RENAULT SPORT SPECIAL Six gr grea eattes estt hi hits… ts… and the one that got away
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LEXUS LEX US LC5 LC500 00 Japan’s 911 beater?
FERRA FE RRARI RI F35 F355 5 Driving the iconic V8
EXIG EX IGE E SP SPOR ORT T 38 380 0 Why it’s the best Lotus ever
For those not satisfied with bronze, silver or gold. The new Cayenne Platinum Edition. Go beyond the podium. With specification including 20-inch RS Spyder Design wheels, Porsche Dynamic Light System (PDLS), BOSE® Surround Sound System, online navigation, Connect Plus, sports seats with centres in Alcantara® and much more besides. A car designed to win hearts – and engineered to conquer the road. The Cayenne Platinum Edition from £55,134 (RRP incl. VAT).
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#231
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Rally cars don’t need more grip...
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I AM PREPARED TO BE PROVED WRONG ON THIS. IN
fact I hope I am. But I genuinely fear that those in charge of the World RallyChampionship have lost the plot. This month, those at evo who have a far more extensive anorak collectionthan mehave spent more timewith Citroën’sWRC driver Kris Meeke than they have with their own families.The rest of the time they’ve been chasing thenews onevery2017 WRC team from Ford to Toyota and Hyundai and even Volkswagen. And it’s what they have reported back that’s of concern. For 2017, power is up. Corner speeds, too. The centre diffs are back, and programmablemid-stage, while aerodynamics are, well, judge for yourself on page 110. I grew up in Essex and even Harlow’s finest tuning emporium of the 1990s, Ripspeed, would view next year’s WRC cars as OTT in the flicks-and-wings department. It’s the aero that’s the genuine concern. Rally cars don’t need aero and theextragrip it provides. Does itreally matter if Meeke is five seconds quicker over a stagethan he was last year? Itdoes if he wants to win, but to the spectator it means nothing. We really don’t care about a tenth here ora hundredth there. We care about action and drama that we canactually see. That meanswatching a driver balancing a car between grip and slip on an unpredictable surface with no access to a pre-set differential that’s going to haul them out of trouble. Or wind-tunnel-honedaero thatallowsfor perfect flight over a Finnish yump. WRCdrivers are among the most talented in the world; their feel for a car is impossible to comprehend. But the way their sport is going, their exuberance, entertainment and skill are being dulled by engineers getting excited about the latest diff map and aero device. F1 was allowed to be ruined by engineers for the pleasure ofthe very few – please don’t let ithappen to rallying, too. And on that cheery note, thank you for your support throughout 2016 and, from allat evo, I wishyoua happy New Year. L
‘F1 was allowed to be ruined by engineers for the pleasure of the very few’
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Contents #231
FEATURES
080
05 4
renault sport legends
£20,000 heroes
Five oF the best
Meeting Kris MeeKe
With £20kyou canbuy somethingto scratch almost any itch. evo selects eight hero cars for a celebrationof depreciation
Renault is the only car maker torecord wins infive top-level motorsport categories. Wechart the quintet of carsresponsible
As a new era of monster WRC cars drawsnear, wegetthe inside story from Great Britain’sgif ted WRC contender
07 2
09 8
11 2
drivesthe machinesthat madeRenaultSport the revered brandit is today – includinga twin-testwith the stillborn Clio RS16 and the rally-homologated R5 Turbo
09 2
10 4
evo
exige sport 380
Mercedes-aMg e63 s
icon: Ferrari F355
Is this stripped-outsupercharged Lotus the best drivers’ car you can buy new? Richard Meaden headsto Yorkshireto findout
AMG has set a new benchmark inthe saloonpowerwars, but has the latest E-classsacrificed its mojo in pursuit of refinement?
As prices climb and rose-tinted spectacles fall firmly into place, weinvestigate whetherthe F355 is worthy ofits icon status
Contents #231
REGULARS
01 3
03 2
12 1
16 0
RADAR Breaking with nearly 30 years of tradition, Mazdahas brought us a targa-top.We’vegot allthe detailsof thenewMX-5RF
DRIVEN
MARKET It’s a naturally aspirated special, withthe most electrifying engines around andan EP3Civic TypeR buyingguide
ThE KNOWLEDGE All the essential data along with the famous evo star rating for everymodern performance car worth mentioning
14 5
17 8
FAST FLEET BMW’s revolutionary i8 arrives alongwithVW’s Golf GTI Clubsport,but it’sgoodbyeto our VXR8andF-typeR
FINAL FRAME evo’snew back-page feature is a memorablephotofrom this month’sactivities, rescued from memory-card obscurity
03 2 Lexus LC500 03 6 BMW 5-series 03 8 TeChArT 718 BoxsTer 04 0 renAuLT TWingo gT
029 INBOX evo should stop whininga bout all those turbocharged engines, and you’restill moaning about the Porsche911R’s eCotywin…
008 www.evo.co.uk
04 3 Audi s5 04 4 AsTon VAnquish s
046 COLUMNS Meaden, Porter and Franchitti
Pure suPercar
LOTUS EVORA SPORT 410 The new, class-leading Lotus Evora Sport 410 is massively lighter, has more power and greater aerodynamic efficiency, so with a 0-60 mph time of 3.9 secs and a top speed of 190 mph, this new generation of Evora is a pure-bred supercar. For more inFormation contact your local dealer or visit lotuscars.com BALLYROBERTS
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FUEL CONSUMPTION Lotus Sport 410 (mpg* [l/100 km]) Urban 20.8 (13.6), Extra Urban 39.8 (7.1), Combined 29.1 (9.7), CO2 emissions 230 g/km. *Performance results may vary depending upon the specification of the particular vehicle, environmental conditions, driving style and other factors. MPG figures are obtained from laboratory testing and intended for comparisons between vehicles and may not reflect real driving results. Published MPG figures and performance results are intended for comparisons between vehicles only. Verification of performance results should not be attempted on public roads . Lotus recommends that all local speed and safety laws must be obeyed and safety belts worn at all times.
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BENTLEY BARNATO
LOTUS RECOVERY
ASTON DB4 GT
ROBO RACING
NEW INSIGNIA
Mazda MX-5 RF
S
Folding hard-top turns the roadster into a compact GT b y
S T U A R T G A L L A G H E R
A
DD IN G A HE AV IE R, R ET R AC TA BL E metal roof to an MX-5 may strike some as counterintuitiveto the whole philosophybehind Mazda’s lightweight sports car. After all, the model has always championed simplicity and purity over appealing to a mass market by dangling trinkets and tricksin a bid to win their monthlypayments.However,
forMazda and the MX-5 a retractable roof is big news, and in today’s world of £40,000-plus Porsche Boxsters, £30,000-plus Lotus Elises, flaccid BMW Z4s, outdated Mercedes-Benz SLCs and disappointing Fiat 124 Spiders, the Japanese two-seater remains a lone,brightstar. Of course, there is sound reasoning behind Mazda’s introduction of the RF – which stands for Retractable Fastback – despite its potential to clash with the soft-top: the folding hard-top version of the old Mk3 MX-5 took more than 80 per cent of sales, demonstrating that while MX-5 owners might fancy the idea of w ind in their hair, they actually prefer to have a tin lid over their heads rather than a fabric one. The want is strong, then, which
also explains why the UK is bringing in 500 examples of an RF Launch Edition. It hasthe 158bhp 2-litrefourcylinder engine, a two-tone roof (its centre paintedblackin contrast tothe LaunchEdition’s Soul Redor Machine Grey body colours), the chunky seats from the MX-5 Recaro Edition, and Alcantara trim for the dash and door cards. There’s also a set of BBS alloy wheels in black and a black lip spoiler on the trailing edge of the bootlid, while Bilstein dampers and a limitedslip differential are standard. The LaunchEditioncosts £28,995– £3300 more than a Sport Nav model. That’s a considerable sum for an MX-5. It’s a sizeable wedge for any small car, in fact, but it would seem we now live in a world where new-car prices are on an upward trajectory –
witness the 1-litre EcoBoost Fiesta ST-Line that recently took up brief residence in the evo car park and wore a shocking £19,000 price tag. I mean,how easily must you be sucked in by the balloons and open tailgates atyourlocal Ford dealer to think that represents a good deal? Comprising three sections, the RF’s roof is fully automatic in operation (there’snoretaininghooktomanually undo as in the previous-generation model), and while the front and middle sections stow away under the rear deck, the rear screen remains in place between the rear buttresses. To these eyes it’s an incredibly clean and simple design and it’s hard to believe that take-up of the RF won’t match that of the folding hard-top Mk3 – especially as the RF offers the option
RIVALS Well, there aren’t many… Mazda claims that there aren’t really any direct rivals to the MX-5 RF. However, the company has its sights set on the big-selling ‘sports’ cars from a class above, namely the Audi TT and MercedesBenz SLC. But with its lid on, the RF’s fastback looks and rear-wheel drive might distract potential buyers of the Toyota GT86 and Subaru BRZ, prices of which span from £22,495 to over £29,000.
Many MX-5 owners prefer a tin lid over their heads
500 12 units Num ber o f R F Lau nch Edi ti on s being produced 014 www.evo.co.uk
seconds Time it takes for the folding roof to open fully
80 40 per cent
kg
RF ’s lik ely c ut of the UK market’s MX-5 sal es
Proba ble wei ght pe nal ty for the fan cy roo f
FIRST LOOK b y
S T UA R T
G A L L A G H E R
Leftoright:RFLaunch Leftoright: RFLaunch Editionuses 2-litreSkyactiv enginewith 158bhp; 158bhp; graphicdisplay reveals roof’s progress;Alcantara progress;Alcantara forthe lowerfacia,door lowerfacia,door cards cards andseats
of a six-speed six-speed automatic automatic gearbox, gearbox, a convenience offered to US buyers of thesoftthesoft-to top p Mk4 Mk4 but but not not tous Brits Brits.. Natural Naturally ly the RF will be heavier heavier than the 1000kg at which the softtop 2-litre MX-5 tips the scales, but Mazda won’t yet reveal by how much. Howev However er,, we underst understand and that that our estimat estimatee ofan increas increasee ofaround40kg isn’t toofar adrift. adrift. Prodding, poking and staring at an RF for an afternoon away from the
bright lights of a motor show stand makes you appreciate how rare and thin on the road small, affordable(ish) sport sportss cars cars are. are. It also also makes makes you you quest questio ion n why why the Toyot oyotaa-Su Suba baru ru allianc alliancee hasn’tchop hasn’tchoppedthe pedthe roof roof offthe GT86 and BRZ yet; it’s not as though it would have a detrimental effect on either either model’ model’s sales,after sales,after all. all. We enjoy the soft-top Mk4 MX-5. We’re We’re fans of its w illingness to please and how it wears its credentials on
its sleeve and doesn’t pretend to be anything it knows it can’t be. It’s a simple simple sports car that appeals appeals to a wide demographic that is strongly supported supported by an aftermarket industry thatcananswermostneeds–including thefitmen thefitmentt ofa V8, V8, shou shouldyousowish. ldyousowish. But even in its standard state of tune it delivers an honest approach to the thrill of driving. Fingers crossed when we drive the RF i n a couple of months’ time we’ll we’ll findthe samestill applies applies..
SPECIFICATION
Engine Power
In-line 4-cyl, 1998cc 158bhp @ 6000rpm
Torque
148lb ft @ 4600rpm 7.3sec (claimed)
0-62mph Top speed Weight Basic price On sale
133mph 1040kg (est) £28,995 March 2017
Ben Bentayg tayga a sales sales pave way for V8 V8 ‘Barn ‘Barna ato’
US T A S T HE C AY EN NE offe offend nded ed purist puristss but but made made Pors Porsche che enou enough gh mone moneyy to make endless GT3 derivatives, so the Bentley Bentayga Bentayga SUV seems certain to allow the British firm to return to the two-seat two-seater er sports sports car market. market. The Bentayg Bentaygaa (picture (pictured d right) right) has been been a smash smash,, comfo comforta rtabl bly y outstripping its predicted production run of 3600 cars in 2016 to hit a total of almost almost 5500. 5500. And forthco forthcoming ming long-wheelbase and ‘coupe’ editions will only add to the coffers at Crewe. Bentle Bentleyy has been been weig weighin hing g up whether to base t he next phase of its expansiontowardsannualproduction of 15,000 cars on a smaller SUV, or square up to rivals with a production version of the EXP 10 Speed 6 concept (pictured above) that was revealed at the 2015Genevamotorshow 2015Genevamotorshow.. Now the firm’s CEO, CEO, Wolfg Wolfgang ang Dürheimer, has given the strongest indicat indication ion yet that the two-seat two-seater er is the the pref prefer erre red d choi choice ce.. He has has confir confirme med d that that a plan plan for for a third third model line is in place (to sit alongside the Continental and Bentayga) and
J
016 016 www.evo.co.uk
Bentley EXP 10 Speed 6 concept of 2015 on course for production green light. Watch out, Aston Martin
Bent Bentle ley y is lik likely ely to keep eep its its spor sportts car car rear-driven with with twin twin-turb turbo o V8 power that that itis nolonge nolongerr thebaby thebaby SUV. SUV. ‘The problem with a smaller SUV is that it ends up against many other premium brands [such as Porsche], not luxury ones,’ he says. ‘The new carwill be younge youngerr andmore excitin exciting g than anything currently in our lineup, and we will be up against our luxury luxury rivals;this rivals;this is what what I prefer prefer.’.’ When asked if these rivals would include include Aston Aston Martin, Martin, Dürheime Dürheimerr replied replied,, ‘They ‘They are a good good example example.’.’ The sports car, due in 2019, will probab probably ly be based based on a shorten shortened ed
version of the Porsche-developed MSBplatformthat MSBplatformthat willunderpin willunderpin next year’s year’s all-ne all-new w Continen Continental. tal. Power Power could come from the twin-turbo V8 reveal revealed ed in the new Panamer Panameraa Turbo, urbo, although although Dürheimer Dürheimer has confirmed confirmed that that the Continen Continental tal will also get a V6 during its life, so that could conceivablybeslottedintothesmaller model, too. MSB also supports four wheel drive, but Bentley is likely to keep keep its sports sports car rear-driv rear-driven. en. The The new new mode modell is expect expected ed to be priced priced from around around £120 £120,00 ,000. 0.
It coul could d well well carry carry the ‘Barn ‘Barnat ato’ o’ badge in a nod to famous Bentley racer Woolf Barnato (pictured top), who won the Le Mans 24 Hours in consecutive years between 1928 and 1930– 1930– impressi impressivel velyy, the only only years years he entered the race. Bentley applied to trademar trademarkk thename aroundthe aroundthe same time it registered Bentayga, and the motorsport motorsport connection would be a useful one as it tries to establish itself as a serious luxury rival to the next genera generationof tionof Aston Aston V8 Vantag Vantage. e. John McIlroy
round-up e d i t e d b y
st ua rt ga ll agh er
Lotus Lotu s back in the black Under the guidance of CEO Jean-Marc Gales, Lotus appears to be recovering, with more efficient operating practices and new models scheduled
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exi 380 pci exi pcin n n w p p- wn w nnnc c. If w iv qiy, pfn iv pfnc c n c c l l dNa, c c wi wiin in py f f i i.’ .’ B g g knw knw cn cn’ ’ cn cnin in yy n n n i ii in n f c cn n c–nevrivin2017 – n nw , cciy nw ei, n: ‘t nw ei wi b in 2020. ‘W n i c, i’ in l n nw n wi b c iin pib. I wi b vyin vyin y xpc xpc n ei b – iwi [b 1000k], ff ff b b n b b in i c c. .’’ Pn P n f Cin Cin-bi bi suV pin,bcnifgy’ in in in byi byin n l l i i wi f k k,, y y g g, , in in ’ xpin nfcin pn in Cin bi Cin bi i suV n cn cnc ci in n v b v bn n j jp. p. af fy f 201 2010 0 Pi w,, wn B nnnc w nnnc l w pc v -nw wiin ix y, ’ vy n biv f f l i nw bck b ck n i i c ck. k.
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017
ASTON MARTIN DB4 GT CONTINUATION
New Arrivals
The original Aston Martin DB4 GT was built between 1959 and 1963, with eight of the original 75 in special lightweight form. Aston Martin has now announced it will build a further 25 lightweight cars, to original specification, each with 340bhp from their twin-spark straight-six engines. Production will commence in late 2017. It’s clearly the latest fashion: Jaguar, Lister and Shelby have all created continuation cars in recent years. McLaren F1 continuation model, anyone?
Track-inspired motors old and new, plus a Rolls-Royce SUV tweak our interest this issue
McLAREN 570S TRACK PACK
SEAT LEON CUPRA 300
GT3 and GT4 racing categories provide inspiration for McLa ren’s Track Pack for the 570S. The rear wing is 12mm higher – adding a surprising 29kg of extra downforce at 150mph – while kerb weight is 25kg lighter thanks in part to Alcantara-trimmed carbonfibre seats and new alloy wheels. McLaren’s Track Telemetry system is standard. The Track Pack upgrade is priced at £16,500.
You can now buy a SEAT Leon Cupra that matches the Volkswagen Golf R’s power output. The new Leon Cupra 300 goes on sale in Ma rch 2017 and makes 296bhp. In estate form, it also matches the R’s four driven wheels, giving customers a potential cut-price Golf R Estate rival. The latter is DSGonly and should hit 62mph in 5.1sec. Dynamic Chassis Control is standard; pricing for front-drive models should be similar to the existing Cupra 290’s £28,380 starting point.
FERRARI 488 CHALLENGE The new Ferrari 488 Challenge can lap Fiorano in 1:15.5 – just half a second behind the 599XX Evoluzione. The turbocharged V8 engine gets new mapping and the seven-speed dual-clutch transmission has shorter ratios, while the remarkable Side Slip Control and E-diff from the road car are recalibrated for racing purposes. Significant aero tweaks reduce drag and increase downforce.
ROLLS-ROYCE PROJECT CULLINAN If the Bentayga was enough of a departure from traditional Bentleys to offend, then the Rolls-Royce Cullinan, recently spotted testing, is unlikely to reduce your blood pressure. Several traditional Rolls-Royce features will be incorporated: an imposing grille, suicide-hinged rear doors and unperturbed ride quality. It will be built on all-new aluminium architecture.
NEW ARRIVALS b y A N T O N Y I N G R A M & S T U A RT G A L L AG H E R
Quattro becomes Audi Sport
BMW’s electric future MW WANTS TO BE CONSIDERED A technology brandas much asit doesa car manufacturer. In a speech during a showcase of BMW’s future product plans – there’s an i8 Spyder coming in 2018 and improved batteries (in terms of range and output) for both it and the i3 – Dr Ian Robertson, board member for sales and marketing, explained how the company’s move into autonomous driving and the digitalisation of how we connect with our car will see the German marque focus on digital technology as much as on its next generation of internal combustion engines. Thisswitch won’t see BMWabandon theart of buildingcars completely, rather the development of its future models will be led by the requirements of electric mobility, autonomous driving and internet-based connectivity and digital services, which will be controlled and managed by BMW. Robertson also revealed his goal of selling 100,000 i and iPerformance models in 2017 (equalling the numbers it has sold in the first three years since the i sub-brand’s launch). ‘Sales in this sector are growing and this target is achievable. We have the product and the
B
Audi has renamed its performance division from Audi Quattro to Audi Sport. The move has been instigated by Stephan Winkelmann, who moved from Lamborghini to head up Audi’s performance division in the spring of 2016. ‘Audi Sport better represents what we do here,’ says Winkelmann. ‘Quattro is synonymous with Audi, it’s a core component of our performance vehicles, but it is only one component that goes into our cars. Audi Sport better represents what we stand for and the cars we are building.’ Crucially the switch will also see Audi Sport more directly involved in the development of future Audi road cars, right from the star t of a new car’s development programme. In the past, the subsidiary has had to wait until after the ‘regular’ cars had been signed off for production before developing its RS products. And what does Winkelmann consider to be the epitome of Audi Sport and what its future products should look towards? The R8, naturally, and also his daily driver – as it has been since his Lamborghini days – the RS6.
Pursuit of evermore advanced technology set to shape the German firm’s research and development programmes
technology transfer from i to iPerformance modelsand this is accelerating allthe time. ‘I believe we will have a more comprehensive set of plug-in hybrid and E V vehicles than any of our competitors.’ So is this the end of BMW as we know it? The Munich diehards will probably say it is, but by laying its stall out and presenting its strategy, BMW has demonstrated its focus for looking at the next 100 years rather than gazing fondly at itsfirst 100. And away from the EVs and plug-ins, what can BMW M fans expect in the near future? Something with a 5 in its name, and trust us, it won’t disappoint.
BIG NUMBERS
7:10.9 £46k 7:47.19 5.1sec The Nürburgring lap time set by the Mercedes-AMG GT R
Entry price for the Premier Edition of Alpine’s new coupe
The latest Ring lap time set by VW with a Golf GTI Clubsport S
The 0-100kph time claimed for Kia’s new performance saloon
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MOTORSPORT b y D A R R E N C O X
INSIGHT
The Racing Insider Programming a World Champion
R
O B OR AC E I S T HE first attempt at using autonomous technology in motorsport. As a lifelong fan of the sport and someone who studies the dynamics of the personal interactions of our sport on and off track between drivers, management,promotersand fans,I should really be writing about how thisis going tokill our sport.Nope. In fact, I proposed to the ACO (Automobile Club de l’Ouest) a few years ago that it should set a challenge that someone bring an autonomous car to Le Mans for the Garage 56 slot (for innovative vehicles) in 2020. Today motorsport is struggling to find its place in society. Entertainment or engineering? Waste of resources or test bed for lower emissions? The debate rages on. Whilst it does, the world changes. Five years ago Elon Musk was a chancer, EVs were laughed at and Trump was just a reality TV star… Now everyone is stealing Musk’s people and ideas, t he entire VW group is all about EVs, and President Trump is a reality. Autonomous will impact the automotive industry far more than EVs will. Electricity is just a propulsion method. Autonomous changes every thing. Car ownership, road and city design, the law, the business model, the brands involved and and and… So once we accept it’s coming, as fans and guardians of our sport we have to see how we can make
sure motorsport contributes to and benefitsfrom the seismic shift. In parallel with their road car engineer cousins, motorsport engineers will have to programme in advance how their autonomous vehicles should react to billions of scenarios. T he legal ramifications on the road are mind-boggling. But let’s just take one scenario on track to illustrate the issue… You can’t w in the championship for your brand (Uber Racing Inc) unless another programmer and their brand (Google Deutschland) finishes behind some other racing pods. You’ve spent your whole life getting to this point so you have to give your pod the right scenario to ensure it comes out on top, or there’sno point competing. So you try to slow down the Googleby allowingthe autonomous energy drink can and flying red branded baseball cap to have a chance of getting past them. This is exactly what your real life heroes wouldhave donein the last century. Win at any cost. But you are also a reasonable guy, so the algorithm you deploy is not aggressive enough andGooglewins the championship. You are broken. This is the only reason you get up in the morning. It is your whole life. Yet you congratulate Herr Google and thank your IT team for all of their support. But back home the tech press attack your pre-programmed scenarios, saying you will be fired and even aggressively attacking your character and personality. Yet
Darren isthe formerhead ofNismo andwasthe architectof theNissanGT Academy
022 www.evo.co.uk
Autonomous will impact the automotive industry far more than EVs will. Electric is just a propulsion system. Autonomous changes everything
allyou did was tryto win.Like your heroes did when men were men. Some of those men even say that you could have turned the ‘backing up’ scenariofrom 7 to 10. With the tech press being so negative you decide the old way of talking to your fans via an outdated platform called ‘the press’ is not the most efficient way of communicating. You can show your fans what it’s like to be a programmer of autonomous race cars directly, your message getting to them without interference from third parties. You even taunt the old industry by making yourself look like a rabbit in the headlights during an archaic tradition called a ‘press conference’. If we were programming our ultimate driver we’d likelyadd parts of Senna, Hunt, Gilles and others. Until this season I was on the fence with Lewis. But on and off track I really think we have a mix of those greats. His rebellion on Snapchat and team radio is the 2016 version of theroughedges thatpeople loved in previous heroes.
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SNETTERTON
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Svelte new saloon set for Geneva All-wheel drive, torque vectoring and a link to the Focus RS. A drivers’ Vauxhall at last? au x ha l l’ s a ll - n e w Iigi, o goig by m of Iigi Gd spo, i o obvio evo bjc. B i my mim c, i’ o dig, gm i bog o o pop o i by i i . no, iig f diviv Iigi, o b cd Gv moo o i Mc, my p; omig i Vxr bdg, pp.
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If the AWD system sounds familiar, that’s because it’s the same one used in the Ford Focus RS
250bp, og V id i mo o com. t miy mod of g i b fo- div d d i i-pd m gbo. Mo pof mp d o i ig im i i b offd i ig-pd omic d - div. uiiig o coicy cood mi-p cc pc diffi o m y f i d o of GM’ fo--div ym, awD d i povid Iig i i gi oq vcoig – fi fo --div V. If ym od fmii, ’ bc i’ m o dvopd by GKn d d i Fod Foc rs. cHassis t Gd spo c c Iigi’ Frid ci coogy. t ym i b o dmpig, ig ig, o po d gif poi (fo o ’bo) idpdy o bd o o of cb divig mod.
connecTiviTy ti i b impiv – o c c com o mk io siico Vy’ mv coogy. Fo Gd spo, i i icd ‘Os’ cocig vic d mpo cociviy. a g ifoim occ i pc pvio c’ bck of bo, i oid yo c pc im leD dig c dp o odig fc. anyTHing eLse? t Iigi Gd spo podc i i pd, i (Gd to) d jckd-p adiaodivi ok.a fo pfomc diviv, V mi ig-ippd. I Vxr bd b ccf, b pmim ppoc Gd spo k gg V my b ookig o ig i pfomc mod i iv Gm bd’ b-pfomc mod. so i i’ iky’ mic of o iv ogoig Vxr vio, popc of adi s4/aMG C43-y Gd spo ciiigboi.
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WATCHES b y
S IM ON
D E
B UR TO N
WATCH TECH Chopard Full Strike Chopard watch boss Karl-Friedrich Scheufele is an unashamed petrolhead who often drives to work in one of his dozens of classic cars – and he’s managed to integrate his love of them into his business by involving the company in historic motoring events such as the Monaco Historique and Italy’s Mille Miglia. In 1996, Scheufele brought Chopard coveted ‘manufacture’ status through the foundation of the LUC (for Louis-Ulysse Chopard) atelier in Fleurier, Switzerland, to make in-house movements and highend watches. It opened with a staff of three but now employs 160, and along the way has produced many complex in-house movements. Its latest, the innovative Full Strike, is its first ‘minute repeater’: it chimes the hour, quarter hour and minutes past the quarter hour using gongs made from sapphire crystal, which are said to offer a clarity of sound far superior to any metallic material. Equally impressive is the fact that the minute repeater mechanism is activated not from a conventional slide at the side of the case, but from a small button integrated with the winding crown. Such technical genius doesn’t come cheap, of course: a Full Strike will set you back around £200,000.
THIS MONTH Halda RacePilot Trackmaster
TAG TAG Heuer Formula1 Formula1
Armin Armin StromEdge StromEdge Double Double Barrel Barrel Max Chilton Chilton Edition Edition
Price: €6000
Price: £1250
Price: £21,300
From: haldasweden.com
From: thewatchgallery.com
From: arminstrom.com
Halda reckons its new Trackmaster could be ‘the mos t advanced race watch available’. The electronic instrument displays lap times, maximum speed, maximum G-force, sector times and the best theoretical time, and can even record 0-60, 0-100 and 0-200mph times and standing quarters. It’s delivered as a set, complete with docking station and a separate, Zenithpowered mechanical watch head.
London-based retailer The Watch Gallery has joined forces with TAG Heuer to create a limited edition version of the entry-level ‘Formula 1’ quartz-powered chronograph. The 43mm watch has its aluminium bezel and chronograph counters in The Watch Gallery’s signature sapphire blue colour, making for a nice contrast with the gloss black of the main dial. Just 200 examples will be made.
Fans of the British-born IndyCar driver Max Chilton can demonstrate their allegiance with this special version of Armin Strom’s Edge Double Barrel model. Chilton’s race number, 8, appears in the small s econds register, while the blue hour numbers match the colour of his turbocharged Chevrolet. The back of the watch carries a plate etched with Chilton’s ‘Max’ logo and the watch’s serial number (out of eight).
CHRONO
APPLE WATCH Aswornby Peter Peter Denton, Denton, general general manager,Maserati manager,Maserati NorthEurope
Read more from Simon de Burton in Chrono. The latest edition is available free in the e vo app for iOS and Android.
‘Until recently my daily wearer was a TAG Heuer Carrera that was a 40th birthday gift from my partner, Jill. I wore it regularly for ten years, but now I use an Apple Watch day-to-day and keep the Carrera for special occasions.
‘I’m a very keen cyclist and the Apple offers some useful functions to anyone who likes to keep fit – it can be used to monitor heart rate, for example, or the number of calories that have been burned. I also like the
fact that it’s possible to change the strap and bezel to create a different look costeffectively. ‘One day, however, I’d very much like to own one of the Bulgari watches made for Maserati.’
