Caterham(it’s more like an SV chassis) soit feels quite big when you get in.

that feeling is magnified becauseyou almost sit on the floor of thisparticular car. the finish is goodbut lacks the polish of a Seven’s.this particular car is raced in themagnificent Sevens championshipand it has that battle-worn feel.the solid-mounted engine fires upquickly and the whole car shimmiesand buzzes to its fast idle.theWilwood pedal box is lovely; a

real quality item and a great way tofeel instantly connected to the carand that engine. however, the brakepedal feels a little low, very lightlyweighted and quite long at first. thesteering is super-light too, which is abit of a shock after the hefty feel ofthe 420r. Part of it must be the lackof weight over the front Yokohamaa048s. the way the rr snapsinstantly into corners confirms thattheory. It is stunningly agile.the initial laps are about getting

to know the drivetrain. the ’boxtakes flat upshifts no problem andhas a throttle blip on the way down,so it’s fast and very responsive.that said, it’s best to use the clutchon downshifts, which takes a bit ofgetting used to with a paddleshifter.

the engine itself is fantastic.there isn’t a huge amount of torque

but that doesn’t matter on the trackbecause you’re forever seeking outthe 11,000rpm rev limit – the frenziedtop-end delivery is just unbelievablyexciting. Without a great spike ofmid-range torque, you can also geton the power incredibly early out ofcorners and pretty soon you get intoa lovely rhythmwith the Indy rr,braking very late, flicking into turnsand then almost instantly gettingback on the power.With time, the light steering

actually starts to feel really naturaland suits the car’s nimbleness. thebrake pedal might be a little long buttheWilwood four-pots are superblyprogressive and you can hold themon the point of lock-up consistently.and although the chassis has a littlein-built understeer, it’s very easy totweak and adjust by aggressivelyturning in on the brakes. Protechdampers adjustable for bump,rebound and ride height allow you totailor the car to your liking, too.In short, it’s genuinely great fun

and the screaming enginemakesyou almost dizzy with adrenalin. thebike-engined-Seven-style formularemains something to savour.LJethro Bovingdon(@JethroBovingdon)

I

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IF AN ENGLISHMAN’S HOME IS HIScastle, then what is his garage? I pose this ratheresoteric question to you, dear reader, becauseas I sit indoors attempting to write this column,outside, work has just commenced on the

construction of my own garage. It’s the final major phase of whatMrs M and I affectionately call ‘The Meaden Project’: an ongoingadventure in house renovation, caravan living and occasionallyperilous finances that has seen us realise a shared dream.

Frustratingly and, I think, wholly unreasonably, the projectmanager (aka Mrs M) insisted our budget was first allocated topiffling, non-essential items such as walls, plumbing, doors,windows, roof tiles and a kitchen for our tumbledown house. Oh,and project management fees in the form of stablingfor her nags. Now, with house and pony-palace built,the garage has finally been given the green light andI’m very excited about it.

I should point out that this is not my challenge toTony Stark’s (Iron) Man Cave, or Sheikh Mohammedbin Rashid Al Maktoum’s planned £20million six-story car park set for construction in Battersea. Thenagain, perhaps that’s just as well given the lengthydeliberations over my own modest construction. Plansevolved slightly when the late decision was taken toearmark one of the three bays for a treadmill, rowing machineand other tools of physical torture. The former me – now referredto with much hilarity by Jethro Bovingdon and Marino Franchittias ‘Fat Dickie’ – would never have entertained such nonsense, buta year’s sedentary living in a caravan, existing on a diet of beer,BBQ and DVD box-sets (like I said, living the dream) took its tollon my trousers. Consequently a small gym area is an essentialweapon in the ongoing war against waistline.

If this early compromise has confirmed anything to me (apartfrom that living on beer and BBQ is a bad idea), it’s the sneakingsuspicion that whatever your budget and however grandiose yourdream, the ratio of spaces to cars will never be sufficient.

At the time of budgeting and planning, three bays offered amplefuture-proofing, but at the risk of sounding a teensy bit gauche,that was before an F430 Berlinetta joined the 964 RS and Peugeot106 Rallye. So not only do I now have insufficient space for threecars thanks to the gym, but I find myself unable to look the littlePug in the headlights due to the guilt of knowing its solitaryconfinement in our leaky old barn is set to continue.

If Rule 1 of garage building dictates you will never createenough space for all your cars, Rule 2 states you can disproveRule 1 and construct a truly cavernous garage, but only if you fund

Amidst the final stages of a gruelling house renovation, Meadencan finally focus on what matters most: the garage

Ithe build by selling the cars you intended to house within it. Thisis known as the Man-Maths Paradox. And this is just the start.Once you’ve settled on the size of a garage, resigned yourself toit not being quite big enough, and then acknowledged that youcan’t really afford to build it and keep the cars, you then have todecide how to kit the place out.

This critical ‘fluffy’ stage is much more my thing. So, whileMrs M talks SIPs and glulams with suppliers and pushes second-fix tradesmen to the brink of tears with her hardball negotiating,I’m agonising over nickel-plated downlighters and door handles,solely on the basis that they will one day match the brightworkon the Porsche 911 beautifully re-imagined by Singer that I’llnever be able to afford.

Flooring is another quandary. Stick with the smooth concreteslab, cover it with large ceramic tiles, or go for the more technicalrubber flooring so beloved of top-tier race teams? Walls paintedclinical white or a cool, clean grey? Workbench or beer fridge?And then there’s the manmorabilia: the racing posters, twodecades of (mostly hideous) racing trophies, countless oldrace suits, retired crash helmets, hundreds of model cars andthousands of magazines. All will be exhumed from packingcases to take their rightful home in the Meaden Man Cave.

As for my original question, I’m afraid I’m no nearer to offeringyou a definitive answer. Perhaps you can offer me one. What I amconfident about is, whether you have a lean-to or a council lock-up, a classic oak-framed cart barn or a billionaire’s indulgence,a great garage is not defined by its size, or the value of the carsparked inside. Rather it should be judged by the memories itcontains and the adventures it inspires.

Whatever it is that makes yours special to you, I think we canall agree on this: a garage is so much more than just a place topark the car. L

b y R I C H A R D M E A D E N

OutsideLine

www.evo.co.uk 057

t@DickieMeaden

Richard is a contributing editor to evo and one of themagazine’s founding team

‘I’m unable to look the little Pug inthe headlights due to the guilt ofknowing its solitary confinementin a leaky barn is set to continue’

IF YOU’VE EVER WONDERED WHERE THEworld’s stocks of leathery northern women andretired cab drivers are kept, I can tell you. It’s onthe Algarve. I know this because I’ve just comeback from this bottom bit of Portugal after seeking

out some late summer sunshine to offset a British summer even theMet Office might describe as ‘disappointing’.

When we fetched up at Faro airport, the hire-car lottery gaveus a Mégane estate, one which claimed to be in ‘GT Line’ trim andhad Renaultsport written on the speedo. Oh dear, I thought, butactually it wasn’t bad, especially for a model at the end of its lifeand, in this case, with nine kilos of sand inserted into every singleinterior crevice. In the way it drove, you could detect just a whiff ofthe talents that make proper RenSpo cars such delights.At least I think so. I was on holiday. I had my wife andmy baby son in the car. This wasn’t the time to startdoor-handling it on the way to the beach.

Bear this in mind when I tell you what happened onabout the fourth or fifth day we were there. We weretrundling to the seaside – I’m loathe to say ‘pottering’because it sounds like I was wearing slippers, but frankly that’sabout the speed – when I looked in the mirror and spotted anothercar approaching at a reasonable lick. It was a Smart, and quitean early one, from when the semi-auto gearchange gaps couldbe measured in minutes. Even so, this particular example wasn’thanging about, whereas we, being relaxed and on holiday, were. Ilooked in the mirror again to see the Smart was really close now,and then something extraordinary happened. The person at thewheel flicked on the left indicator and pulled out onto the otherside of the carriageway. The road was straight, there was no othertraffic and, taking advantage of this, they used their momentumto cruise quickly and cleanly past me and onwards to the things intheir day that were more pressing than those in mine. They were ina hurry, I was not, everyone was happy. No harm, no foul.

Compare this with an experience I had in the UK a couple ofweeks before. I was driving an MG6, which is a great chassis insearch of a better car, and moving briskly down an A-road on aclear and sunny morning. Up ahead was a Focus doing less thanthe speed limit and very much in the pottering spectrum. I sloweddown a good distance behind it, waited until the road straightenedout, checked to make sure it was clear, then indicated, bangedthe MG down a gear, pulled out, and accelerated past. The Focusdriver did not like this at all and his first reaction was one of suchunhelpful bellendery that I wanted to slap him around the headwith one of his slippers: he sped up. I kept my toe in and got pasthim, cleared a few car lengths then pulled onto the correct side

of the road, at which point Mr Focus moved to phase two of hisdisgruntlement plan, which was to flash his high beams.

Take a moment to reflect on this duopoly of miserablereactions. First of all, the bitter, mean-spirited attitude that says,‘You think you’re coming past, son? Not on my watch. I’m goingto speed up and leave you stuck on the wrong side of the roadfor longer than is necessary.’ And then the slow strobing of theheadlights, which is the mealy mouthed, bungalow in the ’burbsequivalent of wagging your finger and saying ‘tsk’. It says, ‘I thinkwhat you’re doing is dangerous. Even though I just attempted tomake it slightly more dangerous.’

I mention this not because it was exceptional, but because itwas depressingly close to the norm for any overtaking move

attempted in Britain. Contrast this to the clean, confident waythe Smart driver scythed past me in Portugal, which spoke ofsomeone not only in a hurry but also fully expecting no reactionfrom the person they were passing because they were making anormal and reasonable move in total safety. Or, to put it anotherway, the Portuguese are good at overtaking and accept it as partof driving life, whereas most people in Britain see it as lethal andobjectionable.

All across continental Europe overtaking is seen as practicaland acceptable, while in Britain the hoards of dribbling, DailyMail-reading halfwits in their miserymatic diesels regard it areckless affront as offensive to their tiny, shrivelled minds as bad-mouthing Princess Diana or burning a National Trust tea towel.

I know these people despise progress in all its forms, but whendid that attitude become so literal as to resent another driver forwishing to travel on an open, clear road at the national speedlimit, rather than 17mph below it (regular and unexpected jabsat the brake pedal permitting)?

It’s depressing to see how much Great Britain, once a nationknown for its progressive drive and its love of speed, now openlytuts at anyone on the road who shows either, and frankly I’ve hadenough. At this rate, I’ll have to move to Portugal. Just as soon asI’ve become a leathery northern woman. L

Porter ponders on themiserable – not tomentiondangerous – inclinations ofmany people we share our roads with

Petrolheadb y R I C H A R D P O R T E R

I

t@sniffpetrol

Richard isevo’s longest-serving columnist and is the keyboardbehind sniffpetrol.com

www.evo.co.uk 059

‘Most British people see overtakingas lethal and objectionable’

www.evo.co.uk 061

JUSTIN WILSON WAS A GREAT DRIVERand a great man. He suffered a fatal accident atPocono Raceway on August 24, colliding with theseparated, bouncing nosecone of another car. I’mstill struggling to comprehend how unlucky the

wretched scenario was. As a freak occurrence it was on a par withthe suspension coil that hit Felipe Massa in Hungary. It’s the kind ofthing that, as a driver, you have to believe will never happen to you.

The obituaries and reflections you may have read in the papersand online relating to his endless warmth, authentic humility, thecourage of his convictions? It’s all true, every word.

‘God help us if somebody ever gives Justin a decent car.’ Thosewere my words, spoken some time ago, and also true. Atragic aspect of Justin’s death is that he had finally beengiven such a car and with it the chance to regularly winIndyCar races and perhaps championships. He wascertainly made of the right stuff. The split with DaleCoyne Racing at the end of last season was a big call,and Justin patiently sat in the stands for half of thisseason – typically for him, without complaint or a shredof resentment, which, trust me, is pretty unusual in thisgame – waiting for a seat with one of the ‘Big Three’. Then, withAndretti Autosport, and at 37, his time came.

It was beyond us all why he hadn’t bagged a seat with a top teambefore, because the calibre of his driving was clear as day. His winin the no. 18 Dallara Honda for the cash-strapped Coyne team – itsfirst in 25 years of racing – at Watkin’s Glen in 2009 was equivalentof a Manor car storming around Parabolica to take the chequeredflag at Monza. I remember thinking from the cockpit of my Target-sponsored car that we would have a chance to pick him off duringthe pit stops, but no. He was gone. Looking back, this shouldn’thave come as a surprise. He was permanently competitive.Genuinely, average machinery wasn’t average with Justin at thewheel. He was one of the best upgrades going. In many ways hewas the perfect underdog, too; his immensely likeable characterfusing with an ability to ‘outdrive’, as they say, any car.

At six-foot four inches, this Sheffield lad was constantly askedabout his height. From day one it was a perceived issue, in so muchas everyone talked about the extra weight and the way Justinsometimes struggled to fit into cars. He never saw it as a problem.Just look at his record. In winning the inaugural Formula PalmerAudi championship in 1998 he secured himself a funded Formula3000 drive the following year. He went on to take the title with arecord-breaking points tally in 2001, and by 2003 he was racing forMinardi’s Formula 1 outfit before moving to Jaguar – where he did

A driver admired as much for his ability as his character has been lost.Dario reflects on fellow British IndyCar driver, and friend, Justin Wilson

a damned good job – to partner Mark Webber. Our paths crossedin 2009 when I returned to IndyCar.

Badass. The nickname that played on Justin’s benevolentnature was only partly ironic, because despite being just aboutthe nicest guy you could ever meet, when the visor was down hewas clinical, unforgiving and bloody quick. Oriol Servià summedit up nicely when he described Justin’s almost supernatural abilityto sit on the tail of the car in front and defy the aerodynamicdisadvantages of the ‘dirty’ air he was driving through. Once inposition, his ability to plot, time and place attacking lunges withthe precision of an Olympic fencer made him a lethal overtaker.

You’d see him in your mirrors and sense that the Yorkshireman

was going to have a go in the next braking zone. Leave it late,pass, make it stick: few drivers were at Justin’s level when itcame to overtaking. He was so accurate I’d say you could countthe number of incidents Justin caused in his career on one hand.Check out his prowess on lap six of this year’s Honda Indy 200at Mid-Ohio. Two cars, around the outside. Smooth as you like.Makes it look easy. No big deal for Badass.

And he was one of us. He’d just bought an old Porsche. A 911,which I believe he took to a trackday and ragged mercilessly.In one sense that kind of thing was so out of character, becausedespite being a frighteningly quick racing driver, Justin drove aHonda CR-V and Odyssey minivan for his girls. Yet at the sametime, going out and buying an old 911 on the quiet was trademarkWilson. In the same way, this gentle, softly spoken giant wasthe mischievous instigator of some massive nights out with theIndyCar paddock. There would be a glint in his eye and the nextthing you’d know it was Tuesday. He was a true dark horse – onewho loved to ride his mountain bike at his home in Colorado andnever lost his English accent, his humility, or his daring.

Losing a man of Justin Wilson’s stature is a tragedy. His loss willbe acutely felt. Motorsport needs to redouble its safety efforts. L

J

Champb y DARIO FRANCHITTI

t@dariofranchitti

Dario is a three-time Indy 500winner and four-time IndyCar champ

‘Badass. The nickname thatplayed on Justin’s benevolentnature was only partly ironic…’

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Reading the Talking Point in issue 213, I found myself gettingincreasingly depressed that neither evo nor a large portionof its readership really ‘gets’ the new MX-5. ‘How would youmake it a better drivers’ car?’ you asked after your somewhatdownbeat review. ‘Bigger wheels’, ‘more power’ came theresponses. To this I can only say no, no and no again!

The whole point of the MX-5 has always been that it was asort of spiritual successor to the likes of the MGB, a car thatoffers modest power, supple suspension and thrills at lowerspeeds. Given that evo increasingly bemoans the fact thatmany cars only come alive at three-figure speeds, surely a bitof body roll in the corners and an engine that can be wrungout without losing you your licence is a good thing?

Perhaps you guys spend too much time on the limit inPorsches and McLarens these days to remember what asports car set up for the road feels like!Steve Berridge

Great road foundAfter reading your excellent featureon the Trollstigen and Geiranger(evo 213), two fellow Dutch studentsand I decided to extend our trip tothe Atlantic Road with a drive to thisincredible part of Norway. Our wheelsfor the trip would be a €700 fjord-green Volvo 850. Not exactly a matchfor AMG’s GT S, but boy does that five-cylinder warble make up for a lot!

After a drive on the Atlantic Roadand having looked at the awesomeviews this rugged coastline has tooffer, we set off for the Trollstigen.There was a definite feeling ofanticipation as we got closer to the‘Troll’s Ladder’, and sure enoughwe were amazed at the scale of it.Immediately the trusty old Volvowas driven harder, revving out allthe way to the red line, the engine’showl reverberating off the high rockfaces. Driving past waterfalls andsteep drop-offs, this was amotoringexperience like no other!Roeland Grutterink,Trondheim, Norway

Great road lostYesterday I drove the Black MountainRoad in south-westWales. Today Iam in mourning. Another great Britishdriving road has fallen to the nannystate. The nail(s) in the coffin? Eightybrand-new 40mph signs.

This is bad news for those of uswho enjoyed driving on this particularroad, but it might just be the tip of theiceberg. If more local-council ‘heroes’get on the scent we could lose othergems –maybe even some you havevisited for your ‘Great Drives’ series.

Perhaps now to go forward we haveto go backwards. Thanks for sharingyour favourite locations, evo… but is ittime to stop?Ian Payne

GT3 v 675LT v E82Whilst I enjoyed reading the Porsche911 GT3 RS versus McLaren 675LTarticle in evo 213, David Vivian’scomments such as ‘Pretty sure Stu’sgiving it everything’ andmention of‘a plan not to waste a single metreof [the Bala road] on part throttle’suggest a total disregard for statutoryspeed limits.

Were that not the case, I reckonI would have no difficulty in keepingup with these extraordinary cars inmy E82 BMW 1-series and the point ofsuch exotica would be quite lost.

A bit different on the track, ofcourse. Although I would, even at theage of 73, be happy to take them on atthe Anglesey Coastal – in the wet.

Excellent magazine. Keep it up.John Whalley

What’s in a name?Over the years I have written manyletters to evo. Some were the resultof deep thought, some were offthe cuff and some were inspiredby pure motoring emotion. In yourwisdom your have printed 12 ofthem to date, bestowing the highesthonour of Letter of the Month on onehumble musing.

I have striven for years to be worthyof space in your publication alongsideyour esteemed journalists andphotographers, but now I realise thatall I needed was an exotic name.

Who else knows someone calledJethro? And there is no way I’m fallingfor a moniker like Aston Parrott. Butnow, taking things to a whole newlevel, you have added someone calledHunter Skipworth to your team.

Who knew it was that easy to get ajob on evo?Brylcreem Scandi-flick(Alright, dammit, it’s plain oldEuan Gibson… again)

What’s leaked oil on your driveway this month?Inbox

letters@evo.co.uk t@evomagazinef www.facebook.com/evomagazine evo, 5 Tower Court, Irchester Road,Wollaston,Wellingborough, Northants NN29 7PJ

Above: Roeland Grutterink followed ourtyre tracks on the Troll’s Ladder in Norway

Above:howdidHunter Skipworthbecomeourwebsite editor? See ‘What’s in a name?’

TheLetteroftheMonthwinsaChristopherWardwatchThewriter of thismonth’s star letter receivesa ChristopherWard C70 FrenchGP 1906Chronometer (pictured),worth £599. Its Swissquartzmovement is certified for its accuracy,whilethe design,which celebrates the first FrenchGrandPrix, includes a recessed plate bearing thewinner’sname and finishing time (12hr, 14min and 7sec!).

Misunderstood

Letter of the Month

www.christopherward.co.uk

064 www.evo.co.uk

I think they’re a pointless and sillyidea. However, it would seem I’min a minority if sales are a suitableyardstick to measure by. The silverlining is that the influx of cash allowsthemanufacturers to continuemakingmore exciting machinery (see Porscheand the Cayenne).DeskJockey

Every time I see someone driving anew 5-series or E-class wagon I feellike personally congratulating them onnot being stupid. I just don’t get SUVs.Evostick

Asmuch as we all complain about bigSUVs being a corruption of our belovedmanufacturers’ values, they are anecessity. Bentley seems very shrewdwith the Bentayga. If billionaires arebuying Range Rovers that ‘only’ cost£100k and Mercedes can charge whatit feels like for extreme G-classes thenthemarket is clearly there. To ignorethat fact is poor business and can onlylead to bankruptcy. As long as we stillget cars that are what we expect from asporting brand, what’s the problem?Alan Taylor-Jones

I don’t think producing such thingsspoils the brand at all. Making Ferrari-branded pens, computers, pants andtons of other tat has not harmedmydesire for a 458 Speciale A.davec

I thought that the day a Range Roverhit £100k it had gone too far – buthowwrong I was. On that basis thenew ugly ducking Bentley should be amassive success!Brian_the_Snail

The Bentley’s styling doesn’t reallydo it for me, but with regards to thesegment in general, my opinions havechanged. I used to hate the idea offast SUVs. Then I drove some of them(X6, X5, Cayenne Turbo, Range RoverSport, Lexus RX). I can now see theappeal. The feeling of mass beingovercome by grunt up an incline on amotorway is simply wonderful. Theelevated position is very relaxing andI’ve found that being more removedfrom the road surface equals betterrefinement. Driven at reasonablespeeds they handle OK, too. In short,I’d have oneShockDiamonds

The only sports car or luxury car makerthat makes or will be making an SUVthat I really like is Jaguar with its F-pace.Why? Because Ian Callum and his teamtook great pains to make sure Jaguar’smaiden SUV possesses sporty styling,compact packaging and perhapssporting performance – befittingJaguar’s athletic brand values.DdWorks

It’s a tad irritating to see somanypeople get up in arms about this.Porsche did a brilliant job with theMacan and Cayenne, and I’m surethese other brands will follow suit.Personally, I more than welcomevariety, and am looking forward toseeing what they’re capable of.Joel Darlington

Wasn’t it Ettore Bugatti who saidBentleys were the world’s fastestlorries? Nearly 100 years later he mightbe right!Helipeek

Talking Point

Performance SUVsJaguar recently revealed its F-pace andBentley its Bentayga,soweasked youwhat you think aboutperformanceSUVs.

Join the discussionKeep an eye on evo.co.uk or follow us on Facebook (facebook.com/evomagazine) to participate in our regular Talking Point debates.

The best comments will be published here each month

www.evo.co.uk 065

I too was surprised. But I’d wager thatnew owner Les Edgar will get it right.Gordon Murray and Cosworth are alsosome pretty credible names to haveon board.Robby1977

I’m not surprised given they onlywant a £5k deposit. For some that’spocket change to gamble. And withthe big hitters of Murray and Cosworthinvolved, TVR should get it right.Scotta

Is Gordon Murray still a big name?RichardMajor86

TVR and Yamaha have bought into hisdesign and build ethos. I’m guessinghe’s got a fairly substantial addressbook to call on also.Scotta

Good luck to them, I hope the wholething’s a success.Pete_

Amen to that. Can’t wait to see whatthey come up with.Robby1977

Themisty-eyedness thataccompanies memories of the TVRname is very touching. In reality theywere essentially good ideas that werenailed together in a shed.JL

Tome the problem is that ten yearsago Jaguar only made the AustinPowers XK Coupe. So if you wanteda noisy British sports car you wentto TVR and got to know your local AArecovery man by name. Today, Jaguarhas the a supercharged 5.0 V8 F-typeCoupe with a noisy exhaust…Sisu

From their press spam TVR aren’ttargeting the F-type though, are they?All the big manufacturers already havethe sports/GT arena flooded withmodels. If TVR can hit 1100kg (or evenwithin 10 per cent of that) with a V8they’ll be playing to a very differentcrowd than anything mainstream. Butif they can profitably deliver 1100kg, aCosworth V8 and not have everythingelse massively compromised for under£100k, I’ll be amazed.RobYob

FatChris

TVR’s returnJust readonevo.co.uk that TVRhas taken250depositsfor its newcar,meaning the entire 2017 run is spoken for.

Is this a triumphof hopeover experience?

Thread of the Month

From the forums: community.evo.co.uk/forums

ThreadoftheMonthwinsaRoadAngelsafetycamera&blackspotalertdeviceworth£159.99

The originator of the best evo forumthreadwins a RoadAngel Gem+.TheGem+ automatically updates its cameradatabase as you drive and allows users toshare the locations of ‘live’ camera vans.

066 www.evo.co.uk

aston mart i n db 1 0

Not only is Aston Martin’s DB10 the four-wheeledstar of the new Bond movie – it also offers an

insight into the company’s future models.evo drives one of only ten examples

b y j e t h ro b ov i ngd on

pho t o gr a ph y b y a s t on pa r ro t t

r e e l t or e a l

068 www.evo.co.uk

hose iconic Bond moments are searedinto the consciousness of millions. SeanConnery awakening to Pussy Galore, UrsulaAndress emerging from the sea, Halle Berryemerging from the sea… Oh, the cars. Yep. Lovethe cars. And the car chases. That one with thered Mini through Paris. Amazing. Actually,I think that was Bourne. What about thatincredible sequence with the E34 M5 (3.6-litre,turbine alloys – it’s all in the detail) and Peugeot406? Hang on. Nope, that was Ronin. TheMustang? Oh god, that wasn’t Bond either.

I’m not sure if anyone from the male speciesis allowed to say this, but I’m going to anyway:I’m not a massive Bond fan. Oh sure, I’ll watch aBond film on ITV4 if necessary, but I don’t knowmy Dr No from my Octopussy, my Quantum ofSolace from my, um, (hold on, let me just Google‘Bond films’) Skyfall. I do remember Jaws on a

space station, though, and Roger Moore withthe Union Jack parachute, so I’m not totallyBond ignorant. And of course, like the rest ofthe universe, I vividly recall Q flipping up theblack Bakelite gearknob of that DB5 and telling007 never to touch the red button within.

Despite my patchy knowledge, the idea ofdriving a Bond car remains something to prize.Especially if it isn’t a Z3. That really happened,didn’t it? Anyway, the Aston Martin DB10 isa proper Bond car: beautiful, bespoke andrippling with an elegant aggression. Just tenwere built for the filming of Spectre and todaywe’ll be driving one on Millbrook ProvingGround’s Hill Route. Despite this car beingexpected at the film premiere around a monthfrom now, the only restriction imposed upon usis that we don’t fly it off the infamous Millbrookyump. A kind man from Aston Martin even

aston mart i n db 1 0

peels back the passenger footwell carpet to showus where the traction-control button is located…

Under that carpet and beneath the clean,shimmering carbonfibre lines isn’t a new DB11(the DB9 replacement) or the next-generationV8 Vantage chassis fitted with the new AMG-sourced twin-turbocharged V8 engine. TheDB10 is instead based on a V8 Vantage S withthat razor-sharp 4.7-litre V8 engine, a six-speedmanual gearbox and fixed-rate dampers. Yep, asix-speed manual, as requested by director SamMendes, who wanted to create a tangible link withthe original, Silver Birch DB5 in Goldfinger thatconsummated the Bond/Aston Martin marriage,now celebrating its 50th anniversary. For a carthat signals so much about Aston Martin’s future,the underpinnings are resolutely old-school. Thecar isn’t pure V8 Vantage, however, as it runs a70mm longer wheelbase and a wider track to

Left: clamshell bonnetfeatures a shark-inspirednose; exterior bodyworkwas designed by Aston’s

SamHolgate.Below right:analogue dials are a nod toBond’s first Aston, the DB5

make sense of the broad shoulders. The DB10 isnearly as wide as a One-77.

The tantalising prospect of driving an AMG-powered Aston Martin will have to wait, then.However, the DB10 is still an important carin so many respects. It showcases some of thedesign language that we will see on the nextV8 Vantage, it marks a new philosophy wherethe GT line (the DB11 we’ll see at the Genevamotor show next year) and the pure sportscars will have two very distinct aesthetics, andthe interior is loaded with ideas, shapes andtextures that will feature on the next generationof cars. Lastly, the DB10’s conception andcreation demonstrates the skills of the new‘Q Advanced Engineering’ division.

The DB10 was designed and built in justfive months by Q Advanced. Essentially youcan approach Aston Martin and then workin conjunction with Q Advanced to create acompletely bespoke vision. Ferrari already does

this, of course – just think the 512 BB-inspired,458-based SP12 EC created for Eric Clapton.Now imagine your own fantasy Aston Martin,find a few quid (or maybe a couple of million)and Q Advanced Engineering will make yourdreams come true…

As adverts go – and quite aside from themillions who’ll see it on screens around theworld until the end of time – the DB10 isstunning. It looks tight and ultra-compact, thesurfaces are liquid-smooth but have a sharptension, and the exaggerated, pinched hips andfulsome rear wheelarches are almost indecent.The decision to use large carbonfibre sectionsto reduce the number of shutlines really iseffective, the car taking on an almost organic,shark-like form. Sorry – you can see what itlooks like for yourself, of course. But the effectof being around the DB10, and in particularbeing around a new shape that is unmistakablyAston yet also very definitely not DB9-inspired,

is genuinely exciting. When the lightweightdoor swings open it gets even better.

The sills, door trims and transmission tunnelare in a new satin-lacquered carbonfibrethat’s cool to the touch and reveals a subtle,understated glimpse of the herringbonepattern. Black leather with contrast stitchingadds texture and a little luxury, but the overallimpression is pared-back, almost minimalist.Even better is the view when you drop into thedriver’s seat. Ahead is a large central speedoreading up to 220mph; set within is a smallercircular cluster of three chronograph-stylegauges for oil and water temperature and thefuel level. Set either side and mounted highup are two smaller dials. The left one is a rev-counter and the right, tantalisingly, a boostgauge, reading up to 30 psi (2bar). I love theanalogue style of this stuff and I’m certainit’ll be carried over, in theme at least, to theDB11 and the next sports car, too.

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aston mart i n db 1 0

The steering wheel has three thick carbonspokes, a hexagonal boss similar to that of theVulcan track car and the most gorgeous slivers ofaluminium for various control functions. Noneof them actually move, but the jewel-like delta-wing-shaped menu buttons are ridiculouslyevocative, and although the wheel has loads offunctionality – from Launch Control to Sportmode, damper adjustment (non-functional inthis car) and even a thumb-recognition starter(hope this makes production!) – it doesn’t feelcluttered. Of course, the Alcantara-and-leatherrim isn’t actually round but it feels great: thickbut not overly so and with the perfect amount ofsquish. For what is effectively a rolling concept,the attention to detail is fantastic.

Starting the DB10 involves leaning overinto the passenger footwell, grabbing a bigblack control box that’s attached to a wiringloom, pulling up a red power switch, andflicking one ignition toggle and then anotherto trigger the starter motor. As ever, the Aston

V8 sounds mighty, a lovely mix of V8 bass andmotorsport blare. The gearlever looks more likean automatic selector – a wide oblong with anenamel Aston badge. On its ‘stick’ section there’sanother delta-wing switch (pointing down thistime) that would rock left to disengage tractioncontrol, right to engage radar cruise control anddownwards to select reverse. If it moved at all.Here it’s just for effect.

Millbrook’s Hill Route is a hell of a workoutfor any car. If you don’t know the lie of the land,its combination of blind curves, odd cambersand monster compressions is terrifying, butonce you start to learn whether it’s about toturn left or right, it’s just brilliant. Still mildlyterrifying, but so bloody exciting you want tocirculate it over and over again. I love it, but I’mnot sure that the DB10 will share my positivity.This place is any prototype or concept car’sworst nightmare. Even a fully sorted productioncar will often graze its front splitter, smack intoits bumpstops or just wobble and wilt under the

Rightandbelow: seniorAston designer Steve Plattwas responsible for theinterior, which borrowscues from the Vulcan trackcar and features severaldelta-wingmotifs

‘Crest the waveof top‑endpower and

the DB10 feelsfast, alert

and genuinelypoised’

stress of the direction changes at maximumattack on this course, so my expectations forthe DB10 are lower than the profile of its 20-inch rear tyres.

Sure enough, it immediately feels a littlerough around the edges. Aston Martin has itsown hospitality unit at Millbrook and drivingaway from it you have to traverse a steep gravelramp and then a long stretch of nasty concretesurface before arriving at the foot of the HillRoute. The suspension clatters, the rear axleseems a bit clonky and the whole car is alightwith noise and vibration. There’s no sound-deadening to speak of, no airbags, and the floorcarpet sits on the bare aluminium structure,so there’s a sense of rawness about the DB10. Ithink that’s forgivable and a lower kerb weightthan the Vantage S (1542kg versus 1610kg) is auseful benefit, too.

Things smooth out with speed and theDB10 starts to confound my expectations.Sure, there’s the odd skrrrrrssschh as wheelskiss wheelarch liners and I wince with everybig compression, but for the most part itfeels superb. The drivetrain really needs revs

and the steep gradients here expose a lackof torque, but the flipside is superb tractionand the encouragement to crest the waveof top-end power. Do so and the DB10 feelsfast, alert and genuinely poised. If anything,it feels a shade too composed – the longerwheelbase and wider track giving a hugeamount of grip and dialling out some of theV8 Vantage’s adjustability. Or more accurately,pushing the limits out to such an extent thatthe adjustability is harder to access and thatzone where grip and slip meld is less fuzzy andtolerant, more sharply defined.

Pretty quickly I realise that whilst the exteriorand interior styling of the DB10 is a glimpseat what the future holds for Aston Martin, thedriving dynamics are a reminder of what mustnot be lost as it rushes headlong into an excitingnew era. I might not find the gearshifter verypleasing to hold but the very act of changinggear manually is fantastically rewarding. Thesteering – hydraulically assisted – writhes withfeedback, the carbon-ceramic brakes are alsoperfectly judged, and the car has a real sense ofauthenticity. Everything it does feels natural,

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‘It has areal sense of

authenticity.Everything

it does feelsnatural and

intuitive’

Above:diamond-turnedwheels feature aknife-blade theme in thespokes (it’smirrored in

the rear lights).Top right:bonnet is perforatedrather than vented

aston mart i n db 1 0

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intuitive, and that’s because your hands andsenses know what’s coming with forensicdetail. You are at the centre of the experience,hardwired in and working in unison with everyelement of the chassis and drivetrain.

In truth, cars such as the Porsche 911 andAMG GT S outperform this car, and the V8Vantage S to which it owes so much, prettyeasily: more power, more torque, more grip,faster gearshifts. In every measurable sensethey’re operating at a higher level. They willbe the new target. It’s inevitable that the newbreed of Aston Martins will become fasterand more capable, but retaining their uniquecharacter will be the real challenge. How doesthe attacking driving style that so suits thiscar live on when you’re running with an extra100lb ft or more going to the rear wheels andat 1500rpm rather than 5000rpm? How doyou get the same sense of intense involvementwithout a manual lever to operate? The DB10says to me that the next Astons will lookseffortlessly stylish, maybe more exciting andaggressive, and there’s no question that they’llfeel genuinely special in every detail. But

for us the magic is in the dynamics as well asthe aesthetics. We must wait and hope thatnumbers and lap times aren’t put ahead of thesimple joy of driving.

Such are the demands of photographythat the DB10 gets little rest all day. It’s neverunravelled by the Hill Route, although certainsections require caution so as not to rub thetyres on the ’arches too severely. The onlytechnical issues are that we run out of fuelat one point (that lovely chronograph gaugedoesn’t actually work) and that it gets bloodyhot inside (fixed windows and no ventilation).I’m not sure it makes me feel as cool and deadlyas James Bond, but it’s a joy to get to drive it soextensively and relatively hard. Going sidewaysin a precious carbonfibre Aston can definitelybe described as ‘a very good day out’.

There’s another DB10 that I really want todrive, though. I enjoyed the shiny, perfectlyfinished ‘hero car’, but the stunt version has aroll-cage and a hydraulic handbrake. Screwthe weight penalty, I’ll take it. Even if the pricemeans sitting through endless Bond films andpaying attention. L

astonmartinDB10

Engine V8, 4735ccPower 430bhp @ 7300rpm (est)torque 361lb ft @ 5000rpm (est)transmission Six-speed manual, rear-wheel drive,limited-slip differentialFront suspension Double wishbones, coil springs,dampers, anti-roll barrear suspension Double wishbones, coil springs,dampers, anti-roll barWeight 1542kgPower-to-weight 283bhp/ton0-60mph 4.7sec (est)top speed 190mph (est)

You’ve seen the DB10, now meet the man who brings it tolife in Spectre. The name’s Higgins, Mark Higgins…

BeingB O N D

b y h u n t e r sk i p wort h

JAMES BOND ’ S STUNT DR I V ER

ark Higgins is a man wHo migHtjust be more Bond than Bond himself.Daniel Craig definitely has the swagger, butwhen it comes down to it, Higgins does thedirty work.

Fresh from blasting aston martin DB10s through theVatican City, Higgins is sitting opposite me sporting theultimate Bond outfit. tom Ford suit across his back, omegawatch on his wrist, he certainly looks the part. then i leanback and spot a pair of alpinestars on his feet. i know this isgoing to be an interesting chat.

Has he ever managed to scare Daniel Craig? ‘no, not really,’says Higgins. ‘He’s James Bond. How could i scare JamesBond?’ ok, scrap that. Has he ever managed to scare himself?‘Yes,’ he answers, ‘always.’

Unsurprising really when you take a look at Higgins’ drivinghistory. a rally driver for 25 years, he has dabbled in stunt workin recent times, finally finding his place as Bond following thequarry chase scene in Quantum of Solace.

tonight, Higgins will be driving along the banks of the rivertiber in rome in one of the DB10s created for Spectre – whilesquirting flames out the back of the car at a Jaguar C-X75giving chase. Just another day at the office, then.

the Spectre set is quite unlike anything we have ever seenbefore. a fleet of DB10s and C-X75s are being prepped, whilea team of divers bob up and down in the river. a camerahelicopter hovers above.

‘we’ve been on this now for three months,’ says Higgins. ‘wedid rehearsals back in December and the main rome car chasestarted three weeks ago. this week we’ve had a wall ride,we’ve been jumping down steps, drifting around the streetsand gone through the Vatican at over 100mph, which is prettyawesome. i don’t think anybody has ever done that before andi don’t think it’ll ever be done again.’

the streets of rome brought their own unique challenge,as Higgins explains. ‘it’s been very difficult here because wecouldn’t practice on cobbled roads anywhere else. there’s justnowhere to simulate these kinds of roads. we can practice atmillbrook and mira in the Uk, but until you actually get hereit’s a very different thing altogether and for the most partwe’ve never even seen the road properly until it’s closed off.’

Higgins’ wrC history makes itself apparent when i askhim to describe exactly how the Vatican sequence took place.rome simply appears to be a rally stage to him as he reels offan explanation as if it were a set of pace notes. ‘we probablywent through there ten times,’ he says. ‘You’ve got the lead up

M

a straight road followed by a nice square left and a long right-hander.Because of the cobbles outside the Vatican, the car reacts very differentlyand as it’s getting later in the evening, the moisture in the air starts [totake effect] as well, so it becomes quite slippery. Often we’re jumpingfrom one car to another, so just getting a bit of heat into the tyres makesfor a massive difference.

‘For us it was amazing because everything was locked off. We wereprobably going through the square at 100mph sideways, which wasquite nice. We were told: “Whatever you do, just don’t hit the Vatican.”’

The driving sequences in Spectre required a set of very special DB10sand C-X75s to be produced. Eight in total made their way to Rome,ranging from cars specifically set up for jumps and drifting, to the clever‘pod cars’. These represent a particular challenge to Higgins. Built soactors can do their dialogue while driving, they have a cage on the roofthat the stunt driver straps himself into and controls the vehicle from.

‘The pod is very difficult,’ says Higgins. ‘The problem is you haven’tgot direct steering feel – instead it’s done through hydraulic powerboatsystems, so it never centralises. You’re always correcting it. It’s not likedriving a car at all. We much prefer driving the real cars.

‘You get used to it but obviously your centre of gravity is very high,so you feel like you’re going to roll over. It’s not until you’ve actually

chucked it around a few times that you get confident in it. It’s very, verydifferent up there.’

He might claim he scares himself all the time, but chatting withHiggins is enough to convince you that really he is a man with no fear.Example? ‘I’d love to drive a Formula 1 car upside down,’ he says. ‘I thinkthat’s got to be done one day. I found a tunnel when we were in Austriashooting for Spectre. It’s got a flat top and if you got the transition rightI’m pretty sure that could happen.’

But going back to his current job, just how Bond is Higgins? He mighthave the suit and he most definitely can do the driving, but does hehave the gadgets? I ask him who sets off the DB10’s flamethrower andinstantly realise he has fulfilled every Bond fan’s dream.

‘I’ve got a few buttons to press,’ he says with a grin. ‘And, yes, it’s mewho activates the flamethrower.’ Not only does he get to drive the Aston,but he plays with the gadgets as well…

Later that night we witness Higgins in action as a DB10 and C-X75scream their way down the edge of the Tiber, their howling V8s ringingbetween its stone-clad banks. There’s a brief moment, while the300-strong set falls silent and the cameras roll, that both cars appear tobe chasing each other for real. For that moment and that moment alone,Mark Higgins is 007. L

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‘We wereprobably going

through theVatican City

at 100mphsideways, which

was quite nice’

Above:ML65 camera car(impressive in itself) chasesDB10. Left:pod atop C-X75.Below: racing throughRome, near the Vatican City

JAMES BOND ’ S STUNT DR I V ER

They’re classic models, but overhauled,upgraded or even built afresh today. Wesample three reborn icons, starting withthis Porsche 911 re-imagined by Singer

b y R IC H A R D M E A DE N

PHO T O GR A PH Y b y A S T ON PA R RO T T

Old friend,new tune

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‘Each car islavished withthousands ofhours of labourand fittedwith the finestcomponentry’

I f t h e r e ’ s a p o s t e r c a rfor the retro-modernist automobile movement,this is surely it. By no means the first tocombine classic 911 looks with modern 911performance, the exquisite creations of RobDickinson and his dedicated team at SingerVehicle Design are by common consent themost complete and the most covetable. Truly,madly, deeply wonderful machines, they shinewith a level of quality and fanatical detailingthat’s so close to perfect you feel slightly giddyjust looking at a photograph of one.

If you’re a fan of classic 911s the idea ofmessing with Stuttgart’s mojo instinctivelyfeels like something akin to heresy, yet theempathy with which the California-basedcompany approaches the task of reinventing964-generation Porsche 911s is absolute. Theseguys revere Porsche’s legacy and have steepedthemselves in the kind of geeky knowledgethat enables them to take inspiration from allthe great 911s of the past but never directlycopy any of them. They would certainly neverseek to pass off Porsche’s work as their own,but for the record – and the appeasement oflawyers – the correct way to refer to this car isas a ‘Porsche 911 re-imagined by Singer VehicleDesign’. So now you know.

The results, as I’m sure you’re all aware, arebreathtaking. The exacting nature of Singer’srestoration and re-imagining of Porsche’s 911 islegend, so I won’t revisit the process in detail,but suffice it to say, once a 964 enters the SunValley workshop it undergoes a transformationprocess that sees it lavished with thousandsof hours of labour and fitted with the finestcomponentry available – a mix of bespokeand original Porsche parts – before emergingaround eight months later as one of the world’smost desirable cars.

As you can no doubt imagine, every car isbuilt to a very personal specification, as befits

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the totally bespoke nature of the commissioningprocess. Understandably, customers don’t tendto hold back, so whilst there are a number ofengine, transmission and suspension options,people tend to go for the ultimate version. Wellyou would, wouldn’t you?

If there was ever a question mark overSinger’s business plan, it was whether therewere enough people in the world prepared tospend upwards of £300,000 on a revamped 964911. Five years on – in which time Dickinsonand crew have worked tirelessly with totalcommitment to the cause – any doubts havebeen replaced by a burgeoning order book.Annual production now sits at 25 cars. Fortyhave already been delivered and if you orderone now you can expect to get it in two years.It’s a phenomenal and apparently exponential

Right:bespoke carbonbodywork infuses the 964shapewith an irresistiblyclassic vibe. The doors canalso be had in carbon, butonly if a roll-cage is fitted

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success story, and one that has plenty morechapters to come if my sadly-off-the-record chatwith Dickinson is anything to go by.

This particular car was the first Singer-modified 911 to come to the UK. If you were atthis year’s Goodwood Festival of Speed there’severy chance you will have seen and heard itin action, or at the very least left your greasynoseprint on the driver’s window. It speaksvolumes that even at the year’s finest gatheringof historic and contemporary cars, this andSinger’s first reborn Targa pulled people in likemagnets. It was while at Goodwood that wenabbed Dickinson and begged him for a chanceto drive this car on proper UK roads. He in turnbegged the extremely accommodating customerand plans were duly hatched for something I’velonged for since first experiencing Singer’s workon US soil back in 2012 (evo 176).

Since then, not only has Singer’s order bookexpanded, but so has its team, which nowextends to the UK. Sales are handled by supercarspecialist Simon Furlonger, while everythingelse, from sourcing suitable 964s for prospectivecustomers to servicing (and transporting carsto remote Welsh photo locations) is takencare of by Greg Cranmer of Heritage AutoWerks. Together they make a good team andfurther authenticate the seriousness of Singer’soperation and ambition.

It’s hard to describe how it feels to watch andlisten as this car starts and is gently disgorgedfrom its covered trailer. I’ve never seen an exoticbutterfly emerging from a chrysalis, but asthis 911 sits in the late summer sunshine, lightglinting from its nickel-plated brightwork, air-cooled motor cackling busily at a fast idle whileserpentine vapours curl into the air from its

‘Singer preserveseverything abouta classic 911 thatyou want to keep’

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Above:Meaden says his own 964 RSwould be left in this car’s beautifully wrought wake.Below left:Cosworth ‘six’

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sawn-off exhaust pipes, it’s impossible not tostand mesmerised at the sight before you.

Regain your mental faculties and a multitudeof things strike you. First is just how small the964 is compared to today’s 991, even whenwearing Singer’s generous carbonfibre curves.Then there’s the purity of that shape and themillimetric precision of the stance. Step closerand your eyes dart from detail to detail, thenyour hand reaches out to grasp the driver’sdoor handle (again, nickel-plated), at whichpoint the whole process begins again as you getbehind the wheel and drink it all in.

Few cars in my experience combine opulenceand honesty so effortlessly. The wovenleatherwork is beautiful, the brass collets inthe vented seats a perfect nod to competitioncars of the past, as is the lovely Momo Prototiposteering wheel – one of the few things Singer

is happy to buy off-the-shelf. Oh, and then fitwith its own billet-machined nickel horn-push.All these lovely materials are offset by the areasof exposed paintwork, in this case a gloriousshade of orange christened ‘Yolk’. It is so richand glossy, you feel like you could dip a soldierof toast into it.

So here you are, sat in this fabulous,ferociously valuable, privately ownedand totally bespoke car. You should feelintimidated, almost too scared to start thething and drive it away for fear of putting amark on it, but as soon as you twist the key youfeel completely at ease. And that’s the greatjoy of this car – it preserves everything abouta Porsche 911 you want to keep. That intimacyand dedication to function, the ease of use andfuss-free operation that makes driving it feellike second nature.

Of course, there are the 911 quirks long sincelost in the mists of time and evolution. Thingssuch as the offset driving position combinedwith floor-hinged pedals that work shinmuscles you’d forgotten existed. But there’ssomething – everything, actually – that feels sonatural about this car that it’s like putting on atailored jacket that fits so well you barely knowyou’ve got it on.

Rare is the car that looks this good anddelivers a driving experience to match, butno sooner have you slotted first gear – notingthe smoothness and perfect weighting of theSinger-fettled shift – brought the revs up alittle, fed in the clutch and pulled away that youknow this is a machine built by car obsessivesfor car obsessives. This car features Singer’s3.8-litre flat-six. Developed by Cosworth, allSinger’s engines – that’s to say the 3.6, 3.8 and

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Thispage: attention to detail isastonishing – original trim blendsseemlessly with the Singer-addeditems.While the shell is from a964, the interior evokes the spiritof the ’70s (only with electricseats). The steeringwheel is thesame used in Porsche’s 917 racer

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‘It howls to its limiter with an urgencyunlike any large-capacity flat-six that’s

ever sat in a 911 road car’

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the recently introduced 4.0 – are built by EdPink Racing Engines in California.

Good for 360bhp and 282lb ft, the 3.8 issensational. In fact there are times you haveto remind yourself this is an air-cooled flat-six,such is its smoothness, response and appetitefor revs. Don’t worry, it still has that uniquelygruff, respiratory note, but the way it sings(no pun intended) through its rev range ismajestic and completely intoxicating. Mated toa six-speed gearbox, this makes for a car withintense performance. There’s an absolute wallof torque through the mid-range, yet the moreyou pour on the revs, the sharper and moreintense the engine feels. You might not trouble

the final few increments of Singer’s famous11,000rpm tacho, but this thing howls to itslimiter with an urgency quite unlike any large-capacity air-cooled flat-six that’s ever sat inthe tail of a 911 road car. It’s like a race enginewithout the hissy fits.

It’s worth noting that, since its introduction,most of Singer’s orders have been upscaled tothe new 4.0 motor. Someone has even orderedone to replace his 3.8. Mighty though the 3.8 is,the prospect of the 390bhp and 315lb ft engine,complete with custom crankshaft, Carrilloconrods, Mahle barrels and pistons, Jenveyindividual throttle bodies, and cylinder headsby Extreme Engineering is mouth-watering.

‘It’s impossibleto tell where

the original carends and Singer’s

contributionbegins’

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would have done had it spent the last 25 yearsperfecting the air-cooled car.

Some people don’t ‘get’ what Singer does.That’s understandable when the asking pricefor the finished article is so much more than thevalue of the car it’s based upon. Yet when youspend time with the car – quality time whereyou can pore over it and then go and drive itproperly – you’re genuinely left wonderinghow they can do it for the money. And, if you’reanything like me, left wishing for the lotterywin that would see one in your garage.

It’s no coincidence that the rise of the retro-modern car comes at a time when modern high-performance cars have never been faster oreasier to drive yet offer a level of performancethat’s almost completely unusable on publicroads. When your role as driver has beenreduced to that of an awestruck bit player, is itany wonder we’ve started to crave the deepersatisfaction of a car that includes you in everymile of every journey at sane speeds?

Genuine classics offer some solace, but theycome with compromises of their own. Notleast the fact that in becoming appreciatingassets reliant on low mileage and originality,many owners are afraid or reluctant to usethem. What Singer does with the Porsche 911gives those with the means and imaginationa way of sidestepping that trap with a car thatcombines the best of classic and modern todeliver something with timeless qualities andlimitless appeal. It’s a fabulous recipe. Oncetasted, nothing else will do. L

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Porsche 911re-imagined bysinger

engine Flat-six, 3800ccPower 360bhp @ n/aTorque 282lb ft @ n/aTransmission Six-speed manual, rear-wheel drive,limited-slip differentialFront suspensionMacPherson struts, coil springs,adjustable dampers, anti-roll barrear suspension Swing arms, coil springs,adjustable dampers, anti-roll barBrakes Ventilated and drilled discs, 322mm front,299mm rearWheels 9 x 17in front, 11 x 17in rearTyres 225/45 R17 front, 275/40 R17 rearWeight 1200kgPower-to-weight 305bhp/ton0-60mph 3.6sec (estimated)Top speed 180mph (estimated)Basic price c£300,000

evo rating:;;;;3

Running on Öhlins suspension, customtuned by the Swedish firm to specific Singervalving, this UK car is built to optimum roadspecification. It feels sublime, riding bumpsand crests with serene pliancy, yet respondingto steering – and throttle – inputs with clarityand immediacy.

You can feel some old-school 911 traitscome into play, such as the obvious rearwardweight bias and the occasional tendency tonod its head, but that’s the point of this car: theperformance of a later GT3 (the first 4.0 Singerwas timed at 3.3sec to 60mph), the characterand connection of the earlier cars and somenewfound control and compliance that’s

beyond any 911 you have ever experienced.The weird thing about this car is that, much

like the looks, it’s impossible to tell where theoriginal car ends and Singer’s contributionbegins. The feel and behaviour could onlybe that of a 911, the soundtrack, too. Yet thefinesse and fine detail of its feedback and thefluidity of its progress across testing Britishroads and terrain is something else altogether.I love my 964 RS dearly, but it doesn’t haveanything close to the delicacy of this car. In factit wouldn’t know which way this car went.

All of which reinforces the sense that whatSinger has done to the 964’s dynamics andperformance is what you’d hope Porsche

FIA approved and built by Jaguaritself, just six of these ‘new’,

£1million-plus Lightweight E-typeswill be built. Do they capture the

magic of the 12 originals?

b y J E T H RO B OV I NGD ON

Historyrepeating

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Perfection. A concept at the heart of manyreborn classics. An obsession with every detail, a fierce desire to createsomething authentic, to honour the tradition and legacy of what’sgone before. But striving for perfection brings risk. The best cars aren’tnecessarily ‘perfect’ in a conventional sense, and the best old cars arecertainly a very, very long way from flawless in so many ways. Yetimposing modern tolerances and cutting-edge modelling and materialtechnology threatens to change the overall experience to such an extentthat maybe the magic formula will be lost forever, the new creation anaesthetic masterpiece but a shadow of the gnarly, imperfect, quirky andawkward original as an overall experience.

The new Lightweight E-type built by Jaguar Heritage, an arm of thesprawling JLR Special Operations division that also includes SVO, teststhat theory to the nth degree. The concept behind it has a gorgeoussimplicity and a poetic charm, but when you see the breathtakingexecution you can’t help but wonder if the authenticfeel and spirit of the original could possibly survive.

The story of the Lightweight itself is delightfullyimperfect and, until now, unfinished. Backin February 1963 work began on the ‘SpecialGT E-type’ to take on the might of Ferrari ininternational endurance racing. The standard car’ssteel monocoque and panels were replaced withhandmade aluminium alternatives, spot-welded andriveted together. The result saved 114kg. The enginewas a dry-sumped 3.8-litre XK straight-six witha new aluminium block and wide-angle cylinderheads. Good for around 300bhp, it also saved morevital kilos. Jaguar homologated the engine in twospecs, the first running three 45DCO3 Weber carbs,the other using Lucas mechanical fuel injection.

The intention was to build 18 examples, but just12 were produced in ’63 and ’64 and delivered toprivateer racers. Six chassis numbers assigned to theLightweight project were left dormant and remainedblank in Jaguar’s own production ledgers. Now Jaguar Heritage hasrevived the Lightweight and will build those six missing cars. Each hasalready sold for well over £1million. The passion bursting forth fromthe team charged with finishing the Lightweight story is plain to see andthe attention to detail in the build process has a joyous human touch atits very centre, despite help from some very modern technology.

We’ll get to the hand-built stuff in a moment, but first let’s considerthe technology used to arrive at an authentic specification from a timewhen blueprints and technical drawings are scarce to say the least. Allthe documents that had survived were of course studied and logged,but the car really started to come together when one side of the finaloriginal Lightweight was digitally scanned, each internal and externalsurface measured and every rivet mapped to get a perfect 3D rendering.That image was then flipped to create a completely symmetricalshape and structure. Chassis 12 was chosen because it’s about the

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most original in the world and also featured various strengtheningimprovements learnt along the way during the first production run.

As race cars, many Lightweights have been modified further overthe years, so the ‘new’ cars are arguably more authentic than one youmight see racing at Goodwood or the Silverstone Classic. Perhapsmost importantly though, Jaguar decided not to improve the rivetingtechniques and spot-welding patterns, nor to employ modern high-strength materials in key parts of the structure. Everything is as it wasin ’63 in that regard. This new batch of Lightweights might be the mostprecisely proportioned E-types ever, but they remain Lightweights,warts and all, in terms of rigidity and chassis behaviour.

Production itself is handled between three sites. The monocoqueis created in Jaguar’s Whitley technical centre in Coventry, therolling shells are painted at Gaydon, then the final trimming and themarrying of the drivetrain to the car takes place at Browns Lane back

in Coventry, yards from where theoriginals would have been throwntogether. Well, maybe not ‘throwntogether’ but certainly the qualityof finish and the level of precision in2015 is of a whole different order.The result? Simply jaw-droppingly,head-swimmingly, heart-thumpinglybeautiful in every way. Sitting in thepitlane of the Navarra racetrack inradiant Spanish sunshine it lookstiny, delicate, taut, sculptural anddeliciously exciting. Those 15-inchwheels, 7 inches wide at the front and8 at the rear, give an unmistakablestance that turns the awkward,narrow-track E-type into somethingso much fiercer. Still organic but withpalpable menace. It almost looks toogood to drive.

However, Jaguar Heritage hopes that these new cars will be racedhard and each has full FIA papers for historic racing. It’s homologatedat 960kg dry and a little over a tonne with fluids on board. The engine– supplied by historic race car restoration experts Crosthwaite andGardiner – runs a compression ratio of 10:1 and produces around340bhp. Car One, this car, is fitted with the fuel injection system andI’m warned that the throttle is basically on or off. The Lightweight runson Koni dampers built to a very similar specification to those from ’63and retains double wishbones at the front with torsion bar springs andindependent wide-based wishbones at the rear (where the driveshaftserves as the upper link) with two coil springs each side. I can’t quitebelieve that the owner of this thing is willing to let a few journalists infor several laps of this tight, technical circuit (understandably we don’thave access to the full majesty of Navarra’s faster sections), nor that I’llmuch enjoy driving a car worth well into seven figures with a throttlepedal that acts like a switch.

Of course, the driving is only half the story with a box-freshLightweight. To just walk up to it, pop open the tiny door, notice thewide bare-aluminium sill is covered in protective film, then dropbackwards into the slim red leather seat is a massive thrill. The thin-rimmed wooden steering wheel is huge, the bare transmission tunnelhot to the touch and the lever for the four-speed all-synchromesh’box perfectly positioned. What a view! To say it’s evocative to graspthat beautiful wheel, take in the big Smiths dials – the right-hand

Top right:body comprises230 separate components,all of them reproduced in

similar grades of aluminiumto the original parts.Right:engine uses an aluminium

development of theD-type’s cast-iron block

‘The Lightweightis simply jaw-droppingly, head-swimmingly,heart-thumpinglybeautiful inevery way’

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jaguar lightweight e-type

Engine In-line 6-cyl, 3868ccPower 340bhp @ 6500rpmTorque 280lb ft @ 4500rpm

Transmission Four-speed manual, rear-wheel drive, limited-slip differentialFront suspension Double wishbones, torsion bar springs, dampers, anti-roll bar

rear suspension Lower wishbones, upper driveshaft links, radius arms,four coil springs, dampers, anti-roll barBrakes Discs, 305mm front, 286mm rear

Wheels 7 x 15in front, 8 x 15in rearTyres 6.00L15 CR65 front, 6.50L15 CR65 rear

Weight 1000kgPower-to-weight 345bhp/ton

0-60mph 5.0sec (est)Top speed 185mph (gearing dependent)

Basic price £1,000,000+On sale Sold out

evo rating:;;;;3

one reading to 160mph, the left marked in tens to ‘70’ but with a redsegment starting at ‘60’ – and to look through that tiny upright screenand over the rise and fall of that extraordinary bonnet is somethingof an understatement. The sense of anticipation is almost unbearable.

The big straight-six is already idling loudly as the car has beenwarmed through by an instructor. The noise makes a mockery ofmodern ‘sports’ exhausts tuned for a pleasing, singular howl. Insidethe car is buzzing, droning, tingling and pulsating to layer uponlayer of valvegear thrash, the chatter of the lightweight flywheeland general mechanical cacophony. It’s a warm day but inside theLightweight it’s sweltering and the smell of hot oil and fuel just addsto the overwhelming sensory assault. My fears that this reincarnationmight have been massaged and polished to an unrepresentative levelof perfection immediately seem laughable. I’m already buzzing, andnot just from the vaporised petrol fumes.

Sure enough I cough-splutter-howl and then cough-splutter-howlagain out of the pitlane, the mechanical fuel injection doing its binarything and my tentativeness hardly helping. The four-speed ’box isactually pretty easy to use and the shift is light – nothing like asheavy as a Cayman GT4’s, for example, but longer of throw – whilethe steering quickly lightens up from the really heavyweight feel atvery low speeds. The first lap or two are something of a blur but theLightweight quickly feels absolutely transparent. It’s narrow andnimble but also very physical, something that’s exacerbated by thetight, short loop we’re using, which requires plenty of downshifts, mybest (read ‘barely passable’) double-declutching and real muscle in theslowest corners just to get the car to turn. The rack and pinion steeringis fantastic, though, its weight and texture an ever-changing pictureof the grip and surface rolling beneath the Dunlop CR65 racing tyres.The unassisted brakes too have a wonderful level of detail despite verylittle pedal travel.

It’s quickly obvious that the Lightweight needs a fast, flowing trackto truly come alive but there are glimpses of its balance, poise andoutright performance potential on every lap. The straight allows thestuttering low-rev delivery to morph into a big-hearted shove thatgrows in intensity as you close in on 6500rpm, the various mechanicalnoises converging into one triumphant howl. There’s a left-right

‘You’re so muchbusier, so much more

focused on gettingeach element tocome together’

RE - IMAG IN ED I CONS : JAGUAR l I GhtwE I Ght E -typE

combination where the front tyres threaten to understeer but, if youget it just right, the engine hits its sweet spot just at the perfect momentto lock up the Powr-Lok limited-slip differential and get the rear of thecar steering for you, a smidge of oversteer then settling into a beautifulfour-wheel drift. It’s fleeting, but enough to get the hairs on the back ofyour neck standing proud.

The overwhelming impression is one of absolute immersion. It’sfunny because every phase of the track is lengthened compared withwhen you’re in a modern sports car. You need to brake earlier, changegear more deliberately, tease the car into the apex rather than justtwitch a super-alert steering system to get it turned in, and anticipatethe engine’s inconsistent response with big throttle openings… Andyet while that cornering phase is extended, as a driver you’re so muchbusier, so much more focused on getting each disparate element tocome together as one fluid process that it feels more frantic.

It’s exhausting but also utterly elating. Every lap I make mistakesand at each corner the Lightweight feels like it could give more. Butthe resolve to do better, to find that magical place where the car isgently drifting sideways whilst driving forwards, to make this tiny,wonderful car perform to its optimum, grows in intensity. The veryessence of the thrill of driving is found right here in all its flawedperfection. What a machine. L

right: exposed aluminiuminside emphases the

lightweight nature of thecar, although customers

can specify a fully trimmedinterior if they’vemissed

the point slightly; roll-cageis standard equipment

Money forsomething

Can a 1960s Alfa GTA reallyjustify a Ferrari-money pricetag? When it’s an Alfaholics

GTA-R 270, it can

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b y H e n ry c at c H p ol e

pHo t o Gr a pH y b y a s t on pa r ro t t

33

Re- imaginedicons

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Dashing Down the narrow lanesthat lead to the hairpin, the little Alfa feelsabsolutely at home. Like a red rat up a greendrainpipe, it is scurrying between the tightbanks and nipping through the corners. I reachfor the long gearlever and find the smoothsurface of its polished black top, feeling it buzztinglingly in my left palm as the revs reach7000rpm before I pull back smartly for fourth.A moment or two more on the throttle, thenit’s onto the middle pedal, pressing hard withthe ball of my foot, leaning on the unservoedbrakes, canting my heel across to blip thethrottle once, twice as we line up for the left-hand switchback.

Tucking the nose into the bend with thesmall steering wheel, the front hooks in sweetlytowards the kerb, meaning the throttle canbe applied early and with a bit of purpose.The front momentarily lightens past the apex,pushing wide of the line a fraction, but thenthe tail swings round as the road opens out andthe steering seems to begin correcting the caralmost of its own accord. This isn’t a snappy stabof oversteer but a decent drift. Throttle wideopen, diff locked, the car is almost walkingitself wide on the exit of the bend as it slides upthe road. There’s time to enjoy it and the hugesmile on my face and the feeling in my stomachsays I really am.

While you have almost certainly heard ofSinger and no doubt were aware of Jaguarbuilding six ‘new’ Lightweight E-types, youmight not be so familiar with Alfaholics and itsGTA-R. The company was started in the 1970sby Richard Banks, who ran race teams andthen restored and sold 105-series Alfas. Whenhis sons Andrew and Max came along, theygraduated from karting to building and racingtheir own Alfa.

‘We developed a Watt’s linkage suspensionand tubular wishbones to modify the geometryand make our race car quicker and quicker,’ saysMax. ‘Then, after university, I joined Alfaholicsand we decided to basically productionise all

our race-car parts and offer them to customersaround the world. We made a batch of bits andthey sold ridiculously quickly, so we knew therewas a market for this!’

The car Alfaholics has brought to southWales today is actually Max’s own. He begandeveloping it ten years ago from a 200,000-mile 1967 ‘step-nose’ GT 1300 Junior,gradually updating it, honing it, tweaking itand driving it out to the Nürburgring and Spafor testing (and for fun).

‘The idea was to try to keep the essence ofit being a 50-year-old car in terms of the bodyshape – using original lights, et cetera – sothat it looks like an original GTA,’ says Max.One thing that has been changed very slightlyas far as the looks of the car are concerned isthe wheels, but there are sound engineeringreasons for this, as Max explains: ‘To get bettertyres, bigger brakes and better suspensiongeometry, we’ve recast the original, 14-inchdiameter wheel in 15 inches. Now we’ve got a300mm brake disc with a six-pot caliper in thefront and the extra inch also gives us better rollcentres and caster. The rear axle’s tweaked for

camber and toe, to improve the grip and setupfor the tyres, and then the top reaction arm,which originally is a cast-iron part, we redo inaluminium and then put a spherical bearingin the back of it to allow the axle to articulatenicely over the bumps. A lot of cars end up withheavy-duty rubber bushes to try to stop the axlefrom moving sideways, but this doesn’t allowthe axle to articulate and you feel the back ofthe car bobbling around. We put a uniball in theback, which gives us no lateral movement at allbut allows the axle to move vertically.’

The limited-slip differential is a bespoke

item, too. ‘It’s our own diff, which we’vedeveloped with copper-sintered friction plates,’says Max. ‘This has allowed us to reduce thetotal preload on the diff so it hasn’t got too higha preload and becomes too noisy. It’s runningwith our own specification of ramp angle andwe actually run no ramp during deceleration,which is why you can brake and move the carleft and right and place it where you want onthe way into a corner. The diff isn’t trying tohold the car straight. This car is also runningtwo-and-a-quarter-inch springs with coiloverdampers at the back, which again massivelyreduces all the unsprung weight.’

And then there’s the engine. ‘Under thebonnet is an Alfa 75-based Twin Spark unit,’explains Max, ‘so it’s a proper Alfa aluminium-block, four-cylinder engine. It’s the last of theline of the true Alfa four-cylinder engines thatgoes back to the ’60s and is what these cars hadoriginally. The head design is quite like the oldAutodelta [competition department’s] GTAcylinder head. We build it as a 215bhp 2 litre.’

As it developed the bits for Max’s car,Alfaholics also sold them through its mail-order

business. But with pictures of Max’s projectbeing posted on the company’s website, peoplebegan asking if they could have a complete carlike his GTA-R. That evolved into the businessgoing full circle and having a workshop again,just like it had when Richard started it. Nowthe mail-order side and the workshop run intandem. Most orders go abroad, with Australiaand America being the biggest markets. Youcan order all the parts for a GTA-R in a crateand the guys reckon they ship one full kit outevery couple of weeks. About 30 to 40 cars alsogo through the workshop, near Bristol, each

al fahol i cs gta-r 270

DRight: looks remainlargely true to theoriginal, but GTAgeekswill spot subtledifferences such asthe inch-larger wheels.Oppositepage:extremeweight-savingmeasures in evidence

‘The carbonfibredoors are solight that onlya slam will do’

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‘The GTA-R begs to be drivenquickly and revved hard from

the moment you get into it’

AL FAHOL I CS GTA-R 270

year, although Alfaholics only does about two fullbuilds in that time.

A fully built GTA-R costs – and I hope you’resitting down for this – about £120,000. However,Max’s GTA-R has evolved a step further and for£198,000 Alfaholics will now build you a car likethe one you see here, which is even lighter andeven more powerful, with custom parts that can’tbe purchased separately. For starters there is acarbonfibre bootlid, bonnet and doors. The frontwishbones are made from titanium, as are thewheel nuts and wheel bolts. Everything that canbe machined from billet aluminium has been andthere are some parts that have more holes than aPolo factory.

The end result is a kerb weight of 835kg – areduction of 80kg over a ‘normal’ GTA-R – andthat’s with the leather and Wilton wool carpetstill in the car. This car is what they’re callingthe ‘GTA-R 270’ (for 270bhp/ton), but there isalso a 290 version coming with a 2.3-litre enginethat has a long-stroke crank, a bigger bore and aspecial sort of closed-in deck to stiffen the blockup. In theory that is a 240bhp engine, with a leapin torque from 160lb ft up to 200lb ft. The GTA-R290 will set you back £222,000, which is a hell of alot of money, but as the Banks brothers are at painsto explain, this represents the amount of time thatgoes into each one.

I have to say that, walking up to the car, I amalready rather smitten. There is that slightly oddproportion to cars like this and the Ford Escortthat doesn’t look quite right from some angles,with the glasshouse appearing too long, but thenthe aesthetic is just perfect from others. Therear arches look cool but curiously unfinishedcompared to the rest of the car, but that’s how theywere on the original Autodelta design. There isno need for me to write reams on the beautifullydrilled parts as you can lust after them yourselfthrough the photos. However, I will just mentionthat after you’ve pulled open the door with theteeny-tiny handle, you can’t help but notice thateven the door closing plates have been holed likethey’ve had close-quarters contact with the wrongend of an Uzi.

Inside, the car looks like new. But better. Theleather covering the Recaro buckets is wovenin places to mimic that of the original seats, thecarpet is thick and luxurious, and the pedals aremachined from billet aluminium by the samecompany that does the dash in a Bugatti andthe drinks cabinet in a Rolls-Royce. In fact, allthe pieces such as the door handles and windowwinders have been machined from billet to save

weight, before being polished so that you wouldn’tknow they weren’t the chromed originals.Although you cannot use them because of thelightweight (but leather covered) T45 cage thathas been welded in, retaining the seats in the backis the final element that makes this feel like a veryhabitable car indeed.

If all this sounds a little too new, the smell ofleather and wool mixed in with a faint whiff ofpetrol soon transports you back to a different age.The patina of the dials and switches combinedwith the Italian scripts declaring ‘GIRI x100’ onthe Veglia rev-counter, or ventil, aperto, chiusoon the heater controls, also transports you tosomewhere entirely more glamorous.

After a few minutes drinking it all in I pull thecarbon door shut. Then I have to open it again andshut it properly because it’s so light that only a slamwill do. The engine starts easily on the key and thecompetition clutch and lightweight flywheel don’tcombine as aggressively as I’d feared, so it’s easy toget moving. Manoeuvring at low speed is a doddletoo, because the car has a speed-sensitive electricpower-steering system that gives your forearmsjust enough assistance in a car park but thenbasically disappears once you’re up and running.This leaves you to enjoy one of the main reasonsfor buying one of these new-old cars: steering feel.

The weighting and tactility from the smallwheel is everything we crave in modern cars butso rarely find. In fact, when you start to listen, it’snot just the wheel but the whole car that is talking.The seat is reclined a fraction and the pedals seemto lean forwards to meet your feet but it all feelsperfect to me. Changing gear is curious at firstbecause you have this very precise, small actionbeing controlled at a distance by a very long,slightly vague lever, yet it is quick and satisfyingonce you’re acclimatised.

There is a temptation to look at the little Alfa andthink it must be fragile and will need to be treatedwith kid gloves, but the GTA-R begs to be drivenquickly and revved hard from the moment you get

Left: plated limited-slipdiff designed in-houseby Alfaholics deactivatesduring deceleration. Thisallows the driver to placethe car accurately forturn-in then leave thescene in style…

al fahol i cs gta-r 270

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into it. Within a few minutes you’re remindedof just what a wonderful soundtrack a goodnaturally aspirated four-cylinder can provide.Gruff and rough, it has a terrifically hard barkthat makes it sound fabulously aggressive. It’sfast too, with a bridge-to-gantry time aroundthe Nordschleife of close to eight minutes.

I was worried that the Yokohama NeovaAD08 tyres might be too sticky and rob theflyweight Alfa of some adjustability, but not abit of it. Through a particularly good sequenceof bends it dances between direction changes,light on its feet. The suspension is relativelyfirm and down the bumpier stretches of Welshblacktop you can still occasionally feel thevertical limits of the back axle, but this neverseems to hamper progress. The advantage of thefirm suspension setup is that there’s relativelylittle roll, so where you would expect a car ofthis vintage to lean and get vague, the Alfa isperfectly supported on its two-way adjustabledampers. This means that it allows you to playwith it accurately and confidently, revelling in

the beautifully balanced handling, workingboth ends up to and then over their limits.

The combination of feedback, smells, sound,quality and the sheer playfulness of this car issomething really magical. I can imagine drivingone every day and enjoying it wherever I went,rarely wanting for anything more.

Alfaholics is a great name and whoeverthought of it must have been chuffed to bits.But there is a sinister undertone. You only reallydiscover this darker side once you’ve driven oneof the company’s products, but it is very real. Ispeak from experience here, because after justone day’s exposure to this car I found myselfcraving more. In the days and weeks after Idrove it I lost hours looking at old 105-seriesAlfas on the internet – sometimes in the middleof the night. I kept replaying that glorious drivein my head, thinking about the sweet oversteerand longing for more, wondering where I couldget some money to feed this desire. After awhile I had to admit that after just one taste ofan Alfaholics product I might be addicted. L

AlfAholicsGTA-r 270

Engine In-line 4-cyl, 2 litresPower 222bhp @ 7000rpmTorque 160lb ft @ n/a rpm

Transmission Five-speed manual, rear-wheel drive,limited-slip differential

front suspension Double wishbones, coil springs,adjustable dampers, anti-roll bar

Rear suspension Live axle, coil springs, adjustabledampers

Brakes Ventilated 300mm front discs, solid 267mmrear discs

Wheels 7 x 15in front and rearTyres 195/55 R15 front and rear

Weight 835kgPower-to-weight 270bhp/ton0-60mph 4.6sec (claimed)Top speed 148mph (claimed)

Basic price £198,000

evo rating:;;;;3

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102 www.evo.co.uk

by Da n Pro s se r

PHo T o Gr a PH Y by

Dr e w Gi b son

These three hatches haveall held the front-drive

Nürburgring lap record inthe last year, but which car

will be fastest on track whenindependently tested in

production spec, on the sameday, in the same conditions

and with the same driver?

Hatchof theday

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mega-hatch track t est

One Of the three cars yOu see here isthe fastest front-wheel-drive production car of all time.Together they are the only front-driven hot hatches to haverecorded sub-eight-minute Nürburgring Nordschleife laptimes and each one of them is capable of outperformingmore powerful and expensive machinery around anygiven circuit. Between them, the Honda Civic Type R,Renaultsport Mégane 275 Trophy-R and SEAT Leon CupraUltimate Sub8 Performance Pack break new ground forthe once humble hot hatch. This is the first time the threecars have gone head-to-head in an independent test.

Early last year, SEAT became the first of the threemanufacturers to announce a Nürburgring lap time. WithJordi Gené – a SEAT factory driver in the World TouringCar Championship – at the wheel, the Leon set a time of

7min 58.4sec using the same Michelin Pilot Sport Cup 2tyres as our test car (a £460 option).

The record was short-lived. A few weeks later, Renaultdeclared a new record of its own, lowering the benchmarkto 7min 54.4sec. Renaultsport test driver Laurent Hurgonset the Mégane’s record time and the car wore the sametyres as the Leon, which in this case are standard fit.

In March this year, though, Honda announced a newrecord of 7min 50.6sec, cutting 3.8sec from Renault’sattempt. Honda declined to name the driver. All threelap times were verified on video and each manufacturercut out the 200m T13 straight (an act recognised as theindustry standard), but from there things start to get alittle murky.

The Civic was a pre-production model in what Honda

104

calls a ‘representative specification’. A roll-cage was fittedfor safety, but it was mounted on bushes, says Honda, sothat it didn’t add any torsional rigidity. The car’s radio,passenger seat and air conditioning unit were removed tooffset the extra weight of the cage. Curiously, Honda alsodeclined to mention in its official statement exactly whichtyres that particular Civic was using.

The three lap times were set on different days, withdifferent drivers and with some uncertainty around theexact specifications of the cars. The Nürburgring lap timerace is an unofficial, unregulated form of motorsport,which makes for a pretty flawed comparison. By gatheringthe trio of cars at Bedford Autodrome’s 1.8-mile WestCircuit and setting lap times of our own, however, wecan compare them under consistent and fair conditionsand establish with a little more authority which one isthe fastest. Our times, by the way, will not necessarilycorrespond with the Nürburgring times…

Turbocharged 2-litre four-cylinder engines power allthree cars, but the Civic is comfortably the most potent.With 306bhp it outpunches the Mégane’s 271bhp andthe Leon’s 276bhp, although the picture changes slightlywhen we consider power-to-weight ratios. Having been on

the most extreme weight loss regime of the trio – doingwithout air con, rear seats, a radio and sound deadening –the Mégane Trophy-R is 81kg lighter than the Civic Type Rand 3kg lighter than the Leon. With 212bhp per ton, theRenault trails the SEAT’s 216bhp per ton power-to-weightratio, but both fall short of the Honda’s 226.

All three cars are fitted with a six-speed manual gearboxand they all use a limited-slip differential to improvetraction. All wear 235/35 R19 tyres, too. The Civic is thevalue proposition, starting at £29,995. Equipped with theUltimate Sub8 Performance Pack and Cup 2 tyres, theLeon costs £31,410, which is still comfortably cheaperthan the £36,430 Mégane.

A bigger brake setup is included in the SEAT’s upgradekit. With 370mm discs and four-piston Brembo calipers upfront, the Leon has the highest specification of brakes bya clear margin. Not only do they look the part behind theretina-searing orange 19-inch wheels, they also give thecar massive braking performance.

The ambient conditions on this late-August day areideal for the task in hand: 21C, bone-dry tarmac andnothing more than a light breeze in the air. The lap timeswill be recorded using our GPS-based VBOX timing gear

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mega-hatch track t est

and verified on video. The Honda is the only car with airconditioning, which will be switched off for the timedruns so there is no unfair loss of engine power. All threecars will have their stability control systems switched off.

I head out in the Civic first. Initially the driver’s seat feelsas though it’s set a little too high, but you quickly get usedto the position and instead begin to appreciate the supportyou get from those firmly stuffed bolsters. With ‘+R’mode engaged, the Civic feels darty and flat-bodied. Thesteering is incredibly direct, too, which gives the Type Rthe immediacy of a Touring Car, but between cornerentry and apex the front axle just begins to bleed awayinto understeer. The chassis wants to change directioninstantaneously and hold a line, but those ContinentalSportContact 6 tyres struggle to keep up.

Mobile and adjustable at road speeds, the rear axlebecomes rather lifeless on circuit, which means there’snot a great deal that can be done about the mid-cornerundersteer. That makes the turn-in phase really critical,because if you do get greedy and cause the front axle topush, you simply have to ride it out. In the long corners youcan feel the lap time slipping away, but at least the tightlywound LSD means you can get back on the power good

and early when pulling away from slower corners.The Civic’s brakes are strong and they maintain their

performance throughout a series of laps, but the car isunstable under very heavy braking from high speeds. Onmore than one the occasion that instability causes me tobail out of a corner and abort the lap.

Throttle response is surprisingly dull, but on a circuityou do at least learn to pre-empt the delay and standon the pedal a fraction sooner. This new turbochargedengine does have good reach right at the top end, though,offering you another 500rpm or so with which to workcompared with the other cars. The Civic clocks a best timeof 1min 24.9sec.

Strapped tightly into the Mégane’s bucket seat, I headout onto the circuit, take a deep breath and promptly half-spin at the second-gear hairpin. Like racing slicks, theseCup 2 tyres are all but useless when cold, so I spend thenext two laps weaving and braking hard to find sometemperature.

Once warmed through, the grip they generate isstaggering. You can carry more speed into a corner, andthe Mégane will also hold a tight line where the Civicbegan to wash out. In slow- and medium-speed corners

Below:Mégane Trophy-R’snatural bias is towards oversteerin high-speed corners; the LeonUltimate Sub8,meanwhile,tends to stay tied to the track

‘Through thequick cornerstheMégane is onaknife-edge’

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the chassis feels well tied down, but in the quicker stuffit actually becomes alarmingly oversteery in its balance.

This car really does take some driving. Through thequick, fourth-gear corners at the end of the lap (see mapon page 109) the Trophy-R is on a knife-edge, but if yousettle the car before turning in and reapply the powerearly it’ll get through without biting. Whereas in the Civicyou tend to manage understeer, in the Mégane you wrestlehigh-speed oversteer. That pointy balance and innateadjustability make chasing a lap time in the French car atruly thrilling experience.

Good though the Honda’s seat is, the Renault’s fullbucket and harness is in another league. With the strapspulled tight you become the final component of the car,feeling every single chassis movement. You also don’tneed to brace yourself with your knees or cling on to thesteering wheel to stay upright, which means you can bethat much more delicate with your inputs.

With much more grip and a livelier chassis balance, theMégane is comfortably quicker than the Civic. It lowersthe benchmark to 1min 23.6sec, beating the Honda by1.3 seconds.

Having learnt my lesson in the Renault, I spend a lapor two warming the Leon’s tyres. Knowing that this car isonly fractionally more powerful than the Mégane and aless overtly trackday-orientated machine, I wonder whathope it has of matching its lap time. Even at half speed theseat feels unsupportive and the steering a touch loose.

Once those tyres warm up, though, the Leon comesalive. Like the Mégane, it finds tremendous grip on itsCup 2 rubber, but it seems to be even more defiantlykeyed into the track surface. Whereas the Renault willtwitch and squirm in the high-speed sections, the Leonis perfectly secure, which gives the impression of it beingeven quicker through the corners.

The engine is fearsomely strong – even more so thanthe Civic’s – and traction is resolute, while the brakingperformance requires a complete recalibration from thedriver. The net result is that you find yourself arriving atcorners at frightful speeds, but you can brake later in thiscar because the retardation is so forceful.

The Leon’s massive straight-line and brakingperformance, combined with its stable chassis balance, putit in a different performance league to the other cars. It’sas though you’ve just hoisted a spinnaker. You consciouslysail past their braking points and feel it pull even harderdown the straights.

It doesn’t have the Trophy-R’s taut body control – theRenault’s Öhlins adjustable dampers are just sublime – sothe Leon does roll and dive more, but you aren’t dealingwith anything like the same levels of high-speed oversteer.The Renault may be more dramatic and exciting, then, butthe Cupra is just as engrossing because it draws you intowringing out every little bit of lap time.

For a car of this level of performance, however, theseats are woefully underspecified. With such enormouscornering ability, you need to be held tightly in position, butthe standard seats are flat and unsupportive (SEAT does atleast offer an upgraded bucket seat option for £1250). That

frustration aside, the Leon is mind-scrambling on circuit.It goes half a second quicker than the Mégane, setting atime of 1min 23.1sec.

So how did a car with far from the strongest power-to-weight ratio demolish the others so emphatically, andwhat exactly did happen to the Civic’s grunt? Examiningthe lap traces and speed data on page 109 is revealing.

The SEAT’s top speed of 109.4mph comes before brakingfor the first corner – that’s nearly 2mph faster than theMégane and over 1mph faster than the Civic. The Leon’ssuperior stopping performance also means it can brakeeight metres later than the Civic, despite carrying morespeed, and it still slows down sufficiently to negotiatethe tight hairpin. The Mégane is slower at the apex of thehairpin than the Civic, but it has a tidier run through tothe exit and it comes close to matching the more powerfulCivic down the next straight.

The Leon, though, is just so much faster. It hits 95mphbefore braking (at around point A on our track map),compared with 91mph for the Mégane and 93mph for theCivic. Once again the Leon is also better on the brakesinto the following chicane. Despite having reached ahigher speed, it gets down to 60mph in the same 59m asthe lighter Mégane. The Civic, meanwhile, decelerates atnothing like the rate of the Leon.

All three cars are easily flat through the long left and

mega-hatch track t est

‘TheSEAT’sbrakingperformanceputs itin adifferent leagueto theother cars’

Anti-clockwise fromabove:Mégane’s Sabelt harnessis a real boon for trackdaydrivers; SEAT’s wheels arealso available in black; Sub8in a rare (and provoked)opposite-lockmoment; Honda’scossetting cabin boasts superbergonomics and plenty ofred trim; the sharp exterior isequally distinctive

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mega-hatch track t est

RenaultspoRtMégane 275 Trophy-r

Engine In-line 4-cyl, 1988cc, turboPower 271bhp @ 5500rpmTorque 265lb ft @ 3000rpmTransmission Six-speed manual, front-wheel drive, limited-slip differentialFront suspension MacPherson struts, coilsprings, adjustable dampers, anti-roll barRear suspension Torsion beam, coilsprings, adjustable dampers, anti-roll barBrakes Ventilated discs, 340mm front,290mm rear, ABS, EBDWheels 8.25 x 19in front and rearTyres 235/35 R19 front and rearWeight 1297kgPower-to-weight 212bhp/ton0-62mph 5.8sec (claimed)Top speed 158mph (claimed)Basic price £36,430

evo rating:;;;;3

seat LeonCuprauLTiMaTe sub8

Engine In-line 4-cyl, 1984, turboPower 276bhp @ 6000rpmTorque 258lb ft @ 1750-5300rpmTransmission Six-speed manual, front-wheel drive, limited-slip differentialFront suspension MacPherson struts, coilsprings, adaptive dampers, anti-roll barRear suspension Multi-link, coil springs,adaptive dampers, anti-roll barBrakes Ventilated discs, 390mm front,360mm rear, ABS, EBDWheels 19in front and rearTyres 235/35 R19 front and rearWeight 1300kgPower-to-weight 216bhp/ton0-62mph 5.8sec (claimed)Top speed 155mph (limited)Basic price £31,410

evo rating:;;;;4

HondaCiviC Type r

Engine In-line 4-cyl, 1996cc, turboPower 306bhp @ 6500rpmTorque 295lb ft @ 2500-4500rpmTransmission Six-speed manual, front-wheel drive, limited-slip differentialFront suspension Dual-axis struts, coilsprings, adaptive dampers, anti-roll barRear suspension Torsion beam, coilsprings, adaptive dampersBrakes Ventilated 350mm front discs,solid 296mm rear discs, ABS, EBDWheels 19in front and rearTyres 235/35 R19 front and rearWeight 1378kgPower-to-weight 226bhp/ton0-62mph 5.7sec (claimed)Top speed 167mph (claimed)Basic price £29,995

evo rating:;;;;4

the quick right-hander, but the Leon is enormously fastdown the next straight. Again it touches 109mph (at pointB) before braking for the hard left-hander, compared with105mph for the Mégane and 102mph for the Civic.

I get so drawn in by the Leon’s massive stopping abilitythat I actually brake a full 40m later in the SEAT thanin the Civic. At the point where the Civic has slowed to96mph, the Leon is still clipping along at 108mph. That’sprobably a little too late, truth be told, but the Leon hasenough braking and cornering ability that its run throughthe S-bend isn’t too heavily compromised. I turn into thefirst left-hander of the sequence at 79mph, some 7mphfaster than in the Civic, and just about make the apex.

The Mégane carries a little less speed into the S-bendthan the Leon, but it has a cleaner run through and getsa better exit. Once again, though, the Leon is faster downthe next straight (towards point C), while the Civic alsobeats the Mégane.

Here’s another example of the Leon vastlyoutperforming the Civic under braking. The Honda takes70m to slow for the second hairpin (4), from a peak speedof 85mph to 53mph at turn-in. The SEAT brakes from87mph to 52mph in just 60m. From the driver’s seat youcan feel the chassis hauling itself up with greater force.

The Civic has to shed more speed than the other two forthe second chicane (5) and it carries less speed towardsthe penultimate corner of the lap (6). The Leon has a clearlead by now and I choose to bank the lap rather than riskmaking a mistake, which means the Mégane is actually alittle quicker through the final two corners. Nonetheless,the Leon remains out of reach, while the Civic crosses theline 1.8sec off the ultimate pace.

The data paints a very clear picture: the Leon has fargreater straight-line performance than either of its rivalsand much better braking ability, too, but the Méganeactually carries fractionally more speed through corners.The Honda, meanwhile, is a match for the Renault interms of straight-line performance, but it falls a long wayshort in the braking zones and the bends.

Interestingly, our results were the exact opposite of theNürburgring times. Having driven the SEAT on track, itseems incredible to me that the Civic could have goneeight seconds faster around the Nordschleife than theLeon, but that discrepancy could be explained by anynumber of factors – ambient conditions, drivers, theRing’s mix of corners and straights compared with ourtest track or, maybe, something more underhand.

The Renaultsport Mégane 275 Trophy-R is the mostexciting car here and the Leon, I’m quite certain, makessomewhat more than its quoted 276bhp. And while it mayhave been shown up around the West Circuit at BedfordAutodrome, the Civic Type R scores a moral victory forbeing the cheapest car here as well as the most useableon a daily basis, thanks to its air conditioning and all-weather Continental tyres.