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INBOX Future imperfect It was fascinating to read ‘Why the Thrill of Driving is in safe hands’ (evo 230). Unfortunately, everything Mr Garrett and Professor Jackson of Ricardo had to say led me to fear the exact opposite. Electrification, autonomous driving, shared ownership? I understand the virtues of electric cars and accept that they can be made to accelerate faster than a combustion-engined one while causing less pollution and making far less noise. But if I want rocketship acceleration with no soundtrack, I’ll go to a theme park. And a great time I’ll have too, but where’s my input? The Thrill of Driving is in the stimulation of all your senses (well, maybe not taste), not just a one-dimensional pursuit of speed. It’s also about the hard work and sacrifice you make to realise your ambition to acquire something special, then the pride and joy of ownership when you get there. As for autonomous driving, don’t even get me started. The Thrill of Being Driven? That theme park analogy seems even more apt. Paul Cox
The case for owning I enjoyedyour Ricardo article very much.Interesting, though, that experts andpolicymakers alike insist on looking at things through such a narrow lens. Driving a nondepreciatingcar to workfrom Readinginto centralLondonand parking itin Park Lane costs me preciselyhalf whatmy railfare
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forthesame journey used tocost me. It’s quicker, moreconvenient andmore pleasant, too.Drawa conclusion of yourchoice. Hywel Rees
Stelvio? No Itseemsthatonce again thebosses atAlfaare tryingto breathesome muchneededlife into themarque. TheGiuliais a greatstepin the right direction. It’s gota rear-drive chassis, a good rangeof engines and theclass-leading ZF eight-speed auto.However, I find itodd thatAlfa hasdecidedtofollow this carwith an SUV(theStelvio, see evo 230). I know this is anecdotal, butI drive 25,000 milesa year, home andabroad,and I seemanymore 5-series saloons andestates than X3-andX5-typecars.In fact I see countless5-series,A6 and E-class oil-burners out on theroads relative toSUVs at theStelvio’s price level. Alfa would bewise todevelop a really well-styled5-series rival instead.The engines are there, includingthe vitalsix-cylinder diesel andeight-cylinderpetrolfrom Maserati.Whilst 90per cent will buy a four-banger, theyaspireand long fora sixor eightunderthere. Coupesshouldfollow.All ofus dreamof a bigcoupe winding down the RouteNapoléon.Noneof us dreamof anX3 ploddingto Pets at Home.Alfa needsto sell thedream andgeton with buildinga better Ghibli. This is wherethe real volume is, notsome horrid compact,hardriding, bad-handling small4x4. Stephen Taylor, Helensbu rgh
LETTER OF THE MONTH
Seize the day! GIVEN THAT THE COMBUSTION ENGINE AND MOTORING
as we know it are seemingly on borrowed time, can I suggest we all stop moaning about the prevalence of downsizedturbo lumps and instead live in themomentand revelin theexperienceof simply hearing revs rise and fall, shifting gears ourselves and actually controlling the many facets of thecars wedrive? If the thought of a new four-pot Boxster turns you off, buy a secondhandsix-cylinderversion instead [pictured],plus a tastyFrenchhot hatch from yesteryear– allforthe same outlay. The point being, we still have many options available to us. We can buy V8 nutters, six-cylinder growlers or four-pot howlers, all for less than a new Focus. No one is stopping us. The day will eventually come when we’ll only be able to experience their aural delights on the likes of YouTube, so until then, fill your boots. Paul Hayne s
TheLetter ofthe Monthwins an Aviator watch Thewriter of this month’s star letter receivesan Aviator Airacobra Chrono. Inspired bythe pilots’watchesof the 1940s, it hasa 45mm case, a Swiss-made quartzmovement,and SuperLuminova indexes for outstandinglegibility.
INBOX
Formula SUV I totallyagree withRichardMeaden’s column in evo 230 regardingchanging the formula forLe Mans racing. Oneof themainreasonstheBTCC wasso popular inthe ’90s wasbecause theformula was designedaround a typeof car thatmost manufacturers madein a verycompetitive sector (the ‘repmobile’). ‘Winon Sunday, sellon Monday’ couldn’thave beenmore true for thesecars.Youmaynot havelusted afterone,but how many Lagunas andCavaliers andthelikeshotup the user-chooser listafter Menu,Cleland [pictured above], et al haddone their stuffat theweekend? SUVs seemfashionable now, but might looka bitincongruous around a racetrack. However, whatabout a rallystage? They allpurport tohavea bitof off-roadabout them, andwhat a greatwayto addsomeglamour to thesector. Mostmanufacturers have anSUV intheirrange orin the pipeline, giving theprospect of varied grids and sensibledevelopmentcosts. Renault Sportcould do a homologationversion of theCaptur… Ifall racingformulas were based around whatmanufacturers builtand needed to promote, thecompetitions wouldsurelybe far moreexciting. Andrew Muffet t
Unobtainiumgate 1 You asked if the Porsche 911 R [pictured above right] should have been included in eCoty (Inbox, evo 230). I’d argue not. Let me explain. Okay, I can agree that the 911 R may have originally been designed with the Thrill of Driving in mind, but that isn’t the way Porsche decided to market and sell it. Available only to the handpicked lucky few, it was clearly sold as an investment and as 030 www.evo.co.uk
such very few people will be lucky enough to own one, while fewer still will actually drive their car for fear of damaging their investment. Far from being a great drivers’ car I would argue that, as a direct result of the sales and marketing, the way the 911 R drives is almost irrelevant. Most will spend their time tucked up in storage or dehumidified garages, appreciating in value and never actually turning a wheel in anger. A great show car or investment it may be, but that doesn’t sound like a great drivers’ car to me. Is this really the Thrill of Driving? Nick Smith, Bristol
Unobtainiumgate 2 While I sympathise with Roger Willatt and David Tysall (Inbox, evo 230) on the wisdom of including in eCoty cars that are essentially impossible to buy, the reality is that even if Porsche were to build the 911 R in unlimited numbers, for most of us its availability would remain moot. We will never be able to buy an exotic like that. In fact many of us couldn’t even stretch to a cooking 911, a car so widely available I’m surprised it hasn’t made an appearance on First Dates. I appreciate that there are evo readers for whom the magazine functions as a brochure for their next purchase, but for 90 per cent of us, reading about and looking at such cars is a purely academic experience, pure entertainment. So the Porsche 911 R is as available to us as it ever could be. Andrew Hatcher, London
Righting the ads Richard Porter’s column about the idiotic practices of classic car dealers
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when they turn their talents to crafting ads was spot on (evo 229). However, he failed to mention some of the other ludicrous habits in their selfdefeating pursuit of hauteur. How about the Persistent Unfathomable Initial Caps, the use of ‘Motor Car’ instead of ‘car’, and parking seven-figure ‘pre-owned’ cars in big puddles for some kind of weird pictorial effect (I wouldn’t want my Veyron to have soggy shagpile). And pursuant to dodgy writing tics, I was disappointed to see in Richard Meaden’s column in the same issue an example of the, ahem, aficionado’s transposition of marque and model names, as in ‘my 964 Porsche’. A recent book purchase has infuriated me with its numerous references to GT40 Ford, 250 Ferrari, P68 Ford, etc. Buchanan Jamie, Shirebuckingham
Type approval Oh no. Have I pressured our beloved Integra into a rub upon its synchro ring? (Art of Speed, evo 230) Have I been overly handling its gearknob [pictured above], god forbid? I will promise from now on only to grip firmly as I bang up another gear, then will leave well alone. When I drive our beloved DC2, I see no black plastic or fake carbon inserts while sitting deep down in its black Recaro seat. I search only apex to apex through that ice-thin glass and a spinning rev counter behind that Momo steering wheel, and then the Integra and I are as one. It becomes an extension of my hands, feet and backside. I love it to death. Acquired in 2000, and even after 16 years of ownership, our red, 61,000mile Integra is factory standard and one of the family. It is without doubt
the finest drivers’ car I have ever driven – and I have driven a lot since I passed my test in 1959 when I was 17 years old. Yes, I am 74 going on 12 and I own an Integra type R. Bob Levine
Why wave? I cannot understandhow removing one’s handfrom thesteeringwheel togrope aroundin frontof a screen inorderto change a radio’svolume [pictured above]is a ‘slick touch’ (‘5-series fights backin technology arms race’, Connectivity, evo 230).Is it nota lot easierandsaferto simplyuse the wheel-mountedbuttons that are directlyunder thedriver’s thumb? Either car makers are trying to increase salesby encouraging distracted-driving accidents, or they are employinginfotainment designers whohave neverdrivena carin traffic. Smartphone and tablet designers put volume-control buttonson the side oftheir devices because thatis the mostconvenientplace forthem. John Tulei bitz, Simpsonville, SC, USA
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Clone ranger Afterseeing the imageof Aston Martin’s DBX[picturedbelow], I felt compelledto write. Dueto the fact thatI amon the other sideofthe globe, travel is prohibitive,so I would kindlyask that oneof you pleasebreak intoAston’sdesign studio and steal the Xerox machine.Thank you. Alex Gupton, Hawaii
NEW Full AC Schnitzer conversion package for BMW M2.
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LEXUS LC500 // BMW 5-SERIES // TECHART 718 BOXSTER // RENAULT TWINGO GT // AUDI S5 // ASTON MARTIN VANQUISH S
Lex Lexus LC500 Lexus used the 911 as a benchmark for its new 470bhp coupe. A sprinkling of LFA magic might help its chances, too
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Lxus.nw a’ a’ss vry u-2 u-2017 017-lik. -lik. Wawas Sa Sa-sa -sa i iki ki? ? hpralyadis hpra lyadis s sss iid. Akitydais Akity dais ly prs prsid id ad Ceof ty ya a m mr r Crp Crpra rai, i, ’s als als Lx Lxus’ us’s ci ciff ra radi di crr ad,uc ripra c ripral ly, y, asrdrivr. Appar Apparly, ly, Japas takui ta kui cras crasasip asip applis ly uys w fasi fasidiu diusly sly sic si c LC’sir LC’sirir ir r r,, u als drivrsw dv dvlp lpd d car – ic iclud ludiss. iss. tisparicularV8 tisparicu larV8 ak aks s lck usdi us di gSF a ad d RCF d dls ls ad ca cas s pr pry y ucvry ucvryi i ls.. trsulis 47 ls 470pa 0pa 710 7100rp 0rp ad398l ad398l frq frqua ua 480 4800rp 0rp. . tr’ tr ’ss als als a ra rad d w-s w-spd pd www.evo.co.uk
033 03 3
(yes, ten-speed) ten-speed) automatic automatic gearbox and,on Sport+ Sport+ models,a models,a limite limited-s d-slip lip dierential,rear-wheelsteering dierential,rear-wheelsteering and active aerodynamics. aerodynamics. You could could choose choose therather cleverLC500 cleverLC500h h hybrid hybrid model model withits 3.5-litr 3.5-litree V6and multi-s multi-stagehybrid tagehybrid system system (which (which usesa combinat combination ion ofCVT anda four four-spee -speed d auto auto gearbox gearbox),but ),but unless unless you’rea you’rea bitof a geekyou geekyou shoul should d stickwiththe stickwiththe V8. V8. Especial Especially ly as thehybrid is slower slower,, costs costs aboutthe sameand doesn’t doesn’t sound sound anywherenear anywherenear as good. That’sanothe That’sanotherr bit of benchbenchmarkingfor markingfor you– seems seems Sato-san Sato-san has been been doinghis resear research ch and has modelle modelled d theLC’sexhaust theLC’sexhaust note note on the the sound sound ofa Maser Maserat atii GT. GT. Any more more rivals rivals he’d like like to nameche namecheck ck? ? Apparentl Apparentlyy theBMW 6-seriesis 6-seriesis ‘well ‘well balanced balanced’,but ’,but there there’snot ’snot muchof a Jagua Jaguarr F-typ F-typee inthe LC: LC: ‘It’ ‘It’ss very very quick quick withagile response response,, but we don’twantto don’twantto follo follow w that that sort sort of behaviour,’ behaviour,’ he tellsme. Right Right.. Butbackto that that 911 911 – some some might might saya strangebenchmar strangebenchmarkk whenthe LC is ‘a contempo contemporary rary interpretat interpretation ion of the grand tourer’. tourer’. 034 www.evo.co.uk
Especial Especially ly whenthis car is the rst rst tousethe newGA-L(Glob newGA-L(Global al Architecture Architecture Luxury) Luxury) platformthat will will also also form form thebasis thebasis fornext year’ year’ss newLS saloon saloon and every every other other rearrear-driv drivee Lexus Lexus foryears to come. come. But here’ here’ss thegood news: news: theLC500 isreallyrath isreallyrathergood– ergood– ina grand grand tourerrathe tourerratherr than911 kindof way. way. And Lexus Lexus clearlyknows clearlyknows it, lettingus lettingus loose loose on theCircuito theCircuito Montebla Monteblanco nco in southernSpain. Circuit Circuitss and road-goi road-going ng GTs GTs aren’talwayshappybedfell aren’talwayshappybedfellows,but ows,but theV8 make makess a decen decentt stof the twists, twists, turns turns and shortstraightsof shortstraightsof Monteblanco, Monteblanco, especially especially given the LC’s LC’s 1970kg 1970kg kerbweight. Keepthe Keepthe revshighand revshighand theengine theengine punches punches younicely out of thetighter thetighter corners,while corners,while thesoundtrackgets thesoundtrackgets increasi increasinglyintox nglyintoxicat icating ing as therevs rise rise.. Withthe Withthe carin Sport Sport+ + mode, mode, there there’sa ’sa little little slip slip fromthe rear rear wheels wheels beforeelectr beforeelectronicaids onicaids rein rein you you back,and back,and inthe Sport Sport+ + model, model, withits LSD and rearrear-ste steer er,, youcan keep keep a tighterline tighterline throughthe throughthe bends andgetthe poweron poweron earli earlierto erto greate greaterr eect. eect. You You still still need need to keep keep
‘The Sport+ version’s version’s limited-slip diff allows you to get the power on earlier and to greater effect’
therevs up,otherwise up,otherwise you’llhave you’llhave to wait wait a momen momentt too too long long forthefull hitof powerto powerto arrive arrive.. In manual manual mode, mode, using using the paddle-shiers,the paddle-shiers,the ten-speed ten-speed gearboxreactsquickly– gearboxreactsquickly– thesingle multi-pl multi-plateclutc ateclutch h performson performson a par witha double-clu double-clutchgearbo tchgearbox, x, claims claims Lexus, Lexus, but without without thewear. Therst ninegearsare evenly evenly spreadfor spreadfor more more ‘rhythmi ‘rhythmic’ c’ shiing shiing (thirdand (thirdand fourth fourth cover cover thesame bandwi bandwidthas dthas thirdin thirdin theRC F’s F’s eighteight-spee speed d ’box)and ’box)and sure sure enough enough youcan punchswilythrough thegearswithverylitt thegearswithverylittlekickas lekickas theratiosswap. The nal, nal, tenth tenth gearacts gearacts asan overd overdriv rivee tocalm everythin everythingg downwhen cruisin cruising. g. Thesteering Thesteering could could do with slightl slightlyy sharper sharper reaction reactionss and a bit more more feel. feel. There’ There’ss a slight slight dead spotjust o-cen o-centre– tre– probablyto probablyto allow allow for the‘sneeze the‘sneeze factor’ factor’ on the autoba autobahn hn – butaer butaer thatit thatit givesa givesa nicely nicely linear linear responseto responseto inputs, inputs, if notthefeelto putyouintima putyouintimate telyin lyin touchwiththetrac touchwiththetrack.A k.A 911 911 this this isnot. Sorry Sato-san. Awayy fromthe track, Awa track, theLC’s
Lexus LC500
GT promiseshinesbright promiseshinesbrighter er.. The double-jo double-jointwishbone intwishboness at the top top andbottomof andbottomof thefront thefront suspens suspension(angl ion(angled ed slightl slightlyy to move move the cast-aluminium cast-aluminium suspension suspension towersinboardto towersinboardto helpachieve helpachieve that that incredib incredibly ly lowbodywork over over thewheels) thewheels) and themulti-linkrear themulti-linkrear provi providea dea good good balanc balancee ofride comfort comfort and cornerin corneringg balance balance in whicheve whicheverr modeyou choose choose – Normal Normal,, Comfor Comfort,Eco,Sportor t,Eco,Sportor Sport Sport+ +, with with thelastone just just nefor us. Extra Extra bracing bracing around around theengine baymitigatesthe baymitigatesthe weight weight over over the noseto goodeect,too. Keepi Keeping ng therevs therevs high high forthebest respons responsee (and thebest noise noise),it’s easy easy tostrikeup tostrikeup a rhyth rhythm m throug through ha serie seriess ofbendson ourtest ourtest rout routee in theAndalusianhills. theAndalusianhills. Rewardi Rewarding, ng, too – fora grand grand tour tourer er.. IntrueLexusstyle IntrueLexusstyle,, theLCis eeri eerily ly quiet quiet at a cruise cruise (thattenthratio (thattenthratio undoubtedly undoubtedly helps) helps) enablingyou to experie experience nce thepremium thepremium Mark Levinso Levinson n audio audio system system – or Pioneer Pioneer unit (rememberthem? (rememberthem?)) on lesser models. The Takumi crasmanship crasmanship is evidentthrough evidentthroughout out thecabin,
nowher nowheree more more sothanon the sweepin sweepingg doorpanels,which featur featuree what what appear appearss tobe a oati oating ng handle handle – a minimali minimalist st delight. delight. Sadly,the Sadly,the dashand steeri steering ng wheel wheel arean ergonomi ergonomicc mess, mess, with buttons buttons littere littered d aboutlikepopcorn on a cinema cinema oor. oor. Thehorns sticking sticking out of theinstrumentbinnacl theinstrumentbinnacle, e, with control controlss forthe driving driving modes modes on one side side and thetraction thetraction control control on theother, theother, looklike thedesigners thedesigners forgot forgot to includea includea fewmore buttons buttons elsewhe elsewhere.Lexuswould re.Lexuswould do well well to benchmar benchmarkk BMW’s iDrive iDrive system system for vehicleand infotainment infotainment controls. Theinstrumentdispla Theinstrumentdisplayy is rather rather more more successf successful, ul, withan LFA-s LFA-stylesinglecircul tylesinglecircular ar dialthat slides slides sideway sidewayss to revealfurther revealfurther informa informationon tionon a TFT screen. screen. Thankful Thankfully ly,, that’ that’ss notthe only thingthatremi thingthatremindsus ndsus ofthe LFA. LFA. Thereis Thereis a littl littlee LFA LFA magicaboutthe magicaboutthe waythe LC intrigu intrigues es and rewards rewards.. Like Like theLFA, it’s it’s not absolut absolutely ely perfect perfect but,equally but,equally like like theLFA, it’s it’s an unlikely unlikely and tempting tempting alternative alternative to themore obvious obvious choices. choices. L
Above: interioris beautifullynished but hassome clumsy clumsy details details – witnessthe witnessthe control controlss protruding protruding fromthe instrumentbinnacle. Right: main attraction is the 5-litre,470bhp, 5-litre,470bhp, naturallyaspiratedV8, which which justlovesto rev
Steve Fowler (@SteveFowler)
Specification
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Gloriousengine,rewar Glor iousengine,rewardingchassisfor dingchassisfor a GTcar
-
Slightlynumb Sligh tlynumb stee steering,messy ring,messy ergo ergonomics nomics
evo
rating ;;;;2
Engine
CO2
Power
Torque
0-60mph
Topspeed
Weight
V8, 4969 4969cc cc
TBC
470bhp @ 7100rpm
398lb @ 4800rpm
4.4sec (claimed)
168mph (claimed)
1935kg (247bhp/ton)
Basicprice
£85,000 (est)
www.evo.co.uk
035 035
BMW 5-series ec ad rd, allw 5-r al pr a prd drg xprc. D dlr?
Withinfive minutesof ggbd wl, wBmW 5-r drg l. ta lac bg pr p lack-jawd bwldr ad al crgly dprg. scar wll lgrd;ppl,lkyad , wllb pr. t w -gra 5-r,cddG30, agdrraacclgy b ja w p away rlly a drg.i’ll brak wrqrd, r rgcr rway, ad xc a prcla-cag ar cadd. i’ ardly prg prpc ra evo prpc, r wl 540’rbcargd 3-lr rag-xr p w alar cld-ar arc, draa g,ad w5-r, bggr
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036 www.evo.co.uk
all drca pr dl, rda drr a r br.ta’ arway ayg ’ prblyrd, bca w adard rgard,b w prjcaagr drg dyac,Albr‘mk’mar, cla ‘W’rrd drgplar ld5-rcar,’ xpca ar ablyg. tG30ayb bggr d adr pacd,b ’ llylgr a ggf10 dlby a c a 100kg, ad w g a 7-r-yl‘carb cr’. iad,’ a ca llg aral ag, wa al bld, a agdabard ra ad wg-ag ar al rywr. tw ‘L7’plar caga dbl wb r axlad a l-lk rar, war
p p: rglarse dl a a pa p, m spr dl a brrad w a 10 rd-gdrp,ad all 5 ca b rdrdw DDCarabl dapr. tAdap Dr pcb DDCad AcRll sabla, w adjabl a-rll bar wprad alcrc r, ydralcally.fally, r igral Acsrg,al pal, wc adj agl rar wl byp rdgrdpdg al ll parar. oldabdard, ’ky ard335bp prl rw grabr, g ’ a rar-wl-drcar adally uKg– pwrl prl lacl-p – wll lyb aalabl wxDrall-wl dr. xDr waalabl a a p ry dl;a aal
garbxd’ appar l aall – allcara g-pd sprcaac. i’ abdalyclar a 540 a rypcar. iuK xDr r’ll 62p j 4.8c, ad w Dr Prrac Crl spr rlrp arp ad gar ar-g aa. Ady ’ jyabl w 5-r al: aa blad, c adlar dlry agrad agr, a crl cpar ak w gra arallyaprad BmW rag-x pa.i ral wrld’ rally ayqckr a 530d, ad blyrr. i’ 530d a l lk car gr rally bd r.W ad BmW’ sYntAK (syrgy tracc Capl)
BMW 5-series
‘It will take near enough full throttle early, surging out of a corner without pushing wide’
noise insulation,the 3-litreturbodiesel unitis brilliantlyrenedat lowrevs, buthas that deep, straight-sixrumble whencalledinto action that’sfamiliar andso cosyon the ear. And with 261bhp and457lb of torque it never, ever,feels shorton acceleration. (For therecord, it’s 5.4secto 62mph.) Therear-wheel steeringhas the eect of shortening thewheelbase, so theG30 disguisesits size incredibly well. Theelectricallyassisted steering isone ofBMW’s best sofar:easygoing yetprecise in Comfort so that you tendto just forgetaboutit,but withreassuringweightadded in Sport. Boththe petroland diesel models that we sample featurevariable
Clockwisefrom top: stylingis reserved,in the great5-series tradition; biturbo 3-litre dieselmajors ontorque and renement;cabin comfortableand loadedwith the latesttechnology; allnew 5-seriesare autos, no manuals
Specification (530d xDrive)
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dampers,but theoptional 19-inch wheels on theformeroccasionally make itfeellikeit hasleadbootsover badroad contusions. The 530d xDrive, meanwhile, on standard18s, has a spectacularlygood ride quality. In theteeming rainon twisting,hilly roads, notonce doesthe traction light blink, thesystemshuingaround all 457lb of torque so eectively andwithoutany perceptible signof doing so.There’s morestiction tothe steeringwith xDrive,makingit feel that bitmore genuine; turn-inis crisp (withIntegral steering), grip levels mid-corner notablystrong,but best ofall the carwilltakenearenoughfull throttle earlyin thecorner, surgingout
without pushingwide. Point-to-point it’s hugely eective. Notdance-onthe-table exciting, butthen thisis ‘just’a regular5-series. Yetfor a carso rened,so imbued witha depthof competenceand sense of long-termqualityand solidity, it will stillraisea quietsmile ifyourcommute has a fewinteresting corners.Throw inthe latestgeneration ofiDrive– a triumph– andall theothertech (visit evo.co.uk) andas an overall, everyday package the new5-series istopof its class in evo’seyes. MaybeHerrMaier hasa point, then, aer all;it certainlybodeswell forthe forthcomingM5. L Adam Towler (@AdamTowler)
Extraordinaryrefinement, easy-going performance - Notsufficientlyengaging;lackscharacter
evo
rating ;;;22
Engine
CO2
Power
Torque
0-62mph
Topspeed
Weight
Basicprice
Straight-six,2993cc, twin-turbo diesel
124g/km
261bhp @ 4000rpm
457lb @ 2000-2500rpm
5.4sec (claimed)
155mph (limited)
1695kg (156bhp/ton)
£45,965 (SE)
www.evo.co.uk
037
TechArt 718 Boxster S
Porsche tuner TechArt has been busy with the 718’s four-pot. We try its first effort
PORSCHE’S DECISION TO swapthe Boxster’snaturally aspirated at-sixfor a turbo’d at-four may have resulted in abject disappointment fromthose who appreciategood acoustics, but there’s beenelation fromthosewho tweakthe cars. Ekingout extrapower froma highly strung naturally aspirated engine is an involvedand expensive process,and thegains arequite meagre compared withthe eort required. However,a turbocharged engine can be madeto churn outextra power withrelative ease, andif you know what you are doing, it can do so reliably, too. Knowingthis doesn’tmake it any less surprising tosee a Boxsterwith damned near400bhp. German tuner TechArt has createdjust that, though, taking the2.5-litre engine in the718 Boxster S andincreasing itspower from345bhp to394bhpand torque from310lb to354lb . TechArt
As ourtest car demonstrates, though,you canspend a wholelot more. Itsretractable rearspoilerhas beenreplacedby a xed wing,while at thefrontthere’sa two-part splitter andaGT3-styleventatthebaseofthe bonnet.Togetherthesecost €3225 (c£2700).The car alsosits 35mm lower (25mmwith PASM)thanksto newsprings, butthe dampers remain unchanged. The springs plusrepainted brake calipers cost €2760 (c£2300). Finally, thewheels have beenreplaced witha setof TechArt’sown 21-inch rims costing€7895 (c£6700). It’s all relativelyrestrained,but thebodywork andstancechangesadd a degree ofmenacethat’s missing fromthe standardBoxster. Despitethe lower, stier springs andlouder exhaust,this Boxster isn’t really anyless civilised. Thesuspension is rmer andthe rideslightly busier, butthe car retainsenoughsuspension travelto remain composedon rough
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038 www.evo.co.uk
claimstheextra powermeans its718 is goodfor 0-62mphin 4.0sec with PDKand Launch Control– twotenths quickerthanthestandard car– plus a topspeedof 184mph(up 7mph). TechArt doesn’tdelveinto the718’s existingECU andmake irreversible changes. Instead,its ‘Techtronic’ engine management sitsalongside the OEM system,making iteasy to install andjustas easytoremove. This approachmeans theupgradedoesn’t aect thevehicle diagnostics or builtin engine-protection systems. Evenso, TechArt takes over thewarranty for theengineand gearbox. To helpliberatethe extra power,a newexhausthas alsobeen developed. Ratherthan being a fulltitanium system likethoseit makes for911s, onlythe tipsare titanium(and carbonbre) here. Therest is stainless steel tokeep costs down, though the power upgradeand exhaust stillcome to a hey €7664(c£6500).
Photography: Aston Parrott
‘This much power in a Boxster doesn’t feel wild or over the top, it feels completely appropriate’
TechArt 718 Boxster S
Lefand below lef: GT3-style nose
vent,jutting front splitter and a xed rear wing arepart of TechArt’s styling package; enormous, 21-inch rimswon’t beto alltastes
roads. Thenoise fromthe exhaust isn’t dramatically dierent, either. The soundis still thefamiliarthrumming of the718’sat-four, onlynow an octave lower ratherthan being muchlouder. Thatdeepertoneand thermerride, althoughsubtle, infuse theBoxster witha moredetermined focus even before you’vefelt theextra power. Notthat theadditionalshove is immediatelyobvious. Themodule that liberates theextra power doesn’t comeintoeect until youselectSport orSportPlus mode,so bydefaultthe carhas exactly same power as when it lethe factory. However,when you donallychoosea mode thatgives youthe fullmonty, there still isn’t the Jekyll-and-Hyde transformation you might have beenhopingfor.