The real winner, though, has orange wheels. On theevidence of this test, the SEAT Leon Cupra UltimateSub8 Performance Pack is the fastest front-wheel-driveproduction car of all time. L

DISTANCE (METRES)100

40

100

70

50

110

80

60

90

300 500 700 900 1100 1300 1500 1700 1900 2100 2500 27002300

SPEE

D(M

PH)

Leon Mégane Civic

Lap time 1:23.1 1:23.6 1:24.9

Peak speed 109.4 107.6 108.3

Minimumcorner speeds (mph)

1 34.7 33.0 34.5

2 51.9 55.9 52.7

3 51.8 53.3 52.0

4 45.1 46.2 45.5

5 61.4 61.7 58.8

6 78.3 81.5 78.2

7 80.5 85.5 81.6

Maximumstraight-line speeds (mph)

A 95.0 91.4 92.9

B 108.6 105.2 102.3

C 86.7 83.8 85.2

D 98.3 96.1 97.2

E 93.4 92.1 91.3

F 92.9 95.2 93.8

12

A

B

C

D

E

F

3

4 5

6

7

Venue Bedford Autodrome,Bedfordshire, UKGPS 52.235435, -0.473227Conditions Dry, 21CLayoutWest CircuitLength 1.8 milesDirection Anti-clockwise

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bigthr illsl i t t l e b i l l s

No matter what your budget, a new thrill of drivingis closer than you think. evo staff reveal the cars theydream about owning and wish they could commit to

B I G THR I L L S , L I T T L E B I L L S

£35k 200mph carsby J E T H RO B OV I NGD ON

The first time you achieve 200mph is abig moment. It lives with you forever,played out in perfect detail wheneveryou cast your mind back to that magicalsplit-second. My moment came way

back in 2003, when we collectively decidedit’d be fun to try to hit the double ton on publicroads (evo 055). A couple of weeks later wewere in Germany on the A5, stationed betweenKarlsruhe and Mannheim and waiting for theendless line of trucks to break up enough tomake an uninterrupted, meaningful attempt athitting 200mph.

Former evo co-editor JohnBarker was the first to venture out,at about 10pm in a 996-gen Ruf RTurbo with 542bhp. As you’d expectof a Ruf product, it breezed up to200mph, stable and assured. I wasnext up in the absolutely absurdMTM Bimoto – an Audi TT withone engine up front and anotherin the middle. In combination, thetwo 1.8-litre turbocharged enginesproduced 740bhp. God it was fast,pulling to 150mph or so before I’d even exitedthe slip road, each gearshift accompanied by agreat orange flash from flaming exhausts. Theroad was three lanes wide, trucks ambling alongin the inside lane at decent enough intervalsthat I knew they’d stay put (crucial, because theBimoto needed every inch of those two clearlanes above about 180mph as it weaved andbobbed like a little boat in a raging storm).

Fortunately I didn’t need to run over 180mphfor long. Unlike the Ruf, which requiredpatience to trickle up from 190mph to 200mph,each digit burning longer and longer on thebright red VBOX readout, the Bimoto just torethrough the 190s and flashed past 200. Thedata revealed it hit 204.8mph and on the returnleg I did 201.1mph uphill just for the hell of it.From getting in the car at the services, throughjoining the A5, hitting over 200mph, turningaround at the next junction and then doing itagain, to rolling into the car park to a stop with

the Bimoto nearly on fire as the engines wereso hot, took just over 11 minutes. The TVRTuscan S never did hit 200mph, neither didthe Esthi 2.4 (an Elise with the 2.7-litre twin-turbocharged V6 from an Audi RS4). Nor eventhe Pagani Zonda S…

But you can. For not much money, too. Shouldyou want to do such a thing? Probably not. Withhigh speed comes high risk and the thought ofa tyre going pop at over three miles a minutedoesn’t bear thinking about. Even so, everytime I’m in Germany in something suitablyfast, I can’t quite resist the urge to see what it’ll

do… An indicated 199mph in a GT-R, an easy207mph in a Lamborghini Aventador, about124mph in various diesel hire cars, 118mph ina Honda Jazz Hybrid down a steep hill (longstory). The lure of hitting V-max is strong andnever seems to go away.

For £35,000, the list of 200mph machines islong and mouth-watering. Do it in imperiousluxury with a Bentley Continental GT (althoughyou’ll need more like £45,000 to hit a genuine202mph with the GT Speed), do it with ease ina modified Nissan GT-R or do it accompanied bya thunderous V8 soundtrack with a massagedMercedes SL55 AMG.

For me, though, the ultimate 200mphbargain is a V10-powered BMW M6; yours foras little as £13,000. Get the car derestricted and205mph is on the cards. It won’t be easy, buthitting over 200mph shouldn’t be easy, shouldit? I was cheating in the MTM Bimoto really,although it felt pretty heroic at the time.

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TipsGot yourself a car thatwill do 200mphorthereabouts?The fantasy of a dead-of-the-night run on an emptyAutobahnmight seem impossibly intrepid, but thereality is traffic, roadworks and, of course,a great deal of danger. Better to checkvital tyre pressures, brakewear andfluidsand attempt to hit the big two-oh-oh ina controlled environment.We’d suggestheading to vmax200.comandattendingoneof their events at theBruntingthorpeProvingGround.

‘THE LURE OF HITTING V-MAX ISSTRONG AND NEVER SEEMS TOGO AWAY, AND FOR £35,000 THELIST OF 200MPH MACHINES ISLONG AND MOUTH-WATERING’

‘I bought one’NickHapgoodPorsche 911 Turbo (996)

‘Forme, the 996Turbo is an iconic car. I’dalwayswantedonebut they’d been justout of reach fromabudget point of view.Instead, I settled on aCarrera 4S, but thethought of grabbing a Turbo if the right carcameup for the rightmoneywas alwaysthere. This is that car! Itwas aprivate salebutwith the reassurance of a huge historyfilewith expensive consumables thatwerein perfect order. I didn’t hang around.

‘I didn’t immediately drive it beforehanding over themoney as I like to let theperson selling the car driveme so I can get afeel for it first.When I finally did, I was abitshocked. I’d had an E46M3 in thepast butthiswas abig step up. It’s like theMillenniumFalcon! But forme thebiggest surprise is thechassis – it’s somuchmore responsive andagile thanmyM3’swas. These cars tend toget pigeonholed as straight-linemachinesbut that really isn’t the case. It’s terrific funand feels small, light andhas incredibletraction thanks to the four-wheel drive.

‘My car is a 51-plate fromearly 2002–amanual, it had tobe amanual – and I think Itimed thepurchaseprettymuchperfectly.I bought it last September and they seemtohave climbed from themid-£20,000s toover £30,000. Even at thatmoney I can’tthink of a replacement. I’mgoing to LeMansnext year in it and I’moff toDüsseldorf verysoon. Hopefully I’ll stumble across someempty derestrictedAutobahn.’

Below:Britain, Japan,Germany: double-toncars are everywhere now,andmany are pleasinglyaffordable

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Big GTsby S T UA RT G A L L AGH E R

b i g thr i l l s , l i t t l e b i l l s

£25k

Who can resist the lure of a big GTcar? One that, on the day it wasfirst registered, was the pick ofits manufacturer’s range, stuffedfrom bumper to bumper with every

conceivable piece of technology and, crucially,the biggest, most powerful and dynamicallyenhanced powertrain and chassis its makercould muster at the time. Especially when theynow cost in the region of 25 per cent of theirnew list price. No? Me neither.

Box-fresh, these are the kind of cars thatsome of us find hard to justify. Jaguar’s XKRis a stonking coupe employing acreamy supercharged V8 with aviolent roar and seemingly agelesslooks. But it cost around £80,000when Jaguar was selling it new,which meant it was up againstall kinds of superior and enticingmachinery from Aston Martinto Porsche. However, while yourbank might despair at new-cardepreciation, used GT cars aremore forgiving (but still representplenty of ISA-emptying potential).

JaguarXKRIf you believe some corners of the Britishmotoring press, you might be under theimpression that Jaguar’s XKR is one of the finestgrand touring sports car ever made. Cleary it’snot, for a number or reasons. Chief among themare that the car can trace its ancestry back to thearc (I think it’s called the XJS), its powertrain ismore brawn than brain, and for a car that hasa near two-metre wide footprint, there’s not agreat deal of space should you wish to actuallytake it on a grand tour.

When you’re paying £80,000 for a car, thesethings matter, but when you’re only payinga third of that, they don’t. The 4.2-litre V8’s414bhp is sufficient to haul the 1705kg bodyaround at enough pace to keep a hot h hhonest – in a straight line at least – and d p

its age, the rear-drive chassis feels sharp andcommunicative. And as with many post-2000Jaguars, what XKRs lack in cutting-edge techthey make up for with an ageless design.

MercedesCL63AMG536bhp, eight cylinders, two turbos, 590lbft, £115,680. And that’s before you get to the186mph (delimited) and 4.5sec 0-62mphtime. It’s hard to ignore the CL63’s numericalsupremacy. Even better is that the only numberto drop in the last five years is the price: CL63sare now less than a quarter of their list price.

Granted, the CL63 is no AMG GT S, but it willdemolish miles like a Japanese rugby playerbreaks a Springbok’s hopes. Its chassis isn’t asexciting as, say, an Aston Martin DB9’s, but thattwin-turbocharged V8 is truly magnificent, andif you can track down an example fitted withthe optional Performance Package (these boasteven bigger numbers than those stated above,top speed notwithstanding), you may not havethe prettiest GT car on the road, but my godyou’ll have one of the quickest – and for lessthan a SEAT Leon Cupra.

MaseratiGranSportAnother V8 for Ford Focus money, but thisItalian GT is less rampant than the other two.However, what the Maser lacks in firepowerit more than makes up for in Italian passion,b y d l k g

f p

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‘WHEN FIRST REGISTERED, THESECARS WERE THE PICK OF THEIRMANUFACTURERS’ RANGES,STUFFED FROM BUMPER TOBUMPER WITH TECHNOLOGY’

TipsFast GTs may be the most affordable entrypoint to exotic car ownership, but neverforget that these are big, complicatedautomotive showcases. Under warrantythey cause few headaches, but as usedbuys the repair bills can break the bank.That technology is great, when it works, andthe joy of these GTs is indulging in it all, butkeeping everything functioning takes carefulfinancial planning.

Right th drange f hused G p dalmos ll f h llhave al dy d dmassiv d p n

hatch despite

beauty and soul, as owner Mark Finnegan (left) explains.

‘I bought one’Mark FinneganMaserati GranSport

‘I’ve been a lifelong Maserati fan and this ismy fourth Coupe – I started with the original3200 GT. For me, the GranSport is theaffordable supercar: it’s properly quick andit’s a car that after every drive I still get out ofand take a glance back at when I walk away.

‘With Maserati you either get it or youdon’t, and for me it’s about buying into thebrand and getting the most from it. Youcould argue the same for Aston Martin orJaguar, but for me Maserati is the one.

‘It’s the combination of affordability,practicality and style that appeals. TheGranSport is a proper GT car. It can swallowthe family – my wife and two teenage boys– and our luggage and offers all the comfortthey require while I’m enjoying the drive.We’ve all got smiles on our faces when wetravel in it, but from behind the wheel, mineis for a different reason to theirs!

‘The GranSport offers that perfectcombination of pace and grace that appealsin a GT car. It’s not my only car, so every driveis purely for fun. Whether it’s a short run inthe country or a longer trip, it’s the car thatnever fails to put a grin on my face. It’s gotevoness. For a biggish car it’s still quick –400bhp and 1680kg is not to be dismissedlightly – and I’ve had a performance exhaustfitted, too, so the V8 sounds even better.

‘Will I ever sell it? I can’t, I’ve left it to myson in my will.’

t: there is a wide e of cars in the GT space, and st all of them will already endured ive depreciation

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£20k Ring heroesby r ic h a r d m e a de n

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Its global popularity might have robbedthe place of its mystery, but driving at theNürburgring remains one of the great ritesof passage. Best of all, it’s one within reachof anyone with a driving licence, a car and

27 euros to spend on a tourist lap.The problem, if you can call it such, is much

the same as with chocolate or cold beer: onetaste of this remarkable circuit isnever enough. For the seriouslyaddicted, the only way to feed theirdependency is with a dedicatedRing car, or at least a daily driverthey can tweak to better cope withthe rigours – and dangers – oftackling the sternest challenges acar and driver can face.

Much like its accessibility, thebeauty of the Ring is that the lastthing you want or need to enjoythe place is a supercar. To reflect this, we’vechosen a notional £20k budget. Yes, that’s stilla significant amount of money, especially ifit’s devoted to weekend wheels, but the otherbeauty of the Ring is that you’ll always have amate or two who are up for sharing the costsand fun of the adventure.

How you divide your budget between carpurchase and subsequent modifications is, ofcourse, down to you, but there’s a wealth ofgreat metal out there for around £12k-15k. Thatleaves a decent contingency for upgrades anda few consumables, and maybe even fuel andhotel money for your first trip to the Eifel.

What you choose to base your project on isa tricky one, though logic and common sensepoints towards a German marque. They tendto have a strong aftermarket following and,being completely pragmatic, you’re more likelyto find someone to fix your car near the circuitwhen the (almost) inevitable happens andsomething breaks.

Assuming that you’re funding the car and

upgrades from our suggested £20k budget,we’d be sorely tempted by a Porsche Cayman S,as prices start at around £14k. Sadly, E92 (V8)M3s are out of budget, but the earlier E46 M3 isnow a remarkable bargain, with leggy examplesavailable for around £6k and cars with sensiblemiles for around £12k.

Stray from the German marques and the

Nissan 350Z is an absolute steal at £6k, whilethe later 370Z remains strong value at £15k.There’s plenty of kit to improve the chassisand boost the handling of both for track work.The multitude of Impreza STI derivatives areequally affordable and suitable. If hot hatchesare your thing then look no further than theRenaultsport Mégane: £20k would buy you theiconic R26.R, which needs no upgrades, whilethe later 250 Cup can be had for around £12k.With remaps costing £500, taking these carsto a reliable 300bhp, you’d have a truly mightyRing car that would easily double as yourweekday wheels.

Personally, I’d be most tempted by an E46M3. It’s an inherently brilliant car, with a finebalance, magical engine and more than ampleperformance for the Ring. There’s also a wealthof suspension and brake upgrades available,which you could install without destroying itsusability as a daily driver. That these cars stillcompete in VLN and N24 races is proof of theirenduring appeal.

‘THERE’S A WEALTH OF GREATMETAL OUT THERE FOR AROUND£12K-15K. THAT LEAVES A DECENTCONTINGENCY FOR UPGRADESAND A FEW CONSUMABLES’

Leftto right:Cayman,350Z andMégane areall well within budgetand perfect tools for

lapping the Ring

TipsIf you’re getting serious about lapping theRing, you really should fit a roll-cage, a pairof racing seats and full harnesses, aswhenit comes todriving theNordschleife, it’salways best to hope for the best but planfor theworst. Oh, andonemore thing:makesure you’ve got a feweuros of your budgetleft for that other essential Nürburgringritual: a steak on a stone andaBitburger atthePistenklause. There’s nobetter place toroundoff yourmission to theNordschleife.Or to plan the next one…

‘I bought one’DamienBradleyBMWM3 (E46)

‘I didmyfirst ever trackday about five yearsago, inmywife’s BMW320dof all things.I also tookmyownVWGolf R32 on trackduring a corporate event and loved it, so Iwas keen todomore. I didn’twant to usemydaily car on circuit, though, and everybody Ispoke to said anM3would beperfect.

‘I wondered about buying a car that hadalready beenprepared for trackwork, butIwasworried Iwouldn’t be able to sell it onagain if I decided I didn’t like it. I bought astandard car four years ago for £6000. It’s a2001 carwith amanual gearbox.

‘Thefirst thing I didwas upgrade to ToyoR1Rs,which are road-legal, track-focusedtyres. Theymadeamassive difference.Since then I’ve addedPerformance Frictionbrakes andKWClubsport coilovers. I’mplanning to fit a roll-cage, buckets seats andharnesses very soon, and the car has plentyof performance for the timebeing.

‘I’ve also done ahandful of driver-trainingcourses because that’s the bestmoney youcan spend. It hasn’t been cheap– I’ve had toreplace the clutch and gearbox–but it’s ahobby and I love it.

‘I do something like six trackdays a year.Cadwell Park is probablymy favourite circuitin theUK, but a friend and I are hoping to gotoSpa early next year and, of course, I fancygoing to theNürburgring, too!’

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B I G THR I L L S , L I T T L E B I L L S

Pure funby DA N PRO S SE R

£15k

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Trim the fat from any modern supercar– the excess weight, the creaturecomforts, the swollen footprint,the unnecessary power – and you’lleventually be left with a Lotus Elise.

Keep going and you’ll soon whittle it down to aCaterham. Both cars distil the Thrill of Drivingto an essence, doing away with the filters thatdistance the driver from a machine.

Of course, there is another way to interpretthe phrase ‘pure fun’, and that’s to remove theemphasis from the first word and place it onthe second one. Hopefully that’ll explain why,for the first time in the history of motoringjournalism, a Vauxhall Monaro is beingproposed as an alternative to a Caterham.

LotusEliseS2I’m 18 years old. I’m at Castle Combe with ten or12 other punters at the end of a track experienceday and I’ve just driven a Lotus Elise for thefirst time. The instructor in front of us sayssomething along the lines of: ‘Congratulations,Dan! You’re the driver of the day.’ What hewanted to say was: ‘Somebody has to win thisbaseball cap and it might as well be you.’ WhatI heard was: ‘Congratulations, Dan! You’re wellon your way to Formula 1.’

At some point my F1 prospects faded to dust,but the memory of that British Racing GreenElise is still perfectly formed. An Elise connectsyou to the road rather than isolating you fromit; a mountain bike engages youwith a downhill run in much thesame way. A budget of £13,00buy a clean 111S, which has c llocking, power windows, dadditional sound deadeningnod to daily usability, and 15 bh

CaterhamSevenIf the Elise is a tonic in this age of complexity,the Caterham Seven could just be a cure. It’snot possible to strip anything more from theanatomy of a sports car without arriving at asingle-seater racing car, which is exactly whythe Seven will always be a firm favourite withthis magazine. These cars are also the perfectentry point into trackdays and competitivemotorsport.

It isn’t just the driving experience that’sunique: Caterhams also hold their value likenothing else. You will not struggle to spend£15,000 on a 13-year-old car, then, but thatbudget will afford you a well-maintained140bhp Supersport with low miles. And, ofcourse, when you come to sell it on you’llrecover most of that initial outlay.

VauxhallMonaroAnd now for something completely different.Fun can take a great many forms in the world ofthe performance car and, in the case of the V8-powered Vauxhall Monaro, it generally involvesa bootful of throttle, a hastily dumped clutchand enough tyre-smoke to ground BA’s entirefleet for an afternoon.

Leggier examples can be picked up for lessthan £9000, which is a pretty cost-effectiveway into 5.7 litres. As Vince Miller (left)explains, few cars make you smile like aVauxhall Monaro.

‘TRIM THE FAT FROM ANY MODERNS C Y

O S ’

Ab a hi g h hh d g k ll

eft: the otus l se s asimilar proposition, onlywith added practicality

000 will central

s, and g in a

56bhp.

‘TRIM THE FAT FROM ANY MODERN SUPERCAR AND EVENTUALLY YOU’LL BE LEFT WITH AN ELISE’

Above: a Caterham Seven is a great car in which to hone your driving skills. Left : the Lotus Elise is a

TipsThe Elise and Seven both offer pure,unadulterated thrills at very temptingprices, but it takes a hardy sort to use themon a daily basis. Even the apparently morepractical Elise could lose its charm on a longmotorway jaunt. Either one would make theperfect foil to a diesel Golf runaround, forinstance, but the cost of taxing and insuringtwo cars does soon add up.

‘I bought one’Vince MillerVauxhallMonaro

‘I’ve always loved the Monaro. My oldcommute was too long to make the man-maths work, but when I got a new job fivemiles from home, it all fell into place.

‘You don’t buy a Monaro because it’scheap to run. It’s expensive to fuel and a pairof rear tyres costs £350, but it otherwisemakes a great everyday car. It doesn’t have areally stiff ride like an S-line Audi, but it isn’ttoo wallowy in the corners, either.

‘It’s nice to know the performanceis there, but you very quickly get intolicence-losing territory. To make the mostof the performance, I go along to Vauxhallowners’ events such as Thunder Roadat RAF Woodbridge in Suffolk, where theobjective is to reach the highest speed overa standing mile. The events are supposed tobe a bit of fun, but the guys who have spenta lot of money on their cars tend to take itmore seriously. Some of them have spentsix-figure sums on their Monaros, so maybethat’s understandable!

‘I haven’t spent anywhere near six figureson mine, but it has cost a small fortune.I’ve upgraded the suspension bushes andshocks, it’s had CNC ported heads, anuprated camshaft, and so on. It makes360bhp at the wheels, which means around460bhp at the flywheel.

‘I used to change my cars every fewmonths, but I don’t have any plans to sell theMonaro. What else is there at this price thathas the same performance and character?’

b i g thr i l l s , l i t t l e b i l l s

‘if you’re buying an extremelyrare curio, be prepared tosuffer parts shortages’

<£20kRetro curiosby n ic k t ro t t

‘I bought one’RichardLane,evosubeditorLancia Delta Integrale

‘My Lancia [left] isn’t somucha car I driveas somewhere I go to ruminate. Usuallyaboutmotorsport, but also about howone engineers a gearbox to be sodamneddisobedientwhenengaging reverse andhowImight evict the chinchillas that by auralindications have taken refuge in the dash.

‘Then there’s the anxiety.Why am IprocrastinatingDinitrol?Why are thesubframebushes creaking?Differentials arecomplex,mysterious and canwear out; thiscar has three, all different types. And soon.

‘The joke in Integrale circles is that youcanurinate on the engine bay andnot a dropofmoisture hits the pavement. I haven’ttried this, but I’m sure it’s true. The car ismultifarious, so chock full of hardwarethat even routine fixes becomea long andsometimes expensive undertaking best leftentirely to someonewith, oh I don’t know,half a lifetime’s experience in suchmatters.

‘And yet – thiswas always coming– awellmaintained example is endlessly,scrumptiously, gloriously good fun. Thesnappy looks, oily aromaandearthysensations are different to other cars I know.Right nowan Integrale feels on the cuspof 1980s zeitgeist andmodern driveability,which, I promise, is a goodplace to be.

‘Blitzkrieg looks andperhaps the greatestpalmarès of any homologation car in historymake it a legend. Five doors and a smallfootprintmake it useable. And the virginalsteering feel?Well, I can’t think ofmanycars thatmake something as direct as theoriginal FocusRS feel like suet pudding.’

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Right: it’s hard to believethat the diminutive CitroënVisa battled in Group B. Farright:Honda’s CRX, which

features a Kamm tail, ifyou’re feeling geneous

This category is all about enjoying thosevehicles that tickle your nostalgia gland.That’s why you might find the cars I’vechosen here odd (or downright bizarre):they are personal choices. They evoke

memories and feelings that I treasure, whichI’m sure you’ll agree is hard to put a price on.

Should you surrender to the algorithmic godsof the eBay ‘saved search’ and buy a retro curio?Of course you should. But don’t get serious untilyou’ve acknowledged the two main pitfalls ofbuying such cars. Firstly, if you fall out of lovewith the car quickly you may struggle to moveit on (that’s the reason I’ve never bought a VisaMille Pistes), and secondly, while a cut-pricecurio might be appealing, the car is likely to behiding all sorts of latent mechanical pain.

Still, life’s short, these cars are disappearing,and your memories can’t die with them. Sowhat are you waiting for?

HondaCRX 16vMk2Forget 205 and Golf GTIs – if you wantedsparkling three-door performance then thenow criminally undervalued Honda CRX(above right) was king. You sat lower than in ahot hatch, it had a much better gearchange thanits rivals and, best of all, you could regularlywind it round to over 7000rpm (8000rpm onthe VTEC model) without fear of detonation.Squint and it also had a Kamm tail. Is thereanything cooler?

The CRX 1.6i-16 weighs 900kg, has 130bhpand was – is – pure joy. Pure Honda. The VTECmodel weighs 1025kg and has 150bhp for apower-to-weight ratio of 149bhp per ton.

As a 17-year-old in the early ’90s, I ached fora CRX. My mate’s dad had one. We’d take it out,giggling at the rev-ceiling and the grip it couldmuster from teeny tyres. The handling had novices either – I’ve no doubt that if we had takena 205 GTI on those clandestine drives we’d stillbe picking dash plastic from our teeth.

The Mk2 CRX legend was cemented bythe fact that it was replaced by an absolutestinker: the bloated Mk3 CRX ‘Del Sol’. Today,quality Mk2s can be had from £4000. Yourpartner won’t get it, neither will your close(non-petrolhead) friends. But you’ll experience

something that’ll never be repeated, for no onesince has built a tiny ‘skateboard’ Kamm-tailcoupe with a screaming race-like engine. Andwith legislation as it is, no-one will.

CitroënVisaMillePistesI accept that I’m possibly the only person in theworld who desires a Citroën Visa Mille Pistes,and will understand if you skip to the next car.If you’re still with me, here’s the story.

In the ’80s my dad had a Visa Super X, thena Visa GTI. He liked them because they weren’tGolfs or Escorts or 205s. And they were cheaper.We roamed France, home to many a curio, inthese Visas on holiday, and nothing was morecurious to the ten-year-old me than the MillePistes – a four-wheel-drive, limited-run rally carbased on the Visa. With mighty Weber carbs,145bhp and 850kg, they must’ve been a hoot.

To me, that there was a pukka Group Bversion meant that we were only a couple stepsremoved (OK, perhaps more) from that era’smost fabled form of motorsport. And that tendsto have a lasting impression. These cars rarelycome up for sale (only around 200 were built),and they can fetch over £20,000. There’s one inthe UK. I don’t know where but I’d love to find it.

LanciaDelta IntegraleHopefully I’ll now regain some of my lostcredibility, for who doesn’t love an Integrale?I certainly do. Again, nostalgia plays a part.The era when road cars were rally cars (andvice versa) had a tremendous influence on mydevelopment as a petrolhead. That the greatestdrivers were flinging about ostensible road carson World Rally stages is how it should be.

The Integrale is not especially rare, but theexperience it delivers certainly is. Sure, it’s notfast, but there are few cars as willing to workwith you to reach driving nirvana. The steering,in particular, really is something special.

Just over 44,000 Integrales were built. Thesteroidal Evo 2s tend to get all the attention, butI’m with evo’s Richard Lane – the early eight-valvers are looking more desirable by the day.Especially at £15,000. They just seem to oozeclass, but don’t just take my word for it, readRichard’s thoughts for yourself (see left).

TipsDon’t let anyone tell you that your choice isweird, ugly or daft. Inmanyways it’s betterthat they don’t understand (personalbond, and all that). Also, if you’re buying anextremely rare curio, be prepared to sufferparts shortages and a lifelong battlewithrust. Andwhile you’ll get a huge return onyour emotional investment, its unlikely you’llreceive a financial return. Still, don’t let anyof this put youoff.Mine yourmemories andtake theplunge. Youwon’t regret it.

N O T T H E

S T E LV I O

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by H E N RY C AT C H P OL E

PHO T O GR A PH Y by A S T ON PA R RO T T

The new, 370bhp Spyderis the ultimate version of

Porsche’s already-brilliantBoxster. So what better open-topcar in which to explore the lesser-

travelled passes of the Alps?

PORSCHE BOXST ER SPYDER

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NDICATE LEFT AND EASEthe Spyder to a halt to wait for a gapin the traffic. The sun is scorching,and even though the double-bubblebodywork behind me seems tococoon driver and passenger morethan a normal Boxster’s does, I canalmost feel my arms browning.

We’re on the outskirts of Bormio in northern Italyand the traffic coming towards me is descendingthe last few metres of one of the most famousroads in the world.

At 2757m it’s not the highest paved pass in theAlps, and neither is it the highest road in the Alps.It is also frequently narrow, often crowded andoccasionally shut for cyclists. Yet if you mentionthe greatest driving roads then its name alwayscrops up: Stelvio.

Standing at the top, looking down thespectacularly hairpinned eastern side, it is easyto see why the Passo dello Stelvio holds suchfascination. It is mesmerising and I’m not fora minute suggesting you shouldn’t drive it. Yetjust like Kaa’s eyes in The Jungle Book, it’s easy tobecome fixated on this one stretch of serpentineroad to the exclusion of everything else in thearea. And that’s a shame, because as I’m about todiscover, you could come to this small corner ofthe Alps, never set a tyre on the Stelvio and stilldrive some of the best roads in the world…

Finally the traffic clears and instead ofdriving up the Stelvio I turn off down the SS301heading to the Passo del Foscagno. Yesterday,photographer Aston Parrott and I made the six-hour journey up from Tuscany where the launchof the new Porsche Boxster Spyder was takingplace and we’ve promised to deliver the car backto Stuttgart, another six or so hours north of here,after the weekend. But for the next two dayswe’re going to do some exploring.

We trundle through Molina and Premadioand then, glancing in the mirror, I see a darkgreen E36 M3 overtake a couple of cars with justenough room to spare. He slots back in with onecar between us. There is a string of small villagesalong the valley leading to the start of the passand for the next few miles he stays where heis, although the M3’s left-hand headlight isconstantly bobbing out from behind the XC90 infront of him as he looks for a chance to overtake.There is a campervan in front of us so I’ve got halfan eye on an overtake myself and, as we leave SanCarlo, the opportunity arises. With the 370bhp3.8-litre flat-six punching us past our easy prey,I look in my door mirror to see that, sure enough,the BMW is taking its chance too, overtakingboth cars to leave clear road between us.

The next few miles are fun. On a map youmight dismiss the Foscagno for its apparent lackof interesting bends after the first three hairpins,but in reality it is a supremely challenging piece

I

‘ T H E S P Y D E R ’ S3 . 8 - L I T R EF L A T- S I XP U N C H E S U SP A S T O U RE A S Y P R E Y ’

Above: 310lb ft plus265-section rear tyres(30mmnarrower thanthe CaymanGT4’s)make for easy oversteer.Previous spread: thefabulous Flüela Pass

Davos

Livigno

Zernez

Bormio

Ponte di Legno

Santa Maria Val Müstair

Gomagoi

Santa Caterina di Valfurva

SS68Stelvio Pass

SP29

SS301

Flüela Pass

Foscagno Pass

Umbrail Pass

Gavia PassI

T A L Y

SW

I T Z E R L A N D

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of road. Corner after corner is thrown at you,each one requiring second or third gear, whichfeels just perfect. It’s fast but not crazy and theclimb is gradual. Short straights give occasionalrespite and then the open-sided tunnels begin,flickering the view of the mountains like anearly stop-motion film.

The M3 is never far away but I open enoughof a gap to dispel any notions the driver mighthave had of overtaking. The Spyder is a joy tofling around and with the PASM set to Sport thecar seems to have astonishingly little inertia indirection changes. Right follows left followsright so that the lateral G-forces never seem toabate, each side of your body leaning into thebolsters of the carbon-shelled bucket in turn.

The road gets faster once the trees recedeand we near the top of the pass, but just as we’rerounding a left-hander I notice some buildings

up ahead and slow down. The M3 flashesits headlights almost at the same instant,presumably as a warning, as the driver alsobacks off the speed. We trickle innocently up towhat looks like a border crossing, which is odd,because unless I was driving a lot faster than Ithought, I’m sure we’re not near Switzerlandquite yet. The uniformed sentry looks coolly atthe Spyder from behind his shades and, with analmost imperceptible nod, ushers us through.

The signs on the other side are still Italianand nothing seems to have changed, but I pullover at the top of the pass to take in the viewnonetheless. The M3 carries on with a friendlywave and someone that looks suspiciously like a1990s Flavio Briatore at the wheel.

After a couple of photos, Aston and I potterdown through a few wide hairpins beforepulling into a petrol station that is surprisingly

busy. Who should be filling up at the pump infront, but none other than ’90s Flavio completewith pristine white Mapei polo shirt. We shakehands, have a chat and he says we should drivethe pass at night, when it’s quiet. As he headsoff, I turn my attention to the fuel pump thathas been busily depositing superunleadedinto the Spyder. It clicks off. The litres lookcorrect but the price seems awfully cheap.I wander into the small shop to pay and thechocolate seems mouth-wateringly good valuetoo. What happened when we went past theborder crossing was that we arrived in thesmall commune of Livigno, which is a duty-free region of Italy. Apparently income tax isstill payable, so it’s not technically a tax haven,but since the middle of the 19th century thegovernment has given the region a tax breakbecause the area was historically so poor

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and difficult to reach during winter that theywanted to encourage people to live there.

The road winds on past various picturesquevillages with silent ski lifts running up verdantslopes. It really does give you the feeling thatyou’re hidden away up in the mountains. Weskirt around Livigno itself and follow the roadalongside the shores of the beautiful Lago diLivigno, which, despite the name, is actually areservoir, as the huge dam at the end confirms.This is where we cross into Switzerland and,as you might expect, there is a toll to do so,although it’s not actually levied by the Swiss buta private company. This is because the companythat built the dam also built a tunnel through themountainside to transport building materialsfrom Switzerland. In 1968, after the dam wascomplete, the Munt la Schera tunnel was openedfor public use. It’s two miles long but only onelane wide and so the flow is switched every 15minutes. It’s also quite a claustrophobic spaceonce you’re inside and unable to see natural light,but with the roof down and a sports exhaust onhand to fire some aural flat-six goodness at thebare rock walls, it’s also an enjoyable couple ofmiles underneath the mountains.

The reward for reaching the other side istarmac of an entirely smoother quality. It’srelatively wide too, and the temptation to justscythe along this silky surface is almost toomuch, but we’re in Switzerland so I resist (mostof the time) as I’m keen to reach our ultimate aimfor the day. If I turn left in Zernez, I could reachthe pretty Albula Pass, but we’re going rightand then a few miles later left just as we comeinto Susch, which leads us onto the magnificentFlüela Pass.

Initially the climb through the trees is steep,with switchbacks piled on top of one another.With nearly as much power and torque as theCayman GT4 but narrower rear tyres, the Spyderis happy to indulge in a bit of oversteer round thehairpins, but the car feels even more at homeas the gradient eases and we emerge onto thespectacular uplands of the Flüela. Great shaftsof late afternoon sun are breaking throughthe clouds and lighting the summit. Unlike theconstricted first part of the climb, the road canroam free up here, picking a meandering paththrough the open landscape, crossing a streamhere, winding round an outcrop there. Thishuge grassy bowl is entirely empty of other carstoo, so I feel happy to let the Spyder attack it atsomething nearer full tilt.

The handling balance on the sportssuspension is just wonderful, as it is in the lesserBoxster GTS. But where the Spyder takes a stepforward is the steering, which is slightly quickerand accessed via the smaller, 360mm-diameterwheel from the GT3 RS. Up here you can reallyappreciate the extra urge of the 364cc-bigger

‘ o p e n - s i d e d t u n n e l sf l i c k e r t h e v i e w o f

t h e m o u n t a i n s l i k e as t o p - m o t i o n f i l m ’

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motor too, which needs to be left to rev wellbeyond 5000rpm to fully come alive. Thatsounds easy enough, but with the Boxster’srelatively tall gearing it requires a reasonableamount of room to explore the upper reaches ofeach ratio.

The advantage of slightly rangy ratios is thatyou get a few moments longer between shifts toenjoy the morphing of the sound and delivery ofthe naturally aspirated engine as it crescendostowards its red line. Out of a hairpin in second,there is the deep, almost rough burble at lowrevs, then it smoothes out as the revs rise, thenote rising an octave and taking on a moremournful edge as it does so, before brighteningand ripping angrily up towards the red line asyou really feel the push in the back. Of course, ifyou lift off the throttle with the sports exhaustin its louder mode then you get a small volleyof explosions like a small live firing exercise is

taking place in the rear boot.Cattle roam the pastures and as the Boxster

goes hammering past, a strange, discordantjangling from the cowbells mingles withthe exhaust note entering the open cockpit.It’s made weirder still by the Doppler effectdistorting the campanological clanking as itcomes and goes. From the Flüela’s summit at2383m, the road on the far side – towards Davos– looks even more inviting. The gradient clearlyisn’t as steep and the road is a terrific mixture offast and slow, with well-sighted corners almostall the way. Moments later I’m into a particularlygood downhill stretch where the Spyder feelstotally at home jinking back and forth throughthe linked direction changes between theflower-strewn verges. If I was travelling out tothe Stelvio, this is the route I’d take.

Aston spends a few hours hiking up to thetops of various peaks to get some big landscapes

in his lenses, and then with the sun alreadydipping behind the mountains we turn andhead back the way we’ve come. With the viewsnow receding into the darkness, I concentrateeven more on what the road is doing and itreally does make for a fantastic drive. Even onthe stretches where I have to back right off, I’vestill got the six-speed manual to play with andthe perfectly weighted pedals to enjoy. Showersare moving in and so we have to stop and putthe roof up (it takes about a minute once you’vegot it sussed). Even then, the thinner canvasmeans that although you’re totally protectedfrom the elements, there is more noise thannormal filtering through the cabin, so you don’tfeel totally shut off from the world outside.

We stop at a Livigno pub. It seems to do justthree dishes. The starter is a massive pile ofmonkey nuts, which are deposited on the tabletop in their shells. Then, although the menu hints

‘ t h e r o a dc a n r o a mf r e e u p h e r e ,p i c k i n g am e a n d e r i n gp a t ht h r o u g ht h e o p e nl a n d s c a p e ’

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Below left: late-nighttop-up before anotherrun over the FoscagnoPass.Oppositepage:Gavia Pass is a perfectplayground for theSpyder.Bottom left:themost expensiveBoxster borrows itsseats from the 918Spyder hypercar

at a wide range of main dishes, you actually justhave the choice of a large piece of chicken or aneven larger steak. It suits us just fine. Afterwardswe head out for a run over the Foscagno in thedark – it’s as good as Flavio said it would be –before getting to bed as early as we can.

Cr eeping out of the hotel at4.15am the following morning is not reallysomething I feel like doing. It’s clearly notsomething the hotel is too keen on either, asthey’ve locked the doors. All of them. Eventually,just as we’re about to climb out of a slightlyprecarious window, the owner blearily emergesand lets us out before stomping back to bed.The Spyder would have probably woken him upanyway. By 4.30am we’re driving through thesleepingstreetsofBormio.Thistimewebearrightin the middle of town, following signs for SantaCaterina di Valfurva. Through the subsequent

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villages the road is already narrower thananything we encountered yesterday, outside ofthe tunnel. Away from human habitation, pairsof glowing eyes keep catching the headlights aswe disturb the nocturnal wildlife going aboutits business. On the other side of Santa Caterinathe road seems to narrow even further and thehairpins begin. Ten sinewy switchbacks followin quick succession but the road certainly doesn’trun straight between them, the camber dippingthis way then that as the headlights chase thetarmac weaving through the trees. It’s testamentto the Spyder’s nimbleness that it can tackle theroad at pace and not feel too large, and the moredirect steering is definitely a help in picking aline with what little room is available betweenrocks and drops.

Once the hairpins stop, so do the trees,and with the sky lightening above we findourselves on a ledge looking out at the jaggedblue silhouettes of the mountains in the pre-dawn. Rounding a large right-hand bend thatseems to teeter on the edge of oblivion, theroad then begins to unfurl, running up the sideof the valley with the drop on the left gettingparadoxically shallower the higher we go.

Much as I didn’t want to drag my tired bodyand fuggy head out of bed in the middle of thenight, there is no doubt now that it was worthit. Standing, looking out on the mountains, theair still, the light soft, it feels utterly magical.To have this much natural beauty to ourselvesseems like such an incredible privilege thatyou feel almost like it shouldn’t be allowed. Weregularly get up before the first sparrow hasbroken wind in order to have cameras and carsin place for the beautiful light around sunrise,but even if you’re not attempting photographicperfection, I urge you to make the effort.

The tarmac up here is cracked and buckled,ravaged by the ice of winter, but the Spydercopes well, never catching its new, moreprominent nose. A turquoise lake and a coupleof large buildings mark the 2652m summitof the Gavia Pass, but the restaurant won’t beopen for coffee for a couple of hours yet, so Icarry on over the top. The southern side beginsdescending gently, but then abruptly reachesthe top of a craggy wall from whence you cansee the road in the distance. It’s no more than athin crease in the mountainside.

It feels wonderfully wild and remote up here.With no one around and the haggard conditionof the tarmac, it seems like we’ve discoveredan abandoned pass through the mountains,something that is gradually losing a battleagainst natural entropy as it’s consumed by thelandscape. Where the ladder of hairpins on thefirst part of the Flüela felt like a finely plannedfeat of engineering, this bit of the Gavia lookslike little more than a lightly sealed goat pathscrabbling precariously down the mountain.

Aston makes the most of the pass’s emptiness forthe next couple of hours, then we have a stronglycaffeinated breakfast up at the top. I then decidethat in the spirit of exploration I should follow theroute of the Gavia all the way down to its base atPonte di Legno. This is something of a mistake.First you descend through lush alpine pastureand then, as you go lower still, the trees close in.And so do the edges of the road. I’m not sure I’veever driven on such a narrow road. If I have it willhave been in Ireland or Cornwall and had hedgeson either side, which, although a danger to wingmirrors, is less intimidating than a fatal drop. Itgets worse. Other traffic is now appearing. Just

dribs and drabs, but that’s all it takes. Some of itis two-wheeled, which is manageable, but cars areanother matter. Potential passing places are fewand far between and the only thing more nerve-racking than going forwards is reversing back…

Eventually I reach the bottom, fully awarethat I will have to make the return journey. Butat least the sun’s out, and I’ve got all afternoonto play on the Gavia.

I don’t want to leave and go homethe following morning, but if we have to, theUmbrail Pass is a pretty good way to go. Wehave to travel up the western side of the Stelvio

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porscheboxster spyder

Engine Flat-six, 3800ccPower 370bhp @ 6700rpm

Torque 310lb ft @ 4750-6000rpmWeight 1315kg

Power-to-weight 286bhp/ton0-62mph 4.5sec (claimed)

Top speed 180mph (claimed)Price £60,459

evo rating: ;;;;;

‘ T o h a v e T h i s m u c hn a T u r a l b e a u T y T o

o u r s e lv e s s e e m s l i k e s u c ha n i n c r e d i b l e p r i v i l e g e ’

in order to get there because the Umbrail isin fact the oft-overlooked third branch of theStelvio. There is a good reason for it having beenthe poor cousin: it was only fully asphalted thisyear. As you reach the buildings just below theStelvio’s summit you turn left and then you’reinstantly across the border into Switzerland.As you would expect, the freshly laid Swisstarmac is beautiful and, at least in number, thestaggering 35 switchbacks on the way downto Santa Maria Val Müstair are arguably evenmore impressive than anything in Italy.

It doesn’t have quite the expansive scale of theStelvio, but there is a jewel-like quality to the

way the Umbrail tumbles down from the ridgeinto a relatively confined space. The Boxstersounds particularly wonderful this morning,too; the noise of the flat-six seemingly capturedin this crook of the mountains.

In the same way that the Umbrail or the Gaviaor the Flüela might not have the reputation ofthe Stelvio, it seems easy to forget the BoxsterSpyder in all the hype around the Cayman GT4.But although it doesn’t have quite the aggressionand tactility of the GT4, on a day like today, roofdown, surrounded by mountains on an empty,newly surfaced pass, the Spyder nonethelessfeels pretty much spot on. L

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AGREY DIESEL ESTATEis not the first car thatsprings tomindwhen you

think of evo’s Fast Fleet. Glance overthese pages and you’ll see 911s, 458sandMurciélagos share the car parkwith Caterhams, Cupras andMX-5s.And the odd pick-up truck. But wayback in the early part of 2015 a grey,diesel Focus ST estate arrived at evofor a couple of days for evaluation,and prettymuch all who drove it feltit was better than the petrol hatchthat had failed to impress in issue207’s group test, so we asked Ford ifwe could run one long-term. As youcan see, they said yes.Wewere free to choose the spec

– a job that fell to website editorHunter Skipworth, who did his bestimpression of a child in a sweet shopandmanaged to order a £29,470Ford Focus (the list price for thisST-3 Estate is £27,395). The biggestexpense was £525 on the Blind SpotInformation System (BLIS), followedby £450 on an ST Style pack thatreplaces the standard 18-inch Rockwheels with a set an inch bigger andalso adds a tint to the rear windows.Another £450was spent on Ford’sDriver Assistance Pack (Active CityStop, Lane DepartureWarning, LaneKeeping Aid, Traffic Sign Recognition,Drive Alert and Auto High Beam)and £400 on a Premium Sync2

DAB navigation systemwith nofewer than ten Sony speakers anda subwoofer. A rear-view cameraaccounted for another £165, and £85was spent on door edge protectors.Being an ST-3, standard kit is alreadygenerous and includes auto bi-xenonheadlights, heated and electric driverand passenger seats, and enhancedtorque vectoring.Arriving with barely 50miles on

its odometer, and being a diesel,our ST’s 182bhp EcoBoost enginefelt tighter than a freelance writerordering a round of drinks. Thatearly test car, which had impressedwith its punchymid-range (295lb ftof torque from 2000rpm) and un-

Adiesel estate onthe Fast Fleet?Yes,really. Here’swhy…

AFordFocus ST

DieselNEW ARRIVAL

fastfleet@evo.co.uk t@evomagazinef www.facebook.com/evomagazine

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T H I SM O N T H

Ford Focus ST Diesel

diesel-like responses, had coverednearly 5000miles, so we’ll give ourfleeter amonth or two before wepass judgement on its powertrain.