Thisat-fourisn’tthe most linear of enginesand theupgrade hasn’t changedthat.But where the standardenginepushesthe BoxsterS forwardsdeterminedly, as it passes 4000rpmthis 718beginsto reyou forward.Impressively given thebig hike inpower,thecar dealswiththe more pronouncedboost withoutthe traction control going beserk or the rearwheelslosingtraction;394bhp in a Boxster doesn’tfeelwildor overthe top,it feels completely appropriate. But don’t gothinking it’s boring. TechArt’s 718is properly fast,and the acceleration is nowdistractingenough tomake youforgetaboutthe lessthan-ideal noise fromthe engine. Thelower, rmer springs mayhave added a slight edge tothe Boxster’s
Specification
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uidhandling, but they haven’t aectedthe car’s balance.It still changes directionbeautifully, pivoting around its centre.The springstighten up thechassisslightly,too, andhelp thesteering responsefeel more immediate. However, in tightercorners where youreallyload up theoutside tyres, there’s a little moreroll thanyou mightexpect– though nomorethanin a standardBoxster. As thebody rolls, theinsiderear wheel alsospins easily thanks tothe extra torque andlack of a limited-slip dierential (there’s oneon Porsche’soptions list, mind, at £890,including torquevectoring). Also absent here arePorsche’scarbonceramicbrakes,but thestandard cast-iron items areperfectly capable ofhaulingthecar toa stop.
Asyou don’thavetot the entire TechArt package,you couldchoose tojusthave theextrapower, butthe combinationof all themodications elevatesthis 718Boxsterintoa league above thestandard car. Even thoughit hasn’t dramaticallyimproved thenew engine’s sound, theexhaust’s bassier notes aremore tuneful,while thenew wingand splitter givethe mid-engined Porschea realpresence.Finally, the unrued waythat the carcopes with the extra49bhpand 44lb oftorque securesthe 718Boxster’sposition as a proper sportscar – andoneof the best available. Justmakesurethecaryoustart withhas a limited-slip di. L Will Beaumont
(@WillBeaumont)
Ideallevel of power forthe Boxster - Mightilyexpensive;needsa limited-slipdiff
evo
rating ;;;;4
Engine
CO2
Power
Torque
0-62mph
Topspeed
Weight
Basicprice
Flat-four, 2497cc, turbo
n/a
394bhp @ n/a rpm
354lb @ n/a rpm
4.0sec (claimed)
184mph (claimed)
1355kg (295bhp/ton)
See text
www.evo.co.uk
039
Renault Twingo GT r-moutd g, -wl dv, mo pow, d put fom rult Spot… T ottst Twgo ougt to b blst
040 www.evo.co.uk
There are cerTain tgs i ouldtllyou boutt Twgo GT tt would pobblymk t soudqut tgug. it’s-gdd -wl-dvfo otg, dfo ott’s bgv goodsgtoby tot-t wzds t rult Spot. But i would’t wtto msld you bus,s ttus out, t Twgo GT s mumo tstg optt t s lty. Tlttl Twgossts udpgs wtt SmtFoFou. Ttuusulmllyouts’t somludbl ttmptto lt sptof t Pos 911 to ty , ufotutly, butstdt’s lv wyof dug t’s tugl (wto g btwt fot wls, ty mugt stggls).hdlyt stuof ptold’sdms.
T
Wtoly 109bp, tTwgo GT sooftlstpowfulsto yt rultSpot bdg t dvso’s 40-ystoy, ltoug wtjust 1001kg tolug oud, tt d’tb dl-bk. Pow fom t 898,t-yld, tubogd ptol g s b sdfom 89bp tstdd modl tks tovsdgmppg d GT-sp-vt ov tl wl,w fds oolto t tk.Wt vspd mul gbox,t Twgo GT spgs tslf to62mp 9.6sods dtops out t 113mp. rultSpot s twkdt Twgo’ssss,too, wtspgs d dmps tt 40 pt st, dgttt’s blowd by 20mmd tkfott-ollb. T stg, mwl, s b vsdto gvmo dt spos
dtstbltyotol ow uts lttl lt – ltougt ’t b tud oompltly–bdtomkt GTmofuto dv. T rultSpot-fttld modl lsogts 17- wls, twxust pps duqu gps.it looks qut ool toug-but-utkd of wyd wtdt buldqultyd good lvlof stddkt – ptltupolsty, lmtotol, utomt lgts dwps,us otol – tb s pttygood, too. Wt mustssssttgs tt bs modl,tGT dos v mdqulty, butotto t potof u.Wt’smoof ssu s tvbl-tostg, w s so vgud ubby, dsptrult Spot’stugots,ttyou wod f t’s smllompot t somw tt’smd of lf-wd lquo.
Renault Twingo GT
‘The steering is so vague you wonder if there’s a component made of half-chewed liquorice’ You could livewith thedull steering if thecar were entertaining todrive. Althoughit’ssmall andlight enough tohave aninherent agilityand the bespokeYokohamatyres do oer goodgrip,the Twingo GTjust doesn’t have thepoiseor balanceof Renault Sport’s bestsmallcars.The chassis hasbeen tuned tobe very safeat thelimit tomitigate thependulous eectsof the rear-enginedlayout, too, andalthough thestabilitycontrol systemhas beenrevised forthe GT, it still intervenesvery early.In fact, it’ll nibble away atthe brakesand cut engine torqueif youmerely turn into a corner withany sortof enthusiasm, which means youcoulddrive thecar formile aer mileand never be aware thatthepower isbeing sentto the rear wheels. TheTwingo GTcan be quite amusing todrive in thesame waythat anysmall, low-powered citycar can befun onthe open road– maintain momentumand never brake – butit’s a shame Renault Sport hasn’t injected some genuinesporting ability and Above and lef: idealfor
thecut andthrust ofcity driving,the GTis lesswell suitedto theopenroad; it’s still funto bearound, though, with neatdetailing and plenty of toys
Specification
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dynamism intoits chassis. Similarly, the engine labours through its rev-range ratherthan zippingto theredline, and withno revcounter theonly wayto be sure you’re using allof therevs – absolutely criticalin a smallcarsuchas this, ofcourse–istoletitbuttinto thelimiter. Atleast it hasenough straight-line performance to nip its waythrough urbantrac. Throttle response is muchimprovedover the standardTwingo andthe gearshi is quite slick andprecise, too. Ultimately, though,the car’s billing asaGTmodelratherthana full Renault Sport producttellsus everything weneed toknow.This is nota successor tothe hugely entertaining and very capable Twingo 133of 2008-13, butinstead it’sa slightlyquicker,funky-looking alternativeto the basic Twingo. Judgedthatway,the GTis quite an appealing little city runabout. We’llneversee a fullRenault Sport version, sadly,because the rear-enginedlayout meansthere’sno room fora bigger engine andthere isn’t anymorepowerto be squeezed from this three-cylinder unit. The third-generation Twingo,it seems,will never full thepromise of itsunusual mechanical layout. L Dan Prosser (@TheDanProsser)
Funkystyling,nippy performance - Muchless funthan a rear-engined RenaultSport-fettledcar should be
evo
rating ;;;22
Engine
CO2
Power
Torque
0-62mph
Topspeed
Weight
Basicprice
In-line 3-cyl, 898cc, turbo
115g/km
109bhp @ 5750rpm
125lb @ 2000rpm
9.6sec (claimed)
113mph (claimed)
1001kg (111bhp/ton)
£13,755
www.evo.co.uk
041
Audi S5 Audi’ mid-izdcoup md a littl flat on it europan launch. so do it com to lif inth UK? When We first drove Au’ w s5, Pugal evo 225, lbalac, quck a upmly au. Wa al cy u-bak auP wa a ajuablya, wa a b w, u. nw ’ back a c , m cl, amp a alg m callgg a UK, ’ a a ba cll l. f,a cap.fws5 a 3-lubcag v6 plac ugg ca’ upcag v6 u. i puc 349bpa 369lb – 21bp a44lb m a b. A yu’ xpc ma pmac Au, ’ u-wl , pccally la qua ym, wcau a lcc cluc cl c.Bu bggcag gabx. ou g -pual-cluc u, cm a g-p quc aumac. ou ca al w Au’ lccally cll a spal – a £1200 p. Gy a, blackla a cabb mak a lgly glmy plac, bu z qualy. t’y ll u
W
ca a a layua c cl wll b aml a A4 . Au’ vual Cckp al waalabl s5, 12.3-c mul-uc play placg aal um b g wl. tw gg w a ubly a a a caac s5. t’ bu , pp cackl; ju um away,lg quly. A lw allyu a a a bublg m xau, bu v6 ag p aa gp , a p gwl pclam xau, cmplmby a a wg m ub. t ’ m c g a Au a’ g- ay c cmpa lack caac. i l , ug, ayu a pc a.d’mak lack
Specification
‘There is a sense that you’re tricking the car into behaving like an extrovert’ a a ag ubac, ug. W gacag a a quck m m, a appya a dCt’, s5 wll ac 62mp a clam 4.7 c, wc w- qucka ml plac. i ypcal Au yl ws5 wll c gu wu u ama w bkly, bu w w u a lla ug
+
u, gc – .. w – yu ca cuag s5 ma (wll ) xuba . La gp axl ay ga – a’ ply call up – a w u,l l aab bak. Wl wll ayk, awll ac w, yu ju apply l ual u. t’ a yu’ ckg s5 bag x way, a a’ bcau yu a, bupa s5’u- gp w ovrwhlming cornr-xit prformancand tability and al ump ca: makg aag pg algalm ay a. fu? n. imp? Mgly . i c w s5 ullyu xpca a 2017pmac Au:a, cu, pcabl a aa cmp.Bu ca lm, a aac ca b amag s5 w ’ a lm. Ulmaly, ug, ap pg yu g, s5 a plygg , bu yup a caa a callg,yu may p lk lw. L Will Beaumont
(@WillBeaumont)
Chassis rewardscommitment - Plain engine
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Topspeed
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v6, 2995cc, ub
170g/km
349bp @ 5400-6400pm
369lb @ 1370-4500pm
4.7c (clam)
155mp (lm)
1615kg (220bp/)
£47,000
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043
Aston Martin Vanquish S An Man n’ n w naually apa v12 ju y, a 595bp vanqu w
With over 3000 orders alayaknan m l unwangccal acclam, dB11 pngync gam-cang AnMan p wulb.Anyncaf wnback.A gqunak wulb :wywul i wan buy a £192,995,568bp l-clAn vanqu wni cul a a £154,900, 600bpdB11, aguably bGt cunly n al? A canmnal pull ana lauafa naually apa 6-l v12can’b ul ubu,agan nw blng, vanqu… wll, n’. Ll up, n, a An a wa n mancng lb Gtfm nw n an, apng a aaack b fmf fnc, lanf vanqu vanqu s p m pn a’a ‘upGt’. ta ,a la
W
044 www.evo.co.uk
nban a gulaGt (a dB11)f yu’n b pa f £200k f ll f ng. t nwvanqu s c £199,950. ta’f cup yu . Yu’ll a pn a ll lng a capn fyu wan p-p vlan a ’ £211,950. eway, wngng la p f ynamcgnfm vanqu ansbagapa cmpn xc n ubl an n--ublalan f An cf ngnvAe (vcl Abu engnng) Ma Bck, pulyf Lu. W’llcm . tank cy a gn an lag nakmanfl, pakpw up fm 568bp 595bpa 7000pm, analug’ am 465lb fqua am 5500pm, mf aalabla lw , ngnnga ll mlf
n lpn a mum cmplmn apunc g up.in an, n tucnciii g-p au mak fawl bng m aun wn. W launccnl ngag, 0-62mp mf 3.5c -n quckan gula vanqu’ anpn up a mallbu pyclgcally ncaygap 3.9cf wn-ubv12 dB11. tp p uncang a 201mp, agan nban dB11’. ts g wnx-up nc gnau, . t cncal xplananbak wn a ll lu, m g-fquncy cnn anan xa lpngf an– mau nc m gn f xcmnan ngu un fvanqu s fm claybu cmpaaly mu v12xnf ubcag dB11.
‘The Vanquish S sounds sensational: suitably violent and very, very V12’
Aston Martin Vanquish S
Clockwisefrom above: tweaksto
V12release 595bhp; lots ofaerowork improves high-speed stability; cabinrich and cossetting; chassis istauteryeta goodride is retained
Aero playsan important partin the new model’s dynamicmake-up,the aimbeingto increasegrip at thefront while maintaining stability atthe rear, so improving handling balancewithout compromising high-speed stability. A redesigned splitter reducesfront li from66kg to18kg at150mph, Becker explaining thatthe underside prole isshapedlike the leading edge ofa wingto accelerate theow passing beneaththe car, while thesmall ‘winglets’ at the splitter’scorners not only increasedownwardpressure on theupper surfacebut guide the airowpast thefrontwheels,reducing turbulenceand drag, resulting in a drop in Cd from0.372to 0.369.
Springratesare increased bya modest tenper cent front andrear andthe dampersre-valved. Therear anti-roll baris also three percent stier. Tweakedgeometry and revised dampingsowareare theonly other changes. Becker is adamant that you canhaveextra response, gripand agility andretain a comfortableride; the two things aren’t incompatible. Andout in theShropshire hills on theWelshborder,thatproves to be largelythe case. Butit isn’tthe rst thing that nails myattention. The Vanquish S soundssensational: sophisticatedand multi-layeredbut, more importantly,suitably violent andvery,very V12. TheDB11 seems
Specification
positively couthby comparison and doesn’t comecloseto matchingthis level of dramaor intensity. Thechassis is equallyrewarding,supplementing huge gripwithfast responses and acutely executed changesof direction. Thesteeringis well-weighted withne precisionabout thestraight ahead andreassuringfeel on lock,while bodycontrol is exemplary, nessedby dampingthat’staut yet supple. TheVanquish S makes no attempt tosteamroller rucked andrutted road surfacesinto submission but, rather, it tracksthe undulationswithno wastedbody movement anduses its dampingto desensitise their impact. Itwouldbe a great carin whichto
+ Noise,poise, drama andcharm
-
attacka bigdistance,and if it didn’t do it withquite theeortlessenergyand cossetingcharmof theDB11,it would be acceptablycomfortable,easy on thenervesand constantlyengaging. When theroad straightens, the collision of bellowing V12musicand sustainedsurgeis as gloriousas it is addictive.And when thestraight runs out, therapidly accumulated speed is wiped awayby themonster brakeslike raindrops from a windscreen. Old-school Aston? Absolutely.The DB11 maybe thebetter, more rounded, more modernproposition, butthe Vanquish S, as Aston intended, is the bigger rush. L David Vivian (@davidjvivian)
Not asroundedasthe DB11
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0-62mph
Topspeed
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V12,5935cc
302g/km
595bhp @ 7000rpm
465lb @ 5500rpm
3.5sec (claimed)
201mph (limited)
1739kg (348bhp/ton)
£199,950
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045
Outside Line RICHARD MEADEN
Money no object. Three words, endless possibilities for the imaginative petrolhead. Meaden gets the ball rolling with his perfect flight of fantasy
T
HINKING. ALWAYS A DANGEROUS PASTIME.
Especially when you’rea freelance journalist who has turned procrastination into an art form. Still, what is life without daydreams? That’s what I say. Especially when you can turn a few hours of staring out of the window and drinking copious cups of coffee into a long-overdue evo column. I blame my erstwhile colleagues Nick Trott and Jethro Bovingdon for prompting my latest catastrophic distraction and litany of missed deadlines. The former for asking us to concoct our ultimate McLaren Special Operations (MSO) project a few issues back, the latter for reminding me of his N24 drive in Jim Glickenhaus’s eponymous home-brewed racer. Wheream I going with all this?Rather pleasingly, the haphazard wiring in my brain has taken these random sources of diversion and arrived at what is surely one the most pressing questions of any petrolhead’s life. Namely, what would you commission as your one-off supercar? As is always the case with these flights of fantasy, money has to be no object. Likewise, I rarelyallowmy tenuous gripon engineering to inhibit my desires. In any case, if anyone dared say something wasn’t possible, I’d refer them back to the ‘money-no-object’ bit, for as Bugatti proved with the Veyron, unlimited budget is the ultimate engineering solution. So, the six million dollar (or in all likelihood, rather more) question is: what to build? After considerable deliberation, a number ofblindalleys andoneor twochanges ofheart,I’vesettled on… a Porsche. Surprise, surprise, I hear you cry, but incredibly, given you’re reading evo, ithas nothing todo with a 911. Yousee, while I have major lust for Stuttgart’s rear-engined icon, I’ve got a realt hingfor Porsche’searly sportsprototyperacers.Naturallythis includes the 917, but the true apple of my eye is the unspeakably gorgeous Porsche 908/01 from 1968. Why? Years ago I had the immense privilege of driving one of the original factory 908/01s during a trackday at the Nürburgring. Giventhe verysame car raced in (but sadly retired from)the 1968 Nürburgring 1000km, this wastruly a day to remember. The beauty, delicacy, speed and exquisite engineering of this fierce and fragile machine stuck with me, only to return to the forefront of my mind during my aforementioned daydream.
Imagine, I thought, what it would be like to make a modern homage to the908/01, in much the same mannerJim Glickenhaus did with his spectacular Enzo-based, Pininfarina-designed P4/5. InitiallyI thought a 918 Spyderwould bethe idealbasis. But then I had to concede it would be too big and complex. Andevenif you could junk the batteries and motors, it would have a V8 when the 908 had a jewel-like 3-litre air-cooled flat-eight good for 350bhp. It’s atthis juncture I shouldgivespecialmention toevo’s resident curmudgeon, Stuart Gallagher, for his enduring tirade against the 718 Cayman’s less-than-sonorous flat-four. I’m not a great fan of the engine myself, but if two were joined at the crank I reckon I’d have the perfect modern flat-eight. Strip away the turbos, drop in some high-compression pistons andprickly cams, have a play with the firing order and speak to Mr Akrapovic andmy project has a suitably specialmotor. The 908 was built around a spindly alloy tubular spaceframe, which the bodywork wraps like an eggshell, only thinner. My 908 will have a chassis made from tubes, but ones fabricated from carbonfibre, perhaps collaborating with a bicycle manufacturer, as they understand the material. The body would also be carbon, the contours of which would be shaped by Rob Dickinson, obsessive genius behind Singer Vehicle Design. Not only would the panels be flawless, but Dickinson’s eye and lightness of touch would capture the essence of the 908/01’s perfect proportions while adding a contemporary twist to elevate the car from re-creation to 21st century tribute. Naturally my 908 would have a manual transmission, complete with birch gearknob, and the finished car would be painted white, like all Porsche’s factory prototypes, perhaps with a flash of red or blue around the nose. It would have 600bhp and weigh less than 1000kg. It would be road-legal but track-capable; trimmed for minimalist comfort, but well suitedfor long Europeandrives. The trouble with this kind of fantasy is the whole process gets rather addictive. Indeed, as I prepare to conclude this column, I’m thinking the perfect accompaniment to the 908 would be a more ambitious, 917LH-inspired machine. Perhaps powered by an 8-litre, 1000bhpflat-12 made froma splicedpair of GT3RS motors. It needs more thought, obviously, but I’m sold on the idea. Now if you’ll excuse me, I think I’d best make myself another coffee. L
‘Initially I thought the 918 Spyder would be the ideal basis, but it’s too complex’
Richard is a contributing editor to evo and always thelast columnistto deliver his words
046 www.evo.co.uk
t @DickieMeaden
“Life should not be a journey to the grave with the intention of arriving safely in a pretty and well preserved body, but rather to skid in broadside in a cloud of smoke, thoroughly used up, totally worn out, and loudly proclaiming,
‘Wow! What a Ride!” Hunter S. Tompson
Petrolhead R I C H A R D P O R T E R
If supercars sit at the top of the automotive tree, what are their absolute polar opposites? Porter thinks he’s nailed it
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H E J O B O F T H E S U PE R C A R I S N O T T O
streak flat-out up the Col de Turini or set a road-car record around Brands Hatch. Supercars are rarely driven like that in real life. Which is why whenever you see a supercar on the motorway it’s invariably in the middle lane doing 67 with a silver-haired chap in the driver’s seat. No, the main job ofthe supercar is tobe the glamorous catwalk model of the car world. Supercars have to remain rare for a reason, and that reason is to make seeing one a treat. Hence why, a few years ago, I opened the door into a dimly lit underground garage to find a Ferrari F355 on the other side and let out an involuntary ‘Oh helloooo’ to the visible disquiet of a man walking past at the time. So if the supercar is the necessary glamourpuss of machinery, what’s at the opposite end? What gets no attention, no love and impedes not one jot on anyone’s imagination. Well, it’s airport cars. You’ll see airport cars at any major commercial airfield. Except, perhaps you won’t because they’re the forgotten, the unnoticed, the dispossessed. They’re the forlorn hacks used by staff to get around what plane-y types call ‘airside’ and therefore visible only when you’ve got a plane ticket. Worse yet, at many airports in many countries, airport cars don’t seem to wear number plates of any kind, which means they’re forever trapped on the vast pans of international aviation. For this cruel reason, the airport carwill never knowwhat it’s like toteardownan open road, or duck anddodge throughan urban rat-run. Theairportcar won’t t rundle car parks or hammer motorways. T he airport car can’tdo anyof thosethingsbecauseit hasn’t got a number plate.It’s trappedforever atthe airport where itwill be driven bya hundred different people in hi-vis vests, all of whom will subject it to an unsympathetic ragging in first, a graceless thump into second and then a grimtrundle at 20 over to Gate 37, where they’ll performan emergency stop before leaping out, carelessly slamming the door onto the seatbelt clasp as theygo. I feel sorry for airport cars in t he same way I feel sad for those massive buses they dispatch when BA has pissed off someone in
airfield management and been forced to park the 15:45 from Düsseldorf two miles from the actual terminal. Poor old airport buses, too wide to go on a normal road and condemned to a life dodging Airbuses as a result. But at least the airport bus gets to do vaguely bus-ish things. It serves the same unsexy purpose as its road-bound cousins. No such luck for the airport car. It’s a trapped, short-run hack enjoying no love, no attachment, and often suffering the rank indignity of a livery. What a horrible life for a car. Last month I saw an amazing airport car at Wayne County in Detroit. It was a red, two-generation-old Volvo V70 with an exhaust so shagged I couldsee it dangling off as I gazed down from the lofty vantage of a taxiing A330.That poor old Volvo, chosenfor its ability to resist the ravages of a Michigan winter yet never allowed to run free alongside its soccer-mom sisters out in the real world. It was one of the saddest sights I’ve seen in a while. But not the saddest airport car. That came a few weeks earlier as my payextra-for-the-second-engine budget flight touched down at the building site where Luton Airport used to be. There, dumped on a holding pan, was a Volkswagen Golf Mk3 van. My God, that poor old Golf, trundling past 20 summers without once seeing a real road, yet soldiering on, almost certainly knackered, creaky and generally abused. I bet it’s closing in on two decades old, I thought, yet it’s probably barely got 14,000 miles on the clock. I wonder if they’regoing to keep it forever?The answer to that one came as we trundled back to the poshed-up Nissen hut they try to pretend is a terminal. There, a quarter of a mile away, in some wretched compound on the perimeter of the airfield, was the Golf van’s identical twin. It was on the back of a scrapper’s truck with its back broken by a HIAB. Such a tragic end for a machine that must have given sterling service for so long in the thankless trade of movingpeople aroundan airfield. Goodbye brave Golf, goodbye. You can drool over supercars all you l ike, and there’s nothi ng wrong with that. But every so often, we should all spare a thought for the airport car. L
‘That poor old Volvo, chosen for its ability to resist the ravages of a Michigan winter yet never allowed to run free’
Richard is evo’s longest-serving columnistand the keyboard behind sniffpetrol.com
048 www.evo.co.uk
t @sniffpetrol
PORSCHE Stainless Sport Exhaust System
911 GT3 (991) 2014 on
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911 (991) 3.4, 3.8 2012-15
997 Turbo & GT2 2008-11
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E:
[email protected] | T: +44 (0) 1428 687722 | www.quicksilverexhausts.co.uk QuickSilver Exhausts Ltd, 7 Towergate Business Centre, Coopers Place, Wormley, Surrey, GU8 5SZ, United Kingdom
911 Carrera (996) 1997-05
Champ D AR I O F R AN C HI T TI
Executing the most memorable mic drop that racing has seen for years, Nico Rosberg retired five days after securing the F1 title. Dario tries to make sense of it
N
ICO ROSBERG, F1 WORLD CHAMPION. SOME
sort of mistake, surely? His Mercedes teammate Lewis Hamilton was robbed of a fourth title by mechanical woes, and even won ten races to Rosberg’s nine. A nd then Nicoretires!Rathera lot tofit into850 words,this one… Thefirst question, though, is whether Rosbergdeservedthe title. The debate will smoulder for years to come, but it’s undeniable he did a great job. He earned it by delivering when it mattered and minimising his bad days; by being consistent. Who can forget Lewis in Singapore? Nico played to his strengths and mitigated his weaknesses. You cannot do any more. Indeed, he came of age this season, sucking up pressure and delivering some brilliant qualifying drives and flawless races. Paradoxically, it was his weaknesses that proved hima worthy winner.At 31 he should be the finished product, but he still struggles when he tries to be overtly defensive or aggressive. He’s notan antagonistic,wheel-to wheel driver by nature, and as a result often looks clumsy when circumstances demand this style. When a dogfight has been in the offing, Rosberg’s moveshave been crude, and he was caught flat-footed several times – in Austria, for instance, when he made a meal of a fairly straightforwardsituation. In light of this, his performance in the final race of this season was something of a masterclass. He didn’t win in Abu Dhabi, but he absorbed the pressure, stoically resisting Vettel during the closing laps after squeezing past Verstappen. Indeed, the pass on Verstappen was something special. Technically it was merely good, but the inescapable fact that Rosberg’s life ambition was at stake – and that it was Verstappen, of all people, who had to be dispatched,and promptly – made it a specialmove. For drivers at this level, a switchback isn’t a difficult move. But when you’re at close quarters with an unpredictable rival and the title is on the line, the ability to operate precisely without making errors is certainly not a given. In the end Rosberg made the pass on Verstappen look easy, but post-race interviews revealed a man who’d managed to suppress a nauseating overload of pressure during the raceandwasnowletting itpour out ofhimin themedia paddock (thoughat this stage he knew something we didn’t).
The title wasn’t a done deal after that pass, either. By ruthlessly and calmly backing Rosberg into the clutches of Vettel (nothing at all wrong with that, by the way, we’d all have done it), Lewis put Nico in a position where his fragilities were further exposed – where he would have to overtake his faster teammate or fend off a quadruple champion– andyet he didn’t crumble.It wasimpressive. Reliability? Well, since Lewis arrived at Mercedes, he’s hadfour non-scoring races because of mechanical problems to Nico’s eight. These things do have a way of evening out, and while doubts will remain for some, it’s worth remembering that history is littered with cases where the fastest guy didn’t win. Indeed, F1 is a massively complex team sport with hundreds of people designing, building and operating these incredible machines. So many races, so many moving parts, so many uncertainties. And so much of it out of the driver’s control. To end the season with most points, an endless list of things haveto goright for a driver. If they do, that should settle it. And let’s not forget the resilience Rosberg demonstrated after two years as runner-up – and by not a lot in 2014, where his season ended in KERS failure and Hamilton cruised to the chequered flag. As for his shock retirement, Nico has always come across as an unemotional, pragmatic man. This decision exemplifies that, and I’venever seenhim so relaxedas he was at the Autosport Awards event in London in December. At the end of the night, when everyone usually filters out, he was wandering around, chatting. No security or PR handlers. Superb to see, andsomeone clearly at peace,for now. As a new father, I somewhat understand his wish to walk away from the danger, the politics and the BS to spend more time at home. However, as a driver I struggle to comprehend how he could give up a seat in the best racing car in the world, especially while he’s at the top of his game. For me, after one championship I wanted two, after two I wanted three, and so on. Is it something to dowith the wayhe was brought up? Theperceived silver spoon?I’m not sure, and I believe that before anyone makes such a sweeping statement, they shouldwalk in his shoes a weebit first. However,forsucharationalman,itseemsaknee-jerk,emotional reaction. I hope he doesn’t regretit, because he’s a class act. L
‘Lewis put Nico in a position where his weaknesses were exposed, and yet he didn’t crumble’
Dario is a three-time Indy500 winner and four-time IndyCar champ
050 www.evo.co.uk
t @dariofranchitti
Jaguar Stainless Sport Rear Section inc. Carbon tips
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E:
[email protected] | T: +44 (0) 1428 687722 | www.quicksilverexhausts.co.uk QuickSilver Exhausts Ltd, 7 Towergate Business Centre, Coopers Place, Wormley, Surrey, GU8 5SZ, United Kingdom
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£20k HEROES
IN DAYS GONE BY WE PRODUCED PIECES LIKE THIS
because new performance cars and depreciationwent hand-in-hand, their valuesplummetingquicker thanthey couldlap the Ring. That’s all changed now. Appreciation is thename of thegame. Buy new for listprice today, flipfor a 10-15 percent mark-up tomorrow. Thissituation is havinga knock-oneffect withusedevo icons. Cars that, not so longago,could only findhomes withthosewho got them. Lusted after them from new. Promised themselves that, one day, they’d own one. Even these cars are now finding favour with those looking for a quick buck in the growing ‘modern classics’ market. But wehaven’t selectedthe carsyou seeherebecause werate them fortheir investment potential; thatcouldn’t be furtherfrom the truth. Rather, these area handfulof evo icons wethink youshouldbuynow to enjoy beforethe speculators ruinit for everyone.A TVR was never built to lie silent in a dehumidified garage. Tommi Mäkinen didn’t puthisnameonthetailofanEvoVIsoitcouldbepolishedtoamirror shine, andno RS4was ever made to be pampered.These, along with Caymans, Mini GPs and many more of their ilk were designed to be driven.If youbuy one, please do just that. You won’t regret it. So join us in the photographic studioand on the challenging roads of south Wales as we enjoy the performance heroes you can buy now for less than£20,000. Many won’t be that cheap for long.