Early thoughts, however, can’tignore those optional 19-inchwheels, or more specifically theireffect on the ride.While they fillthe arches and are a goodmatchfor the Focus’s taut bodylines,imperfections in the road surfacemake themselves knownmoreoften than I would like. It doesn’t jarlikemy oldWRX STI did and neitheris it a constant irritation, but whenthe surface begins to break up, sotoo does the ride. If I can get the 19sswitchedwithout Hunter noticing,the problemwill be solved.Wheelsize apart, this generation of FocusST still has a naturally talented

chassis, and one that feels like itwill do a very good job of hiding theestate car body it’s carrying.Inside, the Recaros get a firm

grip on your torso, the infotainmentsystem is beyond compare to thesystem in our recently departedFiesta ST and the interior quality isyet another step on for Ford.I won’t be the long-term

custodian of this ST, but while Iawait the arrival of my new FastFleeter I’ll have its keys to savemecommuting 200miles a day in ourCaterham. As a daily the Focushas fitted seamlessly intomy life –endlessly spent onmotorways andfinding interesting routes to avoidsaidmotorways – but its remit is todeliver thrills, and it has 12monthsto demonstrate tome and the restof us how to do just that.LStuart Gallagher(@stuartg917)

THERE’S A PARTICULARLYbad stretch of road justaround the corner from

the evo office that has an incredibleknack for bringing out the veryworst in a car’s ride. It has becomethe undoing of our Corsa VXR,exposing the serious weaknessthat is its ride quality.Quite frankly, the little Vauxhall is

too stiff. I recently went down thissame bumpy road with road testeditor Dan Prosser in a LamborghiniAventador SV, and the ultra-hardcore, low-slung Italian supercarsmothered the surface better thanour VXR, even with its awful fixed-back carbonfibre seats.Themore time I spend in the

Corsa, themore polarising a car itbecomes. The Koni FSD dampersthat come as part of the optional,£2400 Performance Pack justdon’t appear to be set up for BritishB-roads. That’s a shame, becausethe excellent Drexler limited-slipdifferential andMichelin Pilot SuperSport tyres are also included in thepack and there’s no way to optionthem separately from the stifferdamping setup.Nonetheless, the Corsa is very

clearly a car that likes to be properlythrashed. I’ve yet to try it on track,but I imagine the experience willseeme appreciating the dampers’firmer control. But on the road, it’sjust the wrong side of firm.I domiss the VXRwhen I don’t

drive it, though. There’s alwaysbeen something great about themoremanic side of junior hothatches and our little Corsa hasthat personality in spades. As I’m aLondon-dweller, the compact sizeof the VXR is also proving useful;202bhp, sticky tyres and a dartyfront endmake it the ideal vehiclefor nipping in and out of traffic. Just

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There’s a lot to likeabout our 202bhp juniorhot hatch, but there’salso a big compromise

‘This generationof Focus ST stillhas a naturallytalented chassis’

Right:diesel ST engineis 65bhp down on thepetrol, but has 30lb ftmore torque.Below:leather seats come as

part of the ST-3 trim level

VauxhallCorsa VXR

136 www.evo.co.uk

don’t go over any speed humps atmore than a snail’s pace…The interior, which is a big

improvement over the previous-gen car’s, is also growing onme.The satnav is awful, but the Recarodriver’s seat is still my favourite placeto sit in the hot hatch segment.

It’s early days yet, but I genuinelycan’t wait to get the Corsa out ontrack. I imagine a few laps at BedfordAutodromewill seeme putting upwithmy bumpy commute home.LHunter Skipworth(@HunterSkipworth)

Vauxhall Corsa VXR

www.evo.co.uk 137

UNSURPRISINGLY,sending a stupidlyexpensive car sideways

on a track is something that only aselect few at evo are trusted to do.A recent ride with Jethro in a 458Speciale taughtme that I have alongway to go to even get close tohis level of skill.As such, it was time for some

lessons, so the Caterham andCorsa VXR (left)made the trip toCAT Driver Training at MillbrookProving Ground for two days ofintensive road and track tuitionwith driving guru Colin Hoad.The first day was spent on the

road in the VXR, with Colin takingevery single aspect of my drivingtechnique to pieces. The resultwas amuch safer and quicker

Hunter. If you’d like to know howthis was achieved, you can read allabout the training on evo.co.uk.Day twowas spent largely at

Millbrook. Everything I had learnedthe day before was taken up anotch, and withmore space to playwith I hadmore scope for getting itwrong and then improving.Threshold and trail braking, as

well as variations on the correctline and an in-depth analysis ofcar control across front-, mid- andrear-engined vehicles was theorder of the day. This all built up tothe chance to learn to drift properlyin the Caterham.My first piece of advice is that if

you want to do this kind of thing,make sure you are somewheresuch asMillbrook andwith

someone like CAT. It tookme awhile, but the bonkers power-to-weight ratio of the 420R, coupledwith hammering rain, meant I hadthe 420R breaking traction quitenicely. It’s a truly sublime learningtool, with every aspect of controlmanaged by the driver alone.For those interested in

improving their driving with Colin,head to catdrivertraining.co.uk.The course comes recommended,nomatter what your skill level.LHunter Skipworth(@HunterSkipworth)

Keen to hone his driving skills, our website editorgets some training in the perfect car for the job

Caterham Seven 420R

Dateacquired July 2015Totalmileage 5877

Mileagethismonth 950Coststhismonth £0mpgthismonth 30.8

Dateacquired August 2015Totalmileage 2667

Mileagethismonth 832Coststhismonth £0mpgthismonth 35.6

‘Themore time Ispend in the Corsa,themore polarising acar it becomes’

U

Caterham Seven 420R

138 www.evo.co.uk

McLaren 650S Spider

speed bumps and parking-lot rampshave so far been entirely scrape-freeexperiences.With temperatures inmy part of

the US currently in the brain-bakinghigh-30s, the roof has stayed firmlyshut during the pastmonth. Asan occupant with the roof closed,it is nearly impossible to tell thedifference between the Coupe andthe Spider. Where I am seeing a realdifference between this andmy old12C, meanwhile, is in the ride quality.The 650S is far more at ease on less-than-stellar surfaces yet doesn’tlose any sense of attachment to theroad. Impressively, it feels sharperthan the 12C did, too, whichmakes itamore rewarding car to drive.

Although I’m still in the very earlydays of getting to know the 650S, I’mgetting the impression that it alsogives the driver a bit more freedomthan the 12C does when you selectthe stability control’s more lenient

settings. I am not sure yet if thisis the tyres or the programming,but either way, it works. The extratorque from the twin-turbochargedV8 is also noticeable and it can bequite hard not to leave everyone elseas tiny specs in yourmirrors whenpulling away from the lights. Thebalance is also superb and it’s veryeasy to place the car on the road.For reasons I am not quite sure

of yet, the 650S does attract a bitmore attention than the 12C did. My

guess is that themore aggressive-looking front end is the culprit.Most strangers that do strike up aconversation have heard of McLarenbut have never seen one its road carsbefore. One guy insisted that the650Smust be Italian, even if it wasaMcLaren, because ‘the British onlymake big luxury cars’. Overall, 90 percent of comments are positive.Twomonths in and so far I have

zero regrets onmaking the switch tothe 650S. I have yet to find any areawhere it comes up short against itspredecessor. In fact, even the IRISinfotainment system has workedwell. So far.LSecret Supercar Owner(@SupercarOwner)

No regrets for SSO as hesettles in with his latestopen-top British supercar

Dateacquired July 2015Totalmileage 685

Mileagethismonth 55Coststhismonth £0mpgthismonth 11

McLaren650SSpider

‘It can be quitehard not to leaveeveryone elseas tiny specs inyourmirrors…’

WHILE THE 650S SPIDERgot a thorough workout inits first month, during the

second it hasmostly seen weekendduty. And, as a weekendwarrior,it has turned in some impressiveperformances.Multiple short trips and crawling

around at less than jogging speedsdo not seem to bother it in the least,and with the front-end lift activated,

W

www.evo.co.uk 139

As IwrIte, theMégAneis due to go for a service,which has causedme to

reflect upon something that hasvexedme for a while. I’ve beenfortunate to have had a successionof renaultsport long-termersover the years. A run of front-drivefun that goes back to the originalrenaultsport Clio 172, in fact. Asyoumight imagine, they’ve all beendriven hard on road and track,so everymile is a proper test ofdynamic and structural integrity.I mention this only for context,

because duringmy periods as arenaultsport ‘owner’, I’ve foundit strange that although there’sgenerally never any doubt thatthe cars are great to drive, peopleoften suck through their teeth ata perceived lack of build qualityand reliability. I’ve never reallyunderstood this. In themany tensof thousands ofmiles I’ve livedwith renaultsport products, I’vealways found them to be tough,dependable cars. they just seem tosoak up punishment.My previous Mégane (an early 250

Cup) felt asmechanically fresh andstrong at the end of the 12-month

loan period as it did at the start, andthis 275 trophy is proving to be thesame. If anything, the engine andgearbox feel better now than theydid on delivery. the dashboard hascollected an annoying scuff abovethe glovebox, and the Alcantarawheel is showing signs of sweat andgrime build-up on the right-handside (you do need to hang on tightsometimes!), but otherwise theinterior is in excellent nick.

the exterior is proving equallydurable. there are a few stonechips on the nose, but with longmotorway runs also a big part ofthe trophy’s life, that’s inevitable,sadly. even the black painted wheels– so often a hotspot for chips andabrasions – look glossy and fresh.In short, the trophy is wearing

well. It goes back to renault in threemonths. whoever buys it is going toget a terrific car.LRichard Meaden(@DickieMeaden)

A

Dateacquired november 2014Totalmileage 13,922

Mileagethismonth 1397Coststhismonth £0mpgthismonth 30.1

RenaultsportMégane 275trophy

Better placed to judgethanmost, Meadencounters the perceptionof renault build quality

Renaultsport Mégane 275 Trophy

soMe hAve sAId thenewMini’s interior ‘goestoo far’, but, honestly, I

don’t see that. I see a neat evolutionof the last-genMini’s cabin, withnicer materials and fewer creakyplastic parts. It’s even becomemoreconventional in some respects. thewindow switches havemoved to thedoors from the row of toggles onthe centre console, for example – allthe better for passengers unfamiliarwith the car.For the driver, meanwhile, well-

thought-out features abound. takethe drivingmodes switch, whichtakes the form of a collar aroundthe base of the gear selector. onfirst acquaintance you think: whynot just have a button? But soonyou realise that the collar fallseffortlessly to handwithout youhaving to take your eyes off theroad, a nudge right or left thenshifting you up and down themodes. It’s second only to BMw’s‘M’ mode steering-wheel buttonsfor ease and speed of use.voice recognition that can

comprehend even the weirdestband, album and track namessaves lots of distracting scrollingthroughmy iPod’s contents. thenthere are the six numbered buttonsbeneath the nav screen. radio

presets? If you like, but they canalso be set as shortcuts for anythingin the infotainment system: thetrip computer, the satnavmap,the power and torque display…whatever you fancy.Months in, I’m still finding new

features, such as the way you canenter satnav destinations by writingthe letters with your fingertip onthe top of the infotainment dial,or the ‘auxiliary ventilation’ optionthat allows you to set a timer tocool the cabin ready for your arrivalon a summer’s morning, or the self-parking function – guaranteed toimpress anyone who has never seensuch witchcraft before.the only thing I don’t like inside

the JCw is the central armrest,which is either in the way of thehandbrake or, if I swing it up andback, in the way ofmy elbow. Butthat small niggle aside, I reckon youcan forget your s-classes and rolls-royces: if you want an interior that’sreally had some thought put into it,look no further than aMini.LIan Eveleigh

S

Dateacquired May2015Totalmileage 7047

Mileagethismonth 1391Coststhismonth £0mpgthismonth 35.4

Mini John Cooperworksenjoy an interior that’s jam-packed with surprise-and-delight features? try a Mini, says eveleigh

Mini John Cooper Works

140 www.evo.co.uk

BACK IN THE ’80s, MYMUMand dad tookmy sister andme on holiday to the south

of France every year. I have fondmemories of those trips: skimmingthrough France, pretending to beasleep but secretly looking out thewindow just in case I could spot anAlpine A310, Citroën Visa Chrono orother such curio. One year dad droveus into Monte Carlo and I spottedWalterWolf’s black Countach,which turnedme inside-out withexcitement.Being a bit of a non-conformist,

Dad never owned ‘ordinary’ cars,so the journeys were carried out inmachinery such as Citroën’s GSAPallas, Visa Super X and Visa GTI. Or,in other words, small, tinny thingscompletely unsuited to the journey.Thirty years later I foundmyselfloading luggage andmy own kidsinto a car for a similar trip. Withinseconds, the Range Rover Sportwas overspilling with stuff. I couldn’tbelieve it. What’s changed in threedecades thatmeans a car with a

13-square-metre footprint and a489-litre boot isn’t big enough? Iaskedmywife the same question,andmy accusational tone didn’t godown too well…Let’s not beat around the bush:

the Sport wasmagnificent on thejourney to the south of France.The radar cruise control, the ridecomfort, the range (around 600miles), the fuel consumption(30.5mpg over 2000miles) –everything. On the last point, I spent£392 on diesel – cheap consideringwe travelled four-up in comfortexceeding that of a Learjet.Driver (or passenger) fatigue

never arose, every single one of thecar’s countless complex systemsworked faultlessly, and the Sport’soverall aura of indomitability wasall-encompassing.There is, however, a ‘but’.

Those trips as a kid fired a life-long obsession with driving,with adventure andwith cars.I knew, even as a six-year-old,that our holidays were slightly

unconventional. I vaguely rememberfriends talking about flying Dan-Airon their holidays, and wondering whywewere taking two days to drive tothe south of France, but I wouldn’thave traded places. I get a lump inmy throat today thinking back onthosememories.On our holiday this year, I felt

slightly guilty that I couldn’t recreatethat sense of adventure for my ownkids. I honestly don’t think theyrealised that they travelled over2000miles in the back of the car, soserenely did thosemiles slip by.On the flip side, they were safe,

comfortable, watched DVDs, slept incomfort, were shaded from the sunby tinted glass, probably never evenheard the V8 turbodiesel engine,and were cooled by a quite brilliantclimate-control system. Andwhatprice do you put on that?To conclude, I honestly can’t think

of another vehicle on the planetmore suited to the journey, but did itfeel like an adventure? No.LNick Trott (@evoNickTrott)

B

Ranulph Trott embarkson a not-so-treacherousjourney to the south ofFrance in evo’shard-working SUV

RangeRoverSport SDV8

‘The fuel bill wascheap consideringthatwe travelledfour-up in comfortexceeding that ofa Learjet’

Dateacquired December 2014Totalmileage 21,127

Mileagethismonth 2354Coststhismonth £0mpgthismonth 30.5

www.evo.co.uk 141

Range Rover Sport SDV8

HURRAH! THE GT2 HASa fresh set of tyres fittedand it’s beenmy daily

driver since I returned frommy hols(see opposite). I must admit, thePorsche felt shockingly quick thefirst time I gave it the full beansafter five weeks in the Rangie.To recap, finding tyres for the

GT2was proving frustrating. Allfour needed replacing (the car hadbeen in storage on an old set for acouple of years and I didn’t like thelook of the sidewalls), but I couldn’tfind any in the required sizes.Eventually, Pirelli came good

with a set of P Zero RossoAsimmetrico tyres in theappropriate 235/40 ZR18 (front)and 315/30 ZR18 (rear) sizes andwith the relevant Porsche ‘N’

rating. The Rosso isn’t a track-orientated tyre, but will suit theGT2 (andme) fine for the road-focused driving ahead. The GT2willgo on track, just not yet.What does ‘Asimmetrico’

mean? You’ve probably guessed– it means the tread pattern isasymmetrical. The outer edgesare less ‘patterned’ than theinner, which supposedly yieldsimprovements in lateral rigidity,water expulsion and high-speedgrip. I look forward to finding out.Well, perhaps not the watery bit…The Pirelli Performance

Centre at STS Tyre Pros in HemelHempstead fitted the rubber anddid a solid, conscientious job. Ihave to admit, there was noway Iwas going to let any old tyre-fitterloose on the GT2’s rims. Knowingthat a pukka Pirelli PerformanceCentre was doing the work gavereal peace ofmind (and still does).During the fitting, the staff

invitedme to check the rims andthe weight placement, and keptme informed throughout. Theyalso advisedme to recheck thetorque of the wheel nuts after 50miles, and offered to do the check

themselves or at another PPC.Gold-star service, in other words.The car is so hunkered down at

the back that you don’t get a goodglimpse of the tyres like you dowith, say, a Countach. But whenthe wheels were removed duringthe fitting, the sheer size of therubber elicited boyish giggles – atleast from photographer AstonParrott andme. A 315mm sectionwidth doesn’t look overly massiveon taller tyres, but on 18-inch rimsit looks comically big.So, the GT2 is fitted with some

new boots and I’m finally, finallyexploring its performance. Yes it’squick (properly quick), but I’m alsodiscovering a car that’s drippingwith that intangible ‘special’feeling. There really is somethingabout the GT2. I’ve not quiteputmy finger on it yet, but I lookforward to finding out.LNick Trott (@evoNickTrott)

H

Dateacquired June 2015Totalmileage 26,244

Mileagethismonth 209Coststhismonth £698 tyres (£223

rear, £126 front)mpgthismonth 23.0

Porsche996 GT2Italian tyres for aGerman supercar asTrott’s GT2 becomes hisdaily driver… for now

Porsche 996 GT2

Above:600-milerangemakes for fivekids’ movies back-to-back – a luxurya young Trott didn’thave in the back ofhis dad’s Citroëns

Far left: having thewheels removed providedan opportunity to get aproper look at the carbonceramic brakes. Leftandbelow:balancing andfitting the new rubber

www.evo.co.uk 143

Despite the bonD evosubeditor Richard Laneforged withmy Amarok

pickup during a trip to italy earlierthis year, i had other plans for my(very late) summer getaway.

California. no, not that one, theGerman one. An adventure to theisle of skye with a photographermate ofmine was kindly facilitatedby volkswagen UK as i managedto borrow a California camper forthe trip. evo ran a California on theFast Fleet a couple of years agoand, despite taking it home once ortwice, i ended up kickingmyself fornot using it more. it was the perfectroad-trip vehicle.the latest t6 version has just

about everything you could possiblywant for a few days of getting lostaround, well, anywhere. there’san auxiliary heater, a gas cooker, afridge-freezer, two double-ish beds

and even a kitchen sink (yes, really).there’s more: a sturdy awning,a pullout table with chairs and,amazingly, wardrobe space. All it’smissing is a shower and a sh… loo.not bad for a jazzed up transporter.propulsion? A 201bhp 2-litre tsi

engine with a super-slick seven-speed DsG gearbox. scotland wasriddled with campers and our Calileft nearly all of them in its wake.

We decided not to park up amongothers at themany caravan parksdotted around the highlands andinstead put the Cali to the test bycamping wild each night. this turnedout to be a superb decision: on oursecond night wewere graced bythe aurora borealis. the light showlasted for a couple of hours andwasthe absolute highlight of the trip.the California t6 can cost north

of £50,000 but it hasme convincedof its value. not very evo, i know,

Porsche 911 sCFirst it was the body, then it was thechassis, now it’s the engine. trott fearsthe worst after a drop in performance

Porsche 911 SC

Above: the aurora borealis and a California t6. Riley was hugely impressed by both

Dateacquired March 2015Totalmileage 9332

Mileagethismonth 198Coststhismonth £0mpgthismonth 27.5

Volkswagen Amarokour pickup gets sidelined for a special trip to the isleof skye using another steed from the vW stable

D

Do yoU eveR Get thAtfeeling, when you’veowned a car for a long

time, that you can somehow ‘read’small changes in its behaviour andcondition? sometimes you can feelminute performance differences,perhaps related to atmosphericchanges. other times you sensea tyre has dropped pressure anddiscover that it indeed has, but onlyby a tiny amount. it’s weird, but i’msure you knowwhat i mean.so, i was driving the sC and it

just didn’t feel right. it was down onpower, but not all the time, and notalways in the same place in the revrange. otherwise, the car drove aswell as ever: the gearbox was good,there was no smoke, no oil leaks, noodd noises or anything like that.i took the car to specialist

RpM technik. if it turned outto be nothing, i’d have spent afew quid and come across like aparanoid wally, but so be it. indeed,i was hoping for that. A bit ofembarrassment would be preferable

to a big bill, especially having justspentmy pension on the 996 Gt2(see page 141).A few days later i received a call

fromollie at RpM: ‘it could be abig bill, nick.’ oh. Flipping. heck.ollie explained that they hadcompression-tested the cylindersand one was showing a big loss. ‘it’smore than likely a bent valve, but wewon’t know until we strip it down.’

My instinct had been right, buti wish it hadn’t. in the back ofmymind was thememory of a fluffeddownshift at an evo track evening.Was that the cause? i’ll never know.

A full strip-down and rebuild willcostmore than £2500 – and that’swithout parts. still, with the enginein bits, it would be rude not to tickleit, right?L

Nick Trott (@evoNickTrott)

D

but in terms of sheer adventure…pitching upwherever you want withthe luxuries of homemakes the Caliirresistible for people who love to getaway from it all. but now it’s back toreality, and the hard-working ’Rok.LSam Riley (@samgriley)

Dateacquired March 2014Totalmileage 90,993

Mileagethismonth 375Coststhismonth £0mpgthismonth n/a

Volkswagen Amarok

144 www.evo.co.uk

READINGOUT-OF-DATEgadgetmagazines anddrinking terrible coffee

for nearly three hours while my localSEAT dealer replaces a flat tyre is,unsurprisingly, notmy favourite wayto start my day.It did, however, mean the Leon

could now exceed the 50mph I hadbeen limited to since a puncture ona soaking M1. (Spacesavers, eh?) Thenext job was to load it up with all myphotography equipment and headto Liverpool, where features editorHenry Catchpole and road test

editor Dan Prosser were catching aferry to the Isle of Man.Liverpool is a bit of a schlep from

our office in Northants. Whatmadeit easier was the SEAT’s dynamiccruise control, which enables you toset a distance and ‘lock on’ to the carin front. Ergo, no need to touch thepedals for much of the journey.At the ferry terminal I finally

saw the car I’d be stalking for thenext couple of days: a LamborghiniAventador SV. It’s one aggressive-looking beast; the sharp lines andwide bodymaking it seem as if

Optimus Prime has landed.Twomovies and a posh ham

sandwich later, we arrived onManand didn’t waste any time parkingup the Lamborghini and jumpingin the SEAT for a recce around theisland. The estate can easily hold fiveadults (or in our case three excitedschoolboys and a stepladder).Over the next couple of days

the Cupra became Prosser’s worldas he chauffeuredme to differentlocations. The only time he left theSEAT, in fact, was to get a signal forhis worsening addiction to Tinder.

Fast, comfortable and secure,the Cupra performed perfectly,and that’s no exaggeration. As forjourney home, luckily for me theCupra’s seats are heated, cushionedandwill not break your back likethe carbon shells bolted into theAventador SV do…L

Aston Parrott (@AstonParrott)

I’D SEEN HIDE NOR HAIRof the S1 for the bestpart of five weeks until

just a few days ago. I’d dropped itat evoHQ before heading off onholiday for a week and then every

time I returned to the office it wasaway with Henry or film-maker SamRiley. It’s one of those cars that getssnaffled up quickly. However, finallyit’s back inmy possession and, fromthe Planet Rock selection on the

radio, I suspect production editor IanEveleigh was the last to enjoy it.It’s been fun reacquaintingmyself

with the S1 and it took barely amile to appreciate once again itscombination of supreme qualityand slightly crazed big engine/littlecar dynamics. The tyres are lookingpretty ragged now after a coupleof evo track evenings and that onlyadds to the sense that the chassiscan only just contain the 273lb ft.Traction is superb, of course, but

the front end nowweaves aroundunder hard accelerationmuchmorethan when it had fresh rubber. I quitelike the sense that it’s working sohard to transmit all that power.I’ve also played aroundwith the

Drive Select system again. There arethree settings – Efficiency, Auto and

Dynamic – acting on steering weight,throttle response and themagneticdampers. I experimented before andsettled on Dynamic, but there’s noquestion the car rides with a littlemore fluency in Auto. It’s a shamethere’s no ‘Individual’ setting asthere is on other Audis, as I’d like tokeep Dynamic’s heavier andmoreconsistent steering weight but dialback the dampers a bit for everydaydriving. But that’s a small gripe; theS1 continues to beguile.LJethro Bovingdon(@JethroBovingdon)

Dateacquired May2015Totalmileage 9934

Mileagethismonth 1446Coststhismonth £0mpgthismonth 33.1

Dateacquired December 2014Totalmileage 14,268

Mileagethismonth 1788Coststhismonth £0mpgthismonth 28.8

SEAT LeonSTCupra 280Our fast estate headsto the Isle of Man togo Lambo chasing

R

I

SEAT Leon ST Cupra 280

Audi S1

Audi S1Bovingdon rescues the S1from his evo colleagues

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white polyester spray filler coatwas added. This plugged any of thetiny holes in the filler. The car didlook great in white but it’s too lateto changemymind now – the nextstage (after evenmore rubbing downof the spray filler) is colour.The 2002 has been off the road

for a long time now, butmy desireto drive a decent four-cylinderBMWhas remained strong. My 1998E36 318is (saloon!), wasn’t reallycutting it, what with its mismatch ofsuspension: some cheap coiloversup front then lowering springs andstandard dampers at the back.A quick chat with Eibach hadme

yearning for a pair of its Pro-Streetcoilovers for the car’s front end.They are a conventional coiloverwith a stainless steel body andplastic spring perch (so no corrosionto lock the threads), KW dampersand Eibach springs (here with atender spring that gives a softerinitial rate than amain springalone). For the car’s rear – which isamulti-link setup, with the springsseparate from the dampers – thePro-Street kit has springs with their

own anodised aluminium height-adjustable platforms, plus KWdampers. I was sold.The suspension has transformed

the car. Where it would crash, bangand rub, it now feels taught, lightand, most of the time, composed.The rear is much firmer too, whichhas improved agility. The adjustableride heightmeans I can run anaggressive, nose-down stance. Ontrack this has almost eradicated anysign of understeer, but it hasmadethe car lively on the brakes. It’s lotsof fun, and thankfully feels muchmore benign on the road. And theride is incomparable to before. Onthe cobbled-together parts it wasdire, but now, despite its capableperformance on track, it’s not toofirm. The rear can get a little bouncyover big undulations, but that’s it.My E36 still has nothing onmy

02 – it’s much heavier, probably hasless power and is seriously lacking ininduction noise – but at least it nowhas some sporting credentials and isfar more entertaining to drive.LWill Beaumont(@WillBeaumont)

OncE All ThEWEldIngwas done onmy 2002, Ithought it would be ready

for painting. A bit of primer, rub itdown and then cover it in blue.I was being naive. Or perhaps

– no, actually, definitely –my ownstandards for painting aren’t evenin the same league as Shane’s atFaircharm Restorations…Once the body was prepped and

still on its rotating spit, the interior,inside of the boot, the underside andthe engine bay were coated in blueepoxy primer, which has a high zinccontent and so has anti-corrosionproperties. Then all the seams hada bead of sealer run over them.The underside was done relativelyroughly as that was then coatedwith rubbery, protective sealer spray(a better, more durable version ofthe old stone chip coating), whichcovered anythingmessy looking.Everywhere else had the seam sealerhand-applied between two strips ofmasking tape, so both edges werestraight and neat. Even at this earlystage a bit of the final colour did go

on: three coats of gloss in the enginebay (after some high-build primer)and on the underside (over thespecial sealer spray).Every outer surface then needed

to be brought back to bare, shinysteel. This was a step that couldhave been avoided had Shane knownhewould be painting the car – theoriginal plan was that he would onlyshotblast it, so after the blastinghe had covered it with a primer forprotection. So that primer had tobe removedwith a wire wheel and adual-action sander. Then the shinysteel was covered in filler.I knowwhat you’re thinking: ‘Filler!

That’s for scumbags and bodgers!’Well, if someone uses it to covergreat swathes of terrible repairs thenyou’d be right, but using a thin layerto correct anyminor imperfectionsis the difference between ‘OK’ paintand an immaculate finish. Even thebrand new doors weren’t smoothenough for a Faircharm finish andtook a smear of filler too.Once the body was sanded right

back to perfect smoothness, a

Dateacquired July 2008Totalmileage 146,050-ish

Mileagethismonth 0Coststhismonth £737.28 suspension

£6500paint,materials and labour

mpgthismonth n/a

BMW 2002Shell restoration is not a task to be undertaken lightly,as Beaumont discovers with his classic BMW coupe

O

BMW 2002

Above left:prepping the2002 for paint. Left: newcoilovers for E36 (below)

leeMarshall

148 www.evo.co.uk

Amodern trend at the top table ofmotorsport is for lap times to shrinkonly incrementally each season. In somecases the cars aren’t getting any fasterat all (boo hiss), but it wasn’t always so.

Most evo readers can reel off a set ajaw-dropping Porsche 917 anecdotes inthe time it takes the car to get sidewaysat awet Brand’s Hatch, but I thinkmynew favourite – one frommotorsportjournalist IanWagstaff’s life-story ofone particular 917 – is this. At the 1969 LeMans 24 Hours, Porsche’s new racing carrepeatedly hit 225mph on theMulsanne

Straight; this was the first time a car hadgone over 200mph at LeMans. Tonewelland truly set.

Wagstaff’s 319-paged homage to theonly Porsche nameplate that perhapsshades the status of 911 focuses on theunfancied car that first won LeMans: thefamous TeamSalzburg 917-023. It drawson candid interviewswith the likes of thefreakishly gifted Vic Elford and themorepragmatic Richard Attwood, and the Britduo’s input is reason alone to spend themoney if you’re curious (andwho isn’t?).Richard Lane (@_rlane_)

As sad as thismay seem, I believethe clean and tidy engine bay of awell-prepared race car is a thingof beauty. To try and achieve thisfreshly-rebuilt-engine look onmy180,000-mile 3-series (quite achallenge!), I gave Autoglym’s Engine&Machine Cleaner a try.

Sprayed on and ‘agitated’ with asoft brush, application of the cleaneriswonderfully easy. As long as youkeep away frommajor electricalcomponents and intakes, it can beused liberally. Then you rinse it offwithwater (even easier).

The cleaner does a good job ofremoving light grease, grime andheavy dust. A spray ofWD40 anda blast of compressed air afterrinsing the engine (it didn’t feel rightto simply leave it to dry) actuallyremoved a greater amount of thethick, caked-on grime. For reallyfilthy engines, starting and finishingwith compressed air andWD40,while using the Autoglym cleaner inbetween, gives a great finish.

I also used the Engine&MachineCleaner on the 40-year-oldwiringloomofmy 2002 because not onlywas it effective, it seemed forgivingon plastics and rubber, too, and did awonderful job overall.Will Beaumont(@WillBeaumont)

Tried & Tested The best motoring products, putthrough their paces by the evo team

Applying a Zircotec ceramic coatingto the outside of engine and exhaustcomponents can help reduce heat-soakand improve performance. That’swhymost of today’s F1 teams use Zircotecto ensure thatmanifolds, exhausts andthe parts surrounding the brakes (whichcan reach 1000C) arewell insulated.Zircotec claims that the coating, whichis just 200-250microns thick and isapplied in ‘molten grain’ form, can reducetemperatures by 30 per cent.

evo doesn’t have any F1 cars at itsdisposal, so the inletmanifold ofmyClio182was used for our test. Though it’s agood 600bhp downon an F1 car, eventhis humble hot hatch can significantly

benefit froma small temperaturereduction to the air fed into the engine.

My newlywhitemanifold arrived back(littlemore than aweek after I’d takenit to ZircotecHQ inOxfordshire)with aceramic coating toppedwith aluminiumto protect against radiant heat. Not onlydoes it look the part, it feels noticeablycolder to touchwhen the engine’s up totemperature, confirming that the coatinghas indeedmade a difference.

Zircotec can coat components rightback to the exhaust tips in a varietyof colours (prices start at £130) and athree-yearwarranty is included. I thinkmyCliomaywell be back formore.Sam Sheehan (@evoSamSheehan)

SIMONIZ SHAMPOO&WAX£4.99 wilko.com

AUTOGLYM ENGINE & MACHINE CLEANER£10.49 autoglym.com

ZIRCOTEC CERAMIC AND ALUMINIUM COATING£372 (Clio 182 inletmanifold) zircotec.com

Washing andwaxing a car can betiring, butwe thinkwe’ve founda cheap product that combinesthe two. Just 30ml of Simoniz’sShampoo&Wax is needed perbucket ofwater, yet it does aremarkable job of displacing dirt,drieswithout streaks, and leaves ashiny, waxy finish.

It isn’t a detailer’s dreamproduct, but as a quick and easysolution it’smighty impressive. Somuch so that evo snapper AstonParrott has been using it to clean allof his subjects thismonth. SS

PORSCHE 917: THE AUTOBIOGRAPHY OF 917-023£60 amazon.co.uk

T HIS MONTH WE’R E LOOK ING AT SOMEautomotive heavy weaponry, served up with ahearty dose of practicality and comfort. It’s an

enticing trait of the supersaloon genre – albeit traumaticfor the original purchaser – that these cars invariably suffersavage depreciation in their early lives. Sadly, there areplenty of potential pitfalls for the used buyer. It’s the usualconundrum: they may now be attainable for the price of anew family hatchback, yet, in the main, parts prices are stillthose of an £80,000-100,000 car. It is therefore imperativenot to buy one that has fallen into the wrong hands;skimping on servicing invariably comes home to roost.

Let’s start with everyone’s favourite supersalooninstitution: the BMW M5. You can’t reach supersaloonnirvana unless you’ve experienced the E60 M5’s F1-inspired500bhp V10 close in on 8500rpm, just as your complexionwill never have been so pallid as when the ‘red cog of death’

Fancy four seats and400bhp+ for as l i t t leas £15 ,000? Look nofur ther than these

s ix second-handsupersa loonsby Adam Towler

Analysis.... ......... 151

Used Rivals ......... 155

Buying Journey ...... 156

Buying Guide ........ 158

Marque Focus ........ 162Upgrades ............ 165

ANALYSIS:THE SUPERSALOONYOU PROMISEDYOURSELF

W A N T I T . B U Y I T . O W N I T . L O V E I T .

Market

151

NEW

warning flashes up on the dash,indicating that there’s a problemwith the SMG transmission.

Dan Norris of Munich Legends(munichlegends.co.uk) is wellaware of the potential pitfalls butsummarises thus: ‘There’s nothingelse like it in a four-door family car.Flat-out, all the complaints fall away.’Bottom of the market is now £15,000,but decent ones can be had for under£20,000. See Marque Focus later onin this issue for more info, and checkout issue 185 for our buying guide.

A slightly safer option, if a littleless dynamic, is the W211-seriesMercedes-Benz E63 AMG. As with

any Merc that features the 6.2-litreM156, the thumping naturallyaspirated V8 – here with 507bhp –takes centre stage. It’s a tough engine,too, although early ones sufferedfrom snapped head bolts and youshould listen out for tappet noise,according to Olly Stoner at PrestigeCar Service (prestigecarservice.co.uk). See issue 207 for a full buyingguide. Scott Chappell at Simon LightLtd (simonlight.co.uk) reckons themarket for reasonable examplesstarts at £17,000, but £20,000 getsa low-mileage 2007 car. Top cars are£25,000, where the later W212 (withthe ‘square’ headlights) takes over.

If you’re after brutal all-weatherability, then consider a ludicrouslyover-engined Audi. Emissions,engine downsizing and fuel prices allmake seeing anything quite like the572bhp V10-engined ‘C6’ RS6 everagain a very remote possibility. BenWatkins at MRC Tuning (mrctuning.com) highlights just two key faultsfor used buyers to look for. Firstly,there’s the oil leak: ‘All of them doit! It’s from the PAS pump shaft thatruns through the oil pump, and anengine-out job to fix at approximately£3500.’ The other main issue is thecoolant pipes that run through theback of the offside front wheelarch:check them for corrosion, becauseif they burst it’s another engine-outjob, at around £2500.

The market for RS6s is fairlystatic. ‘The nice examples areholding their value,’ says SunnyPanikker at Buckinghamshire HighPerformance (bhpmsport.com). ‘Butthe difference is widening betweenthe good and bad. Decent cars are£27,000 upwards, with corkersinto the £40,000 bracket. At under50,000 miles we’d definitely holdthem in stock with our own money.There’s nothing that freaks me outabout them.’

The idea of a used Maserati mightmake the M5 seem like runninga Micra, but the Quattroporte ‘5’(2004-2012) is not only relatively

‘£20,000gets a low-mileage 2007E63 AMG.Top cars are£25,000’

This Panamera shows thepotency ofdepreciation. The Turbo retails forwellover £100,000new, before extras, butthree years and44,000miles later youcanpick up this CarbonGreyMetallic

(with beige leather) car for less thanhalfits original purchaseprice.

PORSCHE PANAMERA TURBO£52,990

NOW BUY ONE

Oneof the early DuoSelect-gearboxQuattroportes from2004, this dark

blue car has travelled just 30,000mileswith twoprevious owners. Optional

extras include colour satnav– althoughthatmaybe abit datednow–and the

upgradedBose sound system.

MASERATI QUATTROPORTE£18,000

Anice example of an early E60M5, fromwell-knownBMWMspecialistMunichLegends in East Sussex. This 2005car is finished in themuch favoured

Interlagos Blue, and features the head-updisplay aswell.With 61,000miles

recorded, it’s very tempting at this price.

BMW M5£17,995

Anearly, 2005 Flying Spur,with arespectable 51,000miles on the clock,thismetallic blackwith black hide carfeatures dark burrwalnut interior trim,plus heated and cooled seats, front andrear. All for, yes, really, just £29,900.

BENTLEY CONTINENTALFLYING SPUR

£29,900

152

Market ANALYSIS

Left:W211 E63. Right,clockwise: C6 RS6, V10M5, Panamera’s rearspace, Flying Spur

classicandperformancecar.com01590670777

autofficina.co.uk02083910002

munichlegends.co.uk01825740456

pmcuk.com01252850231

hardy but surely also the prettiestsaloon in recent memory. Thereare fundamentally two differentversions: the earlier cars with thesingle-clutch automated DuoSelectgearbox, dry-sump V8 and transaxle,and the later cars with the six-speedZF torque converter, directly attachedto a wet-sump V8. Power ranges from394bhp in the original 4.2-litre cars,up to 425bhp in some facelifted carswith 4.7 litres. For an idea of whatgoes wrong, see the ‘Expert View’below, but an early, low-mileage carat £20,000 is a tempting proposition.

The Porsche Panamera is another,more recent oddball, but if you canget past the looks this is a versatilefour-seater with plenty of PorscheDNA in the way it drives. ‘They’reholding their value better than theirrivals,’ says Arthur Little at NumberOne Prestige (numberoneprestige.co.uk). Only high-mileage V8s dipbelow £40,000, but good Turboscommand from £60,000. See last

month’s buying guide for the low-down on what to be aware of.

Finally, placing more emphasis onluxury brings the Bentley ContinentalFlying Spur onto the radar. These552bhp W12-engined limos aretemptingly cheap, with the marketfor decent early (2005) cars currentlydipping south of £30,000. ‘It’s acomplicated car that needs propermaintenance – a service history isparamount,’ says Stuart Worthingtonat Phantom Motor Cars Ltd (pmcuk.com). ‘The engine and ’box arebulletproof, but front suspensionarms wear, although they’re notexpensive. Discs and pads all donewill be £1600, and check the drainholes for blockages. Buy the best youcan afford.’

PorschePanamera‘When I first drovemyPanamera the thing Ireally noticedwas its planted feel. It’smucheasier to drive than a911 – you just don’thave to think about it. I find it a real bonushaving four seats, and thedriving positionis very lowdowncompared to other sportssaloons. It’s a car that shrinks around you.’

‘ I BOUGHT ONE’DAVID HEMMINGS

153

heritageautowerks.com‘Not a lot goeswrongwith thePanamera.I’ve seen a fewair-con compressor failures,and they’re hard onbrakes, but as a luxuryGT they’re great. I’d buy one asmyowncar. If you have 19-inchwheels or above,make sure you get onewith air suspension,otherwise the ride is badly affected.’

THE SPECIALISTGREG CRANMER

If I had topick one supersaloon, itwould bean E60M5,Much is said of theV10 engine,and theSMG ’box, but thread an E60alonga challenging B-road and it’s the exquisitechassis setup andbalance that impressesmost.Withmodern supersaloons tradingfirepower for finesse, the E60M5 is anexperience to covet. Great value, great car.

EVO ROAD TESTERNICK TROTT

OPINION

‘The or ig ina l car had a spl itpersonal i ty,’ says Andy Heywood ofthe Maserat i Quattroporte 5. ‘ It wasa sports car in a sa loon body thatappeals to the Maserat i fan , but theauto cars are good in a dif ferent way.

‘ It ’s extremely dif f icu lt to predictc lutch fa i lure on the DuoSelect , butdiagnostics can read the percentagewear. To change the clutch , inc ludingthe f lywheel , costs £2000.

‘We have one car come in with120,000 mi les on it , and the exhaustis star t ing to give problems. That ’s£5000 for a new one from Maserat i .

‘They don’t go wrong l ike oldMaserat is , but when they do, theparts pr ices are fr ightening .’

SUMMARY

Imagine a graph, with luxury tosportiness on the X-axis, and runningcosts on the Y; plotting our contenderswould neatly illustrate where they lierelative to each other. At one end ofthe spectrum is the E60 BMW M5.Drive one and, gearbox aside, it’s hardto resist, and so are the keen prices.But it’s a purchase that carries a majorpotential health-warning sticker. Theopposing definition of a supersaloonis the Bentley Flying Spur – literally, alot of car for the cash – with our otherchoices falling somewhere betweenthe two. Practicality and performancerarely looked so appealing.

R32 SKYLINE PRICESDOUBLE IN JAPANA UK-based Japanese-carimporter has conf i rmedthat pr ices for good-condit ion R32 Sky l ineGT-Rs have more thandoubled in Japan, dueto demand from theUSA, where 25-year-o ld examples can nowbe lega l ly imported asclassics . It ’s a sign thatthe days of cheap Sky l inesmight wel l be numbered.

INCREASED DEMANDFOR USED DIESELS?Car auction companyManheim reports that therecent drop in the pr ice ofdiesel at the pumps hasseen the average used pr iceof oi l burners r ise by morethan £200. This r ise meansthe gap between equiva lentpetro l and diesel modelshas increased fur ther.However, the ongoing dieselscandal surrounding VWmay reverse th is trend.

1980s HOT HATCHICONS CONTINUE TORISE IN VALUEChanging fashions havedictated that pr ices forthe most iconic 1980s hothatches – read Peugeot205 GTI and Renault 5 GTTurbo – are r is ing fast . Toput th is into perspective,£9660 was recently paidfor a 50,000-mi le Renault 5Raider at auction . F ive yearsago, such a car would havesold for around £5k .

ANDY HEYWOODMcGRATH MASERATI

With a DuoSelect Quattroporte, El iasEl ia adv ises manual ly downshif t inginto f i rst when travel l ing below10mph, such as when approaching aroundabout: ‘Otherwise it ’ l l r ide theclutch in second gear, wear ing theclutch premature ly.’

He bel ieves the market wi l lstabi l ise around £10,000 at thebottom, with 2007 cars in the low£20,000 bracket . Late cars arecurrently worth up to £40,000.

‘ I ’d put aside £2000 for runningcosts , but the annual serv ice is £600and the major £1000. Brakes you canget rea l ly cheap if you look beyondof f ic ia l par ts . Th ink £40 for a set off ront pads , instead of £500…’

ELIAS ELIAAUTOFFICINA

mcgrathmaserati.co.uk autofficina.co.uk

NEWS

Expert view

T HIS IS TRADITIONALLY THE TIMEof year when roadster values soften,so here are three feisty contenders

offering standout engines and character.The Z4 M is a great way to experience

BMW’s wonderful S54 straight-six in the openair without having to contemplate a ricketyold E46 M3 Convertible. Less impressive,however, is the compromised rigidity andoverly stiff ride quality.