‘Modern classics’ are starting to appreciate in value. We say get in quick before they’re out of reach by A D A M
TOWLER
P H O T O G R A P H Y by P AU L H A R M E R
£20k H E R O E S
PORSCHE CAYMAN S (987)
‘I TELL YOU NOW,’ SAID WALTER RÖHRL between mouthfuls of dinner, ‘the best current Porsche for driving would be a Cayman with a limited-slip differential.’Okay,I’m paraphrasing the greatman, butit was a long time ago now, on the original press launch for the 987-generation Cayman S in Tuscany, 2005. It was out of earshot of the PR men, but Walter wouldn’t have caredanyway – hetendsto say whathe thinks. The PR types were oblivious to the fact they’d just dodged a bullet, for this was when accusations that the Cayman was being deliberately held back to protect the 911 were at their height. Having Walter Röhrl say such a thing couldhave been… awkward. The point is, though,t hatif it’sgood enoughfor Walter, it’s more thangoodenough for therest ofus. Theoriginal Cayman S was a brilliant car at launch and nothing has changedsince. Moreover, the one you canbuy new, now, hasa seriousflaw:somehow ithas lost a pair ofcylinders, making a right din in the process. For your £20,000 you will have no such worries, as you’ll be serenaded by the pure howl of naturally aspirated flat-six. There are many reasons why this is one of the best performance cars you can buy full-stop, let alone for £20,000. To start with, it’s the right size: big enough to get comfortable in every day, and with surprisingly good luggage space across two compartments anda rear parcel shelf, its small-ish footprint is ideal on crowded, narrow British roads. It’s a point often overlooked, but you’re not a prisoner to your lane in a Cayman, you have options within it. Inevitably the real prize is the drivingexperience.The controls are something really special: the delicacy and precision of the steering, superior to that of the current model,the terrificgearshift,the weightingof the pedals. You sit low in a 987, the view out through the letterbox windscreen framed at the lower edges by the rise of the
056 www.evo.co.uk
front wings, and right behind you, stuffed up against the bulkhead, is that compact horizontally opposed six. Even if you weren’t aware of this it becomes obvious as soon as the Cayman’s wheels being to rotate, and increasingly so when the car is driven how you will inevitably be compelled to drive it. ‘Balanced’ is a great way to describe a Cayman S, because it always feels as though it’s working as one, both ends of the chassis – every element of the car, in fact – in perfect harmony. That’s part of what makes it an ‘easy’ car to drive, one that can be pushed hard on any road and in all conditions, but it is this same malleability of character that attracts the accusations of blandness and of not offering enough of a ‘challenge’ from those who tend to confuse horsepower and top speed with driving enjoyment. Simply refer them back to Walter’s comment if needs be. The, styling? That’s a little more controversial. The original Cayman polarises opinion between those who think its curvaceous form is stunning (me), and those who think, particularly from the rear three quarters, that it looks very odd (okay, I’ll have to agree with that, too). But it is distinctive, and arguably gets better with the passing years. So why aren’t we all driving around in a cheap Cayman S, then? There are a few key potential weaknesses with the M97 engine that you should be aware of before parting with any cash: if you’re really unluckyitcouldgetverycostly,veryquickly.The3.4-litre lump isn’t as prone to issues with the cylinder bores as the 3.8 in the997 CarreraS, but it’s still a possibility, and changing the intermediate shaft bearing with the clutch is verymuch recommended as well. Still, the horror stories are only applicable to a very smallpercentage of Caymans. So do yourhomeworkfirst andgrab a classic Porsche in the making.
Porsche
Cayman S (987) Engine Flat-six, 3436cc Power 316bhp @ 7200rpm Torque 273lb ft @ 4750rpm Transmission Six-speed manual, rearwheel drive Tyres 295/35 R19 front, 305/30 R20 rear Weight 1350kg Power-to-weight237bhp/ton 0-62mph 5.2sec (claimed) Topspeed 172mph (claimed) Onsale 2006-13 Valuenow £15,500-19,990 evo rating:
‘The controls are something really special: the delicacy and precision of the steering, the terrific gearshift, the weighting of the pedals’
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057
TVR
Tuscan Speed Six (4.0) Engine In-line 6-cyl, 3996cc Power 360bhp @ 7000rpm Torque 310lb ft @ 5250rpm Transmission Five-speed manual, rearwheel drive Tyres 225/35 ZR18 front, 255/35 ZR18 rear Weight 1250kg Power-to-weight293bhp/ton 0-60mph 4.4sec (claimed) Topspeed 180mph (claimed) Onsale 1999-2006 (all versions) Value now £19,999-46,000 evo rating:
058 www.evo.co.uk
£20k H E R O E S
T HE
TVR TUSCAN SPEED SIX
T US CA N
S PE ED
S IX :
TVR
AT
I TS
Zenith. And its nadir. The Tuscan wasn’t the best TVR – that accolade surely goes to the Sagaris – but it was the glamorous pin-up sports car with the wicked allure, the great British hope for the new millennium. It’s worth rememberingwhatmade TVR soappealing toso many in this era: its cars were more powerful, more spectacular, noisier, faster, and more bespoke inside and out than their competitors, for a lot less money. The Tuscanwas Peter Wheeler continuing to pushTVR towards making sports cars with no outside influences, no longer reliant onRover power as it had been with the Griffith and Chimera. The psychotic Cerbera with its inhouse AJP V8 motor began that process; it was latterly available with straight-six power and it was this engine, TVR’s Speed Six, that would drop into the nose of the Tuscan, unveiled at the 1998 British motor show. Interest from the public was colossal, most chequebooks falling open with that first glimpse of the exterior, although a peek inside or a bark from the exhausts would usually seal the deal if more persuasion was required. The future looked bright. Sadly history shows the TVR dream slowly ground to a halt for all sorts of reasons. Among them was that bold– orfoolhardy – attempt togo italonewitha unique engine. Whatever was wrong at the launch in 2000, be it poor design, a lack of testingor inferior components, the SpeedSix enginehad major issuesthat soon crippled the company with warranty claims and ill-feeling amongst all those once-enthusiastic buyers. That’s a devastating shame. This is a bespoke, naturally aspirated straight-six full of fire, brimstone and latent Lancashire intent, with more charisma in a single combustion cycle than most modern downsized turbocharged engines can muster in a lifetime. Just
as the Speed Six might be the reason you’d steer clear of a Tuscan, so it is also the very reason why you’ll be helplessly drawn to it. Fortunately you’re not buying a Tuscan in 2000; you’re contemplating one in 2017, which is an altogether different prospect. So much has been learnt about this engine over the years, and established specialists now offertheirownupgrades,soitneednotbethefrightening prospect it once was. Still, if you want frightening for your £20k the Tuscan is more than capable of seeing you right.This is not a carto sufferfools lightly, anda Tuscan canenterthe sceneryat all sort ofangles – andmanydid. As w ith the engines, the Tuscan developed significantly over the models and years, and later cars were much calmer andnicer to drive,not to mention more reliable. However, our £20k budget comes nowhere near the very rare Mk3 models built during the final days of ‘Blackpool’ TVR, or even the Smolenski-era Mk2 from 2005 onwards. It probably won’t stretch to an early 390bhp ‘S’ either, or at least not one you’d want to buy. So it’ll be an early car, a 3.6 or a 4-litre, probably with a goodfew miles onthe clock, and theoddstory totell. It’s not going to be an easy purchase, and an inspection will be one of the better ideas you’ve had in your car-buying lifetime. It’s not just the engine you’ve got to be cautious of with the Tuscan, it’s just about everything: chassis outriggers, electrics, suspension bushes, and the rest. But buy a car that’s had a loving, attentive owner and it really needn’t be a headache. In any case, just imagine the thrill of opening that garage door on a Sunday morning and seeing a brooding, menacing Tuscan sat there, key pressing into your palm, birds tweeting, the sun on your back. That feeling has got to be worth the price of admission alone, and if nothing else, life with a Tuscan will neverbe boring.
‘This is a bespoke, naturally aspirated straight-six engine full of fire, brimstone and latent Lancashire intent’
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059
£20k H E R O E S
FORD FOCUS RS (Mk2) Engine In-line 5-cyl, 2522cc, turbo Power 300bhp@ 6500rpm Torque 324lbft @ 23004500rpm Weight 1467kg (208bhp/ton) 0-62mph 5.9sec (claimed) Top speed 163mph (claimed) Onsale 2009-11 Valuenow £15,500-28,000 Rating
060 www.evo.co.uk
A REC ENT IMPROM PTU STR AW POLL
of the evo office uncovered something decidedly odd about the Focus RS. Despite the current version offering four-wheel drive, thereby answering so many of the issues associated with both the first and second iterations,there was a general consensus that we’d rather be driving t he snarling, thuggish, often divisive Mk2. Granted, we’vebeena bit cooleron theMk3 RS than some other media commentators, but was this just nostalgia taking over? I don’t think so: as much as cornering ability, traction, performance and all the other
measurable attributes are important, a great evo car needs to have more. It needs to generate a frisson of excitement that makes you yearn to own it, to look over your shoulder unnecessarily after you walk away from it, to truly desire it. The Mk2 has that presence, visually and, unquestionably, aurally. And while the Mk2’s front-wheel-drive layout does limit both its ultimate ability and the breadth of the driving experience, particularly in the wet, let’s not overlook just how quick t his car can be point-to-point. Sensible? Well, just look at the long-term residual values of classic fast Fords…
LOTUS ESPRIT TURBO SE Engine In-line4-cyl, 2174cc, turbo Power 264bhp@ 6500rpm Torque 261lbft @ 3900rpm Weight 1300kg (192bhp/ton) 0-60mph 4.7sec (claimed) Top speed 159mph (claimed) Onsale 1989-93 Valuenow £19,000-28,000 Rating
THE EXCITEMENT GENERATED
at the prospect of having a Lotus Esprit Turbo along to our photoshoot was visceral. Classifieds were frantically scanned, voices raised, and the older ones amongst us were already driving badly around the posh, hilly suburbs of Los Angeles. It matters not that the boisterous TVR elbowed it aside in the final reckoning, the point had been made: despite only four cylinders, the Esprit will always have the magnetic aura of a genuine supercar. That’s partly why we’re crying out – still – for a new one. The TurboSE is also unequivocally a classic
car: this is not the sort of purchase you’re going to drive daily. It’s too old, too rare, and – dare I say it? – too valuable for that now. Don’t expect Germanic build quality, but by thesametoken,don’tlet yourself beput offby the tired old Lotus gags: find an Esprit that’s been lovedand you shouldbe fine. An SE will mean the charge-cooled version of the venerable 2.2-litre turbocharged fourpot, with 264bhp and 261lb ft of torque, sub-5.0sec 0-6 0mph performance, brilliant steering and the unmatched handling prowess that seems peculiar to that small corner of Norfolk. Tempting, isn’t it?
THE E90/E92 BMW M3 IS ONE OF
BMW M3 (E90/E92) Engine V8, 3999cc Power 414bhp @ 8300rpm Torque 295lb ft @ 3900rpm Weight (E92) 1580kg (266bhp/ton) 0-62mph(E92) 4.8sec(claimed) Topspeed 155mph(limited) Onsale 2007-13 Value now £18,000-34,000 Rating
a select band of performance cars that appears to be getting more desirable with each passing day. Born in an era when German manufacturers in particular seemed obsessed with F1-influenced, manically high-revving powerplants, prioritising raw horsepower over almost everything else, it’s rapidly become a car disconnected from the present: it’s impossible to imagine BMW making such a machine today. TheM DCTgearbox is thesensible choice, a brilliant partner forthe V8,allowingaccess to that elevated powerband as oftenas possible. Yet as driving enthusiasts it’s hard not to get twitchy with excitement about finding a manual car: a naturally aspirated 414bhp V8 with an 8300rpm red line combined with a third pedal is an almost extinct combination today, let alone in a sports saloon (E90) or coupe (E92) that can double as comfortable, useable, everyday transport. That mix of characteristics really is the greatthingabout theE90/E92 M3. Lessbrash than the current car, it may well have had its detractors when new for being even further removed from the E30 M3 genome, but it now feels like a forbidden fruit. Sampling thatregularlywouldsurely be a realpleasure.
£20k
by D a n
HEROES
P H o T o G r a P H Y by a s T o n P a r r o T T
Prosser
va r i e T Y club
The sheer breadth of choice with £20,000 at your disposal is wonderful, so we’ve picked three used heroes from disparate corners of the evo world to tempt you with 062 www.evo.co.uk
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063
I
t ’ s m o r e p h ot o ge n i c i n i t s u s u a l
dark grey, but it’s a pale sort of beige right now. In fact, everything up here on this scrubby hillside has a sandy tint to it today, from bodywork to wheels to my beaten-up old shoes. Even t he dim-witted, deadeyed sheep seem to be more off-white than usual. Cakedin a thicklayer ofsalt,the road thatnoodles itself over this little corner of the Brecon Beacons in south Wales, normally the darkest of graphite greys with crisp white lines, has turned into a long and winding sandpit. And the grit is spreading, coating everything from passing cars to footwear and even livestock in a ne, dusty layer. On any other day that would cause havoc on a photoshoot. The photographer would soon launch his camera at a rock face in frustration, or at the very least one writer or another would moan so hard at having to wipe down a car for the umpteenth time that hour with nothing but a gritty microbre cloth and some icy stream water that he’d soon be abandoned on the mountaintop by the rest of the team, left tond hisown way home. I’ve seen it happen. I’ve heard the moaning. Heavily salted roads and car magazine photoshoots do not go well together. But it’s working today because the winter sun is very low, scarcely above the hilltop,and whenever one of our three carskicks up a plume of grit, the big, arching cloud is lit up from behind, giving the car its ownradiant aura. Framed like that they all look special somehow, holy even. But of the diverse trinity we’ve assembled – all three completely brilliant in their own way and each one so much more interesting than anything fresh off the factory oor at the same price – there’s only one that truly deserves to be worshipped.
‘The RS4 is in its comfort zone with a bit of a lick on. It feels a shame to ever let it slow down’
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£20k HEROES: MINI GP v RS4 v EVO VI MÄKINEN
Our little gathering highlights an important point: the sheer variety of serious kit that can be had for £20,000 on the used market is immense, from an angry little two-seat hot hatch to a big V8 wagon, via a ral ly-bred turbo weapon. And this i s just a snapshot. As we’ve seen, the full spectrum includes rear-driven roadsters, four-seat coupes, habitable hothatchesand evenmid-enginedjunior supercars. It begs the question: need one ever spend more than£20,000 on a performance car? It’s a bitinglycoldmorningin Wales,the rstday of winter, in fact, but with clear skies over frosted elds the view from the car park we’re in is one to savour. The carpark itselfis wortha peek, too,the swollen curves of the Audi RS4 Avant looking so plump against the sharp lines of the Mitsubishi Evo VI Tommi Mäkinen Edition; the squat Mini John CooperWorks GP sitting alongside them. I’m drawn to the Audi rst. If there’s a more handsomesuper-estate outthere than this B7RS4, I’d like to see it, and if there’s a better colour for it than this Daytona Grey I’d like to know what it is.
In the bright sunshine the paint is rich and deep with a sparkling eck. It looks superb. This car has the optional bucket seats with their adjustable wingback bolsters, which just sit so right in a slightly dated but very solid, sophisticated cabin. I don’t know of any other car that has two such disparate characters depending on speed. At a crawl the RS4 feels quite stodgy and heavy, with horribly gloopy steering that doesn’t self-centre, a tough ride quality and an engine that, despite its 4.2litres andeight cylinders, actually feels a touch limp through the mid-range. With a bit of speed – perhaps 40mph or so – thingschange. What manner ofwitchcraftis going on within that steering system to change a rack akin to over-thick porridge to a crisp, direct one? And what alchemy is it that turns a lumpy lowspeed ride to a uid, controlled and pliant one? The RS4 is so much happier at medium and high speeds, somuchmorein itscomfortzonewith a bit of a lick on, that it feels a shame to ever let it slow down. It’s as though driving slowly makes it feel
Above: EvoVITMEisa
performance legend,but the R56 MiniGPhasa level offocusrarely seen inthe hothatch realm.Given thattheir power-to-weight ratios arewithin touching distance,it couldbe a closecall betweenthe pair
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065
£20k HEROES: MI NI GP v RS4 v EVO VI MÄKINEN
Bottomright: RS4and Evolitteredwith details to makepetrolheads smile. Below: grippy, supportive Recaros aside,the Evo’s cabinis hilariously low-rent, as thoughlied directly froma mid-’90s minicab. Whichit was,of course
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anxious and uptight, like an edgy chain-smoker trapped on a long-haul ight. Release it and the thing just relaxes. And the engine more than comes good once you start to dig into the rev range. It’s one that lives on crank speed rather than mid-range torque, so although it doesn’t thump the RS4 down the road with a wrecking-ball wallop, it does ing it along with some insistence between 6000 and 8000rpm. In second and third gears it feels every bit as quick as you could want it to. I’ve no idea why I’m so surprised that a 414bhp car feels as fast as this one – perhaps, deep down, I imagine it to be much older than its ten years, the product of a simpler, slower time – but I just don’t need any more performance from an estate car. The V8 soundtrack is sweet without being articially enhanced by a show-offy exhaust system, and the manual gearbox – which already feels anachronistic, a proper throwback in this DCTworld– makes thecar allthe more engaging. Snatch fourth after a bit of a squirt in second. Block shift on the way down with a blip. The gate is springy and well dened, but if you don’t bleed in a bit ofthrottle as the clutch comes back up, the whole drivetrain can be quite shunty.
On xed-rate dampers the RS4 needs speed before the ride settles, and on one particularly broken,pockmarkedstretchataquickright-hander – I’ll return toit later,so let’s call itBrecon Pavé– it can feel a touch brittle. It’s the sort of brittleness that modern adaptive-damping systems and a decade ofNVH research anddevelopment have all but eradicated, and which ages the RS4 as much as itsmanual gearbox. But almosteverywhereelse the car is classy andcompetent. It turnsinto a corner verywell, for instance, but when you lift the bonnet and see that the entire engine is ahead of the front axle, like lead ballast in thenoseof a bobsled,youwonder howthe thing navigates bends at all. The RS4 is so safe and secure-feeling that it isn’t long before you start throwing it around with more enthusiasm than a heavy estate car shouldbe comfortable with. Itisashametheall-wheeldriveneveroverworks the rear axle enough for it to drift out a degree or twounder power, but there is still plenty of funto behadin theAudi. Allof which leavesme with one simple question: is there a better, more tempting day-to-day car out there for the same money? Fromone four-wheel-drive machine to another. Just six short years separate the RS4 from this
‘The rear-wheel drive f-Type is clearly very TracTion-limiTed in The weT… buT iT’s a greaT deal
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067
£20k HEROES: MIN I GP v RS4 v EVO VI MÄKINEN
‘Just as soon as the Evo’s front tyres are loaded up on the way into a bend, the rear axle starts to swing around gently’
068 www.evo.co.uk
Right: despite forced induction,the TME’s in-line four ishappytozz right upto its7000rpmredline. Farright: MiniGP’s unit is alsoturbocharged with fourcylinders,but that’s where thesimila rities end– it’s justnot as characterful
perfectly preserved Evo VI Tommi Mäkinen Edition, but for the quality of the materials and overall t and nish within their cabins, the differencefeelslike two decades or more.The Evo also feels very small, and although the driver’s seat is set a little too high and the steering wheel is unusuallylarge in diameter, the simple fact that ‘T. Makinen’ is embroidered into each seatback is enough to excuse any shortcomings. This limited-edition model paid tribute to the laconic Finn’s string of World Rally Championship titles in the late-’90s. With 2500 examples built, many but not all in Passion Redwith rally-themed decals (the other colours are more likely to t our budget), the TME, as it’s known, ranks alongside the Impreza P1 and 22B as the most iconic roadboundversionsof the era’s pre-eminent rally cars. It’s either desperately bobble-hatty, then, or really rather cool depending on your view of such things.Eitherway,itdripssoheavilywithevocative logos – Ralliart, Momo, Enkei, Recaro – there’s no doubting its authenticity. The turbocharged 2-litre four-cylinder engine develops 276bhp and 275lb ft of torque, with turbo response times improved by an exotic titanium turbine. The TME alsogotwhite17-inch wheels, a frontstrut brace,a lowerride heightand a quicker steering ratio. Not that you’d recognise this as a faster, more immediate helm today. There’s enough slack in the rack off-centre that you can wobble the wheel by a few degrees without provoking any kind of response from the front wheels, but that’s just about the only criticism that can be levelled at it. It’s wonderfully detailed and intuitive, giving a clear impression of what’s goingon at road level.