The AMG is even more of a drop-top thug,mustering 376lb ft from a huge V8. It’ll dosub-five seconds to 62mph, but you’ll have tolive with an automatic gearbox and an ESPsystem that doesn’t like relinquishing control.

The Boxster is ubiquitous because it isexcellent, but it’s that same familiarity thatmay turn some buyers off. It’s no hooligan,but it is fluid on the road in a way that theother two cars here simply are not.

In-line 6-cyl, 3246cc

338bhp @ 7900rpm

269lb ft @ 4900rpm

1410kg (244bhp/ton)

4.8sec (claimed)

155mph (limited)

;;;;4

V8, 5439cc

355bhp @ 5750rpm

376lb ft @ 4000rpm

1575kg (229bhp/ton)

4.9sec (claimed)

155mph (limited)

;;;;2

Flat-six, 3436cc

306bhp @ 6400rpm

265lb ft @ 5500rpm

1355kg (229bhp/ton)

5.3sec (claimed)

170mph (claimed)

;;;;3

Engine

Power

Torque

Weight

0-62mph

Top speed

evo rating

BMW Z4M ROADSTER MERCEDES-BENZ SLK55 AMG PORSCHE BOXSTER S (987)

by Adam Towler

USED RIVALS:SUB-£20,000ROADSTERS

‘I bought a 3-litre Z4 ten years ago then took a test-drive six years later in a Z4MRoadster. By the time I’dchanged into second gear I knew I had to have it. I’vedone 21,000miles in it since, been to theRing fivetimes and trackdays in theUK. It’s been 100per centreliable and I love it.’ Pete Brown

‘Itmakes a lovely noise. I used to have a 996CarreraCabriolet, and the suspension is tighter comparedto that. The fuel consumption is similar, though.With the roof down, the 911would creak, but the SLKdoesn’t, although I lubricate the rubbers in the roofmechanismevery othermonth.’ Andrew Iles

‘I bought it two years ago, having borroweda friend’sfor aweek. I think you’re getting near-supercarperformance at family saloonprices. Everythingworks: it’smid-engined, the engine is positioned lowdown in the car and it’s a joy to drive. Keep the revsup and it flies.’ Adrian Rayson

‘ I BOUGHTONE’

‘We’ve hada lot of Z4Ms come inwith snappedbolts in the enginemountings. The ride is so stiff itseems to exposeweaknesswherever it can. Apartfrom this, however, these cars are very reliable. Theengines are absolutely bulletproof, althoughwetend tofind that owners don’t do thatmanymiles inthem. Prices havebeenholding firm.’

Dan Norris , Munich Legendsmunichlegends.co.uk

‘We love these, they’re very quick and extremelyreliable. They’re actually relatively cheap tomaintain,too, although later ones havefloating brake discsthat cost £500each. Any problemswith the heatedseatswill be expensive to put right, anddo keep aneye on the oil level. Otherwise, the engine is prettymuch indestructible.’

Olly Stoner, Prestige Car Serviceprestigecarservice.co.uk

‘Watch out for the IMSbearing problemand theother usualM96/97 issueswith these engines. Andcheck the condition of the radiators in the nose:leaves anddebris collect in the vents and start therot. Busheswear in the suspension, particularly onthe lower control arms. Alongwithworn shocks thisleads to poor handling and creaking noises.’

Mikey Wastie, Autofarmautofarm.co.uk

RUNNINGCOSTS

2007 £15,995sjspecialistcars.co.ukA 2007 car with 49,000miles and a full BMW servicehistory. Black with a redleather and carbon interior.

2005 £18,490snippersgate.co.ukA 2005 car in silver withonly 47,000 miles. Featuresinclude satnav and ‘Airscarf’,plus a full service history.

2005 £14,987pctcars.co.ukAn early 3.2 S in Arctic Silverwith 60,000 miles. Greyinterior and a blue hood, plusbi-xenons and 19in alloys.

EXAMPLES

EVOCHOICE Thepredictable decisionwould be to go for the

Boxster and enjoy the satisfaction of owning oneofthe best sports cars ever produced. The 987BoxsterS is prettymuchperfect: its powertrain and layoutgive sublimemid-enginedpoise and the chassis isso slick it canmake cars from the class above feel

underwhelming. In S guise the flat-six has thepowertomake themost of it, but is it tooperfect?

TheSLK55AMG is a little unhingedbycomparison,with its V8motor and relatively shortchassismaking for some interesting dynamicsevendespite the fact you can’t fully switch off the

stability control.Mercedes’ quality is built in, butit’s the 55’swild side that appeals.

That leaves the Z4.We’d take a coupeover adrop-top, but roof down, revs up and straight-sixsinging, the ‘M’ shakes off the regular Roadster’seffeminate image and is hard to resist.

155

Market

Market

Rich’s car-buy ing journey begins and endswith coupes , but inc ludes a hot-hatchinter lude of considerable appeal . The 16vRenault is a lmost a forgotten car thesedays , but for a br ief per iod it was the (large)fast hatch of choice dur ing that dif f icu lttransit ion from 1980s to 1990s . Just tryf inding a nice one today.

From there, Rich’s school ing in theBMW way star ted l ike it does for so manyenthusiasts: the E30. Sel l ing the 325i formore than he paid for it was obv iously agood move, but probably best he doesn’tlook up what a simi lar car goes for today…

The RX-8 appealed for the same reasons .Mazda sold thousands of them in the UKbecause of the indiv idual sty l ing , f inehandl ing and surpr is ing pract ica l i ty. L ikeso many other buyers , however, Rich foundit wasn’t as quick as the power outputsuggested and the fuel consumption washeavy – even when you weren’t tr y ing .

The E46 M3 is an evo Market favour ite ,and now looks increasing ly l ike a cannyinvestment. It rea l ly is hard to beat the cryof the S54 stra ight-six at fu l l cr y.

From Sc i rocco to M3 , an evoreader char ts h is impress i ve l yd i ve rse ca r ownersh ip h is to r y

BUYINGJOURNEY

evo view

RICHBRASSINGTO ,BERKSHIRE

TON,

156

What’snext?‘ I s t i l l get a thr i l l f romdriv ing the M3 andhonestly can’t th ink ofanyth ing that of fersquite as good value inper formance for themoney. This wi l l soundfami l iar, but housedeposits and a newkitchen and bathroomhave stopped memoving onto anyth ingnewer, but thatdoesn’t bother me.’

TipRich , have you seenhow tempting lyaf fordable E92 M3s arethese days? It ’s hard toignore a 414bhp V8…

‘Bought in 2001, with13 in , n ine-spoke Mk1Golf GTI a l loys , th iscar lasted a wholen ine months unti lI handed it on to amate. Most of thecy l inders were st i l lf i r ing at that point .’

‘ I spotted this , parkedup for sa le , on a grassverge. It was a great car ;i t fe lt fast , handled wel l ,was a bit d if ferent andgenera l ly fantast ic . Unti la guy in an XR3i droveinto the side of me.’

‘ I bought the Honda newunder a company-caropt-out scheme. It was abr i l l iant a l l - rounder but,u lt imately, i t wasn’t rear-wheel dr ive, so I rep lacedit with a th irsty MazdaRX-8.’

‘ I ’d a lways wanted oneon these, and v iv id lyremember the f i rst oneI saw on the road. Thenumbers star ted makingsense – man maths – so Iwent and looked at a few.’

1st

2nd

5th

7th

3rd

VW Scirocco1.6 GT (Mk2)

Renault 19 16v(Ph1)

Honda CivicType R (EP3)

BMW M3(E46)6th Mazda

RX-8

‘ I had two smart red BMWE30s in the f inest 1980stradit ion . The 320i wasa superb car, but just abit s low. The Sport waswhat got me proper ly intoper formance cars .’

4th BMW 325iSport (E30)

BMW 320i SE(E30)

2001

2011

2009

2007

2003

2005

Rear-dr ive , a gutsy V6, areputat ion for re l iab i l i t y –and yours f rom just £13kby Peter Tomalin

BUYING GUIDE:NISSAN 370Z

2009-PRESENT

ENGINE &TRANSMISSIONOur guide to the 370Zis Neil Tetherton atJunction 17 Cars, whichgenerally has at leasthalf a dozen 370Zs instock. ‘We’d startedspecialising in 350Zs,so the 370 was anatural progression,’ heexplains. ‘We do loadsof Porsches and BMWstoo, but there areplenty of specialistsfor those, not many forZeds. So we found a bit

of a niche.‘We like them

because they’re sodamn robust! Theengine was basicallycarried over from thelater “HR” unit in the350, so is very familiarengineering-wise.Properly serviced,there really are nobig issues with eitherthe engine or thetransmission, andwe’ve seen cars with upto 80,000 miles.’

The V6 has a timingchain, so there’s no

cambelt to replace.Service intervals are12 months or 9000miles, whichever comessooner, and since mostZeds do fairly smallmileages, most ofthem simply have anannual service. The bigservice is the sixth one,which includes sparkplugs and can costover £500.

‘It’s important theschedule is followed,’says Neil , ‘with morefrequent oil changesif a car is tracked.

We’ve had issues inthe past with carsoverheating if the oilisn’t in good condition.’From 2012, an oil coolerwas standard; for anearl ier car on track anaftermarket unit is awise investment.

‘The transmission,so far, is provingequally robust,’Neil continues.‘We haven’t had tochange a clutch yet,but from experiencewith the 350 it’s nota particularly big job.

With a manual car,switch the SynchroRev on and checkit’s working on everydownshift; with anauto make sure thepaddleshifts areworking crisply both upand down the ’box.’

SUSPENSION,STEERING &BRAKESThe 19in wheels areprone to kerbing andpothole damage, socheck both outside and

inside edges. And checkthere’s plenty of l ifeleft in the tyres. ‘Theywear through tyrespretty effectively!’says Neil . ‘Particularlythe inner shoulders ofthe fronts.’

On the test drivelisten for any untowardclonks or knocks – ifyou hear anything it’sprobably a worn droplink. ‘The suspensionarms on the 350Z wereprone to wear,’ addsNeil , ‘but these wereredesigned for the 370.’

158

T HE 350Z H A D BEEN A BR E ATH OFfresh air in 2003, with its brawny, front-mounted 3.5-litre V6, lairy rear-wheel

drive, two seats and a decent boot, chunky goodlooks and keen pricing. It wasn’t the last word infinesse, but it was bloody good fun.

Nissan kept the formula much the same when370Z replaced 350Z in April 2009. Where the final350s had seen power grow to 309bhp, the 370,with its extra .2 of a litre, was up another 17bhpto 326bhp. 0-62mph was clipped a tad at 5.4sec,top speed the same electronically limited 155mph.Visually it was an evolution, a slightly shorterwheelbase making it look even chunkier, the moreangular lights giving it a touch more attitude.

List price for the base model was £26,895, but

most buyers ticked the box for the GT pack, whichtook the price to £30,195 and added 19in wheelsand a load of extra toys, the best of which wasSynchro Rev Control, which blipped the throttleautomatically on downshifts. There was also anauto (£1400), which came with paddleshifters.

The 370Z Roadster arrived in March 2010; more‘us’ was the GT Edition that came in May 2011,with suspension revised by UK engineers at NissanTechnical Centre Europe. Ride and handling wereboth improved, while extra standard kit includeddarkened 19in alloys, satnav and a parking camera.The whole range got a round of revisions in October2012, including a reprofiled front bumper, daytimerunning lights and more colours choices.

Summer 2013 saw the arrival of the 370Z Nismo,

with a £36,995 price tag (a whole ten grand morethan the base Zed). That price, and the associationwithNissan’s famedracingarm,raisedexpectationsthat the car couldn’t quite meet. Power was up onlya smidge at 339bhp, 0-62 trimmed only a little to5.2sec. Under the aero was a reinforced structure,retuned suspension and lots of standard kit, butthe 1500kg kerb weight blunted agility. Still, if youwant the ultimate so far, this is it.

The bargains, though, are the early GTs. They’renot cheap to run: mpg is low to mid-20s, road tax ahefty £485, rear tyres the thick end of £200 each,and servicing costs can sting (though, as ever, it’sworth shopping around). But if you like simple,reliable, big-hearted rear-wheel-drive fun, there’sstill little else to touch them.

Market

CHECKPOINTS

0-62mph

5.4SEC

3696cc V6

326bhp @ 7000rpm

269lb ft @ 5200rpm

Six-speed manual,rear-wheel drive, LSD

1520kg

218bhp/ton

5.4sec (claimed)

155mph (limited)

£30,195 (2009)

Engine

Max power

Max torque

Transmission

Weight

Power-to-weight

0-62mph

Top speed

Price new

NISSAN 370Z GT COUPE

12 months or9000 miles,whichever sooner

£145

£350

Recommendedintervals

Minorservice

Majorservice

(Prices from junction17cars.co.uk, including VAT)

SERVICING

£152.09 front, £194.95rear (BridgestonePotenza)

£31.90 (aftermarket)

£127.00 (aftermarket)

£152.54 (OE)

£523.50 (aftermarket)

£1589.45 (single, OE)

£334.43 (OE)

£92.37 (OE)

Tyres (each)

Front pads(set)

Front discs(pair)

Damper

Clutch kit

Catalyticconverter

Exhaust rearbox

Spark plugs(set)

PARTS PRICES(Pr ices from junction17cars .co.uk andglynhopk in .com/nissan . Tyre pr ice fromblackci rc les .com. Al l pr ices inc lude VATbut exclude f itt ing charges)

BODY, INTERIOR& ELECTRICSDon’t be surprised ifthe front of the carhas had a respray.‘They’re very prone tostone-chipping,’ saysNeil , ‘and not just thespoiler, but also thefront of the bonnet andonto the front wings.

‘Glance underneathfor signs of corrosion –Japanese cars are neverthe best protected –but it really shouldn’tbe a problem just yet.’

Early cars had weakhatch springs, so checkthey’re strong enoughto pop the hatch clearof the latch. With theRoadster, check thehood operation and thecondition of the fabric,particularly where thewindows drop.

‘Interiors seem to beholding up better than350s at a similar age,’says Neil . ‘Any loosetrim would suggest it’sbeen removed at somepoint, so might worthinvestigating.’

USEFUL CONTACTS

FORUMS, ADVICE, EVENTSnissansportz .com350z-uk .comthe370z.com370zclub.org

SALES, SERVICINGjunct ion17cars .co.uk

SERVICING, TUNINGabbeymotorsport .co.uk

CARS FOR SALEclassicandper formancecar.com

PORSCHE CAYMANPorsche’s mid-engined coupe has a chassis of rarebri l l iance, and S versions have the go to match.First-gen cars (’06-’09) now from as little as £13k.Cayman R is an all-time evo favourite.

AUDI TT RSWith 335bhp from its turbocharged 2.5-l itre f ive-cylinder engine and, of course, quattro four-wheeldrive, the RS is fast and also characterful. Pricesstart from £25,000.

BMW Z4 M COUPEConceptually arguably the 370Z’s closest rival, the338bhp Z4 M Coupe (’06-’09) is a rewarding steerfor the committed driver. Plenty around from£13,000 to £20,000.

159

Majorservice

£350

RIVALS

INFORMATION

Below left: 3.7-litreengine is reliable.Bottom:Nismo versionhas bodykit, red interiortrim (left) and bespokewheels (below)

RICH FIELDING

2010 (60) 370Z GT PACK£14,475

79,092miles //Magnetic Blackmetallic//part leather//FNSH,sevenstamps // 19in alloys, Bose, satnav

junction17cars.co.uk

Even the ear l iest 370Zs arest i l l deprec iat ing , but not steeply –buoyant pr ices for 350s are help ingkeep 370s f i rm. Condit ion is important,but age and mi leage are st i l l the mainfactors af fect ing va lue whi le the modelis st i l l re lat ive ly new. Manuals andautos are va lued the same, but coupesare worth more than conver t ib leswith the same provenance. Ear ly,h igh-mi leage examples star t around£13,000, but £15k-20k gives a goodchoice of low-mi leage 2010/2011 cars .Nismos star t at around £25k .

370Z GT v CAYMAN‘The Nissan is more f lamboyant, therear end govern ing the angle of attack .Tract ion of f, turn- in , get on the powerand feel the weight and emphasis droponto the broad shoulders of the rear275/35 ZR19 Potenzas . An extra mid-corner prod arcs the ta i l wide. It ’s ahappy, magnanimous , easy sl ider thatenjoys demonstrat ing its prowess . Justl ike the old 350Z. What’s changed isthe 100mm shorter wheelbase, the rearwheels brought forward, nearer to yourbackside, so any movements beneath itare magnif ied .

‘The 3.7- l i tre V6 is gutsier than thelof ty 5200rpm torque peak wouldsuggest . It fee ls fast enough to keep a911 honest… [but] apart f rom a gustyrush of intake and exhaust noise atstar t-up the engine note isn’t verymelodious and the V6’s b land howlb lends with the surpr is ing ly invasivedrone of road noise.

‘On poor sur faces the chassis canbe caught out, the damping struggl ingto keep up, but on smooth tarmac it ’sgreat , eager to please, eager to makeyou feel l ike a hero. It ’s more energeticthan the 350Z and tid ier, too, butst i l l a s low- in , fast-out machine thatlacks the Cayman’s deta i led levelsof communication and ult imatelyits depth of abi l i ty. The Cayman isa genuine sports car, the 370Z anenter ta in ing sports GT.’ – evo 131(June 2009)

160

WHAT WE SAID‘I BOUGHT ONE’

‘ I ’m a die-hard Nissan fan, but Iwanted something a bit newerthan the R33 and R34 Sky l inesthat I ’d prev iously owned. I d idhave a br ief spel l with a 2007350Z but I wasn’t a fan of thechatter f rom the dual-massf lywheel , or the rather c lunkymanual gearbox . I dec ided thatI needed to spend more andf ind a 370Z with the seven-speed paddleshif t auto.

‘ I sett led on a white 2012GT Edit ion auto from a Nissandealer. I ’ve had it for a lmosttwo years now and havecovered around 7000 miles ,br ing ing the tota l to 35,000.

‘An af termarket cat-backexhaust was soon ordered toaddress the woeful lack ofnoise from the standard car

– it ’s a popular modif icat ionfor 370 owners . I ’ve made afew other minor mods, but thebest by far was replac ing theOE Br idgestone Potenzas withMichel in Pi lot Super Sports .They g ive a big improvementin gr ip and stabi l i ty, andproduce sl ight ly less roadnoise, too, a lthough the GTEdit ion benef its f rom increasedsoundproof ing over ear l iermodels . The 370Z can be a l it t letyre-fussy, so matched sets areimportant.

‘The only th ing to have gonewrong was a worn front dropl ink , a common issue but acheap f ix and an excuse toupgrade. Running costs aren’ttoo bad. Fuel averages at about23-25mpg on superunleaded

and a routine annual serv iceis £200-300 from a specia l ist .Insurance was a pleasantsurpr ise, but annual road tax isa whopping £490!

‘ It ’s my weekend car. It ’s alot of fun on a twisty road butit a lso eats the mi les l ike agood GT should . I ’ve done a fewtrackdays , too: the brakes areexcel lent and oi l cool ing hasn’tbeen an issue – post 2012 carshave improved oi l cool ing .

‘ I cer ta in ly p lan to keep it– at least unti l I can af ford anR35 GTR!’

IN THE CLASSIFIEDS WHAT TO PAY

Market BUYING GUIDE

2013 370Z GT EDITION£21,995

14,895miles // Ebisu Black // limitededition // Premiumsatnav //rear-viewcamera // Bose

charleshurstgroup.co.uk

2013 (63) 370Z NISMO£27,995

7000miles //Nismo sports seats //Premiumsatnav // Bose // rear-view

camera // 19inNismoalloysclassicandperformancecar.com

£?£13-25k

There’s a marked dif ference of opin ion betweenour experts on the V10-engined BMW M5 and M6models . B i rds won’t reta i l them as a ru le due to‘ long-term mechanica l issues and running costs’.Munich Legends sel ls p lenty, but is under noi l lusions that they ’re a specia l purchase requir ingplenty of forethought and homework . ‘There aresome issues you should th ink about before youeven think about buy ing one,’ says Legends’ DanNorr is , c it ing c lutch and gearbox wear and fuelconsumption . ‘A l low your prejudices to have freerein , and get it inspected,’ he urges .

The Z4 M, part icu lar ly in Coupe guise, hasa lways been a car to spl it opin ion , and whi leNorr is d ip lomatica l ly admits that it ’s a cult car, atB irds they love them.

Both are big fans of the V8 M3s though,a lthough Birds prefers the manual cars whi leMunich Legends leans towards the DCT versions .Both agree that gett ing the r ight spec on the caris important, with EDC damping a must. Norr is haseven used an M3 saloon as his dai ly dr iver for thepast four years , and loves it dear ly. These are st i l lnot cars to purchase l ight ly, however. ‘Anyth ingthat makes you ra ise an eyebrow about the car,just walk away,’ B i rds adv ises .

L ET’S START WITH THE UBIQUITOUS E92M3, defined by its high-revving, naturallyaspirated V8. Prices for early, high-mileage

coupes are now comfortably into the teens, andthere are plenty on the market. These cars mayone day be classics, even if prices are expected toslide further in the short term. Really nice carsstart at around £20,000, and even the best areonly in the £30,000 bracket. Watch out for failingthrottle bodies and noisy differentials, but they’regenerally tough cars. Very few experts rate theportly E93 Convertible, so we’ll gloss over it here.

The 1M has achieved something of modern-classic status, with values holding; low-mileagecars exceed £40,000. Dan Norris (see below)believes this buoyancy is largely led by the trade,

and doesn’t necessarily see them as a long-terminvestment, while specialist Birds cautions that theforthcoming M2 might affect the market.

And what of the mighty V10s? They’re a high-risk purchase, and this page could easily be filledfour times over with buying advice, but the coremessage is: research your purchase thoroughly.Some cars still have a BMW warranty, which is acomforting thought. A £15,000 E60 M5 is a gamble,£17,500 is fair, and £20,000 secures a good one.Nice M6s are worth a bit more, and Norris tipsthose as a much better investment bet.

Then there’s the Z4 M. A cult car in coupe form,and somewhat forgotten as a roadster, this flawedbut individual BMW won’t be to all tastes. Currentlyin the high teens, it’s easy to see them rising.

Fergus Calder got hooked on the Mdoctr ine dr iv ing his father ’s E46 M3,and years later rea l ised the dream byacquir ing an E92 M3 Coupe himself.

‘ I averaged 12-13mpg. At best I got18mpg. The fuel costs were mental , andwere one of the reasons I got r id of it . Itdoes take its to l l on your wal let . Even so,I ’d have another one.’

Ca lder rep laced the much- loved M3with a 1M in Valencia Orange. ‘ It fe ltsmal ler than the M3. It was nice to havesomething more int imate. There was nomessing about with it , but once you’dlearnt how it worked, i t never scared you.And it a lways wanted to go sideways – ina good way.

‘ I put a Lar in i exhaust on it as it wasway too quiet af ter the V8 M3. I had itfor 16 months . I actual ly so ld it for morethan I pa id for it , and given that it hadthe serv ice pack , i t on ly cost me fuel andtyres . I ’d f ind any excuse to get in and gofor a dr ive.

‘ I might get an E39 M5 next. Af ter a l l ,i t ’s not about lap times; it ’s how it makesyou feel . The 1M didn’t have al l those si l l ye lectronic a ids , and the E39 is the samesort of th ing .’

Expert viewBIRDS & MUNICH LEGENDS

Reward ing to dr ive anda safe bet f inanc ia l l y?Step forward a se lec tband of BMW mode lsby Adam Towler

MARQUE FOCUS:BMW M

SERIAL BUYERFERGUS CALDER

162

Market

2009 2010 2011 2012 2013 2014 2015 2016

£15k

£20k

£25k

£30k

£35k

£45k

£40k

£50k

1M COUPE10,000 miles ,decent spec

E92 M3 COUPE20,000 miles ,new in 2009

E60 M5Facel if t model ,new in 2007

Z4 M COUPE20,000 miles ,new in 2008

Where BMW M prices have been –and where they could be headingTrends

Aftermarket news

Advertise

BBR SUPER 185BBR’swork on the humbleMazda 3 is the bestindication yet ofwhatmight bepossiblewiththe all-newMX-5. Powerclimbs from the standard118bhp to 182bhp. For£2154fitted, you get aStarchip ECUupgrade, theremoval of the standardthrottle restriction, a 4-2-1manifold and a cold-airinduction kit.

592BHP BRABUS C63Sometimes, the 503bhpin aMercedes-AMGC63Sjust isn’t enough. The newBrabusPowerXtra B40kit exists for such times.Injection and ignitionremaps andhigher boostpressure take the4-litreV8 to 592bhp. New20-inchBrabuswheels and255/30 (front) and 275/30(rear) tyres put the powerto the road.

ABT RS3Youmight bemoanthe trend away fromnatural aspiration toturbocharging, butABTSportsline’s reworking ofthe 2.5-litre, five-cylinderturbo unit in theAudi RS3makes thebenefits clear.Power jumps from362bhpto424bhpwith littlemorethan customsoftware.Top speed is 177mphwhile0-62mph takes 4.1sec.

BRABUS TESLAAmerican electric-carmaker TeslaMotors hasclose linkswithDaimler,so it’s no surprise to seeBrabus also turning itsattention to theModel S.Unfortunately, the 691bhpoutput of the dual-motorP85D remains untouched,but there’s a carbonfibrebodykit, 21inwheels andsome luxurious interiorappointments.

NEXT MONTH

I f you can’ t face se l l i ng your ca r, take a look at the lates t opt ions toupgrade and improve i t ins tead by Antony Ingram

I F YOU OWN A PORSCHE 996, CHANCESare you won’t need much convincing to keepit. While it doesn’t yet have the investment

potential of earlier 911s, it’s an underappreciatedgem – affordable, usable and brilliant to drive.

Reliability concerns contribute to the low values,but specialist RPM Technik will fit a simple fix forone of the biggest issues, the failing intermediateshaft (IMS) bearing. Parts and installation costsaround £830 (with a clutch replacement).

You might well consider a set of lightweightwheels next. evo’s Jethro Bovingdon runs a set ofOZ Racing Alleggerita wheels in 8 x 18in on thefront and 10 x 18in on the rear on his 996 (pictured).They shed around 15kg of unsprung weight.

Indeed, alloywheels.com sells a set in that size ina titanium finish for £1669. A set of Michelin PilotSport 2s in 235/40 R18 (front) and 285/30 R18(rear) to wrap around them costs £622.36 fittedfrom blackcircles.com.

‘VWshavebeen in the family since I canremember;myolder brothers hadBeetlesandmydadall kinds ofweird SantanasandPassats.When I first sawapicture of aRallye, thatwas it. I was hooked.

‘Until then I hadbeen aMk1Golf fanthrough and through, but this box-archedhomologation specialwas something else.Itwas anAudiQuattro andBMWM3 rival, acompetitor for the Lancia Integrale.

‘I boughtmyRallyewhen itwas tenyears old and I could afford to insure it. I didwhat any 27-year-oldwoulddoand startedtomodify it. Nothing drastic – coilovers,biggerwheels. And then thedreamturnedsourwhen I kissed anoak tree in the snow.Somuch for infallible four-wheel drive… Icouldn’t afford to repair it, so it sat inmyparents’ garage.

‘When I could afford the repairs, thefirst thing I didwas return it to standard,which took a year or two.When thatwasdone I headeddown the concours route,which ultimately lead tome trailering thecar to events rather thandriving it.

‘I did try and sell it aftermy concoursphase, to pay for a housemove, but itwasworth a fraction ofwhat it costmeand,more importantly, no onewanted tobuy it.

‘TheRallye is nowfinally back inmydriving life. Now that I don’t need tosell it, I was offered a silly sum for it thissummer. I turned the offer downbecauseI appreciate the carmore now than I didwhen I first bought it. And I’ve no ideawhatI’d replace itwith;mywife already has itsnatural successor – aGolf R.’

Ownan ‘evo’ car you can’t bring yourself tosell? Email your story to eds@evo.co.uk

‘Why I kept it’SHOULD YOU KEEP IT?EDWARD MARSHALLVW GOLF RALLYE

165

Market

Porsche 911 (996)

To adver t ise inevo Market contactLaura Holloway020 7907 6874laura _hol loway@dennis .co.uk

ANALYSISSupercars: everythingyouneed to knowwhenbuying your first properspeed-machine.

USED RIVALSMazdaMX-5,Mini CooperS andSubaru ImprezaSTI. Your guide to three£10,000evo cars.

MARQUE FOCUSRenaultsport: the Frenchbrand responsble formany of the greatestmodern-era hot hatches.

BUYING GUIDEBMWM135i: why this rear-wheel-drive hot hatch isanevo favourite and asuperb daily proposition.

NEWTOWNMOTORS of CWMBRAN

The New Lotus Evora 400 - now availableat Wales’ Newest Lotus DealershipNewtown Motors are proud to have been appointed asan official Lotus dealer for Wales - and we’re privileged tobe among the first to have the all-new Evora 400 in ourshowroom.

Newtown Motors is also a well-established Morgandealership for Wales. The new, stunning Aero 8 waslaunched earlier this year for delivery in 2016 and we arenow taking orders.

Book your test drive today or visit us in Cwmbran to learnmore about these two fantastic new models.

Test drives: Peter Constable on 01633 487260or Mandy Gasper on 01633 485251email: peter.constable@newtown-motors.co.uk

Newtown Motors of CwmbranSomerset Road, Cwmbran NP44 1QX

www.newtown-motors.co.uk

BRITISH SPORTS CARS AT THEIR BEST

www.lotus-wales.co.uk

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2015 Lamborghini Aventador Coupe LP700, Black, High Spec, Only 800Miles......... £299,995

2014 Bentley Continental CoupeW12 Speed, Black, Leather, Only 5,000Miles...........£109,995

2013 Audi A6 3.0 Litre Diesel Twin Turbo, Black, High Spec, 42,000Miles........................ £29,995

2013 Audi Q5 2.0 TFSi Petrol Highline Auto, Black, 14,000Miles, VATQualifying......... £29,995

1979Mercedes-Benz 450 SLAuto, Met Red, Checked Cloth Interior, Hard Top.............£24,995

1979Mercedes-Benz 450 SLAuto, Met Grey, Restored Vehicle, Stunning Car................£26,995

2015Mercedes-Benz A200 Sport Auto, Met Silver, Delivery Miles, Huge Saving............£23,995

2012Mercedes-Benz C180 Petrol EX SEAuto,White, Leather, 9,700Miles.........................£15,995

2012Mercedes-Benz C180 Petrol Coupe Sport Auto, Black, 31,000Miles............................£16,995

2012Mercedes-Benz C180 Petrol Sport Plus Auto,White, 20,000Miles...............................£17,995

2015Mercedes-Benz C200 Petrol Sport Auto, 10,000Miles, choice of colours from...£25,995

2014Mercedes-Benz C220Diesel Sport Auto, 11,000Miles, choice of colours from...£26,995

2009Mercedes-Benz CL500Auto, Silver, Leather, High Spec, 56,000Miles ....................£19,995

2012Mercedes-Benz E200 Petrol Convertible, Black, Leather, 30,000Miles....................£22,995

2014Mercedes-Benz E220Diesel SE Auto, 9,000Miles, choice of colours from...........£24,995

2014Mercedes-Benz S350 SWB, Black, Leather, 12,000Miles, VATQualifying..............£45,995

2014Mercedes-Benz S350 LWB, Black, Leather, 13,000Miles, VATQualifying.............£46,995

2014Mercedes-Benz S350 LWB, Black, Leather, 10,000Miles, VATQualifying..............£49,995

MANY MORE CARS AVAILABLE FROM STOCKPlease see our website or contact us directly for further information.

We can also offer competitive rate finance, terms and conditions apply.

0208 205 2051HOLMSTALL PARADE, EDGWARE ROAD, BURNT OAK, MIDDLESEX, HA8 5HX

sales@kams.co.uk www.kams.co.uk

www.facebook.com/Kams-of-London

SALES SERVICE FINANCE

2015 Aston Martin Vanquish Volante60th Edition Unique, 1 of 6 cars £345,000 2010 Porsche 911 Turbo 997 3.8

PDK, 37,000 Miles £66,995 2014 Land Rover Range RoverSport 3.0 HSE Dynamic £67,995

2013 Mercedes-Benz E220 AMG SportConvertible, White/Black Leather, Nav £27,995 2015 Mercedes-Benz G350,

Delivery Miles £79,995 2014 Mercedes-Benz S350, VATQualifying, choice of colours from £45,995

L U X U R Y & P R E S T I G E C A R S P E C I A L I S T

SOLD - SIMILAR REQUIRED SOLD - SIMILAR REQUIRED SOLD - SIMILAR REQUIRED

Nissan GTRBMW E46 M3Porsche 911 Turbo X50

£69,995Ferrari 612 Scaglietti £109,995Ferrari 355 Spider £109,995Ferrari 575 Maranello

£32,995Audi B7 RS4 Saloon £24,995Alpina B3 Bi-Turbo £69,995BMW M3 CSL

£16,995BMW E46 M3 Cab £29,995Porsche 911 Carrera 4S £32,995BMW E93 M3 Convertible

£69,995BMW M3 CSL £39,995BMW 1M Coupe £19,995BMW E60 M5

T | 01483 338 902 E | sales@millenniumheroes.com A | Bramley, Surrey

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102 www.evo.co.uk

HOWFAST? TRACK

EVENT

SESSION 1

8.00Arrive and sign on

8.30Briefing

9.00One hour of

practicelapping

10.00Timed lapping

begins

11.00Session

ends

SESSION2

10.00Arrive and sign on

10.30Briefing

11.00One hour of

practicelapping

12.00Timed lapping

begins

13.00Session

ends

SESSION3

12.00Arrive and sign on

12.30Briefing

13.00One hour of

practicelapping

14.00Timed lapping

begins

15.00Session

ends

SESSION4

14.00Arrive and sign on

14.30Briefing

15.00One hour of

practicelapping

16.00Timed lapping

begins

17.00Session

ends

PRICEfrom £75

WHEREBedford

Autodrome

Thurleigh Airfield

Business Park

Bedford

MK44 2YP

TOBOOK

call 0844 844 0039

or visit dennis.

subscribeonline.

co.uk/

products/

evo-merchandiseDon’t m

iss yourchance

to put yourself and

your

car to the test against the

clock. How Fast is the

ultimate test of speed and as close as you can

get to competitivemotorspo

rt without needing

a competitionlicence.

After learning the circuit

during practicelapping,

you’ll get to head out on

track alone to record a lap time. Up to 80 drivers

will be setting times on the day for you to try to

beat – including evo’s own test driv

ers.Will you

be fastest?To find out, cho

osewhich of the

four sessions yo

uwould like to compete

in and book your place now!

Join the evo teamat our

‘HowFast’ track event at

BedfordAutodrom

e on

Saturday 31st October

in association with

R-Tec Auto Design, Lyon Way, (off Hatfield Road), St Albans, AL4 0QU | Open Hours: Mon - Fri 9.30am - 5.30pm & Saturdays: 9.30am - 4.00pm

Bespoke Interiors, Motorsport SeatsFull seating and dashboard re-upholstering including

roof linings, seat belts, and wood / carbon panels

Window Tinting & Vehicle WrappingChoose from 4 film-shades & an array of Vinyl wraps and textures

including Carbon Fibre, Gold, Matt, Gloss, Chrome & more...

STYLING & BODYKITSCosmetic exterior upgrades - Spoilers & Bodykits

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Spacer + Camber AdjustmentsImprove your vehicle stance and handling with wheel spacers,

alignment, geometry, camber adjustments & more.

Bodykits and Styling from Industryleading tuners across the globe

Full System / Cat Back ExhaustsPerformance Exhausts by Quicksilver, Scorpion and Milltek.

Plus custom-made Reflex exhausts

Suspension Kits, Springs, CoiloversSprings, Coilovers, Shock Absorber Upgrades,

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Abarth 595Competizione 196D £18,960 4/1368 158/5500 170/3000 1035kg 155 7.4 - 130 155 43.5 + Spirited engine, still looks great - Favours fun over finesse 33322Abarth 695 Biposto 205 R £32,990 4/1369 187/5500 184/3000 997kg 191 5.9 - 143 - - + Engineered like a true Abarth product - Desirable extrasmake this a £50k city car 33332Alfa RomeoMito Cloverleaf 149 R £18,870 4/1368 168/5500 184/2500 1145kg 149 7.5 - 136 139 47.1 + Great MultiAir engine, impressive ride - Not as feisty as we hoped 33342Alfa Romeo Giulietta QV 199 D £28,120 4/1742 237/5750 251/2000 1320kg 182 6.0 - 151 162 40.3 + Still looks good, and now it’s got the 4C’s engine - Pricey, and it has more rewarding rivals 33322Alfa Romeo Giulietta Cloverleaf 144 D ’10-’14 4/1742 232/5500 251/1900 1320kg 179 6.8 - 150 177 37.2 + Shows signs of deep talent… - …but should bemore exciting 33322Alfa Romeo 147GTA 187 R ’03-’06 6/3179 247/6200 221/4800 1360kg 185 6.0 15.5 153 - 23.3 +Mk1 Focus RS pacewithout the histrionics - Slightly nose-heavy 33332Audi S1 211 R £24,900 4/1984 228/6000 273/1600 1315kg 176 5.8 - 155 162 40.4 +Compliant and engaging chassis; quick, too - Looks dull without options 33334Audi A1 quattro 181 R ’13 4/1984 253/6000 258/2500 1420kg 181 5.7 - 152 199 32.8 +Polished 253bhp all-wheel-drive A1 - Just 19 for UK, PorscheCaymanprice 33334Audi S3 188 R £30,640 4/1984 296/5500 280/1800 1395kg 216 5.4 12.5 155 162 40.4 + Lots of grip and one of the best-sounding four-pot turbos - Still a little too clinical 33332Audi RS3 210D £39,950 5/2480 362/5500 343/1625 1520kg 242 4.3 - 155 189 34.9 +Addictive noise, lighter on its feet than its predecessor - Still a shade sensible 33332Audi S3 106R ’06-’12 4/1984 261/6000 258/2500 1455kg 183 5.6 13.6 155 198 33.2 +Very fast, very effective, very… err, quality - A little too clinical 33332Audi RS3 Sportback 156 R ’11-’12 5/2480 335/5400 332/1600 1575kg 216 4.5 - 155 212 31.0 +Above, with added five-pot character - Again, see above… 33332BMW 125iMSport 176D £26,020 4/1997 218/5000 228/1350 1420kg 156 6.4 - 155 154 42.8 +Performance, price, running costs - Dull four-pot soundtrack 33332BMWM135i 212 R £31,325 6/2979 321/5800 332/1300 1430kg 228 5.1 - 155 188 35.3 + Powertrain, noise, chassis, price -M235i looks nicer, and has an LSDon its options list 33334BMW 130iMSport 106R ’05-’10 6/2996 261/6650 232/2750 1450kg 183 6.1 15.3 155 - 34.0 + Fantastic engine - Suspension can still get a little boingy 33332Citroën C1/Peugeot 107/Toyota Aygo 126 R £8095+ 3/998 68/6000 68/3600 790kg 87 14.2 - 98 103 61.4 + Full of character and insurance-friendly - Insurance friendly power 33332Citroën SaxoVTS 020R ’97-’03 4/1587 120/6600 107/5200 935kg 130 7.6 22.6 127 - 34.9 +Chunky, chuckable charger - Can catch out the unwary 33334CitroënAXGT 195 R ’87-’92 4/1360 85/6400 86/4000 722kg 120 9.2 - 110 - - +Makes terrific use of 85bhp - Feels like it’smade frompaper 33334CitroënDS3 1.6 THP 142 R £17,475 4/1598 154/6000 177/1400 1240kg 126 7.2 - 133 155 42.2 +Aproper French hot hatch - Petrolheadsmight find it too ‘designed’ 33332CitroënDS3Racing 153D ’11-’12 4/1598 204/6000 203/2000 1240kg 167 6.5 - 146 149 - + Faster, feistier version of above - Not as hardcore as its ‘Racing’ tag suggests 33342Fiat Panda 100HP 132 R ’06-’11 4/1368 99/6000 97/4250 975kg 103 9.5 - 115 154 43.5 +Most fun per pound on themarket - Optional ESP can’t be turned off 33334Fiat Punto Evo Sporting 141 D £13,355 4/1368 133/5000 152/1750 1155kg 117 8.5 - 127 129 50.4 +Great engine, smart styling - Dynamics don’t live up to the Evo name 33342Ford Fiesta ST 207 R £17,545 4/1596 179/5700 214/1600 1088kg 167 7.4 18.4 137 138 47.9 +Chassis, price, punchy performance - Not as powerful as key rivals 33334Ford Fiesta STMountune 213 R £18,144 4/1596 212/6000 236/2750 1088kg 198 6.4 - 140 138 - +One of the bestmid-sized hatchesmade even better - Badge snobbery 33333Ford Fiesta Zetec S 123D ’08-’13 4/1596 118/6000 112/4050 1045kg 115 9.9 - 120 134 48.7 +Genuinely entertaining supermini - Grown up compared to Twingo/Swift 33332Ford Fiesta Zetec SMountune 132 R ’08-’13 4/1596 138/6750 125/4250 1080kg 130 7.9 - 120 134 48.7 +As above, with a fantastically loud exhaust… - …if you’re 12 years old 33332Ford Fiesta ST 075D ’05-’08 4/1999 148/6000 140/4500 1137kg 132 7.9 - 129 - 38.2 +Great looks, decent brakes - Disappointing chassis, gutless engine 33322Ford Fiesta ST185Mountune 115 R ’08 4/1999 185/6700 147/3500 1137kg 165 6.9 - 129 - - + Fiesta ST gets the power it always needed -OTT exhaust note 33332Ford Focus ST TDCi Estate 206D £23,295 4/1997 182/3500 295/2000 1488kg 124 8.3 - 135 110 67.3 + Performance not sacrificed at the alter of economy - Interior design still jars slightly 33332Ford Focus ST 207 R £22,195 4/1999 247/5500 265/2000 1362kg 184 6.5 - 154 159 41.5 + Excellent engine - Scrappywhen pushed 33332Ford Focus STMountune 187 D £23,220 4/1999 271/5500 295/2750 1362kg 202 5.7 - 154+ 169 - +Great value upgrade - Steering still not as feelsome as that of some rivals 33334Ford Focus ST 119 R ’05-’10 5/2522 222/6000 236/1600 1392kg 162 6.7 16.8 150 224 30.4 +Value, performance, integrity - Big engine compromises handling 33332Ford Focus STMountune 137 R ’08-’11 5/2522 256/5500 295/2500 1392kg 187 5.8 14.3 155 224 - + ST takes extra power in its stride - You probably still want an RS 33334Ford Focus RS (Mk2) 195 R ’09-’11 5/2522 300/6500 324/2300 1467kg 208 5.9 14.2 163 225 30.5 +Huge performance, highly capable FWDchassis - Body control is occasionally clumsy 33333Ford Focus RS500 181 R ’10-’11 5/2522 345/6000 339/2500 1467kg 239 5.6 12.7 165 225 - +More power and presence than regular RS - Pricey 33333Ford Focus RS (Mk1) 207 R ’02-’03 4/1998 212/5500 229/3500 1278kg 169 5.9 14.9 143 - - + Someare great - Someare awful (somake sure you drive plenty) 33332Ford Escort RSCosworth 157 R ’92-’96 4/1993 224/6250 224/3500 1275kg 179 6.2 - 137 - - + The ultimate Essex hot hatch - Unmodified ones are rare , and getting pricey… 33332Ford Puma 1.7 095R ’97-’02 4/1679 123/6300 116/4500 1041kg 120 8.6 27.6 122 - 38.2 + Everything - Nothing. The 1.4 isworth a look too 33334Ford Racing Puma 128R ’00-’01 4/1679 153/7000 119/4500 1174kg 132 7.8 23.2 137 - 34.7 + Exclusivity - The standard Pumadoes it sowell 33332HondaCivic Type R 212 R £29,995 4/1996 306/6500 295/2500 1378kg 226 5.7 - 167 170 38.7 +Great on smooth roads - Turbo engine not as special as old NAunits; styling a bit ‘busy’ 33334HondaCivic Type R (FN2) 102 R ’07-’11 4/1998 198/7800 142/5600 1267kg 158 6.8 17.5 146 215 31.0 + Looks great, VTECmore accessible - Steering lacks feel, inert balance 33342HondaCivic Type RChamp’shipWhite 126D ’09-’10 4/1998 198/7800 142/5600 1267kg 158 6.6 - 146 - 31.0 + Limited-slip diff awelcome addition - It’s not available on the standard car 33332HondaCivic Type RMugen 195 R ’09-’11 4/1998 237/8300 157/6250 1233kg 195 5.9 - 155 - - + Fantastic on road and track - There’s only 20, and they’re a tad pricey… 33333HondaCivic Type R (EP3) 075 R ’01-’05 4/1998 197/7400 145/5900 1204kg 166 6.8 16.9 146 - 31.7 + Potent and great value - ‘Breadvan’ looks divide opinion, duff steering 33332Kia ProceedGT 207 R £20,200 4/1591 201/6000 195/1750 1448kg 143 7.4 - 143 171 38.2 + Fun and appealing package - Lacks sharpness and control at its outer edges 33332Lancia Delta Integrale 194 R ’88-’93 4/1995 207/5750 220/3500 1300kg 162 5.7 - 137 - 23.9 +One of the finest cars ever built - Demands love, LHDonly 33333Mazda 2 1.5 Sport 132 R £13,495 4/1498 102/6000 101/4000 1030kg 107 10.4 - 117 135 48.7 + Fun and funky - Feels tinny after aMini 33342Mazda 3MPS 137 R ’06-’13 4/2261 256/5500 280/3000 1385kg 188 6.3 14.5 155 224 29.4 +Quick, eager and very good value - The steering’s iffy 33342Mercedes-Benz A45AMG 194R £37,845 4/1991 355/6000 332/2250 1480kg 244 4.3 10.6 155 161 40.9 + Blisteringly quick everywhere - Not as rewarding as some slower rivals 33332MG3Style 190D £9999 4/1498 104/6000 101/4750 1155kg 91 10.4 - 108 136 48.7 +Decent chassis, performance and price - Thrashy engine, cheap cabin 33322Mini Cooper (F56) 194D £15,300 3/1499 134/4500 162/1250 1085kg 125 7.9 - 130 105 62.8 +Punchy three-cylinder engine, good chassis - Tubby styling 33332Mini Cooper S (F56) 196D £18,665 4/1998 189/4700 206/1250 1160kg 166 6.8 - 146 133 49.6 + Still has thatMini DNA - Expensivewith options; naff dash displays 33332Mini JohnCooperWorks (F56) 211 R £23,050 4/1998 228/5200 236/1250 1200kg 193 6.3 - 153 155 42.2 + Fast, agile, super-nimble - OE tyres lack outright grip 33332Mini JohnCooperWorks Coupe (R58) 164 R £23,805 4/1598 208/6000 206/2000 1175kg 180 6.3 - 149 165 39.8 + The usual raucousMini JCWexperience - Butwith a questionable ‘helmet’ roof… 33332Mini Cooper (R56) 185 F ’09-’14 4/1598 120/6000 118/4250 1075kg 113 9.1 - 126 127 52.3 + Brilliant ride and composure; could be all theMini you need - You’ll still buy the ‘S’ 33334Mini Cooper S (R56) 149 R ’06-’14 4/1598 181/5500 177/1600 1140kg 161 7.0 - 142 136 48.7 +Newengine,Mini quality - Front end not quite as direct as the old car’s 33334Mini Cooper SD (R56) 158D ’11-’14 4/1995 141/4000 225/1750 1150kg 125 8.0 - 134 114 65.7 +Aquick dieselMini with impressivempg - But noCooper S alternative 33332Mini JohnCooperWorks (R56) 184 R ’08-’14 4/1598 208/6000 206/2000 1160kg 182 7.2 16.7 148 165 39.8 +A seriously rapidMini - Occasionally just a little unruly 33334Mini JohnCooperWorksGP (R56) 195 R ’13-’14 4/1598 215/6000 206/2000 1160kg 188 6.3 - 150 165 39.8 + Brazenly hyperactive - Toomuch for some roads and some tastes 33333Mini Cooper S (R50) 077 R ’02-’06 4/1598 168/6000 155/4000 1140kg 143 7.8 19.9 135 - 33.6 + Strong performance, quality feel - Over-long gearing 33334Mini Cooper SWorksGP (R50) 144 R ’06 4/1598 215/7100 184/4600 1090kg 200 6.5 - 149 - 32.8 + Storming engine, agility - Tacky styling ‘enhancements’ 33333Nissan JukeNismoRS 208D £21,650 4/1618 215/6000 206/3600 1315kg 166 7.0 - 137 165 39.2 +Quirky character and bold styling - Not amatch for a pukka hot hatch 33342Peugeot 106Rallye (Series 2) ’97-’98 4/1587 103/6200 97/3500 865kg 121 8.8 - 121 - 34.0 + Bargain no-frills thrills - Not asmuch fizz as original 1.3 33332

evo ratingIssu

eno.

Price

Engine

cyl/c

c

bhp/

rpm

lbft/rpm

Weigh

t

bhp/

ton

0-60

mph

0-100m

ph

Max

mph

CO2g

/km

ECmpg

3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great car

N=newentry thismonth. * = grey import. Entries in italics are for cars no longer on sale. Issueno. is for ourmostrecentmajor test of the car (D=Driven,R=Road test or group test, F= Feature). Call 0844 8440039 to order a backissue.Price is on-the-road includingVATand delivery charges.Engine is the car’smainmotor only – additional hybrid

tech isn’t shown.Weight is the car’s kerbweight as quoted by themanufacturer.bhp/ton is the power-to-weight ratio based onmanufacturer’s kerbweight.0-60mph and0-100mph figures in bold are independently recorded, all other performance figuresaremanufacturers’ claims.CO2g/km is the official EC figure and ECmpg is the official ‘Combined’ figure or equivalent.

Key

Ratings

DatabaseSuperminis / Hot HatchesKnowledge

Peugeot 106Rallye (Series 1) 095R ’94-’96 4/1294 100/7200 80/5400 826kg 123 10.6 - 118 - 35.6 + Frantic, thrashy fun - Needs caning to extract full potential 33333Peugeot 106GTI 16v 034R ’97-’04 4/1587 120/6600 107/5200 950kg 128 7.4 22.2 127 - 34.9 + Fine handling supermini - Looks its age 33334Peugeot 208GTi 184 R £18,895 4/1598 197/5800 203/1700 1160kg 173 6.8 17.9 143 125 47.9 +Agile chassisworkswell on tough roads - Could bemore involving 33332Peugeot 208GTi 30th Anniversary 211 R £21,995 4/1598 205/5800 221/1750 1185kg 176 6.5 - 143 125 47.9 + Themost focused small hatch on sale - Nearly £4kmore than a Fiesta STMountune 33333Peugeot 205GTI 1.9 195 R ’88-’91 4/1905 130/6000 119/4750 910kg 145 7.9 - 124 - 36.7 + Still scintillating after all these years - Brittle build quality 33333Peugeot 306GTI 6 020R ’93-’01 4/1998 167/6500 142/5500 1215kg 139 7.2 20.1 140 - 30.1 +One of the great GTIs - They don’tmake them like this anymore 33333Peugeot 306Rallye 095R ’98-’99 4/1998 167/6500 142/5500 1199kg 142 6.9 19.2 137 - 30.1 + Essentially a GTI-6 for less dosh - Limited choice of colours 33333Renaultsport Twingo 133 175 R ’08-’13 4/1598 131/6750 118/4400 1050kg 127 8.6 - 125 150 43.5 +Renaultsportexperienceforpocketmoney-OptionalCupchassisgivesbouncyride 33332Renaultsport Clio 200Auto 184R £18,995 4/1618 197/6000 177/1750 1204kg 166 6.9 17.9 143 144 44.8 + Faster,more refined, easier to drive -Wemiss the revvy nat-asp engine andmanual ’box 33342Renaultsport Clio 220 Trophy 213 R £21,780 4/1618 217/6050 206/2000 1204kg 183 6.6 - 146 135 47.9 + Improves on the 200Auto - Still not amatch for previous-generation Renaultsport Clios 33332Renaultsport Clio 200Cup 195 R ’09-’13 4/1998 197/7100 159/5400 1204kg 166 6.6 16.7 141 190 34.5 + The hot Clio at its best - They don’tmake it anymore 33333Renaultsport Clio 197 Cup 115 R ’07-’09 4/1998 194/7250 158/5550 1240kg 161 6.9 - 134 - 33.6 +Quick, polished and capable - Not asmuch sheer fun as 182Cup 33332Renaultsport Clio 182 066R ’04-’06 4/1998 180/6500 148/5250 1110kg 165 6.6 17.5 139 - 34.9 + Took hot hatches to a new level - Flawed driving position 33333Renaultsport Clio 182 Cup 187 R ’04-’06 4/1998 180/6500 148/5250 1090kg 168 6.5 - 139 - 34.9 + Full of beans, fantastic value - Sunday-market upholstery 33333Renaultsport Clio Trophy 200R ’05-’06 4/1998 180/6500 148/5250 1090kg 168 6.6 17.3 140 - 34.9 + Themost fun you can have on three (sometimes two)wheels - Just 500were built 33333Renaultsport Clio 172 Cup 048R ’02-’04 4/1998 170/6250 147/5400 1011kg 171 6.5 17.7 138 - - + Bargain old-school hot hatch - Nervous in thewet, no ABS 33332Renaultsport Clio V6 255 057 R ’03-’05 6/2946 251/7150 221/4650 1400kg 182 5.8 - 153 - 23.0 + Supercar dramawithout the original’s edgy handling - Uninspired interior 33333Renaultsport Clio V6 029R ’99-’02 6/2946 227/6000 221/3750 1335kg 173 5.8 17.0 145 - 23.0 +Pocket supercar -Mid-engined handling can be tricky 33332Renault ClioWilliams 195 R ’93-’96 4/1988 148/6100 126/4500 981kg 153 7.6 20.8 134 - 26.0 +One of the best hot hatches ever - Can be fragile 33333Renault 5 GT Turbo 195 R ’87-’91 4/1397 118/5750 122/3000 855kg 140 7.3 - 120 - 28.4 +ClioWilliams’ grand-daddy - Fewunmodified ones left 33333RenaultsportMégane 275 Trophy 212 R £28,930 4/1998 271/5500 265/3000 1376kg 200 5.8 - 159 174 37.7 + Another cracking Trophymodel - Stripped-out Trophy-R is evenmore thrilling 33333RenaultsportMégane 275 Trophy-R 203R £36,430 4/1998 271/5500 265/3000 1297kg 212 5.8 - 158 174 37.7 + As absorbing as a 911 GT3 RS on the right road - Too uncompromising for some; pricey 33333RenaultsportMégane 265Cup 195 R ’12-’15 4/1998 261/5500 265/3000 1387kg 191 6.4 14.8 158 174 37.7 + A hot hatch benchmark - Cupholder could be better positioned 33333RenaultsportMégane 250Cup 139 R ’09-’12 4/1998 247/5500 251/3000 1387kg 181 6.1 14.6 156 190 34.4 + Fantastic chassis… - …partially obscured by new-foundmaturity 33334RenaultsportMégane dCi 175 Cup 119 R ’07-’09 4/1995 173/3750 265/2000 1470kg 119 8.3 23.5 137 - 43.5 +Adiesel with a genuinely sporty chassis - Could takemore power 33332RenaultsportMégane 230 F1 TeamR26 195 R ’07-’09 4/1998 227/5500 229/3000 1345kg 171 6.2 16.0 147 - - + The car the R26.R is based on - F1 Teamstickers in dubious taste 33333RenaultsportMégane R26.R 200R ’08-’09 4/1998 227/5500 229/3000 1220kg 189 5.8 15.1 147 - - +One of the true hot hatch heroes - Two seats, plastic rearwindows 33333SEAT Ibiza FR 2.0 TDI 144 R £17,445 4/1968 141/4200 236/1750 1245kg 115 8.2 - 131 123 60.1 +More fun than the petrol FR,manual gearbox option - TheCupra’s notmuchmore 33342SEAT Ibiza Cupra 183D £18,765 4/1390 178/6200 184/2000 1259kg 144 6.9 - 142 139 47.9 + Punchy engine, unflappable DSG - Lacks engagement 33322SEAT Leon FR TDI 184 184D £22,255 4/1968 181/4000 280/1750 1350kg 136 7.5 - 142 112 64.2 + Performance, sweet chassis, economy, comfort - Boorish engine 33322SEAT LeonCupra 280 212 R £27,210 4/1984 276/5600 258/1750 1300kg 216 5.8 - 155 149 44.1 + Serious pace and agility for Golf GTImoney - TheMk7Golf R 33334SEAT Leon FR+ 163D ’11-’12 4/1984 208/5300 206/1700 1334kg 158 7.2 - 145 170 38.7 +As quick as aGolf GTI five-door but lots cheaper -Misses the VW’s completeness 33332SEAT LeonCupra R 139 R ’10-’12 4/1984 261/6000 258/2500 1375kg 193 6.1 14.0 155 190 34.9 + Bold car, blinding engine - Lacks the character of its rivalmega-hatches 33342SEAT LeonCupra 105 R ’07-’11 4/1984 237/5700 221/2200 1375kg 175 6.3 - 153 190 34.0 +Great engine, composure - Doesn’t have adjustability of old Cupra R 33332SEAT LeonCupra R 225 067 R ’03-’06 4/1781 222/5900 206/2200 1376kg 164 6.9 - 150 - 32.1 + Cross-country pace, practicality, value - Not as thrilling as some 33332Skoda Fabia vRS (Mk2) 146D £17,150 4/1390 178/6200 184/2000 1218kg 148 7.3 - 139 148 45.6 +Well priced, wellmade,with great engine andDSG ‘box - Dull steering 33342Skoda Fabia vRS (Mk1) 077 R ’04-’07 4/1896 130/4000 229/1900 1315kg 100 9.6 - 127 - 55.4 + Fascinatingly fun and frugal hot hatch - A little short on steering feel 33342SkodaOctavia vRS (Mk3) 187 D £23,260 4/1984 217/4500 258/1500 1350kg 163 6.8 - 154 142 45.6 +Quick, agile, roomier than aGolf - Ride is harsh forwhat could be a family car 33332SkodaOctavia vRS (Mk2) 163 R ’06-’13 4/1998 197/5100 206/1700 1395kg 143 7.3 - 149 175 37.7 +Drives like aGTI but costsmuch less - Green brake calipers? 33332Subaru ImprezaWRXS 125D ’08-’10 4/2457 251/5400 288/3000 1395kg 180 5.5 - 130 270 - +An improvement over the basicWRX - Still not theWRXwewanted 33342Subaru Impreza STI 330S 124 R ’08-’10 4/2457 325/5400 347/3400 1505kg 219 4.4 - 155 - - +Abit quicker than the STI… - …but not better 33332Suzuki Swift Sport (Mk2) 175 R £13,749 4/1586 134/6900 118/4400 1045kg 130 8.7 - 121 147 44.1 + The Swift’s still a great pocket rocket - But it’s lost a little adjustability 33334Suzuki Swift Sport (Mk1) 132 R ’05-’11 4/1586 123/6800 109/4800 1030kg 121 8.9 - 124 165 39.8 + Entertaining handling, well built - Lacking in steering feedback 33334Vauxhall Corsa VXR 211 R £17,995 4/1598 202/5800 206/1900 1278kg 161 6.5 - 143 174 37.7 + Begs to bewrung out - You’ll need the £2400Performance Pack 33332Vauxhall Corsa VXR 154R ’07-’14 4/1598 189/5850 192/1980 1166kg 165 6.8 - 140 172 38.7 + Looks snazzy, punchy engine - Lacks feel, uncouth comparedwith rivals 33342Vauxhall Corsa VXRN’ring/Clubsport 164 R ’11-’13/’14 4/1598 202/5750 206/2250 1166kg 176 6.5 - 143 178 - +VXR getsmore power and a limited-slip diff - But they come at a price 33332Vauxhall Astra VXR (Mk2) 207 R £27,315 4/1998 276/5500 295/2500 1475kg 190 5.9 - 155 184 34.9 + Better than the car it replaces; loony turbo pace - Lacks RSMégane’s precision 33332Vauxhall Astra VXR (Mk1) 102 R ’05-’11 4/1998 237/5600 236/2400 1393kg 173 6.7 16.7 152 221 30.7 + Fast and furious - Lacks a little composure and precision 33332VWUp/SEATMii/SkodaCitigo 171 R £7990+ 3/999 59/5000 70/3000 854kg 70 14.1 - 99 105 62.8 +Accomplished city car is dynamically sound… - …but predictably slow 33332VWPoloGTI 211 R £18,850 4/1798 189/4200 236/1450 1280kg 150 6.7 - 146 139 47.1 + Smooth and brawny - Fiesta ST ismore engaging 33342VWPoloGTI 154 R ’10-’14 4/1390 178/6200 184/2000 1184kg 153 6.8 - 142 139 47.9 +Modern-daymk1 Golf GTI gets twin-clutchDSG - It’s a little bit bland 33342VWGolf GTD (Mk7) 200D £25,765 4/1968 181/3500 280/1750 1377kg 134 7.5 - 143 109 67.3 + Pace, fuel economy, sounds good for a diesel - Lacks the extra edge of theGTI 33332VWGolf GTI (Mk7) 207 R £26,580 4/1984 217/4500 258/1500 1351kg 163 6.5 - 153 139 47.1 + Brilliantly resolved -Mégane 265 beats it as a pure drivers’ car 33334VWGolf GTE (Mk7) 202D £28,000 4/1395 201 258 1524kg 134 7.6 - 138 35 188.0 + Themost enjoyable plug-in hybrid at this price - Golf GTI still quicker andmore fun 33342VWGolf R (Mk7) 212 R £29,900 4/1984 296/5500 280/1800 1476kg 204 5.1 - 155 165 40.9 +AVW ‘R’model you can take seriously -Mégane 275 just edges it as a pure drivers’ car 33333VWGolf GTI (Mk6) 172 R ’09-’13 4/1984 207/5300 207/1700 1318kg 160 6.4 16.5 148 170 38.7 + Still a very accomplished hot hatch - 207bhp isn’t a lot anymore 33332VWGolf R (Mk6) 140D ’10-’13 4/1984 266/6000 258/2500 1521kg 178 5.5 - 155 199 33.2 +Great engine, tremendous pace and poise - High price, ACConly optional 33334VWGolf GTI (Mk5) 195 R ’04-’09 4/1984 197/5100 207/1800 1336kg 150 6.7 17.9 145 - - +Character and ability: theGTI’s return to form - Lacking firepower? 33333VWGolf R32 (Mk5) 087 R ’06-’09 6/3189 246/6300 236/2500 1510kg 165 5.8 15.2 155 - 26.4 + Traction’s great and you’ll love the soundtrack -We’d still have aGTI 33332VWGolf R32 (Mk4) 053 R ’02-’04 6/3189 237/6250 236/2800 1477kg 163 6.4 16.3 154 - 24.6 +Charismatic - Boomy engine can be tiresome 33332VWGolf GTI 16v (Mk2) 195 R ’88-’92 4/1781 139/6100 124/4600 960kg 147 7.9 - 129 - 26.6 + Still feels everyday useable - Very hard to find a standard one 33333VWGolf GTI (Mk1 , 1.8) 095R ’82-’84 4/1781 112/5800 109/3500 840kg 135 8.1 - 112 - 36.0 + The car that started it all - Tricky to find an unmolested one 33332Volvo C30T5R-Design 122 R ’08-’12 5/2521 227/5000 236/1500 1347kg 165 6.6 16.9 149 203 32.5 +Good-looking, desirable Volvo - Lacks edge of best hatches. Avoid auto 33342

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Our ChoiceRenaultsportMégane275Trophy. This generation of Méganehas got better and better with every update, and the 275 is simplysublime. Optional Öhlins dampers and Cup 2 rubber (taken fromthe Trophy-R) aren’t essential, but improve things even further.

Best of the RestThe Golf R provides amore grown-up but still hugely entertaningalternative to the Mégane, while its relative, the SEAT Leon Cupra280, is a real buzz, especially with the Sub8 pack (left) and stickytyres. The Fiesta STMountune is our pick of the smaller hatches.

3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great carRatings

Superminis / Hot Hatches

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Alpina D3 Biturbo (F30) 192D £46,950 6/2993 345/4000 516/1500 1585kg 221 4.6 - 173 139 53.3 + 173mph froma 3-litre diesel! Brilliant chassis, too - Auto onlyAlpina B3 Biturbo (F30) 188D £54,950 6/2979 404/5500 442/3000 1610kg 255 4.2 - 190 177 37.2 +Understated appearance,monster performance - E90M3 is better on the limitAlpina D3 (E90) 120R ’08-’12 4/1995 211/4000 332/2000 1495kg 143 6.9 - 152 - 52.3 + Excellent chassis, turbodiesel oomph - Rather narrowpowerbandAlpina B5 Biturbo 149 D £75,150 8/4395 533/5200 538/2800 1920kg 282 4.5 - 198 244 26.9 + Big performance and top-line luxury - Driver not really involvedAlpina B7 Biturbo 134 D £98,800 8/4395 533/5200 538/2800 2040kg 265 4.6 - 194 230 28.5 +Massive performance and top-line luxury - Feels its weight when hustledAston Martin Rapide S 201 D £147,950 12/5935 552/6650 465/5500 1990kg 282 4.2 - 203 300 21.9 + Oozes star quality; gearbox on 2015MY cars a big improvement - It’s cosy in the backAston Martin Rapide 141 R ’10-’13 12/5935 470/6000 443/5000 1990kg 240 5.2 - 188 355 - + Better than its DB9 sibling - More a 2+2 than a proper four-seaterAudi S3 Saloon 192D £33,540 4/1984 296/5500 280/1800 1430kg 210 5.3 - 155 162 26.4 +Onpaper amatch for the original S4 - In realitymuch less interestingAudi S4 (B8) 166D £39,610 6/2995 328/5500 324/2900 1685kg 198 4.9 - 155 190 34.9 +Great powertrain, secure chassis - The RS4Audi S4 (B7) 073D ’05-’08 8/4163 339/7000 302/3500 1700kg 206 5.4 - 155 - - + Effortless V8, agile handling - Lacks ultimate finesse of class leadersAudi RS4Avant (B8) 192 R £56,545 8/4163 444/8250 317/4000 1795kg 251 4.5 10.5 174 249 26.4 + Looks and sounds the part, thunderously fast - Harsh ride, unnatural steeringAudi RS4 (B7) 088R ’05-’08 8/4163 414/7800 317/5500 1650kg 255 4.5 10.9 155 - - + 414bhp at 7800rpm! And there’s an estate version too - Busy under brakingAudi RS4 (B5) 192R ’00-’02 6/2671 375/6100 325/2500 1620kg 236 4.8 12.1 170 - 17.0 + Effortless pace - Not the lastword in agility. Bendswheel rimsAudi RS2 214 R ’94-’95 5/2226 315/6500 302/3000 1595kg 201 4.8 13.1 162 - 18.0 + Storming performance (thanks to Porsche) - Try finding oneAudi S6 091 D ’06-’11 10/5204 429/6800 398/3000 1910kg 228 5.2 - 155 299 22.4 + Even faster, and discreetwith it - VerymutedV10Audi RS6Avant (C7) 203R £77,995 8/3993 552/5700 516/1750 1935kg 290 3.6 8.2 155 229 28.8 +Performance, foolproof powertrain, looks - Feels a bit one-dimensionalAudi RS6Avant (C6) 116 R ’08-’10 10/4991 572/6250 479/1500 2025kg 287 4.3 9.7 155 333 20.2 + Theworld’smost powerful estate - Power isn’t everythingAudi RS6Avant (C5) 052R ’02-’04 8/4172 444/5700 413/1950 1865kg 242 4.8 11.6 155 - 19.3 + The ultimate estate car? - Numb steeringAudi RS7 208R £84,480 8/3993 552/5700 516/1750 1920kg 292 3.9 - 155 229 28.8 + Stonking performance, great looks - Numbdriving experienceAudi S7 171 D £63,375 8/3993 414/5000 406/1400 1945kg 216 4.6 - 155 225 - + Looks and drives better than S6 it’s based on - Costs £8000moreAudi S8 164D £80,690 8/3993 513/5800 479/1700 1975kg 264 4.1 - 155 237 27.7 +Quicker andmuchmore economical than before - Butstill underwhelmingtodriveAudi RSQ3 206D £45,495 5/2480 335/5300 332/1600 1655kg 206 4.8 - 155 203 32.1 + Surprisingly characterful; better thanmany RSs - High centre of gravityBentley Flying Spur V8 200D £142,800 8/3997 500/6000 487/1700 2342kg 217 4.9 - 183 254 25.9 + Effortless performancewith real top-end kick - Determinedly unsportingBentley Flying Spur 185D £153,300 12/5998 616/6000 590/1600 2400kg 261 4.3 - 200 343 19.0 +More power than old Flying Spur Speed - Feels itsweight; engine sounds dullBentleyMulsanne 178 F £229,360 8/6752 505/4200 752/1750 2610kg 197 5.1 - 184 342 19.3 +Drives like amodern Bentley should - Shame it doesn’t look like one tooBentleyMulsanne Speed 210D £252,000 8/6752 530/4200 811/1750 2610kg 206 4.8 - 190 342 19.3 +Characterful; superb build quality - A bit pricey…BMW320d (F30) 168R £29,475 4/1995 181/4000 280/1750 1495kg 123 7.4 - 146 120 61.4 + Fleet-friendly newThree is economical yet entertaining - It’s a tad noisyBMW328i (F30) 165D £30,470 4/1997 242/5000 258/1250 1430kg 172 5.8 - 155 149 44.8 +New-age four-pot 328i is great all-rounder -Wemiss the six-cylinder soundtrackBMW330dMSport (F30) 180D £36,975 6/2993 254/4000 413/2000 1540kg 168 5.6 - 155 129 57.6 +Great engine, fine handling, good value - Steering confusesweightwith feelBMW435i GranCoupe 203D £41,865 6/2979 302/5800 295/1200 1585kg 194 5.5 - 155 174 34.9 + Superb straight-six, fine ride/handling balance - 335i saloonweighs and costs lessBMWM3 (F80) 211 R £56,590 6/2979 425/5500 406/1850 1520kg 284 4.1 8.6 155 204 32.1 + Looks, performance, practicality - Body control on rough roads; engine lacks characterBMWM3 (E90) 123 R ’08-’11 8/3999 414/8300 295/3900 1605kg 262 4.9 10.7 165 290 22.8 + Every bit as good as the E92M3 coupe -No carbon roofBMWM3CRT (E90) 179 R ’11-’12 8/4361 444/8300 324/3750 1580kg 285 4.4 - 180 295 - + Saloon chassis +weight savings +GTS engine = best E90M3 - Just 67weremadeBMW528i (F10) 164D £36,570 4/1997 242/5000 258/1250 1710kg 144 6.2 - 155 152 41.5 + Four-pot 528 is downsizingnear itsbest -You’llmissthestraight-sixsoundeffectsBMW535i (F10) 141 D £44,560 6/2979 302/5800 295/1200 1685kg 182 6.1 - 155 185 34.9 +New5-series impresses… - But onlywith all the chassis options tickedBMWM5 (F10M) 208R £73,960 8/4395 552/6000 501/1500 1870kg 300 4.3 - 155 232 28.5 + Twin-turbocharging suits all-newM5well - Can feel heavy at timesBMWM5 (E60) 129 R ’04-’10 10/4999 500/7750 384/6100 1755kg 289 4.7 10.4 155 - 19.6 +Close to being the ultimate supersaloon - SMGgearbox feels old-techBMWM5 (E39) 110 R ’99-’03 8/4941 394/6600 369/3800 1795kg 223 4.9 11.5 155 - - +Magnificent V8-engined supersaloon -We’d be nit-pickingBMWM5 (E34) 110 R ’92-’96 6/3795 340/6900 295/4750 1653kg 209 5.9 13.6 155 - - + TheGodfather of supersaloons - The family can come tooBMWM5 (E28) 182 R ’86-’88 6/3453 282/6500 251/4500 1431kg 200 6.2 - 151 - - + The original storming saloon - Understated looksBMWM6GranCoupe 190D £98,145 8/4395 552/6000 501/1500 1875kg 299 4.2 - 155 232 28.5 + Enormous performance, stylish looks - Price tag looks silly next to rivals, M5 includedBMWX5M50d 191 D £64,525 6/2993 376/4000 546/2000 2190kg 155 5.3 - 155 173 42.8 + Straight-line pace - Driving experience identical to standard X5, despite theMbadgeBMWX6M 212D £93,080 8/4395 567/6000 553/2200 2265kg 245 4.2 - 155 258 25.4 + Big improvement on its predecessor - Coupe roofline still of questionable tasteBMWX6M 134D ’09-’15 8/4395 547/6000 502/1500 2305kg 241 4.7 - 171 325 20.3 + Fast, refined and comfortable - But it definitely lacks theM factorBMW750i 174 D £71,575 8/4395 449/5500 480/2000 2020kg 226 4.7 - 155 199 - +Well specced, impressively refined - Lags far behind theMercedes S-classBrabus Bullit 119 R c£330,000 12/6233 720/5100 811/2100 1850kg 395 3.8 - 217 - - + Seven hundred and twenty bhp - Three hundred thousand poundsCadillac CTS-V 148 R £67,030 8/6162 556/6100 551/3800 1928kg 293 3.9 - 191 365 18.1 + It’ll stand out amongM-cars andAMGs - But the noveltymightwear offFord Sierra RSCosworth 4x4 141 R ’90-’93 4/1993 220/6250 214/3500 1305kg 159 6.6 - 144 - 24.4 + Fast and furious - Try finding a straight oneFord Sierra RSCosworth ’86-’90 4/1993 204/6000 204/4500 1220kg 169 6.2 - 143 - - + Road-goingGroupA racecar - Don’t shout about the power output!HondaAccord Type R 012 R ’98-’03 4/2157 209/7200 158/6700 1306kg 163 6.1 17.4 142 - 29.4 +One of the finest front-drivers of all time - Lack of imageInfiniti Q50SHybrid 195D £39,995 6/3498 359/6800 402/5000 1750kg 208 5.1 - 155 144 45.6 +Goodpowertrain, promising chassis - Lacklustre steering, strong rivalsJaguar XE S 213 D £44,865 6/2995 335/6500 332/4500 1590kg 214 4.9 - 155 194 34.9 +Great chassis; neat design - V6 loses appeal in the real worldJaguar XF S (2015MY) 214D £49,945 6/2995 375/6500 332/4500 1635kg 233 5.0 - 155 198 34.0 +Outstanding ride and handling balance - Engine lacks appealJaguar XFR 181 D £65,440 8/5000 503/6000 461/2500 1800kg 284 4.8 10.2 155 270 24.4 + Brilliant blend of pace and refinement - Doesn’t sound as special as it isJaguar XFR-S 208R £79,995 8/5000 542/6500 501/2500 1800kg 306 4.4 - 186 270 24.4 +XF gets turned up to 12 - Starting to feel its ageJaguar XFR-S Sportbrake 203R £82,495 8/5000 542/6500 501/2500 1892kg 291 4.6 - 186 297 22.2 + Looks fantastic, huge performance, nice balance - Not as sharp as the saloonJaguar XJ 3.0 V6Diesel 148D £56,870 6/2993 271/4000 442/2000 1700kg 162 6.0 - 155 167 46.3 +A great Jaguar - But not as great as the XJR…Jaguar XJR 191 D £92,395 8/5000 542/6500 502/2500 1805kg 302 4.4 - 174 270 24.4 +Hot-rod vibe, fine cabin - Opinion-dividing looksJaguar XJR 054R ’03-’09 8/4196 400/6100 408/3500 1665kg 244 5.0 - 155 - 23.0 +Genuine 7-series rival - 2007 facelift didn’t helpmiddle-aged image

Our ChoiceBMWM5.The turbocharging of BMW’s M-cars met withscepticism, but the current M5’s 4.4-litre twin-turbo V8 feels aperfect fit. It’s a brutally fast car, and there are clever (and useable)adjustable driving modes. The ‘30 Jahre’ special edition, which hasan extra 40bhp, is especially worth a look.

Best of the RestMercedes’ E63 AMG offers intoxicating performance, especiallywith the S upgrade (pictured). BMW’s M3 is an appealing all-round package, but its C63 AMG rival has more approachablelimits. If youmust have an SUV, take a look at BMW’s X6M orPorsche’s Macan Turbo or Cayenne GTS.

Thrill-free zone Tepid Interesting Seriously good A truly great carRatings

Saloons / Estates / 4x4s

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LandRover Discovery Sport 205D £32,395 4/2179 187/3500 310/1750 1863kg 100 9.8 - 117 159 46.3 +Style, packaging, refinement -Will need to prove Sport tag in UK 33332Lexus IS F 151 R '07-'12 8/4969 417/6600 372/5200 1714kg 247 4.7 10.9 173 270 24.4 + Shockingly good Lexus - TheM3’s available as a (second hand) four-door too 33334Lotus Carlton 170 R ’91-’93 6/3615 377/5200 419/4200 1658kg 231 4.8 10.6 176 - 17.0 + TheMillenniumFalcon of saloon cars - Every drive awork-out 33333Maserati Ghibli 186D £52,615 6/2979 325/5000 406/1750 1810kg 182 5.6 - 163 223 29.4 +Burstingwith character; good value compared toQuattroporte - It’s still a big car 33332Maserati Ghibli S 198D £63,760 6/2979 404/5500 406/4500 1810kg 227 5.0 - 177 242 27.2 + Stands out from the crowd; sounds good too - Chassis lacks finesse, engine lacks reach 33342Maserati Quattroporte S 184D £80,115 6/2979 404/5500 406/1750 1860kg 221 5.1 - 177 242 27.2 + Tempting alternative to V8 - Feel-free steering, secondary ride lacks decorum 33332Maserati QuattroporteGTS 179D £108,185 8/3798 523/6800 479/2250 1900kg 280 4.7 - 190 274 23.9 +Performance, sense of occasion - Lacks the charisma and edge of its predecessor 33332Maserati Quattroporte S 137 R ’08-’12 8/4691 425/7000 361/4750 1990kg 216 5.1 12.1 174 365 18.0 +AQPwith the bhp it deserves - Grille is a bit Hannibal Lecter 33334Maserati Quattroporte Sport GTS 141 R ’08-’12 8/4691 433/7000 361/4750 1990kg 221 5.1 - 177 365 18.0 + Themost stylish supersaloon - Slightlywooden brakes, unforgiving ride 33332Maserati Quattroporte 085R ’04-’08 8/4244 394/7000 333/4500 1930kg 207 5.1 - 171 - 17.9 +Redefines big-car dynamics - Don’t use automode 33334Maserati Quattroporte Sport GTS 113 D ’07-’08 8/4244 396/7000 339/4250 1930kg 208 5.5 - 167 - - + BestQuattroporte chassis so far -More powerwouldn’t go amiss 33334Mercedes-Benz 190E 2.5-16 185 F ’89-’92 4/2498 201/6750 177/5500 1360kg 147 7.2 - 142 - 24.4 +M-B’sM3 alternative - Not as nimble as the Beemer 33332Mercedes-Benz CLA45AMG 186D £42,270 4/1991 355/6000 332/2250 1510kg 239 4.6 - 155 161 31.0 +Strong performance, classy cabin - Pricey compared toA45AMGhatchback 33322Mercedes-BenzGLA45AMG 205R £44,595 4/1991 355/6000 332/2250 1510kg 239 4.8 - 155 175 37.7 +An aggressive and focused sports crossover - Lowondriver interaction 33332Mercedes-AMGC63 209D £59,800 8/3982 469/5500 479/1750 1640kg 291 4.1 - 155 192 34.5 + Fast and feelsome - Lacks the ultimate finesse and response of the C63 S 33334Mercedes-AMGC63S 211 R £66,545 8/3982 503/5500 516/1750 1655kg 309 4.0 - 155 192 34.5 +Tremendous twin-turboV8power - Not quite as focused as anMdivision car 33334Mercedes-Benz C63AMG 151 R ’07-’14 8/6208 451/6800 442/5000 1655kg 277 4.4 9.7 160 280 23.5 +Monstrous pace and extremely engaging - Same-eraM3 is just a little better… 33333Mercedes-Benz C55AMG 088R ’04-’08 8/5439 367/5250 376/4000 1635kg 228 5.2 - 155 - 23.7 + Furiously fast, commendably discreet - OvershadowedbyM3 andRS4 33332Mercedes-AMGE63 187 D £74,115 8/5461 549/5500 531/1750 1770kg 315 4.2 - 155 230 28.8 +Power, response and accuracy in spades - A little lacking in originality 33334Mercedes-AMGE63 S 208R £84,710 8/5461 577/5500 590/1750 1795kg 327 4.1 - 155 229 28.8 + Effortless power; intuitive and approachable - Dim-witted auto ’box 33334Mercedes-Benz E63AMG (W212) 165 R ’11-’13 8/5461 518/5250 516/1750 1765kg 298 4.2 - 155 230 28.8 + Turbo engine doesn’t dilute E63 experience - Sometimes struggles for traction… 33334Mercedes-Benz E63AMG (W212) 134D ’09-’11 8/6208 518/6800 465/5200 1765kg 298 4.5 - 155 295 22.4 +As below, butwith an extra 11bhp and squarer headlights - Steering still vague 33332Mercedes-Benz E63AMG (W211) 096D ’06-’09 8/6208 507/6800 465/5200 1765kg 292 4.5 - 155 - 19.8 + Brilliant engine, indulgent chassis - Vague steering, speed limits 33332Mercedes-Benz E55AMG 052R ’03-’06 8/5439 476/6100 516/2650 1760kg 271 4.8 10.2 155 - 21.9 +M5-humbling grunt, cosseting ride - Speed limits 33332Mercedes-Benz S63AMGL 191 D £119,835 8/5461 577/5500 664/2250 1995kg 294 4.4 - 155 237 27.9 +Monster pace - Average steering feel 33332Mercedes-Benz S63AMG 148D ’10-’13 8/5461 536/5500 590/2000 2040kg 267 4.5 - 155 244 26.9 +Massive torque,massively reduced emissions -Massive car 33334Mercedes-Benz CLS 63AMGS 199D £86,500 8/5461 577/5500 590/1750 1795kg 327 4.1 - 155 231 28.5 +Remains quick and characterful - Dated gearbox, no four-wheel drive option in theUK 33332Mercedes-Benz CLS 63AMG 178 R ’11-’14 8/5461 518/5250 516/1700 1795kg 293 4.2 - 155 231 28.5 +Monster performance, 549bhp an option - Not as desirable as a Bentley or Aston 33332Mercedes-Benz CLS 63AMG 099R ’06-’11 8/6208 507/6100 464/2650 1905kg 270 4.5 - 155 345 19.5 + Beauty, comfort, awesomeperformance -M5 has the edge on B-roads 33332Mercedes-BenzGLE 63AMGSCoupe 213 D £96,555 8/5461 577/5500 560/1750 2275kg 258 4.2 - 155 278 23.7 + Subtler than anX6M -More force than finesse 33332Mercedes-BenzML63AMG 176 R £87,005 8/5461 518/5250 516/1750 2270kg 232 4.7 - 155 276 23.9 +Great engine, surprisingly good dynamics - £85Kbuys a Boxster and anML350… 33334Mercedes-BenzG63AMG 172D £124,000 8/5461 537/5500 560/2000 2475kg 220 5.4 - 130 322 - + It exists; epic soundtrack - Ancient chassis, silly price 33322Mitsubishi Evo X FQ-300SST 118 R '08-'13 4/1998 290/6500 300/3500 1590kg 185 5.2 13.9 155 256 26.2 + Evo gets twin-clutch transmission - Not as exciting as it used to be 33342Mitsubishi Evo X FQ-360 122D '08-'13 4/1998 354/6500 363/3500 1560kg 231 4.1 - 155 328 19.9 +Ridiculously rapid newEvo - A five-speed gearbox?! 33332Mitsubishi Evo X FQ-330SST 134 R ’08-’12 4/1998 324/6500 322/3500 1590kg 207 4.4 - 155 256 - +Great engine and gearbox combo - It still lives in the shadowof the Evo IX 33332Mitsubishi Evo X FQ-400 181 R ’09-’10 4/1998 403/6500 387/3500 1560kg 262 3.8 - 155 328 - +Most powerful factory Evo ever… - …about X grand toomuchwhen new 33342Mitsubishi Evo IX FQ-340 088R ’05-’07 4/1997 345/6800 321/4600 1400kg 250 4.3 10.9 157 - - +Gives Porsche drivers nightmares - Points. Lots of 33333Mitsubishi Evo IXMR FQ-360 181 R ’05-’07 4/1997 366/6887 363/3200 1400kg 266 3.9 - 157 - - +Well-executed engine upgrades - Prison food 33333Mitsubishi Evo VIII 055 R ’03-’04 4/1997 276/6500 289/3500 1410kg 199 5.1 - 157 - - + The Evo grows up - Brakes need beefing up 33334Mitsubishi Evo VIII MR FQ-300 057 R ’03-’05 4/1997 305/6800 289/3500 1400kg 221 4.8 - 157 - 20.5 + Extra pace, extra attitude - Extramoney 33334Mitsubishi Evo VII 031 R ’02-’03 4/1997 276/6500 282/3500 1360kg 206 5.0 13.0 140 - 20.4 + Terrific all-rounder - You tell us 33333Mitsubishi Evo VII RS Sprint 041 D ’02-’03 4/1997 320/6500 327/6200 1260kg 258 4.4 - 150 - - + Ruthlessly focused roadweapon - For the truly committed 33333Mitsubishi Evo VIMäkinen Edition 200R ’00-’01 4/1997 276/6500 275/2750 1365kg 205 4.6 - 150 - - +Our favourite Evo - Subtle it is not 33333Porsche Panamera 4S 186D £86,080 6/2997 414/6000 383/1750 1870kg 225 4.8 - 177 208 31.7 + Strongperformanceandtypically finePorschechassis -MissescharacterfulV8ofold ‘S’ 33342Porsche PanameraGTS 208R £93,391 8/4806 434/6700 383/3500 1925kg 229 4.4 - 178 249 26.4 +Vivacious V8, entertaining balance - Can feel light on performance next to turbo’d rivals 33334Porsche Panamera Turbo 137 R £108,006 8/4806 493/6000 516/2250 1970kg 254 3.6 8.9 188 270 24.6 + Fast, refined and dynamically sound - It still leaves us cold 33342Porsche Panamera Turbo S 159D ’11-’13 8/4806 542/6000 590/2250 1995kg 276 3.7 - 190 270 24.6 +Pace, excellent ergonomics - Steering feel, ride 33342PorscheMacan S 205R £43,648 6/2997 335/5500 339/1450 1865kg 183 5.4 - 157 204 31.4 +No less compelling than the Turbo - Although lacks its ultimate speed and agility 33332PorscheMacan Turbo 207D £59,648 6/3604 394/6000 406/1350 1925kg 208 4.5 11.1 165 208 30.7 +Doesn’t feel like an SUV - Still not amatch for a proper sports saloon 33334PorscheCayenneGTS (Mk2, V6) 211 D £72,523 6/3604 434/6000 442/1600 2110kg 209 5.2 - 163 228 28.3 + The driver’s Cayenne… - …butwhywould a driverwant an SUV? 33334PorscheCayenneGTS (Mk2, V8) 173 D ’12-’15 8/4806 414/6500 380/3500 2085kg 202 5.6 - 162 251 26.4 +Dynamically the best SUVof its era - At two tons, it’s still no sports car 33334PorscheCayenne Turbo (Mk2) 212 D £93,574 8/4806 513/6000 533/2250 2185kg 239 4.5 - 173 261 25.2 +Remarkable performance, handling, completeness - Vague steering, dated engine 33332PorscheCayenne Turbo S (Mk2) 184D £118,455 8/4806 562/6000 590/2500 2235kg 255 4.1 - 176 267 24.6 +More power and torque than a Zonda S 7.3 - In an SUV 33332Range Rover EvoqueCoupe Si4 160D £46,660 4/1999 237/6000 251/1900 1670kg 144 7.0 - 135 199 - + Striking looks, sporting dynamics - Hefty price, and petrol version is auto-only 33332Range Rover Sport V8 Supercharged 186D £84,350 8/5000 503/6000 460/2500 2335kg 219 5.0 - 155 298 21.7 +Deceptively quick and capable sports SUV - It’s still got aweight problem 33332Range Rover Sport SVR 212 D £95,150 8/5000 542/6000 501/3500 2335kg 236 4.5 - 162 298 21.7 + Characterful drivetrain; genuine off-road ability - Not amatch for its rivals on the road 33342Range Rover SDV8 180D £80,850 8/4367 334/3500 516/1750 2360kg 144 6.5 - 140 229 32.5 + Lighter,more capable, evenmore luxurious - Diesel V6model feelsmore alert 33332Rolls-RoyceGhost 186D £216,864 12/6592 563/5250 575/1500 2360kg 242 4.7 - 155 317 20.8 + It’s quicker than you think - It’smore enjoyable driven slowly 33332Rolls-Royce Phantom 054R £310,200 12/6749 453/5350 531/3500 2560kg 180 5.7 - 149 377 18.0 +Rolls reinvented for the 21st Century - The roads are barely big enough 33332SubaruWRXSTI 201 R £28,995 4/2457 296/6000 300/4000 1534kg 196 5.2 - 158 242 27.2 + Fast Subaru saloon returns (again) -Without a power increase 33332SubaruWRXSTI 151 D ’10-’13 4/2457 296/6000 300/4000 1505kg 200 5.1 - 158 243 26.9 + Fast Subaru saloon returns -Without the blue paintandgoldwheels 33334Subaru ImprezaWRXGB270 109D ’07 4/2457 266/5700 310/3000 1410kg 192 5.2 - 143 - - + Fitting final fling for ‘classic’ Impreza - End of an era 33334Subaru Impreza STI 090R ’05-’07 4/2457 276/6000 289/4000 1495kg 188 5.3 - 158 - 25.9 + Stunning to drive - Not so stunning to look at 33332Subaru Impreza STI Spec C * 084D ’05-’07 4/1994 320/6730 311/3500 1350kg 240 4.3 - 157 - - + Lighter, faster, fiercer - The need for self-restraint 33333Subaru Impreza RB320 105 R ’07 4/2457 316/6000 332/3750 1495kg 215 4.8 - 155 - - + Fitting tribute to a rallying legend - Too hardcore for some? 33334Subaru ImprezaWRXSTI PPP 073 R ’03-’05 4/1994 300/6000 299/4000 1470kg 207 5.2 12.9 148 - - +ASubaruwith real edge - Bit too edgy in thewet 33334Subaru STi Type RASpecC * 067 R ’03-’05 4/1994 335/7000 280/3750 1380kg 247 4.3 11.1 160 - - + Best Impreza since the P1 - Lost its throbby flat-four voice 33333Subaru Impreza Turbo 011 R ’98-’00 4/1994 215/5600 214/4000 1235kg 177 5.4 14.6 144 - 27.2 +Destined for classic status - Thirsty 33333Subaru Impreza P1 200R ’00-’01 4/1994 276/6500 260/4000 1283kg 219 4.9 13.3 150 - 25.0 +Ultimate old-shape Impreza - Prices reflect this 33333Subaru Impreza RB5 (PPP) 187 R ’99 4/1994 237/6000 258/3500 1235kg 195 5.0 14.1 143 - - + Perfect blend of poise and power - Limited numbers 33333Subaru Impreza 22B 188 R ’98-’99 4/2212 276/6000 265/3200 1270kg 220 5.0 13.1 150 - - + The ultimate Impreza - Doesn’t come cheap 33333TeslaModel S P85D 208D £79,080 515kW 691 687 2239kg 314 3.2 - 155 0 n/a +Dualmotors and 4WDequals extraordinary acceleration - Lack of charging points 33334TeslaModel S Performance 196R ’14 310kW 416 442 2100kg 201 4.2 - 130 0 n/a + Intoxicating performance, soothing refinement - Generic styling, charging limitations 33334Vauxhall Insignia VXRSuperSport 189D £29,824 6/2792 321/5250 321/5250 1825kg 179 5.6 - 170 249 26.6 +A 170mphVauxhall - Should be amore engaging steer 33342Vauxhall Vectra VXR 102D ’06-’09 6/2792 276/5500 262/1800 1580kg 177 6.1 - 161 - 27.4 +Great engine, effortless pace, good value - Numb steering, lumpy ride 33332Vauxhall VXR8GTS 208R £54,499 8/6162 576/6150 545/3850 1834kg 319 4.2 - 155 363 18.5 +Monsterengine;engagingdrivingexperience-Woeful interior 33332Volvo V60Polestar 197 D £49,775 6/2953 345/5250 369/3000 1759kg 199 5.0 - 155 237 27.7 + First Volvo to get a full Polestarmakeover - Still a close relative of the standard V60 33342

WhyWouldyou?Theymay have been a bit rough around the edges,but these Lee Noble-era Nobles had real balls andreal ability. They are mid-engined British sportscars with the performance and handling to standtoe-to-toe with a Porsche GT3.Whattopay£20k-25k for an original M12 GTO and £40k-plusfor the top spec M400 (2968cc and 425bhp).