With that hint of compliance in the steering and body movements that seem quite exaggerated by today’s standards, the TME can feel a little lazy at rst, but in fact the car is super-alert and ultra-agile. It feels so light on its wheels, too, with suspension that soaks up bumps so beautifully that thecar almost seems tooat above theroad. Just as soon as the front tyres are loaded up on the way into a bend, the rear axle starts to swing aroundgently,giving thecar aneutral-to-oversteer balance that makes it feel so playful on a winding road. Rather like the RS4, the Mitsubishi won’t readily slide under power, its four-wheel-drive system sending just enough torque rearwards to sustainthat gentle rotation from apex to exit. Over our rough Brecon Pavé section there’s so much pliancy in the TME’s damping that you scarcely notice the change in surface. Unburdened by electronic control systems and endless drive modes, the Evo’s chassis is pure and uncomplicated,too. In fact,its chassisis as capable andentertainingas anyI’ve drivenin 2016. The industry talks so enthusiastically about the advances made in turbocharging over the lastfew years, but there aren’t many forced-induction inline engines on sale today that are more exciting than this one. It needs 3000rpm before it wakes up, but from there it pulls hard throughout the rev range. It actuallydelivers enough ofa hit that you canchange upat 6000rpmand still feel like you’re whipping along. The gearshift, incidentally, is as mechanical andprecise as they come. This Mitsubishi UK heritage eet car must be one of just a handful left unfettled. I can understand the temptation to squeezemore power www.evo.co.uk
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£20k HEROES: MIN I GP v RS4 v EVO VI MÄKINEN
Audi
Mini
Mitsubishi
RS4 Avant (B7)
John Cooper Works GP (R56)
Lancer Evolution VI Tommi Mäkinen
Engine V8, 4163cc Power 414bhp @ 7800rpm Torque 317lb ft @ 5500rpm Transmission Six-speed manual, four-wheel drive, electronic diff lock, ESP Frontsuspension Four-link, coil springs, DRC dampers, anti-roll bar Rear suspension Double wishbones, coil springs, DRC dampers, anti-roll bar Brakes Ventilated discs, 365mm front, 324mm rear, ABS, EBD Wheels 8.5 x 18in front and rear Tyres 255/40 R18 front and rear Weight 1710kg Power-to-weight 246bhp/ton 0-62mph 4.9sec (claimed) Topspeed 170mph (claimed) Onsale 2005-08 Valuenow £13,750-30,000
Engine In-line 4-cyl, 1598cc, turbo Power 215bhp @ 8300rpm Torque 206lb ft @ 2000-5100pm Transmission Six-speed manual, front-wheel drive, ESC Frontsuspension MacPherson struts, coil springs, adjustable dampers, anti-roll bar Rearsuspension Multi-link, coil springs, adjustable dampers, anti-roll bar Brakes Ventilated discs, 330mm front, 280mm rear, ABS Wheels 7.5 x 18in front and rear Tyres 215/40 R19 front and rear Weight 1160kg Power-to-weight192bhp/ton 0-62mph 6.3sec (claimed) Topspeed 150mph (claimed) Onsale 2005-08 Valuenow £16,000-22,000
Engine In-line 4-cyl, 1997cc turbo Power 276bhp @ 6500rpm Torque 275lb ft @ 2750rpm Transmission Five-speed manual, four-wheel drive, rear LSD, Active Yaw Control Frontsuspension MacPherson struts, coil springs, dampers, anti-roll bar Rearsuspension Multi-link, coil springs, dampers, anti-roll bar Brakes Ventilated discs, 320mm front, 305mm rear, ABS Wheels 17in front and rear Tyres 225/45 R17 front and rear Weight 1365kg Power-to-weight205bhp/ton 0-60mph 4.6sec (claimed) Topspeed 150mph (claimed) Onsale 1999-2001 Value now £15,000-40,000
evo rating: ;;;;3
evo rating: ;;;;3
evo rating: ;;;;3
from a car like the TME, but for my tastes this Evo just doesn’t need any more straight-line performance. The WRC cars of the time would only have had ten or 15 per cent more power, after all,and they seemed to go well enough… I almost feel sorry for theMini GP. The Evo is is quite an act to follow, but perhaps a powerful little hot hatch withno rear seats andsemi-slick tyres will be up to the job. Not just yet, though, because with the temperature hovering a point abovefreezingandthe road surfaceicycold, the Kumho rubberis well out ofits operating range. After a few exploratory runs over the B4560 the temperatures start to build, but with 215bhp and not a locking differential in sight, traction is always ata premium in thelowergears. It’s the rear end that’s got my attention, though. There’s so much roll stiffness across the back axle that the GP wants to oversteer everywhere. As the ty re temperatures build further, the balance does shift towards neutral, but the R56 GP’s chassis has clearly been engineered to be very alert and pointy. Of 070 www.evo.co.uk
course, the GP has manually adjustable Bilstein coilovers, so this side of its character can be amplied ortamedwith some tinkering.As itis, this example has been wound upso tightly that it almost feels unstable. But that’s also where its freakish agility comes from. There’s not a trace of understeer and no slack in the steering whatsoever, the slightest inputs causing the front end to dart one way or the other. Over the Brecon Pavé section there just isn’t enough pliancy or travel in the rear suspension to smother the bumps, which causes the car to snap into a little moment of oversteer. The highly strung GP couldn’t feel more different to the uid, composed Evo if it sprouted feathers and started clucking. But the Mini’s hypertension is also the better part of its charm, because once you’ve accepted that it is going to skip and bounce along the road and drag you towards the grass verge under power and try to swap ends onturn-in, you canget on with the rather brilliant business of trying to tame the damn thing. It mightn’t be the most
sophisticated hot hatch of recent times, but it is undoubtedlyone of the most exciting to drive. It’s a shame the engine doesn’t deliver the same thrill as the chassis. It’s plenty strong enough and starts to pull 1500rpm sooner than the Evo’s motor, but it doesn’t rev through its mid-range as crisply and by 6500rpm it’s had enough. The gearshift, too, feels rubbery around the edges. With just 2000 of these second-generation GPs built, the Mini is the most exclusive car here, and with uprated engine internals, those trick coilovers, revised suspension geometry and six-piston brake calipers, it’s just as much a performance thoroughbredas the RS4 or Evo. It isn’t the standout car of the three, though, and neither is the one with the big V8 and the swollen arches. Instead, it’s the Evo VI Tommi Mäkinen Edition that emerges – most probably at some extraordinary speed – from its own salty dust cloud, turbo engine zzing into the limiter, chassis deecting bumps like they’re not there,halo gleaming. L
£20k HEROES: NEW CARS
£20k H E R O E S
NEW HEROES
NOT IN THE MOOD FOR SPENDING
£20,000 on a used evo icon? Don’t worry, we won’t hold it against you. Much. Seriously, though, we understand that a used car, especiallyausedperformancecarthatrequires more than just a regular service and an MOT every 12 months, isn’t everyone’s cup of tea. Especially so when you don’t actually have £20,000. A monthly payment of one per cent of that amount will get you into all manner of motor cars, however. Question is, are any of themworth your direct debit? In today’s new car market, £20,000 will buy you a lot of dreary and worthy four-wheeled devices that would struggle to raise the pulse of a Tizer-fuelled toddler. But there are still some gems to be plucked from the dross. With evo’s esteemed The Knowledge (see page 160) laid open, the process starts promisingly, because under ‘A’ we discover Abarth’s 595 Competizione (pictured above right), for £19,090. Of course, this would require conversing with a Fiat dealer and for many, public transport is a less stressful option. But as a car the Abarth 595 is more thana marketing exercise – just. Its155bhp per ton power-to-weight ratiois usefully muscular,
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and its four-cylinder turbochargedmotor spins with spirit, as all good superminis’ should. It also looks neat and has some nice details, too, but there is always a sense that more time was spent on the design and finishing than tuning the dynamics to match the engine. The DS 3 Performance (£20,495) steers a similarpath, sharingsomeof the ingredients of the 208 GTi by Peugeot Sport but falling short in serving upthe same feast offun.We suspect over time, though, the DS 3 could offer more than it suggests on first acquaintance. As for the 208GTi (picturedbelow),we would always favour the aforementioned ‘by Peugeot Sport’ version. It’s will worth the £3100 premium over the standard £18,895 GTi model. Ford’s Fiesta ST Mountune – £18,144 – is an evo favourite, and our pick of the sub-£20k
‘There are some gems to be plucked from the dross’
new cars, but it’s ageing now – the new Fiesta has recently been revealed – and struggles to hide it. (This does mean, however, you may find bargains on regular Fiesta ST base cars at dealers keen to move remaining stock, leaving you with more to spend at Mountune.) It’s not as sharp or involving as the Fiesta, but Mini’s Cooper S (above left), for £18,840, has become a default choice for many in the supermini sector. Shame that we’d always have a nagging doubt about not stretching to a JCW Challenge, the model that unlocks the F56’s true potential. The ubiquitous VW Group struggles at this price point. The Polo GTI (£19,235) leaves us feeling flat after every drive, and somehow SEAT’s Ibiza Cupra (£18,100) doesn’t have the excitement of its Leon Cupra big brother. Hopefully the forthcoming VW Up GTI will solve this issue. If you’re thinking long-term, Kia’s Proceed GT (£20,205)may be too sensible forsome, but we rate the Korean warm hatch for its honest approach to doing things: well built, clean design, strong engine, honest chassis and a nicely rounded first performance car package. But we’d be inclined to buy a used example, strip some weight from it, find some more power from the 1.6-litre turbocharged four and build our first roadandtrackcar. And that’s your lot. No sports cars, coupes or roadsters – a 1.5-litre MX-5 is within budget but the2-litre is a sweeter steer in ourview and costs £22,000. While the likes of the Fiesta ST Mountune and Mini Cooper S are evo staples, when you’re lining them up against a TVR Tuscan or Mitsubishi Evo VI or V8-engined RS4, they canfeela bit below par. Ifever therewasa time for car makers to stop getting aroused by the thought of another niche SUV, it’s now. New performance cars shouldn’t be prohibitively expensive and exclusive, and there aren’t enough used icons to go around. L
by R I C H A R D
MEADEN
P H O T O G R A P H Y by A S T O N P A R R O T T
S P E E D O F L I G H T Lotus has chipped away more weight from the Exige to create the Sport 380. No mere track warrior, it’s one of the most enthralling road cars we’ve ever driven
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lotus exige sport 380
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lotus exige sport 380
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h e j oy o f t h e S po rt 3 80 b eg i nS l on g
before you drive it. If you’re a geek – and you will be if the idea of this ultimate Exige oats your boat – your juices start owingwhenyou read the specication, the best bits of which reveal an array of detail improvements and an obsessive pursuit of weight saving. The original V6-engined Exige S was always a mouth watering machine. The step to t he lighter Sport 350 was a delight, so it’s no wonder the evolution to the even lighter, even faster Sport 380 instinctively seems like the best thing Lotus has done in years. Excess mass has been hunted down with dogged determination, to the point where the quartet of rear lights has been pared down to a pair,with theinner duo replacedby small reversinglights. Weight saving? 300g. Geek value? Priceless… The whole car is peppered with such changes. Big wins are scored with a lithium-ion battery that saves 10.3kg. Pared-back carbonbre seats slice another 6kg from the kerb weight. Carbonbre has also been used in place of glassbre on key body panels to save weightand lowerthe centre of gravity. Forged wheels save 2.5kg per corner. A polycarbonate rear window saves another 900g. The list goes on (and on) until more than 30kg is saved over the Sport 350, and closer to 45kg if you go for the optional titanium exhaust and carbonbre sill covers. BeingLotus,thetweaksdon’tstopthere.Gallingly,some of those hard-won savings a re undone by aero-improving barge boardsalong thesills,a new fuel pump,a largerfuel tankand a more effective transmission-oil cooler to ready the Sport 380for track work.Together they put 15kg back on the car, bringing t he kerb weight to 1110kg, or 1100kg
‘It’s easy to Immerse yourself In the mInutIae, but lIke any great car the exIge sport 380 Is all about the drIvIng’
Above: canardwings at
thefront cornersandthe xedcarbonbrerear wing contributeto downforce of140kgat theSport380’s 178mphtop speed,though drag remains unchanged from theSport350
with all the lightweight options. For comparison, the original V6 Exige S (now discontinued) was 1176kg. It’s easy to immerse yourself in the minutiae, but like any great car the Sport 380 is all about the driving. No matter how keen you are to get going, you can’t just saunter up to the Exige, jump in and drive it. Partly because there’s the small matter of folding yourself up and posting your body through the door aperture, but also because it looks so good. Small, squat and bristling with aerodynamic devices from nose to tail (a package that increases maximum downforce from 88kg to 140kg with no penalty in drag), there’s a delightful, toy-like quality about this pocket-sized supercar that makes you feel good just being in its company. Once you’veslidacross thesill andwriggleddowninto the driver’s seat, it’s time to pause once more to enjoy the cockpit, driving position and view out through the windscreen. It’s sparse in here, but what xtures and
ttings there are create a fantastic ambience. Precisely stitched leather and Alcantara trim, neat alloy xings, thebarealuminium tubandthat intriguingexposedgear linkage are all spot-on, both in terms of aesthetics and tactility. It looks andfeelsthe part. Sounds it, too. The Toyota-supplied 3.5-litre V6 might be of relatively humble stock, but the crisp, brassy soundtrack is a long way from a Camry. Especially when breathing through the optional titanium exhaust, as tted here. With outputs increased via a supercharger pulleychange andECU remap, themotor gives an honest 375bhp (380 PS) and 302lb ft of torque, which is plenty in a carof this weight. The bald performance gures are impressive enough – 0-60mph in 3.5sec and a top speed of 178mph – but there’s much more to the Sport 380 than straight lines. For starters it laps Lotus’s Hethel test track in 1:26.5, which is just 1.5sec slower than the road-legal 3-Eleven. www.evo.co.uk
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icon: ferrari f355
That’s mighty impressive, believe me. This might create the impression that the Sport 380 is an all-or-nothing, track-obsessed, road-compromised machine, yet that impression is confounded the moment you select rst gear and pull away. The clutch bites smoothly and the engine pulls lustily without a hint of histrionics, leaving you free to surge along on a wonderfully elastic reserve of readily accessed torque. If you’re used to more mainstream metal the Exige’s unassisted steering will come as a bit of a shock. Initially for its weight at parking speeds (be warned, it’s hefty), but mostly for its level of feel and connection once above walking pace. There’s no slack, no ltration, no sense of driving with a pair of oven mitts on your hands. Instead theroadsurface tingles throughyour palms andngers to create a high-denition picture of what’s going on where tyres andtarmacmeet. Which is just as well, for the Yorkshire Dales is treating us to a wet and wintry day. Mercifully the temperature is hovering around 8C, so t he standard-issue Michelin Pilot Sport Cup 2s stand some chance of waking up, but the roads are saturated,with plenty of standing water waiting to tripus up. Not exactlyideal conditions for a quick,light, torquey mid-engined sports car, which accounts for the tension spreading upmy armsfrom wrists to shoulders as we splash our way towards the Buttertubs Pass. Given the conditions, I’m expecting the Exige to be 076 www.evo.co.uk
‘The Truly special Thing abouT The sporT 380 is ThaT iTs sTand-ouT qualiTies come TogeTher To creaTe a car ThaT’s compleTely inTuiTiveTo drive’
lotus exige sport 380
ighty and skittish, but it’s actually behaving impeccably, even when slimy fallen leavesenter theequation. If there’s a slip or slither it’s well telegraphed. Better still, the car catches itself before any electronics need to intervene, which helps to build a strong level of trust. So long as you drive with respect for the weather and work the throttle with equal consideration, the Exige copes remarkably well, even when you increase the pace. If that comes as a pleasant surprise, so too does the fact there’s so much to enjoy about the Exige at moderate speeds. Thanks to the engine note, cockpit environment and connection you feel to the car, it’s never less than an event to be in. Simply to feel it working is enough. The way it remains utterly taut, yet compliant enough to work with what are demanding r oads even by UK standards. The way you’re drawn into the process. The detailed feel and measured immediacy with which the Exige responds to your inputs. Far from isolating you from what’s going on, the Exige does all it can to involve you. For instance, I love the fact you feel and hear water and grit splash and clatter in the wheelarches when you power through puddles. That’s not for everyone, andindeed you can spec additional sound-deadening and carpets if you want to feel more cosseted, but for me it’s what makes the Exige uniquely involving. This is driving. Justas we’re beginningto wonderwhetherthe promised afternoon sunshine was a cruel lie, the clouds part and sunlight bursts out across the Dales. It’s a spectacular sight, the road spooling out irresistibly towards the horizon. With ‘glory shots’ in the bag we head back out, taking advantage of drying roads to explore the Sport
380’s abilities that bit further. Using the torque in the higher gears has been fun and highly effective, but the Sport 380 takes on a whole new demeanour when you slot a low ratio andpin the throttle. Gone is the mellow, muscular delivery, replaced with genuine ferocity that builds as you work to the red line. It’s a fabulous feeling. One of being picked up andthrown towards the next corner. The gearshift is the sweetest I’ve felt in a modern Lotus. I’m not sure if it’s directly related to the exposed linkage, or simply the result of the continual fettling a car manufacturer makes to improve its products. Whatever, the shift quality is quick, clean and precise. It feels engineered, and encourages you to punch the lever up, down and across the gate as rapidly as your wrist can move it. If there’s a downside, it’s that the motor is so tractable and the car so light compared with the effort required to propel it that there’s a reduced need to actually change gear. However, you feel a strong desire to work the gearbox, so you end up making shifts just for the sake of it. The pedal spacing is okay for heel-and-toe downshifts, but much like in theEvora Sport410,there’s a deadzone in the throttleresponse that makes measured,sweetly timed blips trickier thanthey shouldbe. Thebrakes aresensational, as they shouldbe given they hail from the 3-Eleven. The pedal is rm, the response smooth and measured even at low speeds. Work them harder and they give you a supreme feeling of condence in their outright potency and stamina, and also in the way they can work right up to the ABS th reshold, even in
Above: a removable so-top is standard, while a carbonroofand louvred tailgateare anoption, butthey oer noweight saving. Right: cabinis a paragonof minimalism, yet strangelystylish, particularlythe exposed gear linkage (belowright)
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lotus exige sport 380
difcult conditions. Few road cars in my experience have brakes as goodas this. The truly special thing about the Sport 380 is that all these stand-out qualities come together seamlessly to create a car that’s completely intuitive to drive. The way it combines such detailed feel with such high levels of grip and traction is exceptional. So too is theway you can deploy such performance, even on roads apparently more suitedto something like a Focus RS. Across the Dales it crystall ises into an experience that I genuinely can’tget enough of.Point-to-point there are few cars that can carry more speed; fewer that wrap you up in the process so completely. Your senses feel heightened, but not through the ght-or-ight fear response some fast, mid-engined cars can induce on tricky roads in dicey conditions. In the Exige you look further ahead, reading the road and plotting your line. On fast, owing stretches you slice from one corner to the next, charting the path of
‘it’s fun to work the intermediate gears, wringing it out in second and third: driven thus it’s an intense, absorbing experience’ Lotus Exige Sport 380 Engine V6, 3456cc, supercharged Power 375bhp @ 6700rpm Torque 302lb ft @ 5000rpm Transmission Six-speed manual, rear-wheel drive Front suspension Double wishbones, coil springs, dampers, anti-roll bar Rearsuspension Double wishbones, coil springs, dampers, anti-roll bar Wheels 7.5 x 18in front, 10 x 18in rear Tyres 215/45 ZR17 front, 265/35 ZR18 rear, Michelin Pilot Sport Cup 2 Weight 1110kg Power-to-weight 343bhp/ton 0-60mph 3.5sec (claimed) Top speed 178mph (claimed) Price £67,900 evo rating:
;;;;;
Above: weight-saving
regimefor theExige included removing the innerpairof tail lights andreplacingthem with smaller reversinglights, thus lopping a whole 300g fromthe kerbweight…
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least resistance, steering almostby squeezingthe steering wheel rather than actually making a perceptible input. At these speedsit’s surgical, but never clinical. Over the more gnarly sections, where dips and crests lie unseen and the road jinks evasively, you drive more on your wits, relying on the Exige’s poise, balance and consistency to keep things in check. It’s fun to work the intermediate gears, wringing it out in second and third before calling on those stonking AP brakes to set you up for the next corner. Driven thus it’s an intense, absorbing and truly exciting experience. You have a choice of dynamic settings, from Normal, through Sport and Race to Race+ (which completely disables the traction and stability systems). In the worst of the rain I’ve run in Normal and Sport, for they offer plenty of reassurance without getting in the way of your enjoyment. Race mode allows you to work up to and far enough beyond the limits of grip and traction to feel the car slip and slide beneath you. Hard acceleration over crests on wet tarmac sends the revs aring and the tail shimmying, but even thenthere’s a layer of control.
Very occasionally the Sport 380 betrays its lack of a limited-slip differential, but these moments are generally in tight, uphill corners in Race or Race+. Clearly the rain doesn’t help, but when the inside rear submits to the supercharged V6’s generous torque, the resulting urry of wheelspin feels at odds with the Ex ige’s polish and nely honedabilities.Of course, a diffwould come witha weight penalty (approximately 5kg), and might make the car a bit twitchier in wet conditions, so simply sticking one in isn’t an instant cure-all. And Lotus reckons it wouldn’t appreciably improve lap times, either. It’s an interesting conundrum, particularly as the Evora Sport 410 now features an LSD, but while the occasional scrabble of wheelspin is unseemly, it’s far from a deal-breaker. The Sport 380 is not as everyday useable as something like a Porsche 911 – or indeed a Cayman GT4, arguably its closest rival. It takes more commitment to buy a Lotus and live with it, but that’s always been the case; I’m sure Lotus owners wouldn’t have it any other way. Ultimately the Sport 380 is brilliantly capable and truly covetable – drivers’cars don’t come much better at anyprice. L www.evo.co.uk
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renault sport special
The Golden Years Renault Sport has been creating our kind of cars for over three-and-a-half decades. We drive its greatest hits… and the one that got away P H O T O G R A P H Y by A S T O N P A R R O T T
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CLIO V6 by H e N R y
CATCHPOLe
EvEn now, EightEEn yEars aftEr
it made its debut at t he 1998 Paris motor show, the Clio V6 still looks wonderfully outlandish. If you ever chance to see one on the road, it commands at least as much attention as any Ferrari. Look at one for long enough and, even thoughyou know it hasa mid-engined ancestor in theRenault5 Turbo,you start to wonder how on earthit came about… Back in 1998, Renault was keen to nd suitable homes for the 3-litre V6 engine that it had developed jointly with PSA. A plan was even hatchedto put itin a Twingo (witha Spider chassis). But top management decided the next Renault Sport project should be a Clio. So the Clio V6 concept appeared in Paris, initially as a track car, with the announcement of a one082 www.evo.co.uk
make race series. It was after the show that Christian Contzen (director general of Renault Sport) contacted TWR about the possibility of turningthe Clio V6into a roadcar. A key player in the project was Stephen Marvin. These days Marvin works for Renault Samsung Motors in Korea, but back in the late ’90s and early 2000s he worked at TWR (he later went on to join Renault Sport, where he masterminded such cars as theR26.R). Marvin recalls how TWR had just three months to build two mules as proof of concept. One was yellow, one was black; one was based on one of the race cars and one had lashed-up arches. Both were driven to Kemble aireld in early 1999 to be assessed by the great and the good of Renault Sport and TWR. Happily for us they were convinced and, just 18 months later, 30 cars were ready for the launch in Nice. Marvin recounts that they weren’t exactly production-ready and every night there was a fair amount of remedial work (particularly on the gearboxes) using the one ramp available to
theteam at the local Renaultdealership. We loved it. Richard Meaden’s conclusion in evo 026 was that it was ‘one of the most desirable cars on the planet’,and he concluded: ‘Twenty-six grandwon’t buy you a bigger thrill.’ However, perhaps inevitably with a road car that had been productionised from a racer in such a short time, not everything was perfect, and the Phase 1 car had quite a reputation in terms of its handling. Weight distribution and suspension geometry produced both roll oversteer and lateral-force-induced oversteer, or what Marvin describes rather nicely as ‘the rucksack effect’. There were alsocriticisms that the V6 was underpowered with 227bhp. For Phase 2, Marvin was project manager. The engine got unique pistons and valves and a new inlet manifold (the mule was kicking out around 270bhp although this was tempered to 251bhp for production). There were new gear ratios and a revised gearshift. Best of all, the chassis was reworked. More caster at the front, more camber at the rear, longer rear trailing
renault sport special
‘You’d probably go faster down a B-road in a Clio Trophy, but the V6 isn’t about pure speed. Never has been’
Top: Phase2carhada myriad of chassis changes, including widertrack and longerwheelbase,to tame Phase1’s wayward handling. Above: it’s stilla shockto seethatbigV6 wherethe rear seatsshould be
arms, stiffer top mounts to give more camber support, rmer springs, longer and softer bumpstops, stiffer front anti-roll bar, wider front track, longer wheelbase, bespoke new Michelins… all helped change the balance. With just 40 per cent of the weight on thelightlyladen nose, it’s easy to see why itwas difcult toget a goodcontact patch working on the front tyres. Launched in the spring of 2003, the Phase 2 V6 was a vast improvement. It nished third in eCoty, beating both the Ferrari 360 Challenge Stradale and theBMW M3CSL in the process. Driving one today is still an absolute joy. I always wonder if it will feel slow and awkward on re-acquaintance, but if anything it feels better than ever. The V6 engine is really special, revving so smoothly and with a melliuous soundtrack that has elements of V8 in its timbre. It’s not the quickest to rev, so you take your time with the gearchanges, but it pulls sweetly, building and building all the wayto a joyous 7000rpm. Turn into a bend andall those old 911 analogies come ooding back. The front end feels light, and
itwill push wide if youleanon it,the slightlyoddly angled wheel unweighting in your hands though not in a really loose or scary way. You just need to manage the front-end grip until you can get on thepower and then let thetractiondo thetalking. You’d probably go faster down a B-road in a Clio Trophy, such are the liberties that you can take with that front-wheel-drive hooligan, but the V6 isn’t about pure speed. Neverhas been. With the passage of time, it’s more incredible than ever that Renault sanctioned not just one but two iterations of the Clio V6. It’s crazy but brilliant and, to me, its aws somehow make it all the easier to love. In fact, it’s about time Renault Sport created another mad-engined marvel. The current Twingo’s got the running gear in the right place. I wonder what you couldsqueezein there…
RenaultSport Clio V6 255 Engine V6,2946cc Power 251bhp@ 7150rpm Torque 221lbft @ 4650rpm Weight 1400kg (182bhp/ton) 0-60mph 5.8sec(claimed) Top speed 153mph(claimed) Onsale 2003-2005 Rating ;;;;; www.evo.co.uk
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CLIO TROPHY by W I l l
b E A u M on T
The clio TRoPhY’s inTeRioR
is, let’s be frank, a bit rubbish. The steering wheel is covered in a material that looks like a close approximation of leather, yet manages to be shiny and sticky at the same time. The plastic of the facia looks andfeels so brittlethat you fear one slip when changing gear and you’d punch a hole right through it. And yet, far from being a major problem, the shoddy interior is partof what makes the Trophy so fantastic. The Trophy is all about necessity. It’s about what is needed to make a fast, fun, hot hatch. So there are no carbonbre body panels or Perspex windows because the back-to-basics interior and the lack of luxuries save enough weight. And there’s no more power than a standard Renault Sport Clio 182 because the 180bhp from the naturally aspirated 2-litre 16-valve four is perfectly sufcient. What you do get is Recaro front seats that sit 10mm lower than the standard 182 items, the spoiler from a Clio V6, red paint, lightweight Speedline wheels and, most importantly, remote-reservoir dampers. 084 www.evo.co.uk
It seems insane to suggest that dampers that cost ten times the price of the ones on an already ne-handling car such as the Clio 182 Cup might be a necessity but, 200 yards up the road and a couple of corners later, you’ll be convinced you couldn’t live without them. These very special dampers are made by Sachs Race Engineering. The bump and rebound characteristics are different from those onthe 182 andtheyalsoincludehydraulic bump-stops so that the ride height can be lowered without the worry of the suspension abruptly bottoming-out. The damper rods are signicantly thicker, too, which means they can continue to work just as effectively even under high lateral loads. An external reservoir is needed so that the oil displaced by the wider rodhas somewhere to go. The experience is just as impressive as the theory. The rst few corners are a revelation; the way the Trophy’s front axle responds so immediately is nothing short of startling. Yet you’re acutely aware there’s more to come. The steering and chassis transmit such detail about how hard the tyres are working that you know you’re going to have to try much harder than those exploratory rst corners before you really begin to feel everything the Trophy hasto offer. Even whenit has goaded you tothe speeds at which it likes to operate, there’s still ample grip. It isn’t only about pace, though. The Trophy respondsdutifully toeveryinput,and each ofits
controls allows you to manipulate its balance. The front axle is so keyed-in to the surface that you can begin to use the rear to ne-tune your l ine as it relinquishes its grip rst. There aren’t big, old-school hot hatchlift-off oversteer moments; it’s far more nuanced as you dictate the perfect angle of attack with the steering, brakesand throttle (or lack of) all at once. The Trophy’s humble hatchback roots do reveal themselves as the shell loses the ght with the stiff suspension and it shimmies and quivers over bumps. However, that rm setup means there’s absolutely no slack and the Trophy responds immediately to every twitch ofyourright foot and ick of your wrists. It’s so alert that the quoted weight of 1090kg actually feels toohigh. The V6 Clio might lookwilder and theR26.R andTrophy-R Méganes might be more focused, but the little Trophy represents Renault Sport’s philosophy in the purest, most basic way. It’s unashamedly still a small French hatchback, but one that has beneted at thehands ofgifted engineers who know what’s most valuable in a performance car. Engineers who favour quality dampers over premium interior plastics.
Renault Sport ClioTrophy Engine In-line4-cyl, 1998cc Power 180bhp@ 6500rpm Torque 148lbft @ 5250rpm Weight 1090kg (168bhp/ton) 0-60mph 6.6sec(tested) Top speed 140mph (claimed) Onsale 2005-2006 Rating ;;;;;
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Spider by S T U A R T
GALLAGhER
The mid-nineTies WiTnessed A
renaissance for the two-seater sports car. Just as today we’re going through a purple patch for hot hatches, two decades ago you were spoiled for choice if you were in the market for something low, lithe and exciting. Certainly more exciting than the hot hatches of the day (Mk3 Golf GTI, anyone?). While hot hatches had never been so bad, in terms of sports cars we had never had it so good. TVR was in full ow with the Grifth and Chimaera, Mazda’s MX-5 could do no wrong, BMW andMercedes-Benz werefully behindthe roadsterresurgence,andsotooPorschewiththe Boxster. And then there were the small British sports car specialists. Caterham had taken the plunge to branch out from building Sevens by developing the 21, which sadly wasn’t the hit its sweeping lines suggestedit could be. Evante offered to relieve you of your credit rating with its classic-Elan-style ragtop, and Ginetta went
old-school by tting a Rover V8 in the G33. Arguably the best of the lot was Lotus’s sublime Elise, a car that is still in production today and will be until 2020, when the rst all-new Elise in 24years will berevealed. There’s one other name toaddto themid-’90s sports car roll-call: the Renault Sport Spider. We revisited the Spider back in issue 183 but, for anyone who may have missed that, a quick recap. Revealed at the Geneva show in 1995 andlaunched the followingyear, theSpider has an aluminium box-section chassis, a glassbre body and the 2-litre 16-valver from the Clio Williams, making 148bhp and 136lb ft of torque in a car weighing 930kg. The 96 Spiders sold in the UK were tted with a conventional windscreen as opposed to the wind deector tted to the show car and examples sold in other markets. In all, Renault sold 1685, a gure dwarfed by the 10,619 Series 1 Elises Lotus sold. That must have smarted in Paris. Of course, selling only a sixth of the number of a contemporary rival gives the Sport Spider genuine cult status 20 years on. I mean, when was the last time you saw one? You’d remember if youdid, too, because,whileit’sas low as you’d guess, it’s much wider than you might imagine,
with big, curv y hips exaggerated by the body’s at-top design. The wheels are tucked in to the bodywork and – compared with most of its rivals at the time – the Spider looked the least lithe ofroadsters,its wide andheavy-set chassis giving inatedproportions. The overly tall rollhoop didn’t help, either, but the Sport Spider also had a motorsport remit to answer and this was the best way of meeting it. Drivean S1Elise today and you can still get a sense of the wonderment that the road-testers of the day experienced. The Spider doesn’t hit those highs. The Clio engine doesn’t engage, the gearshift makes an Elise’s feel quick-witted and precise, and the unassistedsteering doesn’t deliver anyof thebenets such a systemshould. It just feels a little at; more show car than drivers’ car. Like a number of its contemporary rivals in that ’90s glut, kerbside appeal never quite translated into driver appeal. Sometimes you can have too much of a good thing.
Renault SportSpider Engine In-line 4-cyl, 1998cc Power 148bhp@ 6000rpm Torque 136lbft @ 4500rpm Weight 930kg (157bhp/ton) 0-60mph 6.5sec(claimed) Top speed 131mph (claimed) Onsale 1996-1999 Rating ;;;22
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mégane r26.r v mégane 275 trophy-r by R I C H A R D
MEADEN
It’s always such a pleasure to
get back in an R26.R. Not least because you’ve generally forgotten quite how good it is. Whenever you pull down the shoulder straps of the harness you ask yourself: ‘Can this car still be as brilliantas I rememberit?’ Andall ittakes is one corner to answer withan emphatic ‘yes!’. The qualities of the R26.R are truly timeless. Every facet is so well matched to the next: the amount of grip to the amount of power and torque;the questfor weight-saving temperedby the desire to ensure the R26.R was as capable onthe roadas itwas exciting onthe track. Today we’re here to compare its on-track capabilities with those of its illustrious
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descendent, the Mégane 275 Trophy-R. For that we’ve come to Bedford Autodrome’s West Circuit, evo’s home test track. The West congurationplaysto RenaultSport’sstrengths, with plenty of tricky corners and big braking areas to reward modest mass and maximum poise, and only a short straight where power andtorque will make thedifference. Even in its heyday, the R26.R never felt especially ballistic in a straight line, but that didn’t matter because it was balletic through the corners. Both those aspects strike me again now:the initial yearningfora bit morestonkout of the turns and down the straights, followed by a growing appreciation for the sense of agility and athleticism brought about by a radical weight-loss programme that included a carbonbre bonnet, Perspex windows, no rear seats andan optionaltitanium exhaust. It still comes as quite a shock when you take stockof thosechanges. Suchsingle-mindedness is rare at any price point, but it’s practically unheard of in t he hot hatch sector. It makes for a memorable experience before you even turn a wheel. But as the track-biased Toyo R888s begin to get some heat into them, the R26.R takes you to a whole newlevel.
You don’t need to drive it against the clock to appreciate its brilliance, but that added pressure and focus throw a spotlight on its precision and total exploitability. The lack of inertia pervades every aspect of the driving experience.Youturn the steering wheel andt he nose responds immediately, and without any hint of mass overworking thetyres or dampers. You can brake late and deep, work the wheel andplaywith thebalance in minute detail. What you’re left with is a car that allows you to wring every last drop of pace from it – and yourself – without ever feeling that you’re asking too much of it. It’s a pure, honest, analogue, uncompromising machine, and about as much funas a front-drive car canbe. That’s a tough act for anything to follow, but the Mégane 275 Trophy-R is a class act itself. Following in the R26.R’s wheel tracks to secure a Nürburgring Nordschleife hot hatch lap record, it has signicantly more power and torque than the R26.R but remains true to that car’s ethos when compared to itsrivals. Along with the obvious differences, you’ll ndclearsimilarities.The DNA ofthe Trophy-R is clearly descended from the R26.R, and you feel it in almost every area. Certainly in the
renault sport special
character of the engine (it’s easyto clip the revlimiter in both as the red line is modest) and the gearshift, in the tautness of the suspension and in the spirit of chasing ultimate driving dynamics and driver connection over headline power outputs or gimmicky handling modes. The newer car is physically bigger and heavier, though the weight gain is a relatively modest70kgor so. Youdo notice that it’s harder to balance at,or just over, the limit of front-end gripallthewaythroughthecorner,andbecause you have 36lb ft more torque to play w ith, you have to work harder to manage wheelspin out of the tightest turns. Both cars are supremely stable, though the Trophy-R doesn’t possess the same repertoireof nuanced moves, preferring a slightly more nose-led stancet hrough mediumand high-speed corners. This might sound like we’re being hard on the Trophy-R. In a way we are, but then that goes with the territory when you’re comparing two of the very best hot hatches of modern times. There are few surprises in the lap times – 1:25.15 for the Trophy-R versus 1:27.14 for the R26.R – but, unless you’re actually racing, objective pace is secondary to the subjective pleasure from stringing each lap together. Both carsare exciting, nely honedand truly memorable, but it’s the R26.R that lives in the memory longer. It’s an exquisitely executed car, an all-time-great hot hatch and quite possibly Renault Sport’s nest hour.