WhattolookoutforRubber parts can be stressed by excess heat, socheck all hoses and bushes are crack-free andpliable. The top balljoint bushes wear out quitequickly and should be inspected at every service.Check the chassis for bent tubes that suggestaccident damage. Damp carpets could be watergetting in through a joint at the edge of the floor –a 12-hour job to re-seal. (Full guide, evo 209.)

pocketbuying guide

Noble M12 GTO/M400Years 2000-2007 Engine V6, 2544cc,twin-turbo Power 310bhp@6000rpm

Torque 320lb ft@3500rpm0-60mph 4.1sec Top speed 165mph

(spec is for M12 GTO)

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3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great carRatings

Saloons / Estates / 4x4s

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Alfa Romeo4CSpider 211 D £59,500 4/1742 237/6000 258/2200 940kg 256 4.5 - 160 161 40.9 + Stunningly beautiful; better steering than coupe - Still has the coupe’s other foiblesAlfa Romeo 8C Spider 161 R ’09-’11 8/4691 450/7000 354/4750 1675kg 273 4.5 - 181 - - + Beautymeets beast. They hit it off - Boot is useless for touringAlpina D4BiturboConvertible 212 D £54,950 6/2993 345/4000 516/1500 1815kg 193 5.0 - 171 156 47.9 +Asmuch torque as a 997 Turbo - A diesel convertiblewouldn’t be our choice of AlpinaAriel Atom3.5 Supercharged 180D £38,000 4/1998 310/8400 169/7200 550kg 573 2.7 - 155 - - +Asmad as ever - RainAriel Atom3.5R 198R £64,800 4/1998 350/8400 243/6100 550kg 647 2.6 - 155 - - + Remarkable balance, poise and pace - PriceyAriel Atom3 245 113 D ’08-’12 4/1998 245/8200 155/5200 500kg 498 3.2 - 150 - 33.0 + TheAtom just got a little bit better - Can still be a bit draughty…Ariel Atom3Supercharged 138 R ’09-’12 4/1998 300/8200 162/7200 550kg 554 3.3 - 155 - - + It’s brilliant - It’smentalAriel AtomMugen 165 R ’12-’13 4/1998 270/8300 188/6000 550kg 499 2.9 - 150 - - + Perfect engine for the Atom’s chassis - Only tenweremadeAriel AtomV8500 165 R ’10-’12 8/3000 475/10,500 284/7750 550kg 877 3.0 5.8 170 - - +An experience unlike anything else on Planet Car - £150K for an AtomAriel Nomad 210 R £33,000 4/2354 235/7200 221/4300 670kg 365 3.4 - 134 - - +Off-road capabilitiesmake for a super plaything - NoBluetoothAston Martin V8 Vantage Roadster 130 R £89,994 8/4735 420/7000 346/5750 1710kg 250 4.7 - 180 328 20.4 + Sportiest, coolest drop-top Aston in years - Starting to feel its ageAston Martin V8 Vantage S Roadster 161 R £108,995 8/4735 430/7300 361/5000 1690kg 258 4.6 - 189 299 21.9 + Sounds amazing, looks even better - Still not the best drop-top in its classAstonMartin V12 Vantage SRoadster 212 R £147,000 12/5935 565/6750 457/5750 1745kg 329 4.1 - 201 343 19.2 +Abrilliant two-seat roadster… - …let downby a frustrating gearboxAstonMartin V12 Vantage Roadster 175 R ’12-’14 12/5935 510/6500 420/5750 1760kg 294 4.4 - 190 - - +As good as the coupe, with amplified V12 rumble - Just a smidgen shakierAstonMartin DB9Volante 150D £141,995 12/5935 470/6000 443/5000 1815kg 263 4.6 - 190 368 18.2 +Consummate cruiser and capablewhen pushed - Roof-upwind noiseAstonMartin DBSVolante 133 D ’09-’12 12/5935 510/6500 420/5750 1810kg 286 4.3 - 191 388 17.3 +A feelgood car par excellence - It’s a bit of a heavyweightAudi TTSRoadster 207D £41,085 4/1984 306/5800 280/1800 1450kg 214 5.2 - 155 169 38.7 +A serious proposition, ranking close behind a Boxster S - Coupe still looks betterAudi TTSRoadster 122 D ’08-'14 4/1984 268/6000 258/2500 1455kg 187 5.6 - 155 189 34.9 + Effortlessly quick - Long-termappeal open to questionAudi TT RSRoadster 133 D '09-’14 5/2480 335/5400 332/1600 1510kg 225 4.7 - 155 212 31.0 + Terrific engine… - …is the best thing about itAudi S5 Cabriolet 130D £46,770 6/2995 328/5500 325/2900 1875kg 178 5.6 - 155 199 33.2 +Gets the S4’s trick supercharged engine - Bordering on dullAudi RS5Cabriolet 179 D £69,505 8/4163 444/8250 317/4000 1920kg 235 4.9 - 155 249 26.4 +Pace, looks, interior, naturally aspiratedV8 -Not the lastword in fun or involvementAudi RS4Cabriolet 094D ’06-’08 8/4163 414/7800 317/5500 1845kg 228 4.9 - 155 - - + That engine -Wibblewobble, wibblewobble, jelly on a plateAudi R8V8Spyder 186D ’11-’15 8/4163 424/7900 317/6000 1660kg 259 4.8 - 187 337 19.6 +More delicate and subtle than the V10 - TheV10 sounds even betterBACMono 189R £124,255 4/2261 280/7700 206/6000 540kg 527 2.8 - 170 - - + Themost single-minded track car available - Thatmeans no passengers…Bentley Continental GTV8Convertible 168 R £150,200 8/3993 500/6000 487/1700 2395kg 212 4.7 - 187 254 25.9 +One of theworld’s best topless GTs - Still no sports carBentley Continental GTV8SConvertible 194D £160,500 8/3993 521/6000 502/1700 2395kg 221 4.5 - 191 258 25.4 +A true drivers’ Bentley - Excessively heavy; feels like it could givemoreBentley Conti GT SpeedConvertible 187 D £181,000 12/5998 626/6000 605/1700 2420kg 263 4.1 - 203 347 19.0 + Effortless performance, style - Running costs a tad on the high sideBentley Continental Supersports 147 D ’10-’12 12/5998 621/6000 590/2000 2395kg 263 3.9 - 202 388 17.3 + Fast, capable and refined - Coupe does the Supersports thing betterBMWM235i Convertible 207D £37,710 6/2979 321/5800 332/1300 1600kg 204 5.2 - 155 199 33.2 +Neat styling; great drivetrain - Loss of dynamic ability comparedwith coupeBMWZ4 sDrive 35iMSport (Mk2) 186D £43,005 6/2979 302/5800 295/1300 1505kg 204 5.2 - 155 219 30.1 + Looks, hard-top versatility, drivetrain - Clumsy chassis is upset by ragged surfacesBMWZ43.0si (Mk1) 094D ’06-’09 6/2996 265/6600 232/2750 1310kg 205 5.7 - 155 - 32.9 + Terrific straight-six - Handling not as playful aswe’d likeBMWZ4MRoadster 091 R ’06-’09 6/3246 338/7900 269/4900 1410kg 244 4.8 - 155 - 23.3 + Exhilarating and characterful, that engine - Stiff suspensionBMWMRoadster 002R ’98-’02 6/3246 325/7400 258/4900 1375kg 240 5.3 - 155 - 25.4 + Fresh-airM3, thatmotor, hunky looks -MCoupe drives betterBMW435i Convertible 194D £45,680 6/2979 302/5800 295/1200 1740kg 176 5.6 - 155 190 34.8 + Impressive chassis, smart looks, neat roof - Extraweight, not as composed as coupeBMWM4Convertible (F83) 202D £61,145 6/2979 425/5500 406/1850 1750kg 247 4.6 - 155 213 31.0 +As good as fast four-seat drop-tops get… - …but still not as good as a coupe or saloonBMWM3Convertible (E93) 119 D ’08-13 8/3999 414/8300 295/3900 1810kg 232 5.3 - 155 297 22.2 +MDCT transmission, pace, slick roof - Extraweight blunts the edgeBMWM3Convertible (E46) 035D ’01-’06 6/3246 338/7900 269/5000 1655kg 207 5.3 - 155 - 23.3 + That engine - Gets thewobbles on British B-roadsBMWZ8 026R ’00-’03 8/4941 400/6600 369/3800 1585kg 256 4.8 11.1 155 - 14.4 +M5-powered super-sportster -M5’smore fun to driveCaterhamSeven 160 198R £19,710 4/660 80/7000 79/3400 490kg 166 6.5 - 100 - - + The fabulous Seven formula at itsmost basic - Gets priceywith optionsCaterhamSeven 270 209R £23,795 4/1595 135/6800 122/4100 540kg 254 5.0 - 122 - - + Feisty engine, sweetly balanced,manic and exciting - The temptation ofmore powerCaterhamSeven 360 209R £27,795 4/1999 180/7300 143/6100 560kg 327 4.8 - 130 - - + Extra power iswelcome - You’ll need the six-speed gearbox tomake themost of itCaterhamSeven 420 214 R £30,795 4/1999 210/7600 150/6300 560kg 381 4.3 - 136 - - + It’s the onewebuilt for ourselves - Trickier on the limit than lesser-powered SevensCaterhamSeven 620R 187 R £50,795 4/1999 310/7700 219/7350 545kg 578 2.8 - 155 - - + Banzai on track, yet still relevant on the road - £50k for a Seven?CaterhamSevenCSR 094R £47,295 4/2261 256/7500 200/6200 565kg 460 3.8 - 155 - - + Brilliant for high days, holidays and trackdays -WetWednesdaysCaterhamSevenRoadsport 125 105 R ’07-’14 4/1595 125/6100 120/5350 539kg 235 5.9 - 112 - - +Great debut for new Ford-enginedmodel - Bigger drivers need SVmodelCaterhamSeven Supersport 165 R ’11-’14 4/1595 140/6900 120/5790 520kg 273 4.9 - 120 - - +One of the best Caterhams is also one of the cheapest of its era - It’s quiteminimalistCaterhamSeven Supersport R 180D ’13-’14 4/1999 180/7300 143/6100 535kg 342 4.8 - 130 - - +One of the best road-and-track Sevens - Impractical, noisy, uncomfortableCaterhamSeven Superlight R300 150R ’09-’12 4/1999 175/7000 139/6000 515kg 345 4.5 - 140 - - + Possibly all the Caterhamyou need - They’re not cheapCaterhamSeven Superlight R500 123 R ’08-’14 4/1999 263/8500 177/7200 506kg 528 2.9 - 150 - - + Better power-to-weight ratio than aVeyron - Until you add the driverCaterhamLevante 131 R ’09-’10 8/2398 550/10000 300/8500 520kg 1074 4.8 8.2 150 - - + Twice the power-to-weight ratio of a Veyron! - Not easy to drive slowlyCaterhamSevenR300 068R ’02-’06 4/1796 160/7000 130/5000 500kg 325 4.7 - 130 - - +Our 2002 Trackday Car of the Year - Not forwimpsCaterhamSevenR500 200R ’99-’06 4/1796 230/8600 155/7200 460kg 510 3.6 8.8 146 - - + The K-series Seven at its very best - No cup holdersDonkervoort D8GTOPerformance 185 R £120,000 5/2480 375/5500 350/1750 695kg 548 2.8 - 168 - - + There’s nothing else like it - Pricey for a carwith a five-cylinder engineFerrari California T 212 D £154,460 8/3855 552/7500 557/4750 1729kg 324 3.6 - 196 250 26.9 + Turbocharged engine is a triumph - Still places daily useability above outright thrillsFerrari California 171 D ’08-’14 8/4297 483/7750 372/5000 1735kg 283 3.8 - 193 299 - +Revisedwith sharper performance and dynamics -We’d still take a 458 SpiderHonda S2000 118 D ’99-’09 4/1997 237/8300 153/7500 1260kg 191 6.2 - 150 - 28.2 +An alternative and rev-happy roadster - The Boxster’s betterJaguar F-typeConvertible 186 R £56,745 6/2995 335/6500 332/3500 1587kg 214 5.5 - 161 234 28.8 + Beautiful, enjoyable, responsive - Noticeably junior to the V6SJaguar F-type SConvertible 183 R £65,745 6/2995 375/6500 339/3500 1604kg 238 5.3 - 171 234 28.8 + Better-damped andmore rounded than theV8S - ABoxster S is £20k cheaperJaguar F-type RConvertible £92,295 8/5000 542/6500 501/3500 1665kg 331 4.0 - 186 255 26.4 +Pace, characterful V8 - Costs £25kmore than the SJaguar F-type Project 7 212 R £135,000 8/5000 567/6500 501/2500 1585kg 363 3.9 - 186 - - +Noise, performance, adjustability - Expensive, and not theGT3 rival wewould have likedJaguar F-type V8SConvertible 183 R ’13-’14 8/5000 488/6500 461/2500 1665kg 298 4.3 - 186 259 25.5 +Wilder than the V6S - Could be too exuberant for someJaguar XKRConvertible 130 R ’09-’14 8/5000 503/6000 461/2500 1725kg 296 4.6 - 155 292 23.0 + Fantastic 5-litre V8 - Loses sporting ground to itsmain foesJaguar XKR-SConvertible 167 R ’11-’14 8/5000 542/6500 502/2500 1725kg 319 4.2 - 186 292 23.0 + Loud andmad;most exciting Jag in years - It was also themost expensive in yearsKTMX-BowGT 183D £95,880 4/1984 281/6400 310/3200 875kg 326 4.1 - 144 189 34.0 + Extraordinary ability, now in amore road-friendly package - PriceKTMX-BowR 165 R £87,480 4/1984 296/5500 295/3300 818kg 368 3.6 - 144 - - + Sharper handling,more power - Pity it’s not even lighter, and cheaperKTMX-Bow 138R ’08-’12 4/1984 237/5500 229/2000 818kg 294 3.8 - 137 - - +Mad looks; real quality feel - Heavier and pricier than you’d hopeLotus Elise 1.6 144D £30,900 4/1598 134/6800 118/4400 876kg 155 6.0 - 127 149 45.0 +New 1.6 Elise is light and fantastic - Smaller engine could put someoff

Our ChoicePorscheBoxsterSpyder. The Boxster is the benchmark inits class for a good reason: it’s simply a fabulous all-rounder.The new Spyder, which gets the 3.8-litre engine from the 911Carrera S, would be our pick, but the 3.4-litre GTS and S, andeven the basic 2.7, are all true five-star cars, too.

Best of the RestLotus’s Exige S Roadster counters the Boxster with amorefocused driving experience, while themore-affordable Elisecontinues to defy its age. Jaguar’s F-type also impresses inboth V6 (left) and V8 forms, but for the ultimate thrills, get aCaterham 620R, Ariel Atom or Radical.

‘Mister Two, the new generation, has arrived shrunk-in-the-wash, small and funky. And super-light, weighing in at 975kg,which is nearly 100kg less than its rivals.

‘On themove, it’s alert, refined and holds together as aforward-looking sports car ought to. The 138bhp 1.8 has thepunch to take theMR2 from0 to 60mph in 7.6sec and on to

130mph. Outright performance is not necessarily the namof the game here, though. It’s the open-to-the-elements bthe singing engine behind your head, the impressively solidbody, brilliant brakes and general sophistication.

‘Should theMX-5s, MGFs and Barchettas of this worldbeworried? Absolutely.’

Toyota’s third-genMR2was supposedly inspired

by the Boxster. Here’swhatwe said at its launch

PASTmaster Toyota MR2 Issue 015, January 2000

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Lotus Elise 1.6 Club Racer 183 R £30,900 4/1598 134/6800 118/4400 852kg 160 6.0 - 127 149 45.0 + Even lighter, evenmore focused - A touch pricey for a stripped-out EliseLotus Elise S 172 R £37,200 4/1798 217/6800 184/4600 924kg 239 4.2 - 145 175 37.5 +New supercharged Elise boasts epicgripandpace-£37Kbefore(pricey)options…Lotus Elise SClub Racer 189D £37,200 4/1798 217/6800 184/4600 905kg 244 4.2 - 145 175 37.5 + Purist approach intensifies ability -Lightest,option-freespecrequirescommitmentLotus Elise SCup 207D £43,500 4/1798 217/6800 184/4600 932kg 237 4.2 - 140 175 37.5 + Rewards precision like no other Elise -Youcan’t removetheroofLotus Exige S Roadster 186 R £55,500 6/3456 345/7000 295/4500 1166kg 301 3.8 - 145 235 28.0 + Like the hard-top Exige S, butmore road-friendly -BoxsterS isabetterall-rounderLotus Elise R 068R ’04-’11 4/1796 189/7800 133/6800 860kg 223 5.6 13.9 150 196 34.4 +Most thrillsome Elise yet - Blaring engine noteLotus Elise SC 131 R ’08-’11 4/1794 218/8000 156/5000 870kg 254 4.5 11.4 148 199 33.2 +All the usual Elisemagic - Supercharged engine lacks sparkleLotus Elise S 1.8 104R ’06-’10 4/1794 134/6200 127/4200 860kg 158 6.3 18.7 127 - 37.2 + Brilliant entry-level Elise - Precious littleLotus Elise 111S 049R ’02-’04 4/1796 156/7000 129/4650 860kg 197 5.1 - 131 - 40.9 +A genuinely useable Elise - Air-con? In an Elise?Lotus Elise Sport 135 040D ’03 4/1796 135/6200 129/4850 726kg 189 5.4 - 129 - - +One of our fave S2 Elises - Brakes needmore bite and pedal feelLotus Elise Sport 190 044R ’03 4/1796 190/7800 128/5000 710kg 272 4.7 12.1 135 - - + Fabulous trackday tool - PriceyLotus Elise (S1) 126 R ’96-’01 4/1796 118/5500 122/3000 731kg 164 6.1 18.5 126 - 39.4 +Amodern classic - A tad impractical?Lotus 2-Eleven Supercharged 123 R ’07-’11 4/1796 252/8000 179/7000 670kg 382 3.8 - 150 - - + Impressive on road and track - Not hardcore enough for someLotus 2-ElevenGT4 138 R ’09-’11 4/1796 266/8200 179/7200 670kg 403 3.7 - 155 - - + evo Track Car of the Year 2009 - It’s a 76-grand Lotuswith no roofLotus 2-Eleven 126 R ’07-’11 4/1796 189/7800 133/6800 720kg 267 4.3 - 140 - - +Not far off supercharged car’s pace - Pricey once it’smade road-legalLotus 340R 126 R ’00 4/1796 190/7800 146/5000 658kg 293 4.5 12.5 126 - - +Hardcore road-racer… - …that looks like a dune buggy fromMarsLotus Elan SE 095R ’89-’95 4/1588 165/6600 148/4200 1022kg 164 6.7 - 137 - 21.0 +Awesome front-drive chassis - Rather uninvolvingMaserati GranCabrio 142D £98,940 8/4691 434/7000 332/4750 1980kg 223 5.2 - 177 337 19.5 +As good to drive as it is to look at - Lacks the grunt of some rivalsMaserati GranCabrio Sport 161 D £104,535 8/4691 444/7000 376/4750 1980kg 228 5.0 - 177 377 19.5 + Looks, performance, cruising ability - Brakes could be sharperMaserati GranCabrioMC 185D £112,370 8/4691 454/7000 383/4750 1973kg 234 4.9 - 179 337 19.5 +Most powerful GranCabrio yet - TheGranCabrio is starting to show its ageMazdaMX-5 2.0i Sport (Mk4) 212 R £22,695 4/1998 158/6000 147/4600 1047kg 153 7.3 - 133 161 40.9 + LightestMX-5 since theMk1 - Lacks intensityMazdaMX-5 2.0i Sport Tech (Mk3.5) 212 R ’09-’15 4/1999 158/7000 139/5000 1098kg 146 7.6 - 138 181 36.2 +Handles brilliantly again; folding hard-top also available - Less thanmacho imageMazdaMX-5 1.8i (Mk3) 091 R ’05-’09 4/1798 124/6500 123/4500 1080kg 108 9.3 - 122 - - +Gearchange, interior - Lost someof the charmof oldMX-5s; dubious handlingMazdaMX-5 1.8i (Mk2) 017 R ’98-’05 4/1839 146/7000 124/5000 1065kg 140 8.6 - 123 - 32.5 +Affordable ragtops don’t getmuch better - Cheap cabinMazdaMX-5 1.6 (Mk1) 131 R ’89-’97 4/1597 115/6500 100/5500 971kg 120 9.0 - 114 - - + The original and still (prettymuch) the best - Less than rigidMercedes-Benz SLK 350Sport 161 R £44,605 6/3498 302/6500 273/3500 1465kg 209 5.5 - 155 167 39.8 + Best non-AMGSLK yet - Still no Boxster-beaterMercedes-Benz SLK 55AMG 186R £55,345 8/5461 416/6800 398/4500 1615kg 262 4.6 - 155 195 33.6 +Quicker andmore economical than ever - Needs to be sharper, tooMercedes-Benz SLK 55AMG 087 R ’05-’10 8/5439 355/5750 376/4000 1575kg 229 4.9 - 155 - 23.5 + Superb engine, responsive chassis - Nomanual option, ESP spoils funMercedes-Benz SLK 55AMGBlack Series 110 R ’07-’08 8/5439 394/5750 383/3750 1495kg 268 4.9 11.2 174 - - +AMGgets serious - Dull-witted 7G-Tronic auto box, uneven dynamicsMercedes-Benz SL500 169D £81,915 8/4663 429/5250 516/1800 1710kg 255 4.6 - 155 212 31.0 +Wafty performance, beautifully engineered - Lacks ultimate sports car feelMercedes-Benz SL63AMG 171 D £112,510 8/5461 530/5500 590/2000 1770kg 304 4.3 - 155 231 - +Monster performance, lighter than before - Still heavy, steering lacksconsistencyMercedes-Benz SL65AMG 183D £170,815 12/5980 621/4800 737/2300 1875kg 336 4.0 - 155 270 24.4 +Chassis just about dealswith the power - Speed limitsMercedes-Benz SL63AMG 117 D ’08-’13 8/6208 518/6800 464/5200 1970kg 278 4.6 - 155 328 20.0 +More focused than old SL55AMG - Lost someof its all-round appealMercedes-Benz SL55AMG 070R ’02-’07 8/5439 493/6100 516/2650 1955kg 256 4.6 10.2 155 - - +As fast as aMurciélago - Not asmuch funMercedes-Benz SL65AMG 071 D ’04-’10 12/5980 604/4800 737/2000 2035kg 302 4.1 - 155 - - +Gob-smacking performance - Gob-smackingly priceyMercedes-Benz SLSAMGRoadster 167 R ’12-’14 8/6208 563/6800 479/4750 1660kg 345 3.7 - 197 308 21.4 + Loses none of the coupe’s talents - But (understandably) losesthegullwingdoorsMorgan 3Wheeler 198 R £25,950 2/1976 82/5250 103/3250 525kg 159 6.0 - 115 215 30.3 +Quirky, characterful, brilliant - Can becomea two-wheeler if you push too hardMorgan Plus 8 Speedster 202 R £71,140 8/4799 362/6300 370/3600 1000kg 368 4.2 - 148 282 23.3 + Fantastic old-school roadster experience-GetsunsettledbybigbumpsMorgan Plus 8 171 R £86,345 8/4799 362/6300 370/3600 1100kg 334 4.4 - 155 256 25.7 +Hilariousmix of old looks and newmechanicals-Refinementisdefinitelyold-schoolMorganAero SuperSports 145 R £128,045 8/4799 362/6300 370/3600 1180kg 312 4.2 - 170 - - +As above, with a V8 and targa top - It’s proper supercarmoneyMorganAero 8 105 R ’02-’08 8/4799 362/6300 361/3400 1100kg 334 4.5 - 170 - 25.2 +Glorious sound, viewover bonnet, dynamics - Awkward-looking rearNissan 370ZRoadster 143 R '10-'14 6/3696 326/7000 269/5200 1554kg 213 5.5 - 155 262 25.2 + The Zed’s old-school character remains intact - Its purposeful looks don’tPorsche Boxster (981) 172 R £38,810 6/2706 261/6700 206/4500 1310kg 202 5.4 - 164 192 34.5 +Goes and looks better; cleanest Boxster ever - Steeringnowelectric tohelpcutCO2Porsche Boxster S (981) 186 R £47,035 6/3436 311/6700 265/4500 1320kg 239 5.1 - 173 206 32.1 + Boxster steps out of 911’s shadow - But gets 911’s less appealing electric steeringPorsche Boxster GTS (981) 203D £52,879 6/3436 325/6700 273/4500 1345kg 246 5.0 - 174 211 31.4 + Superb dynamics, fantastic engine, great looks - Sportsuspension isvery firmPorsche Boxster Spyder (981) 213 D £60,459 6/3800 370/6700 310/4750 1315kg 286 4.5 - 180 230 28.5 + The fastest,most rewarding Boxster yet - Feedbacktrails theCaymanGT4’sPorsche Boxster (987) ’05-’12 6/2893 252/6400 214/4400 1335kg 192 5.9 - 163 221 30.0 + Second-gen Boxster’s as brilliant as ever - It’s a typically Porsche redesignPorsche Boxster S (987) 161 R ’05-’12 6/3436 306/6400 265/5500 1355kg 229 5.3 - 170 223 29.7 +As above, butwithmore power - Lighter steering than beforePorsche Boxster Spyder (987) 188 R ’10-’12 6/3436 316/7200 273/4750 1275kg 252 5.0 - 166 221 29.1 + Lighter,more driver-centric Boxster - Collapsed-brolly roof not themost practicalPorsche Boxster (986 2.7) 049R ’99-’04 6/2687 228/6300 192/4700 1275kg 182 6.3 - 155 - 29.1 + Still an impeccable sports car - Very littlePorsche Boxster S (986) 070R ’99-’04 6/3179 260/6200 228/4700 1320kg 200 5.5 - 164 - 26.9 +Added power is seductive - As abovePorsche 911 Carrera Cabriolet (991) 183 R £82,169 6/3436 345/7400 288/5600 1470kg 238 5.0 - 177 216 30.7 +Brilliantengine - Doesn’t quite have the ‘magicatanyspeed’characterofprevious 911sPorsche 911 Carrera SCabriolet (991) 171 R £92,204 6/3800 394/7400 324/5600 1485kg 270 4.7 - 187 228 29.1 +All-newopen911drives just likethecoupe -WhichmeansthesameartificialsteeringPorsche 911 TurboCabriolet (997) 139D ’07-’12 6/3800 493/6000 479/1950 1645kg 305 3.8 - 194 275 24.1 + Absurdly quick and capable drop-top -We’d still take the coupePorsche 911 TurboCabriolet (996) 060R ’03-’05 6/3596 414/6000 413/4600 1700kg 250 4.7 - 185 - - + Faster than you'll ever need it to be - Just the image thing againRadical SR3 SL 174 R £81,300 4/2000 300/6000 265/4000 795kg 383 3.0 - 161 - - +Our 2011 Track Car of the Year, and it’s road-legal - You’ll need towrap upwarmRadical RXCTurbo 500 209D £143,400 6/3496 530/6100 481/5000 1100kg 490 2.6 - 185 - - +Huge performance, intuitive adjustability, track ability - Compromised for road useRenault Sport Spider 183 R ’96-’99 4/1998 148/6000 136/4500 930kg 157 6.5 - 131 - - + Rarity, fabulous unassisted steering feel - Heavier than you’d hopeToyotaMR2 187 R ’00-’06 4/1794 138/6400 125/4400 975kg 141 7.2 21.2 130 - 38.2 + Tight lines, taut dynamics -Minimal luggage spaceTVRTamora 070R ’01-’07 6/3605 350/7200 290/5500 1050kg 338 4.5 - 160 - - +Well-sorted soft-top TVR - Awkward stylingTVRTuscanConvertible 091 R ’05-’07 6/3996 365/6800 315/6000 1100kg 337 3.8 8.1 195+ - - + Spirit of theGriff reborn -Over 195mph?Really?TVRChimaera 5.0 007 R ’93-’03 8/4988 320/5500 320/3750 1060kg 307 4.6 - 167 - 26.4 +Gorgeous noise, tarmac-rippling grunt - DetailsTVRGriffith 4.3 068R ’92-’93 8/4280 280/5500 305/4000 1060kg 268 4.8 11.2 148 - - + The car thatmade TVR. Cult status -Mere detailsTVRGriffith 500 009R ’93-’01 8/4988 320/5500 320/3750 1060kg 307 4.8 11.2 167 - 22.1 +Gruff diamond - A few rough edgesVauxhall VX220 023R ’00-‘04 4/2198 145/5800 150/4000 875kg 168 5.6 - 136 - 34.4 +Absurdly goodVauxhall - The badge?Vauxhall VX220 Turbo 066R ’03-’05 4/1998 197/5500 184/1950 930kg 215 4.7 - 151 - - +Nothing comes close for themoney -Marginal everyday usabilityZenos E10 S 214 R £30,595 4/1999 250/7000 295/2500 725kg 350 4.2 - 145 - - +Neutralandexploitable - Prescriptivebalance

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Alfa Romeo4C 209R £51,500 4/1742 237/6000 258/2200 895kg 269 4.5 - 160 157 41.5 +Carbonfibre tub,mini-supercar looks - Hot hatch engine, clunky gearbox 33342Alfa Romeo8CCompetizione 120R ’07-’09 8/4691 450/7000 354/4750 1585kg 288 4.1 - 181 - - + Looks, exclusivity, noise, balance - They’re all sold 33334Alpina D4Biturbo 206R £50,950 6/2993 345/4000 516/1500 1585kg 221 4.6 - 173 139 53.3 + Fifth-gear oversteer - Sounds like a diesel; fuel economynot as good as youmight hope 33334Alpina B4Biturbo 206R £58,950 6/2979 404/5500 442/3000 1615kg 254 4.2 - 188 177 37.2 +More fluid than theM4; better traction, too - Not as precise as theM-car over the limit 33334Alpina B3 Biturbo (E92) 108R ’07-’13 6/2979 355/5500 369/3800 1570kg 230 4.8 - 177 - 29.1 + Alpina’sM3 alternative - Too refined for some 33334Alpina B3GT3 (E92) 176D ’12-’13 6/2979 402/6000 398/4500 1535kg 266 4.4 - 186 224 - +Alpina’sM3GTS alternative - Auto gearbox frustrateswhen pressing on 33334AstonMartin V8Vantage 169D £84,995 8/4735 420/7000 346/5750 1630kg 262 4.7 - 180 328 20.4 + 2012 upgradeskeeptheV8Vantageonsong-Startingtofeela littledated, though 33332AstonMartin V8VantageN430 210 R £89,995 8/4735 430/7300 361/5000 1610kg 271 4.5 - 189 321 20.5 +Malleable, involving, can still hold its own -Never feels rampantlyquick 33333AstonMartin V8Vantage S 168R £94,995 8/4735 430/7300 361/5000 1610kg 271 4.5 - 189 299 21.9 +Keener engine, V12 Vantage looks - Slightly sluggish auto only 33334AstonMartin V12 Vantage S 190R £138,000 12/5935 565/6750 457/5750 1665kg 345 3.7 - 205 343 19.2 +Amongst the best Astons evermade -Old-school automated ’box 33334AstonMartin VantageGT12 214 R £250,000 12/5935 592/7000 461/5500 1565kg 384 3.5 - 185 - - + TheGT3-style Vantagewe’ve beenwaiting for - Only 100 beingmade 33333AstonMartin V12 Vantage 146R ’09-’13 12/5935 510/6500 420/5750 1680kg 308 4.4 9.7 190 388 17.3 + The carwe hoped theV8Vantagewould be - Erm, a tad thirsty? 33333AstonMartin V12 Zagato 181 F ’13 12/5935 510/6500 420/5750 1680kg 308 4.2 - 190 388 17.3 + The looks, the noise, theway it drives - It’s several times the price of a V12 Vantage 33333AstonMartin DB9 178 R £133,495 12/5935 510/6500 457/5500 1785kg 290 4.6 - 183 368 18.2 + Better than the old DB9 in every respect - Automatic gearbox could be quicker 33334AstonMartin DB9GT 214D £140,000 12/5935 540/6750 457/5500 1785kg 307 4.5 - 183 333 19.8 +More power; still has bags of character - Needs eight-speed auto ’box 33334AstonMartin DBS 142 R ’07-’12 12/5935 510/6500 420/5750 1695kg 306 4.2 - 191 388 17.3 + Stupendous engine, gearbox, brakes - Pricey. Can bite the unwary 33334Audi TT 2.0 TFSI (Mk3) 204R £29,915 4/1984 227/4500 273/1650 1230kg 188 6.0 - 155 137 47.9 +Desirable, grippy and effortlessly quick - Still not the lastword in interaction 33334Audi TT 2.0 TFSI quattro (Mk3) 203D £32,860 4/1984 227/4500 273/1600 1335kg 173 5.3 - 155 149 44.1 + Looks, interior, decent performance and handling - Lacks ultimate involvement 33332Audi TTS (Mk3) 209R £38,790 4/1984 306/5800 280/1800 1365kg 228 4.9 - 155 - - + Themost dynamically interesting TT yet - Still not as interactive as a Cayman 33332Audi TT 2.0 TFSI (Mk2) 155 R ’06-’14 4/1984 208/4300 258/1600 1295kg 163 6.3 15.7 152 154 42.8 + Front-driver loses nothing to quattro TTs - Steers like a computer game 33332Audi TTS (Mk2) 193 R ’08-’14 4/1984 268/6000 258/2500 1395kg 195 5.4 - 155 184 35.8 +Usefully quicker TT; great drivetrain - Still steers like a computer game 33332Audi TT RS (Mk2) 158 R ’09-’14 5/2480 335/5400 332/1600 1450kg 235 4.4 11.1 155 209 31.4 + Sublime 5-cylinder turbo engine - Rest of package can’t quitematch it 33332Audi TT RSPlus (Mk2) 185D ’12-’14 5/2480 355/5500 343/1650 1450kg 249 4.3 - 174 209 31.4 + Stonkingly fast cross-country - Shockingly expensive for a TT 33332Audi TT Sport (Mk1) 081 D ’05-’06 4/1781 237/5700 236/2300 1390kg 173 5.9 - 155 - 30.3 +Deliciously purposeful interior, crisp chassis - Numb steering 33332Audi S5 189D £43,665 6/2995 328/5500 325/2900 1675kg 199 4.9 - 155 190 34.9 + SuperchargedV6makes S5 cleaner and faster - Poor body control 33322Audi RS5 206R £59,870 8/4163 444/8250 317/4000 1715kg 263 4.5 - 155 246 26.9 + Brilliant engine and improved chassis - Lack of suspension travel; inconsistent steering 33332Audi R8V8 201 R ’07-’15 8/4163 424/7900 317/4500 1560kg 276 4.1 9.9 188 332 19.9 +A true 911 alternative - Exclusivity comes at a price 33333Bentley Continental GTV8 178 R £140,300 8/3993 500/6000 487/1700 2220kg 229 4.6 - 188 246 27.0 +Aproper drivers’ Bentleywith decent economy -W12 suddenly seemspointless 33334Bentley Continental GTV8S 204 F £149,800 8/3933 521/6000 502/1700 2220kg 238 4.3 - 192 250 26.4 +An even better drivers’ Bentley - Vastweightmakes its presence felt in harder driving 33334Bentley Continental GT 152D £150,500 12/5998 567/6000 516/1700 2245kg 257 4.3 - 197 338 19.5 + 200mph in utter comfort -Weight, thirst 33332Bentley Continental GT Speed 212 D £168,300 12/5998 626/6000 605/1700 2245kg 283 4.0 - 206 338 19.5 +Desirabilitymeets exclusivity and performance -We’d still have the V8 33334Bentley Continental GT3-R 203D £237,500 8/3993 572/6000 518/1700 2120kg 274 3.6 - 170 295 22.2 + The best-handling Continental ever - Expensive; it still weighs 2120kg 33334BMW 1-seriesMCoupe 188 R ’11-’12 6/2979 335/5900 369/1500 1495kg 228 4.8 - 155 224 - +Character, turbo pace and great looks - Cameandwent too quick 33333BMWM235i Coupe 209R £34,535 6/2979 321/5800 332/1300 1455kg 224 5.0 - 155 189 34.9 +Powertrain, chassis, looks, size - Limited-slip diff is an option, not standard 33334BMW435iMSport Coupe 189D £42,365 6/2979 302/5800 295/1200 1510kg 203 5.4 - 155 169 35.8 + Better balance than 3-series saloon - Can feel characterless at lower speeds 33334BMWM4 206R £57,050 6/2979 425/5500 406/1850 1497kg 288 4.3 - 155 204 32.1 + Ferociously fast - A handful on less-than-perfect or less-than-bone-dry roads 33334BMWM3 (E92) 196 R ’07-13 8/3999 414/8300 295/3900 1580kg 266 4.3 10.3 155 290 22.8 + Fends off all of its rivals - …except the cheaper 1-seriesM 33333BMWM3GTS (E92) 171 R ’10-’11 8/4361 444/8300 324/3750 1530kg 295 4.3 - 193 295 - +Highly exclusive, one of themost focusedM-cars ever - Good luck trying to find one 33333BMWM3 (E46) 066R ’00-’07 6/3246 338/7900 269/5000 1495kg 230 5.1 12.3 155 - 23.7 +One of the best BMWsever - Slightly artificial steering feel 33334BMWM3CS (E46) 088R ’05-’07 6/3246 338/7900 269/5000 1495kg 230 5.1 - 155 - 23.7 + CSL dynamicswithout CSL price - Looks like the standard car 33333BMWM3CSL (E46) 200R ’03-’04 6/3246 355/7900 273/4900 1385kg 260 5.3 12.0 155 - - + Still superb - Changes from the automated single-clutch ’box are… a…bit… sluggish 33333BMWM3 (E36) 148 R ’93-’98 6/3201 321/7400 258/3250 1460kg 223 5.4 12.8 157 - 25.7 + Performance, image - Never quite as good as the original 33332BMWM3 (E30) 165 R ’86-’90 4/2302 212/6750 170/4600 1165kg 185 6.7 17.8 147 - 20.3 + BestM-car ever! Race-car dynamics for the road - LHDonly 33333BMWZ4MCoupe 097 R ’06-’09 6/3246 338/7900 269/4900 1420kg 242 5.0 - 155 - 23.3 +A real drivers’ car - You’ve got to be prepared to get stuck in 33334BMWMCoupe 005R ’98-’03 6/3246 325/7400 258/3250 1375kg 240 5.1 - 155 - 25.0 +Quick and characterful - Lacks finesse 33332BMW640d 165D £62,295 6/2993 309/4400 465/1500 1790kg 175 5.5 - 155 144 51.4 +Great engine and economy, excellentbuild -Numbsteering,unsettledB-road ride 33332BMWM6 (Mk2) 211 D £92,350 8/4395 552/6000 501/1500 1850kg 303 4.2 - 155 232 28.5 +Mighty ability, pace, technology - You’ll want the Competition Package upgrade too… 33334BMWM6 (Mk1) 106 R ’05-’10 10/4999 500/7750 384/6100 1635kg 311 4.8 10.0 155 342 19.8 +AwesomeGT, awesome sports car - SMGgearbox nowoff the pace 33334BMW i8 210 R £99,590 3/1499 357/5800 420/3700 1485kg 244 4.4 - 155 49 134.5 + Brilliantly executed concept; sci-fi looks - Safe dynamic set-up 33334Chevrolet Camaro Z/28 * 205R c£72,000 8/7008 505/6100 481/4800 1732kg 296 4.2 - 175 - - + Scalpel-sharp engine; great chassis (really) -Might be too stiff for UK roads 33334Chevrolet Corvette Stingray Z51 (C7) 197 R £69,810 8/6162 460/6000 465/4600 1539kg 304 4.4 9.4 180 279 23.5 + Performance, chassis balance, supple ride - Body control could be better 33334Chevrolet Corvette Z06 (C7) * 206R c£80,000 8/6156 650/6400 650/3600 1598kg 413 3.2 - 186 - - +Mind-boggling raw speed; surprisingly sophisticated - Edgywhen really pushed 33334FordMustang 5.0 V8GT 211 D £33,995 8/4951 415/6500 391/4250 1720kg 245 4.8 - 155 - - + Looks, noise, performance, value, right-hand drive - Image not for everyone 33342Ford ShelbyGT500 * 178 R ’12-’15 8/5812 662/6500 631/4000 1747kg 385 3.5 - 202 - - +Huge performance for themoney - Putting it to use takes nerve 33322GinettaG40R 165 R £35,940 4/1999 175/6700 140/5000 795kg 224 5.8 - 140 - - +A race-compliant sports car for theroad-Feels toosoft tobeahardcoretrack toy 33332Honda Integra Type R (DC2) 200R ’96-’00 4/1797 187/8000 131/7300 1101kg 173 6.2 17.9 145 - 28.9 +Arguably the greatest front-drive car ever - Too raw for some 33333HondaNSX 188R ’90-’05 6/3179 276/7300 224/5300 1410kg 196 5.5 - 168 - 22.8 + ‘The useable supercar’ - 270bhp sounds a bitweedy today 33334HondaNSX-R * 051 R ’02-’03 6/3179 276/7300 224/5300 1270kg 221 4.4 - 168 - - + evoCar of the Year 2002 -Honda never brought it to theUK 33333Hyundai Veloster Turbo 176 D ’11-’15 4/1591 184/5500 195/1500 1313kg 142 8.2 - 133 157 40.9 + The usual Hyundai value, with added fun - Stylingmight be too quirky for some 33342Jaguar F-typeCoupe 204D £51,260 6/2995 335/6500 332/3500 1567kg 217 5.5 - 161 234 28.8 +Drop-dead looks, brilliant chassis, desirability - Engine lacks top-end fight 33332Jaguar F-type SCoupe 211 D £60,260 6/2995 375/6500 339/3500 1584kg 241 5.3 - 171 234 28.8 + Exquisite style,more rewarding (and affordable) than roadster - Scrappy on the limit 33334Jaguar F-type RCoupe 203R £85,010 8/5000 542/6500 501/3500 1650kg 334 4.0 - 186 255 26.4 + Looks, presence, performance, soundtrack - Bumpy and boistrous 33333Jaguar F-type RCoupeAWD 214 R £91,660 8/5000 542/6500 501/3500 1730kg 318 4.1 - 186 269 25.0 +Better in thewet - Less involving in the dry 33334Jaguar XKR 168R ’09-’14 8/5000 503/6000 461/2500 1678kg 305 4.6 - 155 292 23.0 + Fast and incredibly rewarding Jag - The kidswill have to stay at home 33334Jaguar XKR-S 168R ’11-’14 8/5000 542/6000 502/2500 1678kg 328 4.2 - 186 292 23.0 + Faster andwilder than regular XKR - The F-type RCoupe 33334Jaguar XKR-SGT 193 R '14 8/5000 542/6000 502/2500 1638kg 336 3.9 - 186 292 23.0 + Themost exciting XKR ever - Very limited numbers 33334Lexus RC F 206R £59,995 8/4969 470/6400 391/4800 1765kg 271 4.5 - 168 - - +Great steering, noise, sense of occasion - Too heavy to be truly exciting 33332

Our ChoicePorsche911GT3RS.With Porsche’s Motorsport departmentseemingly infallible at present, an evolution of the 991-generationGT3 could only be something really, really special. And it is. Ashoo-in for the eCoty trophy in 2015, then? Don’t be too sure –we’re lining up some very strong competition for it.

Best of the RestMercedes’ AMG GT S (left) is deeply satisfying on everylevel – we prefer it to the Porsche 911 Turbo and Nissan GT-R.Meanwhile, Aston’s V8 Vantage N430 and V12 Vantage S areincredibly entertaining, the Cayman GT4 is as good as thehype suggests, and Jaguar’s F-type R Coupe is a hoot.

WhyWouldyou?Because they’re fast, darty and fun, withadjustable handling and precise, well-weightedcontrols. The Cooper S had 173bhp originally,rising to 181bhp in 2010, the JCW has 208bhp.WhattopayCooper Ss start at £5.5k, JCWs at £10k. Add athousand or two to those figures to get a widerchoice of lower-mileage cars.

WhattolookoutforThe ‘death rattle’ on cold start-ups. The engine isordinarily ‘tappety’, but this ismuch louder – youwon’tmiss it. It’s the sound of the timing chainthrashing around. A new chain, tensioner andguides is the full cure – budget at least £500.Lumpy running andmissing power couldmeancarboned-up inlet valves.Walnut-shell blastingfixes it, and costs £250+. (Full guide, evo 210.)

pocketbuying guide

Mini Cooper S & JCWYears 2006-2014 Engine In-line 4-cyl,

1598cc, turbo Power 173bhp@5500rpmTorque 192lb ft@ 1700-4500rpm

0-62mph 7.1sec Top speed 140mph(spec is for pre-2010 Cooper S)

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3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great carRatings

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SUPERCARSThe Book

Available 3 September 2015M I T C H E L LB E A Z L E Y

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Lotus Exige S (V6) 209R £54,500 6/3456 345/7000 295/4500 1176kg 298 3.8 - 170 235 - + Breathtaking road-racer; our joint2012Carof theYear -GearshiftnotthesweetestLotus Exige S (S2) 105 R ’06-’11 4/1796 218/7800 158/5500 930kg 238 4.5 - 148 199 33.2 + Lightweightwith a hefty punch - Uninspiring soundtrackLotus Exige (S2) 068R ’04-’08 4/1796 189/7800 133/6800 875kg 219 4.9 - 147 - 32.1 +Highly focused road and track tool - Lacks visual impact of S1Lotus Exige (S1) 200R ’00-’01 4/1796 192/7800 146/5000 780kg 247 4.6 - 136 - - + Looks and goes like Elise racer - A tad lacking in refinementLotus Evora 138 R £52,500 6/3456 276/6400 258/4700 1382kg 203 5.6 13.6 162 217 30.3 + Sublime ride and handling. Our 2009 car of the year - Pricey optionsLotus Evora S 168R £63,950 6/3456 345/7000 295/4500 1430kg 245 4.6 - 172 229 28.7 +A faster and better Evora - But onewhich sparswith the Porsche 911…Lotus Evora 400 213 D £72,000 6/3456 400/7000 302/3500 1395kg 291 4.1 - 186 225 29.1 + Evora excitement levels take a leap - Gearbox still not perfect; punchy pricingMaserati GranTurismo 114 R £82,890 8/4244 399/7100 339/4750 1880kg 216 5.5 12.7 177 330 19.8 + Striking, accomplishedGT - Doesn’t spike the pulse like anAston or 911Maserati GranTurismoSport 188 R £91,420 8/4691 454/7000 383/4750 1880kg 245 4.8 - 185 331 19.7 + The best everydayGranTurismo yet - Starting to get long in the toothMaserati GranTurismoMCStradale 193 R £110,740 8/4691 454/7000 383/4750 1800kg 256 4.5 - 188 360 18.2 + Brilliant blend of road racer andGT -Gearbox takes a little getting used toMaserati Coupe 064R ’03-’07 8/4244 390/7000 333/4500 1680kg 237 4.8 - 177 - 17.6 +Glorious engine, improved chassis - Overly sharp steeringMaserati GranSport 073 R ’04-’07 8/4244 400/7000 333/4500 1680kg 239 4.8 - 180 - - +Maser Coupe realises its full potential - Very littleMazda RX-8 122 R ’03-’11 2R/1308 228/8200 156/5500 1429kg 162 6.5 16.4 146 299 24.6 +Nevermind the quirkiness, it’s a great drive -Wafer-thin torque outputMercedes-Benz C63AMGCoupe 162 R ’11-’14 8/6208 451/6800 442/5000 1655kg 277 4.4 10.3 186 280 23.5 +Aproper two-doorM3 rival - C63 saloon looks betterMercedes-Benz C63AMGBlack Series 171 R ’12-’13 8/6208 510/6800 457/5200 1635kg 317 4.2 - 186 286 - + TheC63 turned up to 11 - Too heavy, not as fiery as Black Series cars of oldMercedes-Benz CLK63AMG 092D ’06-’09 8/6208 481/6800 464/5000 1755kg 278 4.6 - 155 - 19.9 + Power, control, build quality - Lacks ultimate involvementMercedes-Benz CLK63AMGBlack Series 106R ’07-’09 8/6208 500/6800 464/5250 1760kg 289 4.2 - 186 - - +AMGgoes Porsche-hunting - Dull-witted gearshift spoils the partyMercedes-AMGS63Coupe 205D £125,595 8/5461 577/5500 664/2250 1995kg 294 4.2 - 155 237 28.0 + Thunderously fast S-class built for drivers - Lacks badge appeal of a Continental GTMercedes-AMGS65Coupe 209D £183,075 12/5980 621/4800 737/2300 2110kg 299 4.1 - 186 279 23.7 +Almighty power, fabulous luxury - Nearly £60kmore than the S63!Mercedes-AMGGTS 213 F £110,495 8/3982 503/6250 479/1750 1570kg 326 3.8 - 193 219 30.1 +Gorgeous to look at, fantastic chassis, huge grip - Downshifts could be quickerMorganAeroMax 120R ’08-’09 8/4799 362/6300 370/3600 1180kg 312 4.1 - 170 - - +Weird and utterlywonderful - Only 100weremadeNissan 370Z 204R £27,445 6/3696 323/7000 268/5200 1496kg 219 5.3 - 155 248 26.7 +Quicker, leaner, keener than 350Z -Not quite a Cayman-killerNissan 370ZNismo 209R £37,585 6/3696 339/7400 274/5200 1496kg 230 5.2 - 155 248 26.6 + Sharper looks, improved ride, extra thrills - Engine lacks sparkleNissan 350Z 107 R ’03-’09 6/3498 309/6800 264/4800 1532kg 205 5.5 13.0 155 - 24.1 +Huge fun, and great value too -Honestly, we’re strugglingNissanGT-R (2012MY/2013MY/2014MY) 210 R £78,020 6/3799 542/6400 466/3200 1740kg 316 3.2 7.5 196 275 24.0 +GT-R is quicker and better than ever - But costs over £20Kmore than its launch priceNissanGT-RNismo 199R £125,000 6/3799 592/6800 481/3200 1720kg 350 2.6 - 196 275 24.0 +Manages tomake regular GT-R feel imprecise - Compromised by super-firm suspensionNissanGT-R (2010MY) 152 R ’10-’12 6/3799 523/6400 451/3200 1740kg 305 3.0 - 194 279 23.5 +More powerful version of the original - But they’re notworlds apart to driveNissanGT-R (2008MY) 125 R ’08-’10 6/3799 473/6400 434/3200 1740kg 276 3.8 - 193 - - +Our 2008Car of the Year, now from just £35K - Youwon’t see 20mpg oftenNissan Skyline GT-R (R34) 196R ’99-’02 6/2568 276/7000 289/4400 1560kg 180 4.7 12.5 165 - 20.1 + Big, brutal, and great fun - Needsmore than the standard 276bhpNissan Skyline GT-R (R33) 196 R ’97-’99 6/2568 276/6800 271/4400 1540kg 182 5.4 14.3 155 - 22.0 +Proof that Japanese hi-tech canwork (superbly) - Limited supplyNobleM12GTO-3R 200R ’03-’06 6/2968 352/6200 350/3500 1080kg 332 3.8 - 170 - - + The ability to humble exotica - Notchy gearchange can spoil the flowPeugeot RCZ 1.6 THP 200 155 R £27,150 4/1598 197/5500 202/1700 1421kg 141 7.3 18.1 147 155 42.1 + Distinctive looks, highly capable handling - Could be a bitmore excitingPeugeot RCZR 209R £32,250 4/1598 266/6000 243/1900 1280kg 211 5.9 - 155 145 44.8 +Rewarding and highly effectivewhen fully lit - Dated cabin, steering lacks feelPorscheCayman (981) 209R £39,694 6/2706 271/7400 214/4500 1330kg 207 5.7 - 165 195 33.6 +Very enticing for themoney in basic spec - Youmight still want the power of the ‘S’PorscheCaymanS (981) 202 R £48,783 6/3436 321/7400 273/4500 1320kg 247 4.5 10.5 175 206 32.1 + TheCayman comes of age - Erm…PorscheCaymanGTS (981) 203 R £55,397 6/3436 335/7400 280/4750 1345kg 253 4.9 - 177 211 31.4 + Tweaks improve an already sublime package - Slightly ‘aftermarket’ looksPorscheCaymanGT4 (981) 214 R £64,451 6/3800 380/7400 310/4750 1340kg 288 4.4 - 183 238 27.4 + TheCaymanwe’ve beenwaiting for -Waiting listsPorscheCayman (987) 131 R ’11-’13 6/2893 261/7200 221/4400 1330kg 199 5.8 - 165 221 30.1 + Extra power, just as involving - Still lacks the desirability of other PorschesPorscheCaymanS (987) 132 R ’06-’13 6/3436 316/7200 273/4750 1350kg 237 5.2 - 172 223 29.7 + Still want that 911? - Yeah, us tooPorscheCaymanR (987) 158 R ’11-’13 6/3436 325/7400 273/4750 1295kg 255 4.7 - 175 228 29.1 + Total handling excellence - Styling additions not to all tastesPorsche 911 Carrera (991) 199 R £73,509 6/3436 345/7400 288/5600 1400kg 250 4.8 - 179 211 31.4 + 911 becomes cleaner and cleverer - But someof its character’s goneAWOLPorsche 911 Carrera S (991) 201 R £83,545 6/3800 394/7400 324/5600 1415kg 283 4.3 9.5 188 223 29.7 +As above, butwith supercar pace - Electric steering robs it of some tactilityPorsche 911 Carrera 4S (991) 179 R £88,400 6/3800 394/7400 324/5600 1465kg 273 4.5 - 185 233 28.5 +More satisfying than RWD991 Carreras - Choose your spec carefullyPorsche 911 Carrera GTS (991) 204R £91,098 6/3800 424/7500 324/5750 1425kg 302 4.4 - 190 223 29.7 + The best RWD991 Carrera - Optional active anti-roll bars rob feedbackPorsche 911 Carrera 4GTS (991) 208D £95,862 6/3800 424/7500 324/5750 1470kg 293 4.4 - 189 233 28.5 + The highlight of the 991 Carrera line-up - Pricey for a CarreraPorsche 911 Carrera S (997.2) 121 R ’08-’11 6/3800 380/6500 310/4400 1425kg 271 4.7 - 188 242 27.4 + Poise, precision, blinding pace - Feels a bit clinicalPorsche 911 Carrera S (997.1) 070R ’04-’08 6/3824 350/6600 295/4600 1420kg 246 4.6 10.9 182 - 24.5 + evoCar of the Year 2004; like a junior GT3 - Tech overload?Porsche 911 Carrera (996 3.4) 008R ’98-’01 6/3387 296/6800 258/4600 1320kg 228 5.2 - 174 - 28.0 + evoCar of the Year 1998; beautifully polished - Some like a bit of roughPorsche 911 GT3 (991) 206R £100,540 6/3799 468/8250 324/6250 1430kg 333 3.5 - 196 289 23.0 + evoCar of the Year 2013 - At its best at licence-troubling speedsPorsche 911 GT3 RS (991) 213 R £131,296 6/3996 493/8250 339/6250 1420kg 353 3.3 - 193 296 22.2 + Sensationally good to drive - Theywon’t all be paintedUltra VioletPorsche 911 GT3 (997.2) 182 R ’09-’11 6/3797 429/7600 317/6250 1395kg 312 4.2 9.2 194 303 22.1 + Even better than the car it replaced - Give us aminute…Porsche 911 GT3 RS (3.8, 997.2) 200R ’10-’11 6/3797 444/7900 317/6750 1370kg 329 4.0 - 193 314 - +Our favourite car from the first 200 issues of evo - For people like us, nothingPorsche 911 GT3 RS4.0 (997.2) 187 R ’11-’12 6/3996 493/8250 339/5750 1360kg 368 3.8 - 193 326 - + evoCar of the Year 2011 - Unforgiving on-road ride; crazy used pricesPorsche 911 GT3 (997.1) 182 R ’07-’09 6/3600 409/7600 298/5500 1395kg 298 4.3 9.4 192 - - + Runner-up evoCar of the Year 2006 - Ferrari 599GTBsPorsche 911 GT3 RS (997.1) 105 R ’07-’09 6/3600 409/7600 298/5500 1375kg 302 4.2 - 193 - - + evoCar of the Year 2007 - A chunkmoremoney than the brilliant GT3Porsche 911 GT3 (996.2) 082R ’03-’05 6/3600 375/7400 284/5000 1380kg 272 4.3 9.2 190 - - + evoCar of the Year 2003 - Chassis is a bit too track-focused for some roadsPorsche 911 GT3 RS (996.2) 068R ’03-’05 6/3600 375/7400 284/5000 1330kg 286 4.2 9.2 190 - - + Track-biased version of above - Limited supplyPorsche 911 GT3 (996.1) 182 R ’99 6/3600 360/7200 273/5000 1350kg 271 4.5 10.3 187 - 21.9 + evoCar of the Year 1999 - Porsche didn’t build enoughRolls-RoyceWraith 205D £229,128 12/6592 624/5600 590/1500 2360kg 260 4.6 - 155 327 20.2 +Refinement, chassis, drivetrain - Shared componentry lets cabin downSubaru BRZ 204R £22,495 4/1998 197/7000 151/6400 1230kg 163 7.6 - 140 181 36.2 + Finechassis, greatsteering-Weakengine, not the slide-happy car they promisedToyotaGT86 174 R £22,995 4/1998 197/7000 151/6400 1275kg 157 7.6 - 140 181 36.2 +More fun than its cousin (above) - Same lack of torque, poor interior qualityTVRSagaris 097 R ’05-’07 6/3996 406/7500 349/5000 1078kg 383 3.7 - 185 - - + Looks outrageous - 406bhp feels a touch optimisticTVRTuscan S (Mk2) 076R ’05-’07 6/3996 400/7000 315/5250 1100kg 369 4.0 - 185 - - + Possibly TVR’s best ever car - Aerodynamic ‘enhancements’TVRCerbera Speed Six 004R ’98-’04 6/3996 350/6800 330/5000 1130kg 315 5.0 11.4 160+ - - +Accomplished and desirable - Check chassis for corrosionVWSciroccoGT 2.0 TSI 155 R £26,125 4/1984 217/4500 258/1500 1369kg 158 6.5 - 153 139 47.1 +Golf GTI price and performance - Interior lacks flairVWScirocco R 200D £32,580 4/1984 276/6000 258/2500 1426kg 187 5.7 - 155 187 35.3 +Great engine, grown-up dynamics - Perhaps a little too grown-up for some

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AstonMartin Vanquish (Mk2) 203R £192,995 12/5935 568/6650 465/5500 1739kg 332 3.6 - 201 298 22.1 +Much better than theDBS it succeeds, especially in 2015MY form - It’s no Ferrari F12 33334AstonMartin Vanquish S (Mk1) 110 R ’05-’07 12/5935 520/7000 425/5800 1875kg 282 4.9 10.1 200 - - +Vanquish joins supercar greats - A tad intimidating at the limit 33333AstonMartinOne-77 179 R ’10-’12 12/7312 750/6000 553/7600 1740kg 438 3.7 - 220+ - - + The engine, the looks, the drama -Gearbox hatesmanoeuvring; only 77weremade 33333Audi R8V10 Plus 213 D £134,500 10/5204 602/8250 413/6500 1555kg 393 3.2 - 205 287 23.0 + Timeless drivetrain, huge performance - Needs to be driven hard to really engage 33334Audi R8V10 181 D ’10-’15 10/5204 518/8000 391/6500 1620kg 325 3.9 8.4 194 346 19.0 +Real supercar feel - The V8 is cheaper, and still superb 33333Audi R8V10 Plus 190R ’13-’15 10/5204 542/8000 398/6500 1570kg 351 3.8 - 198 346 19.0 +AnR8 fit to take on the 458 and 12C - Firm ridemay be toomuch for some 33333Audi R8GT 169 F ’10-’12 10/5204 552/8000 398/6500 1520kg 369 3.6 - 199 - - + Everythingwe love about the R8 -Not as hardcore aswewanted 33333Audi R8 LMX 208R ’15 10/5204 562/8000 398/6500 1595kg 358 3.4 - 198 299 21.9 +More of everything thatmakes the R8 great - S-tronic transmission not perfect 33333Bugatti Veyron 16.4 134 R ’05-’11 16/7993 1000/6000 922/2200 1950kg 521 2.8 5.8 253 596 11.4 + Superbly engineered 4WDquad-turbo rocket - Er, lacks luggage space? 33333Bugatti Veyron Super Sport 151 R ’10-’14 16/7993 1183/6400 1106/3000 1838kg 654 2.5 - 268 539 12.2 + Theworld’s fastest supercar - Limited to 258mph for usmeremortals 33333Bugatti EB110 078R ’91-’95 12/3500 552/8000 451/3750 1566kg 358 3.4 - 212 - - + Superbly engineered 4WDquad-turbo rocket - It just fizzled out 33334Caparo T1 138 R £301,975 8/3499 575/10,500 310/9000 689kg 848 3.8 6.2 205 - - +Absolutely staggering performance - Absolutely staggering price tag 33334Chevrolet Corvette ZR1 133 R ’09-’13 8/6162 638/6500 603/3800 1528kg 424 3.8 7.6 205 355 18.8 +Huge pace and character - Take plenty of brave pills if there’s rain 33342Ferrari 488GTB 211 R £183,964 8/3902 661/8000 560/3000 1475kg 455 3.0 - 205+ 260 24.8 + Staggeringly capable - Lacks a little of the 458’s heart and excitement 33333Ferrari 458 Italia 183 R ’09-’15 8/4497 562/9000 398/6000 1485kg 384 3.2 6.8 202 307 20.6 +An astounding achievement - Paddleshift only 33333Ferrari 458 Spider 185 R £199,006 8/4497 562/9000 398/6000 1530kg 373 3.3 - 198 275 23.9 +A458 that sounds and feelsmore organic - Er, 4mph slower than the Italia? 33333Ferrari 458 Speciale 203 R £208,100 8/4497 597/9000 398/6000 1395kg 435 3.0 - 202+ 275 23.9 + evoCar of the Year 2014 - If you don’t own a regular 458, nothing 33333Ferrari 458 Speciale A 204D £228,682 8/4497 597/9000 398/6000 1445kg 420 3.0 - 199 275 21.2 + Samedynamics as the coupe but less shouty - Some chassis flex on bumpy surfaces 33333Ferrari F430 163 R ’04-’10 8/4308 483/8500 343/5250 1449kg 339 4.0 - 196 - 18.6 + Just brilliant - Didn’t you read the plus point? 33333Ferrari 430 Scuderia 121 R ’07-’10 8/4308 503/8500 347/5250 1350kg 378 3.5 7.7 198 - 15.7 + Successful F1 technology transplant - Likes to shout about it 33333Ferrari Scuderia Spider 16M 133D ’09 8/4308 503/8500 347/5250 1440kg 355 3.7 - 196 360 18.0 +Ahardcore soft-top Ferrari - Earplugs recommended 33333Ferrari 360Modena 163 R ’99-’04 8/3586 394/8500 275/4750 1390kg 288 4.5 9.0 183 - 17.0 +Worthy successor to 355 - Not quite as involving as it should be 33334Ferrari 360Challenge Stradale 068R ’03-’04 8/3586 420/8500 275/4750 1280kg 333 4.1 - 186 - - + Totally exhilarating road-racer. It’s loud - It’s very, very loud 33333Ferrari F355 F1 Berlinetta 163 R ’97-’99 8/3496 374/8250 268/6000 1350kg 281 4.7 - 183 - 16.7 + Looks terrific, sounds even better - Are you kidding? 33333Ferrari F12 Berlinetta 190R £241,053 12/6262 730/8250 509/6000 1630kg 455 3.1 - 211 350 18.8 + 730bhp isn’t toomuch power for the road - Super-quick steering is an acquired taste 33333Ferrari 599GTB Fiorano 101 R ’06-’12 12/5999 611/7600 448/5600 1688kg 368 3.5 7.4 205 415 15.8 + evoCar of the Year 2006 - Banks are getting harder to rob 33333Ferrari 599GTO 161 R ’11-’12 12/5999 661/8250 457/6500 1605kg 418 3.4 - 208 - - +One of the truly great Ferraris - Erm, the air con isn’t very good 33333Ferrari 575MFioranoHandling Pack 200R ’02-’06 12/5748 508/7250 434/5250 1730kg 298 4.2 9.6 202 - 12.3 + Fiorano packmakes 575 truly great - It should have been standard 33333Ferrari 550Maranello 169 R ’97-’02 12/5474 485/7000 415/5000 1716kg 287 4.3 10.0 199 - 12.3 + Everything - Nothing 33333Ferrari FF 194 R £238,697 12/6262 651/8000 504/6000 1880kg 347 3.7 - 208 360 15.4 + Four seats and 4WD, but a proper Ferrari - Looks divide opinion 33333Ferrari 612 Scaglietti F1 090R ’04-’11 12/5748 533/7250 434/5250 1840kg 294 4.3 9.8 199 470 13.8 +Awesomely capable grand tourer - See above 33333Ferrari LaFerrari 203 R c£1m 12/6262 950/9000 664/6750 1255kg 769 3.0 - 217+ 330 - +Perhaps the greatest Ferrari ever - Brakes lack a touch of precision on track 33333Ferrari Enzo 203R ’02-’04 12/5999 651/7800 485/5500 1365kg 485 3.5 6.7 217+ 545 - + Intoxicating, exploitable - Cabin detailing falls short of a Zonda or F1 ’s 33333Ferrari F50 186R ’96-’97 12/4699 513/8500 347/6500 1230kg 424 3.9 - 202 - - +Abetter drivers’ Ferrari than the 288, F40 or Enzo - Not better looking, though 33333Ferrari F40 199 R ’87-’92 8/2936 471/7000 426/4000 1100kg 437 4.1 - 201 - - + Brutally fast - It’s in the dictionary under ‘turbo lag’ 33333FordGT 200R ’04-’06 8/5409 550/6500 500/3750 1583kg 353 3.7 - 205 - - +Our 2005Car of the Year - Don’t scalp yourself getting in 33333Hennessey VenomGT 180R £900,000 8/7000 1244/6500 1155/4000 1244kg 1016 2.5 - 270 - - +0-200mph in 14.5sec, and it handles too - Looks like an Exige 33333Jaguar XJ220 157 R ’92-’94 6/3498 542/7200 475/4500 1470kg 375 3.7 - 213 - - + Britain’s greatest supercar… - …until McLaren built the F1 33332Koenigsegg Agera R 180R c£1.09m 8/5032 1124/7100 885/2700 1435kg 796 2.8 - 273 - - +As fast and exciting as your body can handle - It’s Veyronmoney 33333KoenigseggOne:1 202 R c£2.0m 8/5065 1341/7500 1011/6000 1360kg 1002 2.9 - 273 - - + Themost powerful carwe’ve ever tested - It’s sold out; we couldn’t afford one anyway… 33333KoenigseggCCXREdition 118 R ’08-’10 8/4800 1004/7000 796/5600 1280kg 797 2.8 - 250+ - - +One of theworld’s fastest cars - Spikey power delivery 33333Lamborghini Huracán LP610-4 209D £186,760 10/5204 602/8250 413/6500 1532kg 399 3.2 - 202+ 290 22.6 +Defies the numbers; incredible point-to-point pace - Takeswork to find its sweet-spot 33334Lamborghini Gallardo LP560-4 180D ’08-’13 10/5204 552/8000 398/6500 1410kg 398 3.7 - 202 325 16.0 + Still amissile fromA to B - Starting to show its age 33332Lamborghini LP570-4 Superleggera 152 R ’10-’13 10/5204 562/8000 398/6500 1340kg 426 3.5 - 202 325 20.6 + Lessweight andmore power than original Superleggera - LP560-4 runs it very close 33334Lamborghini Gallardo 094R ’06-’08 10/4961 513/8000 376/4250 1520kg 343 4.3 9.4 196 - - +On a full-bore start it spins all fourwheels. Cool - Slightly clunky e-gear 33334Lamborghini Gallardo Superleggera 104 R ’07-’08 10/4961 522/8000 376/4250 1420kg 373 3.8 - 196 - - + Lighter,more agile - Grabby carbon brakes, clunky e-gear 33332Lamborghini Aventador LP700-4 194 R £260,040 12/6498 690/8250 509/5500 1575kg 445 2.9 - 217 370 17.7 +Most important new Lambo since theCountach - Erm…expensive? 33333Lamborghini Aventador LP750-4 SV 214 R £321,723 12/6498 740/8400 509/5500 1525kg 493 2.8 - 217+ 370 17.7 +More exciting than the standard Aventador - Inconsistent gearbox 33333LamborghiniMurciélago 089D ’01-’06 12/6192 570/7500 479/5400 1650kg 351 4.0 - 205 - - +Gorgeous, capable and incredibly friendly - V12 feels stressed 33333LamborghiniMurciélago LP640 093R ’06-’11 12/6496 631/8000 487/6000 1665kg 385 3.3 - 211 - 21.3 +Compelling old-school supercar - You’d better be on your toes 33333LamborghiniMurciélago LP670-4 SV 200R ’09-’11 12/6496 661/8000 487/6500 1565kg 429 3.2 7.3 212 - - +A supercar in its truest, wildest sense - Be prepared for stares 33333Lamborghini Diablo 6.0 019 R ’00-’02 12/5992 550/7100 457/5500 1625kg 343 3.8 - 200+ - - + Best-built, best-looking Diablo of all - People’s perceptions 33334Lexus LFA/LFANürburgring 200R ’10-’12 10/4805 552/8700 354/6800 1480kg 379 3.7 - 202 - - +Absurd and compelling supercar - Badge and price don’t quitematch 33333MaseratiMC12 079 R ’04-’05 12/5998 621/7500 481/5500 1445kg 437 3.8 - 205 - - + Rarer than an Enzo - The Ferrari’s better 33332McLaren 650S 196R £195,250 8/3799 641/7250 500/6000 1428kg 456 3.0 - 207 275 24.2 + Better brakes, balance and looks than 12C;more power too - Costs an extra £19k 33333McLaren 675LT 213 R £259,500 8/3799 666/7100 516/5500 1328kg 510 2.9 - 205 275 24.2 +Aproper road-racer that asks questions of the P1 - Aventador price tag 33333McLaren 12C 187 R ’11-’14 8/3799 616/7500 442/3000 1434kg 435 3.1 - 207 279 24.2 + Staggering performance, refinement - Engine noise can be grating 33333McLaren P1 205R £866,000 8/3799 903/7500 664/4000 1395kg 658 2.8 - 217 194 34.0 + Freakish breadth of ability - At itsmind-bending best on track 33333McLaren F1 205R ’94-’98 12/6064 627/7500 479/4000 1137kg 560 3.2 6.3 240+ - 19.0 + Still themost single-minded supercar ever - There’ll never be another 33333Mercedes-Benz SLSAMG 159 R £165,030 8/6208 563/6800 479/4750 1620kg 335 4.1 8.4 197 308 21.4 +Great engine and chassis (gullwing doors too!) - Slightly tardy gearbox 33333Mercedes-Benz SLSAMGBlack Series 204R £229,985 8/6208 622/7400 468/5500 1550kg 408 3.6 - 196 321 20.6 + Stunning engine, superb body control - Be careful on less-than-smooth roads… 33333Mercedes-Benz SLRMcLaren 073 R ’04-’07 8/5439 617/6500 575/3250 1693kg 370 3.7 - 208 - - + Zonda-pace, 575-style drivability - Dreadful brake feel 33332NobleM600 186R c£200,000 8/4439 650/6800 604/3800 1198kg 551 3.8 7.7 225 - - + Spiritual successor to the Ferrari F40 - It’s a bit pricey 33333Pagani Huayra 185 R c£1m 12/5980 720/5800 737/2250 1350kg 542 3.3 - 224 - - +Our joint 2012 Car of the Year - Engine isn’t as nape-prickling as the Zonda’s 33333Pagani Zonda 760RS 170R £1.5m 12/7291 750/6300 575/4500 1210kg 630 3.3 - 217+ - - +One of themost extremeZondas ever - One of the last Zondas ever (probably) 33333Pagani Zonda S 7.3 096R ’02-’05 12/7291 555/5900 553/4050 1250kg 451 3.6 - 197 - - + evoCar of the Year 2001 (in earlier 7.0 form) - Values have gone up a fair bit since then 33333Pagani Zonda F 186 R ’05-’06 12/7291 602/6150 575/4000 1230kg 497 3.6 - 214 - - + Everything an Italian supercar ought to be - Looks a bit blingy next to aCarrera GT 33333Pagani ZondaCinqueRoadster 147 D ’09-’10 12/7291 669/6200 575/4000 1400kg 485 3.4 - 217+ - - + The best Zonda ever - Doesn't comeup in the classifieds often 33333Porsche 911 Turbo (991) 210 R £120,598 6/3800 513/6000 524/2100 1595kg 327 3.4 - 195 227 29.1 + Incredible pace, whatever theweather -More involvementwouldn’t go amiss 33334Porsche 911 Turbo S (991) 188 R £142,120 6/3800 552/6500 553/2200 1605kg 349 3.1 - 197 227 29.1 + Still unrivalled as an everyday supercar - At times disguises the thrills it can offer 33334Porsche 911 Turbo (997.2) 140R ’09-’13 6/3800 493/6000 479/1950 1570kg 319 3.2 7.3 193 272 24.4 + The Turbo at the very top of its game - TheGT3’s cheaper… 33333Porsche 911 GT2 RS (997.2) 204R ’10-’13 6/3600 611/6500 516/2250 1370kg 453 3.5 - 205 284 - +More powerful than aCarrera GT. Handles, too - Erm… 33333Porsche 911 Turbo (997.1) 094R ’06-’09 6/3600 472/6000 457/1950 1585kg 303 4.0 8.7 193 - 22.1 +Monster cornering ability - A bitwoolly on its standard settings 33333Porsche 911 Turbo (996) 017 R ’00-’06 6/3600 414/6000 413/2700 1540kg 273 4.1 10.0 190 309 21.8 + evoCar of the year 2000; the 911 for all seasons -We can’t find any reasons 33333Porsche 911 GT2 (996.2) 072 R ’04-’06 6/3600 475/5700 472/3500 1420kg 338 4.0 8.3 198 309 21.8 + Revisionsmade it evenmore of a star than the 456bhp 996.1 GT2 - Care still required 33333Porsche 911 Turbo (993) 066R ’95-’98 6/3600 402/5750 398/4500 1500kg 272 4.5 - 180 376 18.0 + Stupendous all-weather supercar - It doesn’t rain enough 33333Porsche 911 GT2 (993) 003R ’95-’98 6/3600 424/5750 398/4500 1295kg 333 4.4 - 183 368 18.3 +Hairy-arsed homologation special; last 21 had 444bhp -Only 193weremade 33333Porsche 918 Spyder 200R £781,155 8/4593 875/8500 944/6600 1674kg 531 2.6 - 211 79 85.6 + Blistering performance; cohesive hybrid tech - Addedweight and complexity 33333PorscheCarrera GT 200R ’04-’06 10/5733 604/8000 435/5750 1380kg 445 3.8 7.6 205 432 15.8 + Felt ahead of its time -Needsmodern tyres to tame its spikiness 33333Ruf Rt 12 097 R c£155,000 6/3746 641/7000 641/3500 1530kg 426 3.3 - 219 - - + Beautifully executed carwith truly immense power - Needs care 33333Ruf CTR3 126 R c£357,000 6/3746 691/7600 656/4000 1400kg 501 3.2 - 235 - - + The best 911 that Porsche nevermade - But not the best looking… 33333Ruf CTR ‘Yellowbird’ 097 R ’87-’89 6/3366 469/5950 408/5100 1170kg 345 4.1 - 211 - - + A true legend -We can’t all drive like Stefan Roser 33333

Our ChoiceFerrari 458Speciale.The regular 458 Italia was amazingenough, but the Speciale follows in the tradition of the 360Challenge Stradale and 430 Scuderia andmakes the carit is based on evenmore, well, special. Our 2014 Car of theYear. It’s equally brilliant in open-top ‘Speciale A’ form, too.

Best of the RestPorsche’s 918 Spyder (left) pips the McLaren P1 on the road,and vice versa on track. The LaFerrari is an incredible drive, too.Maybe get all three.…Meanwhile, Pagani’s Huayra was our joint2012 Car of the Year and Lamborghini’s Aventador offers truesupercar drama, especially in SV form.

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3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great carRatings

Supercars

Lap time Peak mph issue no. ConditionsCarRadical SR8LM (fastest car) 1:13.6 127.8 138 DryCaparo T1 (fastest supercar) 1:14.8 130.9 131 DryFerrari 458 Italia 1:19.3 120.0 159 DryGumpert Apollo S 1:19.4 120.4 119 DryMcLaren MP4-12C (Corsa tyres) 1:19.6 121.2 159 DryCaterham Levante V8 1:19.6 118.6 131 DryPorsche 997 GT2 RS 1:19.9 122.3 158 DryLotus 2-Eleven GT4 1:20.1 113.2 138 DryCaterham Superlight R500 1:20.2 115.7 119 DryMcLaren MP4-12C 1:20.6 120.9 159 DryNoble M600 1:20.8 121.8 159 DryPorsche 997 GT3 RS 4.0 (fastest coupe) 1:21.0 118.2 160 DryLamborghini Murciélago LP670-4 SV 1:21.3 121.1 134 DryAriel Atom 3 Supercharged 1:21.5 113.6 119 DryKTM X-Bow (300bhp) 1:21.5 112.7 138 DryFerrari 430 Scuderia 1:21.7 117.2 121 DryPorsche 997.2 GT3 RS (3.8) 1:21.9 116.8 150 DryLamborghini Gallardo LP560-4 1:22.5 119.1 122 DryBrooke Double R 1:22.5 113.2 119 DryLamborghini Murciélago LP640 1:22.9 116.7 143 DryPorsche Carrera GT 1:23.3 115.2 119 DryPorsche 997.2 GT3 1:23.3 114.5 138 DryPorsche 997 Turbo S 1:23.5 117.5 146 DryPorsche 997 GT2 1:23.5 115.1 119 DryNissan GT-R (2008MY) 1:23.6 113.1 119 DryPorsche 991 Carrera 1:23.6 112.5 182 DryPorsche 991 Carrera Cabriolet 1:23.9 112.3 183 DryMercedes-Benz SL63 AMG 1:23.9 - YouTube DryPorsche 997 Turbo 1:24.1 113.5 136 DampLotus 340R (190bhp) 1:24.2 110.0 135 DryPorsche Boxster S (981) 1:24.2 109.3 183 DryCaterham Superlight R300 1:24.3 101.5 138 DryMaserati GranTurismo MC Stradale 1:24.5 115.1 160 DryPorsche Cayman S (981) 1:24.5 109.2 202 DryMercedes-Benz SLS AMG 1:24.6 115.7 146 DryPorsche Boxster Spyder (987) 1:24.7 107.7 167 DryCaterham 7 Supersport 1:24.8 101.6 YouTube DryFerrari California 1:25.0 111.8 134 DryKTM X-Bow 1:25.0 105.0 123 DryBMW E92 M3 Coupe 1:25.1 109.1 162 DryMercedes-Benz SL65 AMG Black 1:25.2 108.6 131 DryJaguar F-type V8 S 1:25.2 111.2 183 DryAudi RS5 1:25.4 108.8 162 DryAudi R8 Spyder V8 1:25.5 107.0 167 DryPorsche Cayman R 1:25.5 106.8 158 DryAston Martin V8 Vantage Roadster 1:25.6 109.1 183 DryBMW M5 (F10) (fastest saloon) 1:25.7 112.0 165 DryJaguar XKR-S 1:25.7 - YouTube DryAston Martin V12 Vantage 1:25.8 110.9 146 DryMitsubishi Evo X FQ-400 1:25.9 107.5 138 DryBMW 1-series M Coupe 1:25.9 106.4 158 DryMitsubishi Evo X RS 360 1:26.1 106.6 153 DryRenaultsport Mégane 265 Trophy (fastest hot hatch) 1:26.1 105.3 166 DryJaguar F-type S Coupe 1:26.2 106.3 202 DryAudi TT RS 1:26.3 107.2 149 DryAston Martin DBS 1:26.4 109.5 143 DryPorsche Panamera Turbo 1:26.5 109.2 137 DryAudi RS6 Avant (C7) (fastest estate) 1:26.5 - YouTube DryBMW M135i 1:26.6 - YouTube DryJaguar XJ220 1:26.7 111.7 131 DryPorsche Cayenne Turbo S (fastest 4x4) 1:26.8 106.1 YouTube DryMercedes-Benz E63 AMG 1:26.8 104.9 165 DryPorsche Cayenne Turbo 1:26.9 107.4 158 DryMercedes-Benz GLA45 AMG 1:26.9 - 205 DryLotus Evora 1:27.1 104.2 145 DryNissan 370Z 1:27.1 104.0 158 DryJaguar F-type V6 S 1:27.2 105.0 YouTube DryPorsche Panamera S 1:27.3 102.4 165 DryRenaultsport Mégane 265 Cup 1:27.3 - YouTube DryMercedes-Benz C63 AMG Coupe 1:27.7 111.0 162 DryLotus Elise SC 1:27.7 104.6 131 DryAudi S3 1:27.7 - YouTube DryVauxhall VXR8 Bathurst S 1:27.8 106.1 131 DryBMW E46 M3 CSL 1:27.8 105.4 153 DryRenaultsport Mégane R26.R 1:27.8 103.3 - -Audi RS6 Avant (C6) (fastest estate) 1:27.9 111.0 121 DryJaguar XFR 1:27.9 108.1 137 DrySEAT Leon Cupra 280 1:28.0 - YouTube DryLexus IS-F 1:28.1 106.4 151 DryPorsche Boxster S (987) 1:28.1 105.4 120 DrySubaru WRX STI 1:28.3 101.6 157 DryPorsche Macan S 1:28.3 - 205 DrySEAT Leon Cupra R 1:28.7 102.4 162 DryBentley Continental Supersports 1:29.2 105.8 149 DryLotus Elise Club Racer 1:29.2 95.5 162 DryRenaultsport Mégane 250 Cup 1:29.9 101.4 156 DryVauxhall VXR8 Clubsport Tourer 1:29.9 - YouTube DryHonda NSX 1:30.1 101.3 145 Dry

N = new addition thismonth. Red denotes the caris the fastest in its class.

Key

TRACK MAP

TrackTimes

N Location Bedford AutodromeN Length 1.85 miles (2.98 kilometres)N Direction Anti-clockwise

192 www.evo.co.uk

Note: West Circuit reconfigured in May 2015. The above times arefrom before this date. Newer times are not comparable.

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Artofspeed

T h e y ’ l l T e l l yo u T h e m o s T p o T e n TAston Martin Vantage is the new GT12. Wrong. The ‘V600’Vantage, class of ’98, pips the fresher by 8bhp andhammers it for intimidation. The GT12 is not the lessercar – far from it (see evo 214). It’s just that the old-timer

has 600bhp and 600lb ft, no aerodynamic aids to speak of and, on earlycars, sod all electronic stability control software should two tons of steel,aluminium and testosterone go loco.

The two don’t stand serious comparison, of course. One is a paeanto power while the other is more concerned with its effective use. Butwhichever their preference, petrolheads’ faces never fail to scrunch up inapproval at the older car’s way of doing things.

The V600 project started shortly after Aston’s engineers had givenus at the time the world’s most powerful production car: the 550bhpVantage ‘V550’. Traction would evaporate during 90mph gearchanges inthe dry, but still some customers weren’t sated. Thus a post-registrationoption package that side-stepped type approval emerged from theWorksService department, but boy would you need the readies. The conversioncost £43,000 on top of the donor car’s £189,950.

Included were six-piston AP brakes said to dissipate enough energyduring a 200mph stop to heat a pensioner’s flat for a fortnight. Hollow-spoked magnesium alloys were chosen, which meant marketing couldunscrupulously deploy the term ‘lightweight’. Behind said wheels wereEibach springs and Koni adjustable dampers. The gearbox was from aCorvette ZR1, only with shortened ratios and a blanked-off sixth gear. Itwouldn’t be missed: fifth gave a theoretical top speed of 221mph…

Out of context, the 5340cc quad-cam V8 could pass for a galacticdreadnought flanked by planet-destroying plasma cannons, but in situthe hand-built reality was appreciably better. About a block preparedby Callaway were two Roots-style superchargers from Eaton, a re-engineered cooling system and an extra intercooler radiator. They helpedelevate Tadek Marek’s 30-year-old engine design to heights the chassiscouldn’t really cope with. Nobody cared.

Regalia? Well, not especially. There was a carbonfibre engine cover,which in fairness was a pretty big deal at the time, and some lovelygold badges, and that was it. But even dormant this was an engine thatradiated supremacy, espoused the industrial and hummed with a hardbeauty. Was there ever a tool better suited to the job? L

Aston Martin Vantage V600 twin-supercharged V8

T

Next moNthOn sale WedNesday November 4

evo Car of the Year 2015NMcLaren 570Sdriven NMercedes-AMGC63Coupe first drive NSkylineGT-R 400R

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