‘Both chase driving dynamics and driver connection over power outputs or gimmicky handling modes’
Renault SportMégane R26.R Engine In-line 4-cyl, 1998cc, turbo Power 227bhp @ 5500rpm Torque 229lbft @ 3000rpm Weight 1220kg (189bhp/ton) 0-60mph 5.8sec(tested) Top speed 147mph (claimed) Onsale 2008-2009 Rating ;;;;;
Renault SportMégane 275Trophy-R Engine In-line 4-cyl, 1998cc, turbo Power 271bhp @ 5500rpm Torque 265lbft @ 3000rpm Weight 1297kg (212bhp/ton) 0-62mph 5.8sec(claimed) Top speed 158mph(claimed) Onsale 2014-2015 Rating ;;;;;
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renault sport special
clio rs16 & renault 5 turbo 1 by R I C H A R D
MEADEN
This should have been a parTy.
The moment we could nally welcome the Clio RS16 as a production car (albeit a limited edition), proclaim it one of Renault Sport’s nest effortsand introduce itto itsgreat, great, great grandfather. Instead it’s a bitter tale of what might have been. When the notion of grafting the best bits of the Mégane 275 into a current Clio was rst mooted, our hearts skipped a beat. Big fans of the RS Mégane, but frustrated by the patchy charms of little brother Clio, we couldn’t wait to experience the latter with the best bits of the former transplanted into it. Sure enough, when we rst drove the RS16 concept back in evo 226, it seemed like a winner. So when Renault invited us to pluck some of the most signicant RS models from its incredible collectionand havethem dispatched tothe UK,likekids in a sweet shopwe grabbed armfuls of Clios and Méganes and the boss of all hot hatches, the ultra-cool Renault 5 Turbo 1. Plus,of course, the Clio RS16. You’ve seen the others on the preceding pages, but for me it’s the big-ass 5 and the Frankenstein Clio that makethe most fabulous and fascinating pair, for they bookend Renault’s unique ambition and ability. That which pushes t he engineers and designers to create cars othermanufacturers wouldn’teven consider, or would irt with as a motor show concept but never go on to explore seriously. In this respect Renault is and always has been different. In the ’80s, when the insane R5 Turbo was created, this independent spirit was f uelled by a hugely ambitious and h ighly successful motorsport programme that had already seen the French manufacturer win at Le Mans, in F1, and, in the case of the R5, on the stagesof the WorldRally Championship. 088 www.evo.co.uk
‘The big-ass 5 and the Frankenstein Clio make the most fabulous and fascinating pair, for they bookend Renault’s unique ambition and ability’
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renault sport special
Working to the Group 3 and 4 rules of the day (those which predated Group B), Renault subjectedits chicand super-successfulshopping hatch to an astonishing transformation. One in which it turned from a front-engined, front wheel-drive hatchbacki nto a rear-mid-engined, rear-drive monster. Theplanwas tobuildthe minimum 400road cars required by the rulebook, but, when the rst R5 Turbo was shown at theBrussels motor show in 1980, requests ooded in. Renault responded by building more than 1800 midengined 5s, though fewer than 600 of these were Turbo 1s with all the trick homologation parts, which included lightweight aluminium roof and doors, plus strengthened bodyshells. The rest were Turbo 2s, built from 1983: more conventional (and therefore less costly) in construction, if no less wacky in concept. Open one of the T1’s lightweight alloy doors and you gain access to possibly the wildest car interior ever to reach production: mad, modernist andminimalistin equal measure. By today’s standards the T1’s mechanical spec is rather feeble; an old 1.4-litre pushrod four delivering160bhp thanks to the added puff of a large, laggy turbocharger. A kerb weight of just 900kg helps make the most of that, and in a funny sort of way the lag that leaves you becalmed below 4500rpm seems to intensify the rush you get when the boost gauge begins totwitch and you hear theengine llits lungs. It takes a while to dial yourself into the T1, especially the power delivery and slightly knottygearshift,butthenyouappreciatethere’s a harmony to the way it goes about its business. The steering is slow by modern standards, but it’s in tune with the chassis, the rate of turn
matchedto therate ofroll so you don’t upsetthe balance as soonas you turn thewheel. The comedically knobbly period Michelin TRX t yres offer modest grip, but the way they build lateral load and then allow it to bleed away suits the car well. You’re always aware of themasssittingbehindyou–muchlikeinanold 911 – but, unlessyou provokeit, theT1 remains pretty benign. Thisof coursemeans youstart to poke and prod until you get a response. In the case of the T1, a mid-corner lift of the throttle is enough to wag the tail. This would certainly temper your enjoyment (and commitment) on an unfamiliar road, but on a track it simply encourages further exploration. The harder you try, the more the parallels with old 911s become apparent. If you want to go the full Ragnotti you have to lift on the way in, wait just long enough to allow the tail’s momentum to start it swinging, then open the throttle to get the rear wheels spinning and apply corrective lock to balance the ensuing slide. It sounds dicey, but feels delicious. Of course, you always need to be mindful of
the sting in the tail, but I’d love to experience the T1 on a great road. The driving experience is packed with quirks, but also with quality. Created by people who knew their stuff and understood how to get the best from a car, the Renault 5 Turbo 1 cantruly be described as the genesis of Renault Sport’s hot hatch brilliance. The RS16 is less outlandish, but no less an achievement. You don’t need to know what lies beneath its skin to appreciate that this is no ordinaryRS Clio.But when you understand the lengthsto whichRenaultSport hasgone tograft in the engine, gearbox and front suspension from the Mégane 275 Trophy-R, there’s no question your level of lust increases tenfold. All of which makes the fact it has been canned all the harder to bear. Had the RS16 been the product of motorsport homologation requirements (like the R5 Turbo 1) it would undoubtedly have been a different story, but with genuine ties between road, race and rally cars long since severed, the super-Clio needed to make sound nancial sense. With attention and effort focused on gearing-up for
‘As soon as you turn into a corner you can feel that it’s a much keener, grippier and more agile car’
Lef: RS16 showsus what
we’re missing withthe current generationof RS Clios. Above: we’veno ideawhat theinterior designerof the5 Turbowas on,but we’re guessing it wasn’t Gauloises
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the forthcoming Alpine sports car, Renault’s bean-counters couldn’t risk the distraction or justify the effort required to hand-build such a specialised, low-volume hot hatch. It must have been as heartbreaking for the engineers involvedas itis for the rest ofus. The RS16 is more desirable than arguably anypreviousRS Clio, but especiallythe current 200Auto.Thestance,the widertrack,the lower ride height, the Akrapovic exhaust, the black badges… Everything about it feels and looks more authentic. The 220 Trophy has been a big step in theright direction,but thiscar signposts how far itstillhas togo. Junking the rear seats immediately sends out an uncompromising message. Bucket seats up front with proper harnesses (plus regular inertia reels for practicality) underline that racer vibe. And because you sit lower, the driving position feels better. With that void behind you and the rip of the
Akrapovic exhaust, the RS16 is a recracker, popping and cackling as you work up and down the manual gears. Though much of the important oily bits are from the Mégane, the RS16 still uses Clio power steering. Unfortunately this means it’s still a little bit numb, but as soonas you turn intoa corner you can feel that it’s a much keener, grippier and more agile car, equally happy to be chucked in or placed with precision. Simply having a gearstick makes a huge difference. It’d be fascinating to try a 220 Trophywith a manual’box, for I’msureit would be the missing piece of the puzzle for what remains Renault Sport’s nearly car. If the stillborn RS16’s legacy could be to encourage a stick-shift Trophy that restored the RS Clio to the top of its class, that would be some consolation. Albeit tinged with the knowledge that a truly world-beating, heartpounding machine has been mothballed.
Renault5 Turbo 1 Engine In-line 4-cyl, 1397cc, turbo Power 160bhp@ 6000rpm Torque 163lbft @ 3250rpm Weight 900kg (181bhp/ton) 0-60mph 6.6sec (claimed) Top speed 130mph (claimed) Onsale 1980-1983 Rating ;;;;;
RenaultSportClio RS16 Engine In-line 4-cyl, 1998cc, turbo Power 271bhp @ 5500rpm Torque 265lbft @ 3000rpm Weight c1230kg (224bhp/ton) 0-60mph 5.7sec (estimated) Top speed 159mph (estimated) Onsale Never Rating ;;;;4
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Renault Sport Archive
11 June 1978
FIRST LE MANS WIN Theiconic bubble canopy andtall airbox definethe shape of theRenault-Alpine A442, but its victory at Le Mans in 1978 (inmodified A442B form) securedits place in thehistory books. Renault won the event at thethird attempt withDidier Pironi and Jean-Pierre Jaussaud holding off Wollek, Ickx andBarth’s Porsche 936 at an average of 131mph. It remainsRenault’s only victory at Le Mans.
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Renault is the only manufacturer to win top level races in five motorsport categories. Starting with the A442 at Le Mans, these are the cars that did it
by A N T O N Y
INGRAM
RENAULT SPORT SPECIAL
1 July 1979
FIRST FORMULA 1 WIN Renault debutedits turbocharged RS01 at theBritish Grand Prix in 1977, but it was 1979 beforeJean-Pierre Jabouille drove the new, ground-effect enhanced RS10 to its firstFormula1 victory, fittingly at the FrenchGrand Prix in Dijon. While the race is best remembered for a dramatic wheel-to-wheel tussle for second position between Gilles Villeneuve and René Arnoux, J-PJ’s win was the first of many for Renault andnotably for Renaultengines – as of 2016, 168 Grands Prix have been won withRenaultpower.
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30 January 1981
FIRST WRC WIN After nine hours, fifty-five minutes and fifty-fiveseconds of specialstages, Jean Ragnotticrossed the line in the 1981 Monte Carlo Rally andgave Renault its first World Rally Championship victory. Renault had won ralliesbefore, of course (with the 8 Gordini and Renault-Alpine A110, among others), but this one with the Renault5 Turbo was the firstsince the WRC becamean officially sanctioned FIA series in 1973.
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RENAULT SPORT SPECIAL
1995
FIRST B T CC T I T L E Renault’s firstBTCC race win came in 1993, with Alain Menu taking the unloved 19 to victory at Donington Park. But a switch to thenewer Laguna brought great improvements: in 1994 Renault finishedsecond to Alfa Romeo, then in ’95sealed the manufacturers’title witha string of victories from Menu (pictured) andWill Hoy towards theend of the season. TheLaguna’s potential was realised fully in 1997, Menu finally taking thedrivers’ title witha record12 wins.
13 December 2014
FIRST FORMULA E W IN It’s little surpriseRenaulthas become a dominant force in Formula E, as theFrench marque hasled development of the all-electric single-seaters since the series’ inception. The Renault e.dams squad tookthe teams’ title in its first twoseasons and e.dams driver Sébastien Buemi won the 2014-15 Drivers’ Championship. Buemi also gaveRenault its first Formula E victory:he won Round 3 ofthe inaugural season, at Punta del Este in Uruguay.
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t i l l c r a z y ? AMG wants its latest cars to be more civil. We, on the other hand, don’t. So does the new 603bhp E63 S look to the future or the past – or both?
by D a n
prosser
MERCEDES-AMG E63 S 4MATIC+
W e ’r e r e a ch i ng a
t i pp i ng p o in t.
it
wasn’t all that long ago that hot hatches were fairly modestly powered things, but these days the quickest of the breed are closing in on 400bhp. Supersaloons are now beyond 600bhp, too, thanks to the new Mercedes AMG E63 S. The darling old brake horsepower is going to have to be retired soon, the poor little poppet. As a unit for describing a car’s performance, it’s just falling hopelessly out of touch. But there could be a solution. Perhaps we can adapt the earthquake-measuring Richter scale, reimagine it for our own purposes. As the fastest, baddest cars on the planet, the million-quid, carbonbre-everything hypercars would slot in right at the top with a 9.0, which, according to the wording of the Richter scale, is enough to cause ‘permanent damage to ground topography’. Seems about right. A really quick sports coupe, meanwhile, would come in at 6.0 (‘damage to a high number of poorly built structures’) and one of
those baby-faced little electric cars would be rated at 2.0 (‘felt slightly by some people’). I reckon that would place the new E63 S at around 7.0:‘causing damage to manybuildings, evensome welldesigned ones’. But, strangely, it wasn’t the ludicrous power output that made me spit tea at my keyboard when the car was unveiled ahead of the LA motor show in November last year, but the inclusion of a drif t mode. It caused outrage amongst well-adjusted individuals, as well as some stupid ones, because a drift mode – the very hallmark of a pea-brained performance car – seemed so incongruous on such an expensive and prestigious sports saloon. The E63’s 4-litre twin-turbo V8 is familiar from the AMG GT and the smaller C63, but this version, the most potent one yet, gets uprated internals and twin-scroll turbos. The range-topping S model is good for 603bhp and627lbft from2500rpm,while theentry-level version plodsalongwith a mere 563bhp and553lb ft.
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MERCEDES-AMG E63 S 4MATIC+
For the rst time on an E63 there’s no rear-wheel-drive option, which to sideways merchants everywhere must seem like a monumental disaster, but to the rest of us comes as quite good news given that seismic power output. The 4Matic+ system sends drive to the rear axle only until it senses the rear tyres losing traction, at which point up to 50 per cent can be diverted forwards. The base model gets a mechanical locking differential in the rear axle while the S uses an electronically controlled item. The gearbox is a newly developed nine-speedautomatic. The chassis uses clever air suspension, with double wishbones on the front axle and a multi-link setup at the rear, just like a regular E-class. However, the AMG gets a reinforced bodyshell, a new rear axle, wider tracks, a hollow rear anti-roll bar, bespoke wheel carriers and more aggressive suspension geometry. Indeed, the chassis makeover leaves no kerbstone unturned in the pursuit of sharper, moreresponsive dynamics. Eighteen hundred and eighty kilograms plus enough torque to rotate Anglesey requires some stopping power, so the front brakes use 390mm discs with six-piston calipers. Carbon-ceramicbrakes arean option onthe S andcome with huge 402mm rotorsat the front. That all looks very promising, but there is one little bug hiding away in thespec sheet. The steering is an electrically assisted system with a variable, speed-dependent ratio. Mercedes claims it delivers ‘optimum steering feel’. If that turnsouttobetrueit’llbeaworldrst,becausemostvariable steering systems are remote and unintuitive. Clearly, modern AMGs are quite different to the re and brimstone, all torque and no traction brutes that dened the brand for so long. Four-wheel drive and downsized, turbocharged engines are a far cry from the likes of the 6.2-litre C63 AMG or the untameable SLS AMG Black Series – cars that dripped with character and had no need for such artice as a drift mode. They wouldhavekicked such a thing tothe ground then donea burnout onit. AMG CEO Tobias Moers has been on a crusade to rene the brand’s image and bring some civility and dynamic precision to its cars – to inject its road-going models with some of the polish of Mercedes-AMG’s ultra-civilised and ultra-precise Formula 1 team. That’s all well and good, but let’s just hope he’s remembered the importance of character anda little bit of old-fashioned silliness in amongst it all. This new E63 doesn’t have the wings and diveplanes and distended arches of the most extreme AMGs, but it isn’t that sortof car. Beneath an autumnal Portuguesesun, itlooksthe part, the sinister Grey Magnopaintwith dark wheels beinga particularlygorgeous combination. The cabin, too, is superb,
Topright: dri modein all its sideways,smoky glory. Right: 4-litre V8 gets twin-scrollturbosfor the rst time as well as new pistons;it alsofeatures cylinder deactivation. Belowright: deep bolsteredsports seatsare paragons of support
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‘It picks apart a twisting road with a grace and agility I’ve never before experienced in a car this vast’ with premium materials and a low-slung driving position. Although the car is rened in town and on the motorway, and the ride quality is mostly very good, there’s just enough about the tension over bigger bumps, the subdued rumble from the exhaust note, the stiff-feeling structure and the weight in the steering to let you know there’s something more to this E-class. It’s familiar but different,like shakinghandswith an athlete. And when you switch the car into Sport Plus, that athlete turns out to be a mixed martial arts champion who’s suddenly got you in a headlock with one arm while smashing you in the mush with the other, your face both reddening and whitening as the punches rain in but the oxygen drains away. It’s quite a transformation. It’s truethat all AMGE-classes have hada split personality of sorts, but there’s more bandwidth now between the buttoned-down Monday morning and shirtless Saturday night aspects of itspersona. It’s just so damn fast. With close tot wotonsto haul,it doesn’t quite ingitselfdown the road with the ferocity of a 911 Turbo or modern McLaren, but withhuge performance,so much grip on turn-in and mid-corner, unimpeachable traction and such good body control, it picks apart a twisting road with a grace andagility I’ve never beforeexperiencedin a car this vast. There’s good pliancy over bumps in all but the stiffest damper mode, and even in the most comfortable setting the chassis keeps the huge body weight under tight control, so it rarely feels as though the car is getting wayward or scrappy. The way it responds to steering inputs is very impressive, too, helped by the fact that the E63 is technically a rear-wheeldrive car on the wayinto bends.Four-wheel-drive cars can feel understeery because their front tyres are dealing withsteering inputs atthe sametimeas tryingto transfer torqueto the road, but the E63’s4Matic+systemonly sends drive to the front axle onthe way out ofa corner. If you standon thepower very early you can just about feel the rear axle star ting to s wing around, but as quicklyas it begins, that oversteer is stamped out by the four-wheel-drive systemshufing torque forwards. Hit a compression heavily or rattle the E63 over a rough road surface at speed and you quickly appreciate the quality of the damping. The steering is very good, too, and although ‘optimum steering feel’ is somewhat misleading, the rack is very direct with a predictable and intuitive rate of response. Any number of pseudo-biblical phrases could be used to describe the E63’s engine, but ‘thundering powerhouse’ would seem to do it best. It combines massive torque output throughout therev range withthe responseand lineardelivery
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MERCEDES-AMG E63 S 4MATIC+
Above: ceramic brakesarean expensive option, but perhaps a worthwhile onegiventhecar’s 1880kgkerb weight. Above,far right: dashis dominated bya broaddigital display featuring instrumentation and the infotainment system
of a normally aspirated engine. Even the massive, rumbling soundtrack is righton pointdespite themutingeffects oftwo turbochargers. The gearbox is quick and responsive, too, only losing out to a dual-clutch transmission when upshifts are called for right at the limiter. Inevitably thecar starts tofeel a littleout ofits depthwhen we’re released ducks-and-drakesst yle onto Portimão circuit, but with the pace set by the brilliantly disobedient Bernd Schneider – who may well have been instructed to keep us hacks undera watchful eyebutaftertwo orthreecorners has clearly stopped giving a damn – we do have an opportunity to try out thecontroversial driftmode. And let me tell you now: we were wrong. The E63’s drift modeis a wonderfulthing.All itdoes,andI really meanall it does, is make the car rear-wheel drive. Whereas the system in the Focus RS overloads the outside rear tyre to pitch the
car into a slide before ring torque forwards to gather itself up again – easy, prescriptive andnot particularly rewarding – the E63’s drift mode simply locks the centre-clutch open, dumping every ounceof powerontothe rear axle. Sideways merchants rejoice! Whereas other drift modes doall theworkforthe driver, theE63’s still requires skill and judgement, which is where the fun in such loutish behaviour comesfrom.If there’s a fundamental problem withthe E63’s drift mode, it’s simply the choice of epithet. This is where AMGs old and new intersect. This E63 is the fastest, most rened and most clinically effective car of its type, but with that centre-clutch locked wide open it suddenly becomes as brutally overpowered and wantonly excessive as any fast Mercedes to date. Slotting in right at the top of the class, the new E63 has just caused permanent damage to the supersaloon establishment. L
Mercedes-AMG E63 S 4Matic+ Engine V8, 3982cc, twin-turbo CO2 203g/km Power 603bhp @ 5750-6500rpm Torque 627lb ft @ 2500-4500rpm Transmission Nine-speed automatic, four-wheel drive, limited-slip differential, torque vectoring Frontsuspension Double wishbones, hydraulic cylinders, coil springs, adaptive dampers, anti-roll bar Rear suspension Multi-link, hydraulic cylinders, coil springs, adaptive dampers, anti-roll bar Brakes Ventilated carbon-ceramic discs (option), 402mm front, 360mm rear Wheels 9.5 x 20in front, 10 x 20in rear Tyres 265/35 ZR20 front, 295/30 ZR20 rear Weight 1880kg Power-to-weight 326bhp/ton 0-62mph 3.4sec (claimed) Topspeed 155mph (limited; 186mph with AMG Driver’s Package) Basicprice £85,000 (est) evo rating: ;;;;4
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Getting a Citroën Dispatch van sideways is all in a day’s PR work for WRC star Kris Meeke, but soon the serious business begins again with the start of the 2017 championship. We get the inside line b y H E N R Y
CATCHPOLE
O B V IO US LY H E D O ES N ’T S AY I T, B U T K R I S M E E K E H A S
definitely got the rougher deal today. We’re at Silverstone and, over on the circuit, MotoGP rider Jorge Lorenzo is doing some promotional work for his sponsor, Monster Energy Drinks, which involves him driving a Mercedes Formula 1 car. On therally stage next door, Kris is alsoperforming promotional duties for his employer. He’s driving a Citroën Dispatch van. To be fair, we have a laugh in the Dispatch. I wouldn’t have thought you could get a completely standard van quite so sideways quite so precisely, but Meeke does it lap after lap, carrying more and more speed into corners with judicious use of t he handbrake to get the angles. If this i s what he has to do occasionally as payback for a solid WRC contract, then Meeke is more than happy to oblige. The 2016 season wasn’t reallymeant to be Kris Meeke’s breakthrough year, but that’s what it was. Sure, 2015 saw his first WRC victory and the signing of a three-year deal with Citroën. By comparison, 2016 was always going to be largely spent testing the new C3 WRC (see page 109), with only a partial
DISPATCH
KRIS MEEKE
DRIVER
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kris meeke
programme of WRC rallies in the old car to keep his eye in.But,if your name is SébastienOgier, thenI’darguethat 2016 was the year that made you sit up, take notice and regardKris Meekeas a veryrealthreatto your dominance. Why? Well, there were Meeke’s victories in Portugal and Finland. At one point in the season he had won half therallieshe hadcompeted in.And while he wouldbe the rstto admitthathe hadan advantageous road positionin Portugal, in Finland it was pure speed that propelledhim to the top step of the podium. And it was his stage times throughout the year that really left people abbergasted. In modern WRC, you don’t win stages by 35 seconds, but that’s what Meeke did on stage ni ne of the Tour de Corse. To give that some context, the next ve drivers were covered by less thanten seconds. Van demo over, we have a chat about it all. ‘Ogier’s done it to us a bit over the years,’ says Meeke in his quiet Northern Irish accent. ‘But this year it just seemed to click. Monte, stage two, we were 12 seconds quicker than anybody. In Portugal we were going quickest by seven and eight seconds onwhat were really sprint stages – you know, 20km stages. Then on Ouninpohja [in Finland – arguably rallying’s most famous stage] we managed to
‘I wouldn’t have thought you could get a completely standard van quIte so sIdeways quIte so precIsely, but meeke does It lap after lap’ Abovelef: Meeke is enjoying thesecurity of a three-yearcontract withCitroënRacing. Top lef: hemade a bigimpressionon theWRCeventshe attendedin 2016with an outdatedDS3
clear theeldby 13seconds. To dothat,especiallyagainst [Finn] Jari-Matti [Latvala], was pretty special. And in Corsica to do it by margins of over half a minute… okay, you have 55km stages, but I hope I just sent a little bit of a message to the others, you know, because the DS3 hasn’t beendevelopedat allin thelast twoto three years. ‘My mind’s certainly in the right place now. I know Citroën are totally focused now on the new car, which we’ve been testing all year, and to have that commitment that you’re going to be part of that project for three years gives you a lot of condence. For me, that’s been the difference. I’ve never hada long-term future in my career before, so to have that now… it’s so much more fun and pleasant to drive a rally car because you’re not hell-bent on proving yourself; you can just relax and enjoy it. And that’s what I’ve been doing, so hopefully we can carry the lessons t hat we’ve learnt t hrough to 2017. Even when there are points to be scored we just have to enjoy it. And when I do enjoy it, the points seem to come.’
No question, 2017 is a big year, not just for Meeke and Citroën, but for the whole of WRC, because the new regulations mean that we will see faster and wilderlooking cars on the stages (see page 110). So, just how differenthas the newC3 felt in testing? ‘A lot of things are different and that was one ofthe big challenges forme,’ he says,‘becauseCitroën has obviously employed all the new aspects of the new regulations but they’ve also changed a little bit their philosophy in terms of geometry and suspension and everything. So there’s separate things you haveto lookat and isolate – thegains that everybody will have from the new regulations, but also the gains that we’re experiencing from having the newphilosophy. It’sbeen a nicechallengeto work through all that with the engineers, but you certainly notice the difference from the current World Rally cars. ‘Thecars are anythingup to 70bhp more powerful than the currentcars andthat’sthe immediate thing when you get intothe car. To havethatbiga stepis unheard ofin the World Championshipfor years. ‘We also have a wider track – it’s 55mm wider – which obviously gives more stability, and corner speeds are a little bit higher. You’ve a centre diff, which makes the car turn better, making it slightly more efcient in the corners, and that’s an area where Citroën have quite a lot of experience from the past. Plus the aerodynamics are bigger. It’s a bit ofa nodback tothe GroupB era,with massive skirts on the front andsideand bigger rear wings so theylooka lot more aggressive. ‘I haven’t driven much with aero cars, but obviously in rallying it’s become more and more important over the years, and now you’re allowed a big step in aero compared to before. Citroën has spent a lot of time in the wind tunnel – I think everyone will have – but it’s becoming so, so important because when you’re allowed to take those gainsyouhave totakethem. ‘Interms ofoverall speed,I think the slower thestages, the bigger the difference. The faster the stages, the less difference you see. But yeah, they’re fascinating to drive and it’s fascinating for me just to be involved in a new project with the full force of Citroën Racing behind it, because over the last few years, since my involvement in the World Rally Team, they’ve been focusing on World Touring Cars. Now things have changed and you really notice that experience in the team and the depth of knowledge. Their target is to win and t hat’s certainly what we hope to do.’ By November, the team had already made the most of the big decisions for homologation. ‘It’s then we start to get a little bit nervous and anxious, thinking, “Have we done enough testing? Are we making the right decisions for the future?” because you never truly know where you are until you go up againstthe opposition. ‘That’s your only true reference point and everyone – the Hyundai guys, the Ford guys, with Toyota coming – they’re all going to feel their cars are good because they feel so much better thanwhat we have currently. But how goodthey arewe won’t knowuntil the season is underway.
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kris meeke
We’re notlike F1, where we havepre-season testing where we can sort of get a benchmark.’ After watching the various videos of the new C3 WRC car testing, I’ve been staggered by how composed it looks – andhow little steering lock is required. ‘I think a little bit of that comes from aerodynamics,’ says Kris. ‘You’re arriving at stuff with that much more speed, you turn a bit earlier, nail it and you can carry the aero through the corner. We’ll have to wait and see how all the driving styles gure it out because the addition of a centre differential alsochanges your attitude in the car; it changes the way you approach it. You’re working with engineers now to help you round a corner. With the DS3 you had no centre diff and you just had to play with your front and rear [diffs], but now you can ask an engineer to help you in a corner and program-in a new map. It’ll be interesting to seehow that all pans out. I ask ifit will bepossibleto alter thecharacter ofthediff mid-stage, thinking of F1 and how Hamilton, Vettel and the rest all seem so busy with the buttons on the wheel duringthe courseof a lap. ‘Yeah, within a stage you’ll be able to change a centre diffmap. Ifthe raincomes onor you goontoa loose,slippy section, you’ll be able tochangea diff map,so it’s a hell of a lot ofworkforengineersto start tothink aboutall that…’ And for Kris and co-driver Paul Nagle, too, presumably. ‘Yeah, evento thepointthatthe speed in thecar is now so high, especially on tarmac, that you simply can’t have the same amount of information in your notes. In Corsica on thereccewe didan exercise makingnotes,thinkingabout 2017 and removing lots of little bits of information that I would have had with a DS3. With the new car we will be
‘EvEryonE will bE kEEn to sEE if thE nEw cars can capturE a littlE bit of thE ExcitEmEnt of Group b’
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arrivingat stuff withmorespeedand you won’t have time to digest all the information.’ So is there a way they can shorten certain words in the notes, almost using a type of code? ‘We’re working on certain words,’ Kris reveals, ‘but when there’s a sequenceof corners now, instead of grading the corner we just say left-right or whatever it is, instead of actually calling what each corner is. You just have to anticipate it andgo withthe ow.’ It’s certainly going to be a season of change, but the advantage Meeke has from only competing in a partial programme in 2016 is that he’s been able to do so much testing (see separate story, right). ‘Yeah,by thetime wearrivein Monte CarloI mighthave 5000 or 6000km done in the car, and that’s going to be, hopefully, a benet for me. But we certainly know our rivals won’t leave any stone unturned and, with drivers of the calibre of Ogier, it’s never going to be easy against them. But we’ll see.’ Indeedwe will. Since ourinterview, VW has announced its withdrawal – but also the likelihood of a private team running a newly homologated Polo. Ogier, however, will be drivinga Ford Fiestafor theM-SportWorldRally team. Whatever, there are so many new aspects to the WRC for 2017 that it should be fascinating to watch, to see if the new cars can capture a little bit of the excitement of the Group B cars of old – and to discover if anyone not called Séb canwin thetitle. Kris Meeke is certainly in the right frame of mind for 2017. As he says: ‘You want to leave a place excited about coming back and I’m really excited to go back to every rally that I competed at in 2016, so that bodes well.’
Below: Meeke(lef)
and co-driver, Irishman PaulNagle,will resumea partnership that began backin 2009
testing the c3 wrc b y j O H N
MCIlROY
A few weeks After meeting kris meeke At
Silverstone, evo caught upwith theCitroën staragain, this time withthe Dispatch van swapped for the2017 C3 WRC. No driverin a regular seat for 2017 has more experience of the new breed of WRC car than Meeke, his parttime campaign in 2016 keeping him match-t while he developed Citroën’s all-new WRC contender. And whereas Hyundai and M Sport/Ford have split their testing pretty evenly betweentheir drivers, Meeke has racked up at least 75per centof the C3’s running.Thisis his car. We were granted access to the team at the very rst test ofthe C3 in southern France, andthen again atsubsequent runs on asphalt and in the soaking wet forests of Wales. So what did we learn? There’s no doubt that the C3 looks faster than the World Rally cars we’re used to watching – that it hangs on more effectively through corners, deals more comfortably with bumps and has much-improved throttle response. But it remains a tricky beast to set up effectively. ‘Having the centre differential has opened a whole new bag of tricks,’ says Meeke. ‘Citroën Racing had some experience from before, withthe Xsara andC4, but it’s still been a steep learning curve. We did a gravel test in Spain and thought we’d nailed the settings, but when we put them back into the system for the rst run on dry Welsh gravel it was incredibly hard to drive. Getting the right balance on those parameters will be crucial.’ The C3 represents a major rethink from Citroën Racing on suspension – a move from the DS3’s fairly rm settings, inherited from the C4 WRC (and, whisper it, the Xsara before that), to a setup that offers scope for huge travel at each corner. Modern WRC events almost always use each special stage twice, and Meeke and his French engineers have known for some time that they’ve been losing out on
repeat runs, particularly to the VW Polos, whose Sachstuned suspension had an extraordinary ability to claw down throughthe rutsand ndtraction. You can see the new approach quite clearly on t he C3. It’s so soft that it almost drags its rear bumper along the ground under hard acceleration, yet aggressive turn-ins and big corner cuts no longer slow its momentum; the inside wheels have so much travel that they’re still doing their work,propelling thecar forwards. The nal element is aerodynamics – not something you may have considered important for a car that spends so muchofitslifesidewaysorinmid-air.‘Ifyoulosesomething like the front splitter at one corner, you canget to the next andthe ability to turn-inis affected markedly,’says Meeke. ‘So oneof our biggest challenges has beendevelopingparts like that, or the rear diffuser, that are 90 per cent efcient for the whole stage, instead of being 100 per cent brilliant for the rstfew corners beforethey get rippedoff.’ On gravel, the C3 is fast to the point where even seasoned spectators at Meeke’s Wales test were taking an extra step back into the bushes as it drove by. On asphalt, it demonstrates how the new regs won’t automatically bring greater spectacle: it is quicker,without a doubt, but it achieves this withno greater level of drama. Citroën did back-to-back tests with the DS3 and C3 on asphalt, and we’re told the time gain along a twisty road was considerable. But this, in turn, reveals one of the frustrations of Meeke’s development year. ‘Our problem, really, is that this has all been done in isolation,’ he says. ‘We know the C3 is good. But is it as good as everything else? It’s impossible to say. Monte Carlo and Sweden aren’t really representative rallies, either, and Mexico and Argentina are odd gravel rounds, so we may not know how we really compare until Portugal in May.’
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WRC 2017
WRC 2017 pRevieW
Next year’s WRC will feature cars so advanced that some observers are already predicting a return to the Group B-style performance of the 1980s. Here’s what you can expect
The World rally Championship ushers
extess. Te ‘bx’ t wc ea wgs ust t as bee eaged, t – as se f te extee suts expeddug a ea f testgave eveaed. Tee’s a tweak t te ctvesa ues ug de, t. Te cews w st stat te peg da’s stages capsp pst– fcg te pts eade t u st te ad ad, gave evets, sweep te se gave cea t expse a gppe suface beeat f s vas. But stead f dg te sae te secd eg, cews w w u evese de tesecd ad td das.it cudesut se cseses – adu cabet tat tse affected w t be s vetg te fustat we t wks agast te. of te fca teas eag afte VW’s wtdawa, Ctë ad huda ave bee te st actve wt 2017 cas. Te Fec aque tk a ea ut, effect, t devep a C3 t at aks a etu t te spt afte sx eas wt a DS. T e Kea tea’s 20 Cupe WrC s ts tdew Wdra ca asaeas – a sgf w ad t asbee gtgt estabs tsefagast VW ad Ctë racg. Ts s a ea f pteta f huda, tug; stabt ts dve e-up, wt hade Padd ad Te neuve gug f ws ad stead ad Da Sd tee t pck uppts, akes t a stg ctede f te aufactues’ tte. m-Spt’s Festa ceta ks te pat – ad wt psg Esta ott Täak back te fd, agsde oge,teCubateaaswat’saguabtsstgest pag sce te das f C mcrae adCas Saz. Tta tea bss T mäke sas 2017 s a eag ea,ad based teftagef oge tgte yas WrC aspat, e cud be gt. muc w deped te cke etat f latvaa, w ca ave bdg speed we e as ‘te feeg’ but s ust as ke t fade t bscut teddef tetpte wee des’t. Ad a tea wt a pue Fs dve e-up sks bteat te WrC’s aspat uds. me ta atg, tug, ag’s adce fa base w be pg tee’s dace f a patcua pat, pteta takg te Wd ra ca uesback tt eeda,weFd,Peuget,mtsubs, Tta ad Subau cud eac w a gve evet. Tat st f cpett, ad te ceased spectace f te cas act, wud be as gd a sg as a f te WrC beg back cuse.
a ew ea fcas 2017 – ad te sees as beedeat a eve taste scpt b te sudde wtdawa f te dat Vkswage tea. Te ava nvebe f fu-te cap Sébaste oge ad s teaatesja-matt latvaaad Adeas mkkese t te dve aket was a a ast-utecuveba fa f VW’s vas.Te’d bee pag t spedte atw ts fte ea ag dw te specs f te cas aead f te st ud f WrC 2017, ra e mte Ca. istead, t ee was fatc actvt f te kes f Tta ad m-Spt (wc us te Fd Festa WrCs) as te ved t get pve a wg taet te bks. i teed, uus f a pvatefuded tea ug tePs wee’t qute eug t swa oge, w eected t m-Spt ad put ube e te sde f a Fd f te st te a geeat. latvaa, eawe, sged up t a Fad-based supe-tea at Tta, we mkkese was stwtut a seat as we csedf pess. oge saped te atest Festa befe cttg t mac Ws’s m-Spt tea, s e ust ave see setg e ked – but s pepaats w st ave bee cpsed. Te ca e stats te seas wt mte w t be a vece tat e as deveped t s tastes. Ad t cpud attes, ts as a bee appeg as te spt akes e f ts eatve ae ups betwee Wd ra ca eguats. hw quck oge veces a f te dsupt a we decde te tte, addee segac as e fte spt’stue geats. Te tecca cages ae extesve, ad desged t pve te spectace we st keepg devepet csts at a aageabe eve. Te 1.6-te ege fat eas, but te tub estct ceases sze f 33 t 36. As a esut, te cas ae expected t pduce as uc as 380bp, ad500bft f tque sud be acevabe. Ude te sk, te actve cete dffeeta – eved at te tduct f te 1.6-te ea back 2011 guds f cst – s w back , awg te teas t pa aud wt w te pwe s dstbuted t te ecaca ft adea dffs. Ad we te basc fat f te cas eas sa – ft-eged cas, a u egt f 3.9 etes – teteas ave bee awed t wde tetacks,ceatg e daatc sapes wt te esutg weeac
b y j o h n
mcilroy
opinion Thenewcarsliveuptothat age-old mantra oflookingfast whilestandingstill. We’realso encouragedthat they’ll backthis upwhenthey’r eon themove. Wewerelucky enoughto watch KrisMeekeand Citroënat oneoftheC3WRC’snaltests inWales,andthecar’sabilityto carryspeedonasoaking,muddy stagewas everythingthat rallying shouldbe: a jaw-droppingvehicle allowingatopcrewtodisplay skill,judgement and cajones on terrain thatwouldovercome meremortals.Thenewcarswill beevenbetterto watchoverthe snowytracks ofSwedenor inthe murkydepthsof Welsh forests. Thetechnicalshake-upand theabsenceof theall-conquering VWfactoryteam shoulddeliver a more open series,too,and it’s conceivablethatby the nalquarterof 2017 wecould havefourteams and sixdrivers capableof winningeveryevent. There’salso goodnews regardingcoverage ofthe WRC. Aeryearsofitspromoter beingcaughtbetweena desire toland globaltelevisiondeals anda growingrealisation that internetstreamingcoulddeliver theimmersionrallying’sdie-hard followerscrave,it has been announcedthat the2017season willbebroadcastonRedBullTV (available at redbull.tvor viaa dedicatedapp)and availableto watch freeof charge.There will be livecoverage fromeachround, plushighlightsshows,whilea seriesofguesthostsaresetto include a certain MarkWebber. SonotonlycouldWRCin2017 deliver closecompetitionand a dazzling spectacle,it should nowbeeasierformorepeopleto actuallyseeit.
2017 WRC CALENDAR 19-22 January Monte Carlo 9-12 February Sweden 9-12 March Mexico 6-9April France 27-30 April Argentina 18-21 May Portugal 8-11 June Italy 29 June-2 July Poland 27-30 July Finland 17-20 August Germany 5-8 October Spain 26-29 October GreatBritain 16-19 November Australia
Clockwise fromle: 2017’s contenders… Citroën C3 WRCprototype in testing; Hyundai’s i20Coupe WRC withaero addenda clear tosee;VW has cannedits works teambut privateers mayrunthe Polo WRC;M-Sport’s Ford Fiesta WRC; Toyota’s WRCentryisthe meanestYarisyou’ve everseen
111 5 www.evo.co.uk www.evo.co.uk10
by A D A M
TOWLER
P H O T O G R A P H Y by A S T O N P A R R O T T
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icon: ferrari f355
Scottish mountain roads, alive with the sound of an F355’s flat-plane-crank V8… If you like your red cars compact, lithe and gorgeous, it doesn’t get much better than this
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icon: ferrari f355
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The Cairngorms musT surely be one oF The
‘as icons go, few are more worthy than the glorious f355’
mostbeautifulplaceson the planet. Whether you’restandingin theshadow ofBraemar Castle, dazzled by thesunlightdancing offthe RiverDee or, liketoday, ona surprisinglybrisk autumnal morning, high up in the mountains with the impression of standing on top of the world, it’s utterly captivating. No wonder the Queen li kes to spend t ime here. You would, too, and for one other signicant reason that I suspect we’d have no trouble agreeing on: the Old Military Road, a spectacular ribbon of asphalt that runs up the spine of this National Park. It haseverything you’ve ever dreamed of in a road. Today,however, the scenery has competition. It’s in the form ofan unfashionably small,low, redprojectile that’s disarmingly handsome. As far as the subjects of ‘Icon’ features go, few are more worthy than Ferrari’s glorious F355 – a pivotal machine in the historyof the most famouscar company ofthemall. ‘Want One’, screamed the cover of the July 1994 issue of Performance Car magazine (evo’s forefather) as it clanked throughour letter box. I reached it before the dog, clocked the ‘Ferrari’s £84,000 bargain’ sub-heading with mouth agape, then read and re-read the feature aboard the bus bound for secondary school. From that day onwards, I have lusted after this relatively simple supercar, watched values plummet but still remain out of reach, andthen seen those prices accelerate away onceagain. Despite these towering expectations, driving one has never been a disappointment. Today, on thi s road, I’m genuinely fearful the needle on the evo meter might bend and break againstthe stop. Theroots ofthe F355havebecomethe stuff ofmotoringlore, recited by every bar-room expert. The 348, so the legend goes, was a stinker. Now, I’m not saying those early 348 TBs weren’t poor,but,likea lot ofperformancecar history, perceivedtruths become distilled and streamlined into a simple narrative all too easy to repeat. A late 348 GTB is by no means a bad car, but the early 348 didlook half-hearted, even complacent, next to Honda’s sparkling NSX, a car that redened the concept of a useable supercar. The 348 was neither quick enough nor useable enough, andsimply not very nice to drive quickly. Ferrari needed a riposte,and damnquickly, theresult beinga very thorough evolution of the 348: the F355. Although closely related to those late-model 348s, the F355 was a massive step forward and also heralded the return of the beautiful Ferrari after the brash brutality of the1980s machines. I must have missed an entire GCSE Geography module swatting up on the new F129B V8 engine. Ferrari had looked to its contemporary V12 F1 programme, adopting ve-valveper-cylinder heads that helped raise the rev limit to a stunning www.evo.co.uk
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icon: ferrari f355
8500rpm. Titaniumrods featured,too,while a 2mmincreasein bore took the overall capacity from 3.4 to 3.5 litres. The result was 375bhp, a substantial increase over the 348 GTB’s 312bhp, giving the F355 the highest specic horsepower perlitre of any naturally aspiratedengine on sale,McLaren F1 included. The steel monocoque body, tubular steel rear subframe and unequal-length wishbones were all Italian supercar staples left fundamentally alone, but Ferrari worked on everything else, rethinking the chassis again from the GTB, incorporating bigger alloy wheels, two-stage electronic dampers and power steering. The gearbox was now rod-operated, not a cable mechanism as on the 348, while more emphasis was placed on aerodynamics witha neat rear spoiler incorporatedinto the body, and crucially,a at undertray. What, then, of that body? The overall shape is surprisingly cab-forward in prole, while the frontal aspect does rather date the car with its long, at snout hiding pop-up lights – technology fromanother, distant age.Things get sexieraround thesides, with thecrispying buttresses (thelast V8Ferrarito feature this stylingdevice,and also the F355’s biggestcorrosion weak-spot)a nd the loss of the 348’s side-strakes allowing clean, gapingintakes.Butforme thereal beautyof theF355 is itsbum, specically theform ofthose rear wheelarches,their curvature andthe perfect bone-line that runsthrough them,then theway it all ows effortlessly,coquettishly intothat ipped-up spoiler. This F355’s Crema leather seats are probably what you’d visualise if I said ‘classic Ferrari interior’. The cabin architecture is disarmingly simple, almost slabby around the upper ring of thecockpit, andreally quite subtle withno outlandish features. There is one element, though, that gets the blood pumping in anticipation: an open-gate manual gearbox. When the F355 was launched at the Geneva motor show in 1994, it was available only with a six-speed manual gearbox and in Berlinetta (coupe) or GTS (targa roof) form, with a full convertible (the Spider) arriving the year after. The devil’s work /shiny bright future (delete as applicable) arrived in 1997 in the form of the F1 gearbox, Ferrari’s rst attempt at a single-clutch automated transmission and developed from its pioneering work in F1 during the 1989 season. By the t ime the F355arrived,any GrandPrix team worth itsgrid positionhad a semi-automatic gearbox. Driving the F355 is really easy but never anything other than special. There is no form of electronic safety net, but, for reasons I’ll come to in a little while, that’s not a problem – certainly not in the dry. The clutch is agreeably light, and the car is soon moving forwards, requiring your rst Ferrari opengategearchange.It feelsdivine.If you’reexpectingan awkward resistance then fear not; the mechanism is fast and, with the guidance of the gate, there’s no prospect of mis-slotting a gear. Forget the click-clack cliché, the spindly lever makes more of a sckreech sound as it squeezes between the metal cutaways, a noise that would be comparable to ngers down a blackboard were it not for the satisfyingly tact ile sensations of mechanical components meshing precisely with one another. The at-plane-crank V8 doesn’t actually sound that good when you’re just ambling along. It’s a busy sort of engine note, hard-edged like the tip of an industrial drill. It’s only when you breach 5500rpm that it homogenises into something petrolheads like us would call musical, which is precisely the point at which the F355 pulls itself taut and accelerates with real determination. To make genuinely rapid progress in an F355 you need to keep the engine spinning between 6000rpm 116 www.evo.co.uk
Le,fromtop: wonderfulopen-gate manual gearboxis just onereasonto lovethis F355;classic Crema leatherlooksfab, airbaggedwheelless so; V8is3.5 litresand has vevalvesper cylinder (hence355)
anda little over 8000rpm. Oh man, what a chore.Only kidding – driven thus, an F355 is pure bliss, with seemingly no limit to the speed withwhich cogs can be swapped,the enginerevving tirelessly, the noise consuming everything. I want you to do something for me now. Just for a moment stare without distraction at A ston Parrott’s extraordinary photography on these pages, then close your eyes. Imagine the ‘little’ V8 spinning furiously, nuzzling up against the red line. Hear it? Notice how the sound drifts off in waves over the hillside as the car passes, how it adopts a quadraphonic effect over little stone bridges and against dense, dark forests bordering theverge. On andon thelittlered Ferrarigoes, a tiny speck in an endless landscape, yet dominating its surroundings with its howl. That’s what driving this car on this road is like. The F355isn’tintimidatingpartlybecause it doesn’t feel that potent through the mid-range. This may have something to do with this example being a later model, or a ‘5.2 Motronic’ car to be precise. F355 acionados will be aware that, when the car was launched, it was equipped with a more primitive Bosch 2.7 Motronic system that had two air mass ow sensors, two fuel pumps and two lambda sensors among other differences, all clearly visible in the engine bay. There is no denitive opinion on this one, but a vague consensus among marque experts suggests that ‘2.7’ cars have a sharper throttle response and more power, despite the ofcialclaims remaining the same.
The difference can be anything from ‘so little that you won’t notice it’ to ‘asmuch as 30bhp’, depending on which expert you happen to be talking to. The advantages of the 5.2 Motronic setupinclude a smoother delivery and idle, and they’recleaner, too. The changeover happened for the 1996 modelyear so that Ferrari could sell the car in the US, and around the same time the delectable Momo steering wheel was changed for a clumsy airbag-equipped design. Whatever the setup, the quoted maximum torque gure for the F355 is a pretty humble-sounding 268lb ft at a peaky 6000rpm. Consider, too, that the quoted dry weight is 1350kg, so likely to be c1450kg with a full load of uids, and suddenly that crucial but rarely quoted torque-to-weight gure doesn’t look terribly impressive. Compared with the kind of volcanic mid-range thrust we expect from a modern supercar, this undoubtedly gives the F355’s chassis an easier time of things, but that doesn’t maskthe fact that it’s a gem allthe same. After the twitchiness ofa 348 TB, it takes only 500 yards to get a sense that the F355 is going to be a faithfulfriend: malleable, exploitable, enjoyable. It rides like a pliantly suspended sled, with the feeling t hat t he t rack i s broad and with a big, sticky tyre right at the extremity of each corner. The winters really take their toll on theroad surface around here,so for most ofthe time I leave thedampersin their normal setting, trading body roll for some compliance over theworstof www.evo.co.uk
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Top: red lineisn’ttill 8500rpm, and engine doesn’t really come alive untilthe needlepasses 6000rpm. Above: F355 wasone ofthe rst road carstouse underbody aeroto create downforce
the rutted sections. Like this, the car rides really well, which must make it comfortable as a long-distance machine (aided by a pedal box nowhere near as offset as you might expect). The steering is reasonably light, with the whole car feeling delicate to the touch: whether moving the gearlever around thegate or turning intoa corner, theF355 is a caryoutend to drive using just your ngertips once familiarity sets in. Push harder andthe car’s limits arethat much more visible, albeit much lower, than in a ‘modern’. The Old Military Road has a habit of dropping random S-bends into ostensibly atout sections, andthere are some steep, twisting descents too. The F355 pivots somewhere just aft of the driver’s spine, and as itbeginsto reach thelimit ofgrip itrolls further, leaning on the outer edge of the t yre, starting to arc a wider line at the rear. It’s a process that has several clearly dened stages, in thedry atleast,which makes itan easy carto ‘read’. Myonly wish – OK, bar a little moretorque – isfora slightly quicker steering rack. The F355 is always beautifully poised on the road, but that initial turn-in to a corner is never quite as immediate as you’d hope, always requiring a few degrees more lock thanthe brain anticipates. Thecar is neverquiteas agile in reality as you knowdeep down itcould be. The answer could potentially have been found in the F355 Challenge, the one-make race car built up in period from a
Berlinetta with a kit of ofcial parts. Ferrari never made an F355 Challenge Stradale, and, having driven a road-legal example of the race car, I can tell you that this is a tragedy worth ooding your garage with tears over (to the backing track of some tragi-opera). That early Challenge car – lighter, with any hint of steering vagueness banished, and without therear wing andstripped-out interiorof later Challenge cars – remains among my all-time top-three drives. The Fiorano handling pack,available late in theF355production run,also got that quicker steering rack, but only around 14 cars soequippedmade it to the UK. Still, I can forgive the steering, for it’s a minor aw akin to a miniscule slip ofthe brush ona mesmerising portrait from a grand master. The F355 bridges the gap between old Ferrari and new; between quaint, classic, small V8s and the recent 200mph V8 supercars; the last hand-built Ferrari, but also the rst to really embrace modern technology. I still live in hope that, one day, one ofthe 11,273 F355s built will have my name on the V5, and this drive has predictably only served to galvanise that ambition. If you share the same dream, I promise you won’t be disappointed. L With many thanks to the owner of this Ferrari F355 Berlinetta for allowing us to enjoy his wonderful car.
Ferrari F355 Berlinetta Engine V8, 3496cc Power 375bhp @ 8250rpm Torque 268lb ft @ 6000rpm Transmission Six-speed manual, rear-wheel drive Front suspension Double wishbones, coil springs, adaptive dampers, anti-roll bar Rear suspension Double wishbones, coil springs, adaptive dampers, anti-roll bar Wheels 7.5 x 18in front, 10 x 18in rear Tyres 225/40 ZR18 front, 265/40 ZR18 rear Weight 1350kg (dry) Power-to-weight 282bhp/ton 0-62mph 4.7sec (claimed) Topspeed 183mph (claimed) Onsale 1994-1999 Valuetoday £70,000+ evo rating: ;;;;;
118 www.evo.co.uk
e
s o est in epen ent errari specia ist
Thinking of selling your Ferrari? We always require top quality used Ferrari
575 Superamerica
£ please call
355 F1 Spider
£ please call
512 TR
£ please call
Stunning example,15,000 miles from new, GTC handling package, carbon ceramic brake discs and a tuned sports exhaust.
Presented in the more desirable Rosso Corsa with Crema hide, excellent service history, original tools and books.
Rare and collectable, magnicent example of one of the most iconic supercars, original documentation and tools, 24,000 miles.
Lamborghini Countach
£399,950
360 Challenge Stradale £ please call
Ferrari F430 Spider F1
This 1988.5 - 5000 QV is 1of only 13 UK cars with documented mileage of 14,000 miles and Concours condition.
Pristine low-mileage example delivered new in May 2005 to its one and only keeper,19” BBS alloy wheels, ceramic disks.
Presented in as new condition, 4,000 miles, Cuoio hide with white stitched seats. Yellow brake callipers and 19-inch alloys.
246 Dino
California 2+2
575 Maranello F1
£349,950
Offered in exceptional condition, 24,000 miles, original warranty card, hand book, parts book, and leather wallet.
£94,995
Presented in absolutely pristine condition, full main dealer history documenting the 28,000 miles from new.
£110,000
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Grand Tourer capable of 202 mph. Stunning specication, 29,000 miles from new. Crema hide with blue piping and stitching.
COMING SOON... Visit our website to see more of our superb stock, or contact us to discuss other cars available soon, including a 612 Scaglietti in Titanium with Bordeaux 23,000 m,£75,000. 365 GT 2+2 fantastic history, Argento Auteuil.
SELL YOUR CAR WITH US We are always looking for quality stock to buy outright or to sell on a commission basis. If you are selling please call us.
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Market WA N T
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B U Y
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Analysis.... ..........121
Buying Guide .........129
Used Rivals ..........125
Model Focus ..........135
Buying Journey .......126
ANALYSIS: THE L AST NATURALLY ASPIRATED ENGINES Downsizing has brought about their demise, so grab one while you can. But which models are the hits and which the misses? by Adam Towler
O
N E O F T H E M O S T documented aspects of the car industry in recent years has been the trend for downsizing: making engines smaller to meet ever more stringent emissions regulations and the desire for improved fuel economy. In the face of this, the responsibility for clawing back power – to satisfy the thirst for performance from both marketing types and customers – has fallentotheturbocharger,andthenaturally aspirated engine is rapidly becoming a thing of the past, like carburettors and those anti-static strips that used to hang off the back of Ford Cortinas. Of course, there’s a lot more to the engineering than simply ‘putting the
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power back’: a turbocharged engine produces power, and even more importantly torque, without lots of indulgent, fuel-slurping revs. Sadly, it’s those samerevs and uncorrupted exhaust gas ows thatgive naturally aspirated engines theircore appeal – their voice and theirresponse. The upshot has been a sense that recent naturally aspirated performance cars, from 981-generation Porsche Boxsters to Ferrari 458s, are cars to buy now. In some cases prices have risen markedly. Thesame thingappears to be happening with manual gearbox cars, too, as they face the similar prospect of extinction. Combine the twoandyouhavea powerful force in themarket – ifit’sa greatcar andhas the right badge on the nose to start with, that is. The Ferrari F430 manual is a great case in point, with such a car currently being worth an easy £20,000 more than its F1-’box equivalent. As Tony Glynn of Ferrari specialist Foskers attests, these have risen markedly in value compared with where prices were two years ago, and the same thing is affecting the 599. Rarity helps too, as ever, but it’s still amazing to reect on how cars that are still a long way from ‘classic’ status are appreciating so strongly in value. It’s still rather early to know what will happen in the Porsche market. Of course, the 911 Turbo has always been a downsized, turbocharged car in a world of extravagant supercar rivals – that’s always formed part of its appeal. However, the gen2 991 Carrera models and the new 718 Boxsters and Caymans have switched from naturally aspirated at-sixes, so it’ll be very interesting to see how they do over the coming year ortwo.Certainly,at themoment the word is that good gen1 991s and last-of-the-line 981 Boxsters and Caymans are very much in demand, with traders suggesting to us they ‘can’t get enough’ of these cars, particularly the 981s. The same phenomenon doesn’t seem to be affecting the Aston Martin V12 just yet, maybe because the new turbocharged DB11 is yet to make its way into the hands of owners. Perhaps if we revisit this market in 18 months or so, when the
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‘It’s amazing how these cars that are still a long way from “classic” status are appreciating so strongly in value’ Vantage will also be turbocharged, things will be different. Lamborghini has remained true to its naturally aspirated heritage, shunning the ‘easy’ power of twinturbo engines available elsewhere in the VW group and retaining highrevving, aurally rich powerplants. Increasingly, it’s the brand’s point-ofdifference in a crowded marketplace, which could help keep values up. Another great naturally aspirated
engine of recent years is the extraordinary ‘S85’ BMW M V10. Although something that would never get madetoday, theM5 and M6 modelsin which thisengineappeared remain rather unfashionable, with values depressed, particularly for M5 saloons. High running costs (see expert view) and an unfortunate pairing with the SMG gearbox probably don’t help. The other obvious naturally aspirated hero engine is the Honda VTEC, but outside of the original Civic and Integra Type R models, which show a healthy interest and some growth in values, there’s little to suggest a general movement. S2000s remain good value for money, and while t he origin al NSX has increa sed hugely in price of late, its core appeal is spread across not just its engine, but also its image, styling, usability and gearbox.
summary Savvy buyers are well aware that supplyis one ofthe key inuencersin anymarket, andif naturally aspirated enginesare tobe a thing ofthepast, it stands toreasonthatwhat you canno longer buywill be in greaterdemand: just look at prices of Land Rover Defenders now they’ve nally gone out of production. While turbocharging technology will develop further with time, the most memorable naturally aspirated engines will always hold a special allure to car enthusiasts, so expect themto be valuedaccordingly. However, as our examples show, simply having a great naturally aspirated engine does notnecessarily make a car a good investment – the whole package needs to appeal, so choosecarefully.
ANALYSIS
FOUR TO BUY
FERRARI 599 GTB HGTE £14 9,8 50
Thisstealth-spec599from2008hasjust 9100milesontheclock.It’sgottheF1gearbox ratherthanthemanual,butthere’sstillthat stunning611bhp6-litreV12,whilethiscaralso benetsfromtheHGTEHandlingPackage. BRAMLEY.COM
PORSCHE CAYMAN GTS £6 2,9 95
Clockwise fromle:
AstonMartin’s 5.9-litre V12;Ferrari458’s4.5 V8; V10-engined E60M5; 981 Boxster thelastwitha atsix; Honda VTECsought aerin someapplications; BMW’sS85V10inanM6
Thisgorgeous2015GTSisaperfectexample ofwhybuyersmightbetemptedbythelast oftheoldCaymansoveranewat-four718 version.Finishedin GuardsRed,this8000milecarisonetokeep. ALEXANDERSPRESTIGE.CO.UK
EXPERT VIEW FERRARI F430 F1 £10 4,9 90
DANIEL PARKER
TONY GLYNN
JOHN McGURK
RAIKKU
vvsuk.co.uk 01580 714597
foskers.com 01474 874555
mcgurk.com 01926 691000
waffzuff.co.uk 07534 659055
‘We’re getting lots of requests for Ferrari 458s – they’ve gone up in value – and a good customer of ours recently bought a new Ferrari F12: he thinks it’s a good buy because the next one is likely to be a hybrid. Murciélagos are the same. The connoisseurs, the purists, they love the engines in these cars. A new 911 Turbo S is an amazing car, but it doesn’t have sound . We’ve had customers replace their Cayenne V8 S with the new turbo V6 and find they miss the roar of the old c ar.’
‘We’ve seen very strong interest in cars like the 458 – the last of the naturally aspirated V8 Ferraris. The fact they’re not turbocharged is driving the market. A 2013 458 Spider will fetch the same today as it did two years ago, and we can’t get enough 599s – we sold three in three weeks recently. Customers say they don’t like the sound of the 488, but I think in the new market people will always want the latest Ferrari, just because it’s exactly that – the latest Ferrari.’
‘We’ve not had customers asking specifically for naturally aspirated V8s and V12s because they don’t like the idea of the twin-turbo Aston DB11. Having driven that car, it’s amazing, anyway. A manual Vantage V12 is always a desirable car, and at £80,000 looks very good value at the moment compared with the DBS, which has been performing very strongly of late. There are more Vantage V12s on the market at the moment, which has something to do with it.’
‘BMW’s S85 V10 is a brilliant engine, but the problem is the accountants had the final say on what materials were used, such as the throttle actuators. The worst problem is the rod bearings: the clearance is too tight and the oil too thick, so cold-start wear is high. With any V10 I’d set aside £5000 just in case. Porsche’s Mezger engine is way more reliable. The only real failure is the “rattle of death” from the chain tensioners, but it’s fairly simple to rectif y.’
Atypicallow-mileage(14,000miles)F430, withadesirablespec:RossoScuderiaonthe outside,two-tonegreyand blackinterior,plus carbonbreraceseats,thecarbondriving zone,ceramicbrakesandScuderiashields. VVS.CO.UK
ASTON MARTIN V12 VANTAGE £8 6,9 50
It’saFireRedV12Vantagemanual–what’s nottolike?This20,100-milecarisagood exampleofthatrecipe.Insidethere’sblack leatherwithredstitching,anupgradedhi- andlightweightsportsseats. NICHOLASMEE.CO.UK
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by Adam Towler
L TH OU GH T H E N OT I ON O F A naturally aspirated V10 in a luxury saloon car seems faintly absurd in this era, that’s exactly what you get with the previous-generation Audi S8. In fact, without turbochargers, the S8 wasn’t quite as rapid as it first appears on paper, but it’s nevertheless a pleasing device and an effortlessly quick wayto cover miles in comfort. The X350/X358-gen supercharged Jaguar XJR is great value, and these aluminium-bodied cars
always struck a fine balance between limousine comfort and incisive handling, even if the olde worlde styling won’t appeal to everyone. Finally, if youwant to betruly decadent,it’s hard to beat a sub-£20,000S65 AMG.With over 600bhp on tap, these really were the plutocrat’s limo of true excess, although the depreciation must have hurt anyone who actually handed over their own money. Buy a bad one and it’ll be your wallet that’s hurting,so shop with care.
AUDI S8 V10 (D3)
JAGUAR XJR (X350)
MERCEDES S65 AMG (W221)
SPECIFICATIONS
SPECIFICATIONS
SPECIFICATIONS
USED RIVALS: SUPER SALOONS
Engine
V10, 5204cc
Engine
V8, 4196cc, supercharged
Engine
V12, 5980cc, twin-turbo
Power
444bhp @ 7000rpm
Power
394bhp @ 6100rpm
Power
604bhp @ 4750rpm
Torque
398lb ft @ 3500rpm
Torque
399lb ft @ 3500rpm
Torque
737lb ft @ 2000-4000rpm
Weight
1940kg (232bhp/ton)
Weight
1665kg (240bhp/ton)
Weight
2260kg (272bhp/ton)
0-62mph
5.1sec (claimed)
0-60mph
5.9sec (claimed)
0-62mph
4.4sec (claimed)
Top speed
155mph (limited)
Top speed
155mph (limited)
Top speed
155mph (limited)
On sale
2006-2010
On sale
2004-2009
On sale
2005-2013
evo rating
evo rating
evo rating
EXAMPLE
2008 £15,995
EXAMPLE
2006 £13,950
EXAMPLE
2007 £21,950
AndyHallCars
Parkway MotorGroup
FTCLeasing
Thisblack,58-plateS8has travelled95,000miles and all wereallyknow,other thanits essentialspec,isthatit’sa‘very tidycar’–accordingtothe vendor,of course.
Greatvalue fromthebig Jag as always.This 06-plateXJR is blackwith blackleatherinterior andtheusualhighspec. 63,000milesdown,witha completeservice history.
Finishedin unusual Andorite Grey, thislong-wheelbaseS65 has59,000milesontheclock andhasjusthadamajorservice, including belts.It alsocomes witha 12-monthwarranty.
BUYING ADVICE
BUYING ADVICE
BUYING ADVICE
‘Theyhaveno realAchilles’heel:tyres areexpensive,and be careful ifit hasceramics– afrontdiscis£3000compared with a steelone at£190.Theengine ischeapertomaintain comparedwitha V10withturbos, butit doeshaveto beremovedfromthe carforeven smalljobs:a lambda sensor is £160,but thelabour is£1200. Thereareno real problemswith thesuspension– thefrontgas struts are £1800but it’s rare forthem togo wrong. We’vechanged a coupleofPASpumps,andinletmanifolds– thesecan breakup internallyand be swallowedby theengine.Like all FSIenginestheysufferfrom carbon build-up, soa £900 de-coke givesgoodresults. Overall,incredible value.’
‘Theygetthroughsuspensionbushes,andalotofthem can’tbe replacedontheirown:the wholearmhas tobe changed.Some peopletakethe rose jointsout and fit polybushes,butthey’renotas rigidand notasgoodfor thecarin myview.Alsowatch outfortheairstrutsfailing. We’re startingto seeissueswith theBrembocalipers, whichcan seize,but otherwisethe brakes aregood.The gearboxes aresupposedlysealed forlife,but weservice them with newoilandthe sump andfilterassembly. The 4.2-litreengineis robust and majorissuesarerare.We tune quitea lotofthem:up to475bhpeasily,and600bhp+with a newsupercharger. Forgetthe year; goon condition.’
‘It’s verycommonforthese tohave a faultycoil-pack,and mostof thetimeboth willgodownat thesametime.Total costto replacea pair is£3500.Itcan behardtoknowthe carhasa fault,as it’s onlywhenit’spushedhardthatit will startmisfiring.The intercooler pumpis anothercommon fault. It requiresspecialistequipmentto bleedthe system, andeven somemaindealersdon’townit.Thepumpsare only£200,but itneedstobe done right.Ifthere’s a problem withthe ABCsuspensionit’s £1500to replacea front strut and£1200forarear,whilethepumpis£600plussixor seven hourstofit. Discsand padsare veryexpensive,too. However, theenginesand gearboxes arevery strong.’
Martin Adams, unit20.com
Tom Lenthall, tomlenthall.co.uk
Andy Willis, eurocharged.com
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BUYING JOURNEY CALLUM TAYLOR An
evo
reader’s evolution from
2004 1st
Fiat Punto 1.2 (2002)
‘I fitted Abarth HGT skirts, bigger wheels, the “compulsory” K&N induction kit, and uprated Eibach suspension. Not fast, but looked fantastic.’
hatchback to supercar 2007 3rd
BMW Z4 2.5si (2007)
2006 2nd
‘I couldn’t stretch to the 3.0, so searched for the more powerful of the 2.5si. Handling not always predictable, but I developed as a driver.’
‘I really wanted a Clio 182, but couldn’t afford the insurance. The ST’s engine lacked torque, but it had a decent chassis. Started to crave rear-wheel drive.’
2009 4th
BMW 135i (2009)
‘After reading about this one in e vo I started doing man-maths. The performance was addictive. Overshadowed by the brilliant 1M.’
2013
What else? Callum Taylor’s ascent through the ranks of evo -style cars has been rapid, his first wheels a traditional example of budget hatchback motoring modified for looks but insurance-friendly. Within three years he’d switched to rear-drive with the BMW Z4 coupe, before adopting something with real firepower in the form of the BMW 135i. That gave way to a Porsche Boxster, which impressed but felt slightly toothless after the BMW. His only disappointment has been the big Maserati, but we know the feeling: it ought to be entertaining yet isn’t. He’s currently enjoying an Audi R8 manual. These midengined supercars are incredibly good value at the moment, and a terrific car as well.
126
5th
Ford Fiesta ST (2006)
Porsche Boxster (981) (2012)
‘My father owned a 986 Boxster when I was at school, and I’d always fancied one. Great handling. Sadly it lacked the grunt of the 135i.’
What next? ‘I’m enjoying my R8 at the moment, but I may try to move to V10 power further down the line, if I can make the numbers work. My head tells me that a later R8 V10 would be the one to go for, whilst my heart pulls me in the direction of an early Gallardo LP560. If I could have ju st on e ca r fo r t he family it would have to be an F80 M3 – with three pedals!’
2014 6th
Maserati Ghibli (2014)
‘Needed four doors, wanted to keep things fun. Alas… The Ghibli felt under-engineered and numb; it was replaced by a Volvo V60 CC.’
2015 7th
Audi R8 V8 (2010)
‘I’ve always loved the R8’s design and Dickie Meaden’s long-term reports on the R8 sealed it. The perfect blend of modern and analogue.’
evo tip It’s hard to resist the appeal of the raging bull, but then again any V10 is something special…
Buying guide O
NE HUNDRED AND NINETY-SEVEN BHP barely raises an eyebrow these days, but back in 2001 this was proper hardcore. ‘The specification suggests the Type R is about as focused a front-drive machine as there has ever been,’ we declared in ouroriginal Driven review (evo 035). The bald stats – 0-62mph in a claimed 6.8sec, top speed 146mph – were impressive but not exceptional. As ever with Type R Hondas, it was the way t he Civ ic delivered its performance that was special, the 2-litre i-VTEC engine providing an extra kick at around 6000rpm, with peak power at 7400rpm, matched to a wonderfully snickety six-speed manual gearbox.
HONDA CIVIC TYPE R (EP3) 2001-2005 Just £2000 could get you behind the wheel of one of these high-revving, hard-wearing Japanese hot hatchbacks by Peter Tomalin
Market
B U Y IN G G U I D E
chEckpoinTs EnginE Maz Christofi at Honda tuning specialist Hond-R.com loves the EP3. ‘Brilliant cars,’ he says. ‘Best way to get into a hot hatch. Cheap, reliable, easy to fix, plethora of parts available. You go to any t rackday, there’s an EP3 there, because they’re cheap, reliable fun.’ So what do you need to look out for? ‘Regular servicing,’ says Maz. ‘And monitoring how much oil it burns, because revving them hard will inevitably cause engine wear.’ So frequent oil checks are essential – if you’re
130
buying privately, check the owner knows this. ‘Properly maintained, the engine is incredibly strong,’ says Maz. ‘We’re running a supercharged EP2 with 437bhp, standard internals. Phenomenal. ‘The only issue we see is with chains and tensioners. There’s no rhyme or reason to when they go. We’ve seen them fail at 80,000 miles, others go on to 150,000. It’s around a £650 job for genuine Honda parts and labour. Once that’s done, they go on forever. We look after cars that have done 180,000 miles and more. If you’re
buying one with around 100k and it hasn’t had the chain done, for peace of mind budget an extra £650 and fit a chain, then you’re going to have hasslefree motoring.’ If the car feels like it wants to stall when it’s warm, that typically means the idle control valve needs adjusting – a simple fix. A light tappety sound from the engine usually simply means the valve clearances need adjusting – part of the big, 72k service.
Transmission The gearchange can be obstructive – it’s
quite common to get a crunch from the gearbox when changing into second, especially when the ’box is cold. So try to drive the car before it’s been warmed up. And check for a heavy clutch, too – a sign that it’s on the way out. If the car’s had a limited-slip differential fitted by a reputable specialist, that’s a big tick. ‘It’s the best modification that you can have done to an EP3, for fast road driving and trackdays,’ says Maz. If you want to add one later, various options are available, starting from around £750 fitted.
suspEnsion, sTEEring, brakEs Steering-rack problems are a known issue, particularly on prefacelift cars, though many were replaced under warranty. ‘They start creaking and they don’t self-centre,’ says Maz. A replacement from Honda is around the four-figure mark, so find a used rack from a facelifted car and have that fitted. The suspension’s robust, but the alloys are quite prone to corrosion, so check them carefully. Honda replacements are £250 a corner.
body, inTErior, ElEcTrics ‘The build quality on these isn’t quite what it was on pre-2000 Hondas. You can tell the accountants were involved,’ says Maz. That said, though some of the materials look and feel a bit cheaper, they’re holding up well. Check for any signs of accident repairs, but note that differences in paint between the bumpers and the bodywork are not uncommon and don’t necessarily mean the car’s had a respray. Ensure the electrics all work, including the air con, if fitted.
information sPecification (2004MY) Engine
In-line 4-cyl, 1998cc
Max power
197bhp @ 7400rpm
Max torque
145lb ft @ 5900rpm
Transmission
Six-speed manual, frontwheel drive
Weight
1204kg
Power-toweight
166bhp/ton
0-62mph
6.6sec (claimed)
Top speed
146mph (claimed)
Price new
£16,013 (2004)
Parts Prices Prices from Hond- R.com. Tyre price from blackcircles.com. All prices include VAT but exclude fitting charges.
Underneath, the structure was beefed-up, the suspension lowered and stiffened. The mini-MPV looks that earned this CTR its ‘breadvan’ nickname weren’t universally admired, though the subtle bodykit, Recaro-style bucket seats, thin-spoked 17inchalloysand sprinklingof Type R graphicsupped the want-one factor. In fact, in our initial Driven (evo 035, September 2001) we were a little lukewarm about the new hot Honda, Richard Meaden declaring t hat the chassis ‘lacked sparkle’. Truth was, we were still in awe of the DC2 Integra Type R, one of the all-time greats, and the Swindon-built Civic wasn’t quite in that league. But at £15,995 it was conspicuously good value and was soon attracting a strong following. Even better was to come with the facelifted version i ntroduced at the end of 2003. The styling tweaks, which included triple projector headlamps, a new front spoiler and a larger H badge on the grille, wereonlypart ofthe story. A lighter ywheel and clutch assembly improved throttle response, while stiffer mounts for steering and suspension, recalibrated springs, dampersand anti-roll barsand a new variable-ratio steeringrack all helped sharpen the handling. The 0-62mphdash was cut to 6.6sec. A couple of special editions to be aware of: the pre-facelift 30th Anniversary (celebrating the Civic’s 30th birthday) and the post-facelift run-out Premier Edition. Both came with some tasty extra kit, including genuine Recaros, air con as standard and a Momo steering wheel. You might also come across JDM cars. These featured uprated engine internals,freer breathing,differentgear ratiosand a limited-slip diff, along with the Recaros and Momo, butthey’rerare and hence a chunk more money. The EP3 CTR has sustained a strong following – there’s a vibrant tuning and trackday scene and a supportive online community – with good reason:
Tyres (each)
£103.33 (Bridgestone Potenza RE050A)
Front pads (set)
£45 (OEM), £120 (upgrade)
Front discs (pair)
£110 (OEM), £190 (upgrade)
Set of coilovers
from £730
Clutch kit
£240 (OEM), £375 (upgrade)
Exhaust (cat back)
£450 (OEM), upgrade from £600
Spark plugs (set)
£70
servicing Every 12,000 miles or 12 months, whichever is sooner. Prices from Hond-R.com in cluding VAT. Oil change
£86
Major service (72k miles)
£490
UsefUL contacts
what to pay
Forums, advice, events
civictype-r.co.uk type-r-owners.co.uk
You occasionally see EP3 CTRs for as little as £1500, but £2000 is realistic starting money for a standard(ish) early car with high miles in tidy condition. £2500-3500 brings well-loved examples within range, including some facelift cars, though the best of these are £3.5k-4.5k. Most sought-after of the early cars is the 30th Anniversary edition. Expect to pay at least £4000 for a good example. Most highly prized of all is the postfacelift Premier Edition, currently £4500-plus, with the very best commanding c£6k or even more.
specialists
hond-r.com cplracing.co.uk abpmotorsport.co.uk vtecdirect.com cars For sale
pistonheads.com classicandperformancecar.com
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B U Y IN G G U I D E
WHAT WE SAID
HOT HATCH GROUP TEST, APRIL 2004
‘I BOUGHT ONE’ KRIS McCLOY
‘I’ve owned my 2006 CTR for nine months now, though in fact it has been in the family for more than five years. It was my mother’s car before – she agreed to part-exchange it for my 2008 FN2 Type R GT when I needed some cash for the purchase of my first home! In fact, when I was a teenager I made sure I sealed the underside, as I reckoned I would probably end up with it at some point! It’s a late-2006 run-out Premier Edition, so it’s got all the good bits. ‘The gearchange was a bit obstructive when I first got the car, but a new OEM clutch and 2 litres of MTF-3 transmission fluid soon had it feeling good as new. The K20 powerplant mated to that slick, close-ratio sixspeeder still excite to this day.
Coming from the FN2, the EP3 feels very analogue in its power delivery, with an obvious power surge in VTEC, although it will happily pootle around at 30mph in sixth. ‘I’ve covered 6000 miles so far, taking the total to 72,000. Running costs are reasonable in performance car terms. I average 28-30mpg but I have seen 35-38mpg on long journeys. Tax is relatively hefty at £303 a year and, being in my mid-20s, regular insurance companies weren’t willing to quote, which led me to a specialist insurer. ‘It really is a great all-rounder. Handling-wise, the front end feels agile and the rear lively, which contributes towards an Integra Type R
DC2 kind of balance. The pedals are nicely weighted and the steering, while not go-kart-like in feel, is more than acceptable and a positive improvement over the 2001-2003 model. It’s a car you could track on Sunday and commute to work in on Monday, which is a credit to Honda’s engineering. ‘What next? Having got a taste of track driving at Croft and Knockhill, I’ve acquired a rebuilt gearbox complete with the almost-obligatory limitedslip differential.’
‘Great attention has been paid to the things you touch. Highlights include a deliciously tactile steering wheel, along with a cool metal gearknob and supersupportive front seats. Twist the key and the engine catches with a distant, slightly tinny note. You can sense there’s zero inertia. This engine was built to rev. ‘Much has been written about the legendary VTEC kick as the cams switch to the second set of lobes, but in the CTR it’s less pronounced. It still happens as the needle passes 6000rpm, but now with more mid-range torque there’s a gradual transition rather than the old-school jolt. While that means some of the magic has gone, it also means the CTR has more low- and mid-range meat to work with, which makes a big difference exiting tight corners. It’s still a high-workrate car, though, requiring you to keep it above 6000rpm to really get the best from it. ‘Numb to the point of general anaesthesia, the CTR’s steering also has a disconcerting stickiness. I can only assume Honda engineered this trait to absorb any flurries of torque steer. A good limited-slip differential would sort it out…’ – e vo 0 66
RIVALS RENAULT SPORT CLIO Plenty of choice here. £2500 gets you a tidy 182, while £3500 buys a 182 Cup or maybe a 1 97. If you want the purest hit, though, it has to be a 182 Trophy for £5k-6k.
IN THE CLASSIFIEDS 2003 (53) CIVIC TYPE R
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MINI COOPER S (R53) £2500-4000 gives you heaps of firstgen supercharged Cooper Ss to choose from. With a more modest 161bhp, they’re not as quick as a CTR, but they’re still a lot of fun.
VW GOLF GTI (Mk5) £3500 and upwards brings the Mk5 GTI onto the radar, with a CTR-matching 197bhp, a very decent chassis, and lots of grown-up Golf-style goodness. £5k buys a really tidy one.
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exprt viw TomKeys,ferrAri-servicing.com ‘Mechanically these are very strong. Engine and gearbox issues are rare but the operating systems linked to the E-diff and the F1 system can occasionally give trouble, although it’s usually easily rectified. Exhaust manifolds are known to crack and in extreme circumstances could cause engine damage. Numerous
model FoCUS: FeRRARI F430 Maranello melded performance and usability with the F430, and you can even get it with a manual g e a r b o x ! by
Ada Tw
he F430 is arguably the First modn, m-mk F. i’ c no xc d o md fo, on cod d v d wo . i w o pon w ‘jno’ F ook off no pfomnc op, offn n 500p nd pc o mc, c n n uK fo ond £117,000. t -nw 4.3- nn (fndmn d w M) w cn-dvn, o -cn mnnnc m of od V8 F w n of p. Ov, w ood nw n m of nd n nn co, o wo xp () . t fo vn of F430: n nd spd (o 483p, nd vn n 2004 nd 2007 pcv), p 430 scd nd oo scd spd 16M conp (o 503p, nd ncn n 2007 nd 2009 pcv). ton gnn Fok : ‘i’ ock ’v
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135
on p n v o oon – 18 p cn n wo . t on mn-ox c – pop pcv m o mn F, nd ood o v n o com. t scd nd 16M v on, oo. yo cn xpc o p ond £95,000 fo 15,000-m spd w F1 ’ox, w cop pp £5000 . a mn c wod o nd £110,000, w scd £200,000 nd 16M £275,000. t coco mk wn -10,000-m c cn’ dvn. up o 20,000-m c cn d, ov 30,000 ’ q -off n v. a scd w m mo n – wod nd o kp on-m.’ if o of pn £200,000-p fo scd o cn’ dv ond d, o’ nd n pc of o xmp. W’v n 42,000-m scd pcd ow £130,000 n ofc F d. sc c m no pp o nvo, ’ n o o, ovd nd – ov – dvn.
solutions exist, such as fitting aftermarket manifolds or having them “rebuilt” with thicker-gauge steel to prevent future issues. ‘Servicing is relatively cheap. The 430 is chain-driven so no cambelts. An annual service costs £600 and a major is £1320 here at Keys Motorsport. ‘Ball-joints are a common failing point. Signs of this are rattling from the suspension over bumpy and uneven ground. We fit upgraded, Hill Engineering ball-joints and shields as they are superior quality and actually cheaper than the Ferrari part. Budget approximately £300 to supply and fit each individual ball joint – there are eight on the car in total. ‘F430s came with either carbonceramic or steel brakes. Steel-equipped cars are friendlier on the wallet; budget £14,400 to replace ceramic discs and pads, if fitting genuine parts.’
AlAsTAir gill, fosKers.com ‘The thing is to make sure you get the right example in the first place. From there, maintenance is key: stick to the service schedule, as this will pay dividends in the long run. These cars must always be kept on battery conditioners – the electronics will kill a battery within two weeks. Jump-starting is a major no as this can lead to serious electrical issues with blowing ECUs. ‘Clutch replacement is a grey area. It all depends on how the car has been used and if it’s an F1 or a manual. The cost to replace a clutch assembly on either works out at approximately £3600. F1 pumps are sometimes an issue, but sadly on the 430 there is no cheaper alternative – unlike on the 360 – as it has a different pump that also supplies the E-diff. ‘The suspension ball-joints, front track rod ends and also the rear suspension tie bars are weak points. The other key issue is the exhaust manifolds. These were prone to breaking up and blowing, which if left and continually driven could result in serious engine issues. Most of them have been replaced now, but if they need renewing this can be very costly as the manifolds alone are around £2400 per side.’
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There’sbeen a resurgencein thepopularity of wooden toysrecently. However, thisrace car transporter– along with two’60s-styleracers – isalmosttoogood togiveto thekids.It hasa beautifullysimple aesthetic that’d work equallywellin your garageor oce.A matchingwooden racetrack (€63.50) is alsoavailable.
Like theSparcoImolaswe featureda fewmonths back,here’s a shoe that’s greatfor drivingin but doesn’tmakeyou looklikeyou’velostyoursingleseater. A meshlining,an articial leatherouter and a curvedheelmakethem comfortable inthe car. Othercolours arealso available.
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B M W i 8 / / V O L K S W A G E N G O L F G T I C L U B S P O R T E D I T I O N 4 0 / / J A G U A R F - T Y P E R C O U P E A W D / / M c L A R E N P1 // M E R C E D E S - A M G C63 S COUPE// P E U G E O T 308 GTi 270 BY PS // B M W E46 M3 //
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NEW ARRIVAL
BMW i8 Always intriguing, but never a group-test winner, will a longterm test show BMW’s £104,000 hybrid coupe at its best?
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BMW i8
LIFEIS FULLOF L contrasts, and contrasts don’tget muchbigger than walking away fromsix months of RS6 Performance custodianship and into a BMWi8.From597bhp, 4 litres, eight cylinders and two turbos to 1.5 litres, three cylinders, 262bhp and one 95bhpelectric motor. Drive stillgoesto allfourwheels, butwith theBMWhavingtwo fewergearsto shue, that is where thesimilarities begin and end. Forthenextsix monthsthe
ferocious acceleration of theAudi willbe replaced by thesereneand all-but-silent thrust of BMW’s carbon-core hybrid coupe. Beyond that, I’mnot sure exactlywhat to expect at thismoment, but I’d like toseesomesemblanceof thei8 beinga proper sportscoupeanda benet of ditching somecylinders and lugging somesuper-sizedAA batteries around. evo’s i8hasa numberof questions to answer betweennow andthesummer. Isit a sportscar?
Isit a revolutionof thebreedand the rst tasteof what wecan expect in thefuture? Can it entertain and delight? Willit reour imaginations andplay a part ingreat drives? Canit deliveron thethrillof driving? Previousdrivesof i8shave come close to delivering an answer to someof those questions. But only close. Few ofus at evo have walked away froman i8 regaling others withtales of epicjourneys and drivesneverto beerasedfromthe memory.Noneof ushas feltit has evergot underour skinnor become thedefaultanswerto thequestion: ‘Which sports coupeshouldI buy?’ Over thecoming months and many miles we willhave theopportunity to discoverif BMW’s hybrid coupeis the real dealor a style(and technology) over substancemachine. What exactlyare we running, then? There’s onlyone i8 trimlevel and it costs £104,540basic.BMW’s generous press oce, however, hasadded £12,065 oftoysto our car.There’s £1700 for carbonbre interior trim, £1150 for W-spoke alloy wheels (still 20 inches in diameter), ‘ComfortAccess’ at £795, £85for eDrive exterior sound(need to work that oneout), £95 for an internet connection, £895 for a Harman/ Kardon stereoupgradeand £1850 for a CarpoCarum Grey interior. Andthenthere isthe £5495 ofPost ProductionApplied Special Paint, whichrequired theremoval of allthe body panels to have themrepainted in Twilight Purple Pearl beforebeing retted. It’s a process currently available onlyin theUK. First impressionsare light, as I tookcustodyof thei8 just seven days beforetyping this, so it’s still alla bitnew. Thewifeis goingto complainabout thelack of luggage/ shoppingspace and I’mgoing to need to remember to charge the batteriesto makethemostof the i8’sabilities.Butit’sgoing tobe an intriguing journey, nonetheless. L Stuart Gallagher (@stuartg917) Dateacquired November2016 Totalmileage 5550 Mileagethismonth 3947 Coststhismonth £0 mpgthismonth 38.1
146 www.evo.co.uk
NEW ARRIVAL
VW Golf GTI Clubsport Edition 40 It’s a Golf GTI that’s been specifically tailored for people like us – and now we have one on our fleet HAS THERE EVERBEEN a more exciting time for hot hatches? There’s a LeonCuprawithwhatfeelslikein excessof 300bhp,a four-wheeldriveFocusRS with a dri mode, a turbocharged CivicTypeR witha fabulously unnecessary complement of aero add-ons, and,of course,the RenaultSport Mégane,recently retired but still utterlysublime. And let’snot forget thesmaller hatches: Peugeot nally ndingitsmojoagainwiththe 208 GTi,and Ford’sFiesta ST hopping into thedesirability spotrecently vacatedby the RSClio. Amongst allof this, however, it has beenrather easyto overlook thegoodol’ Golf GTI.Witha mere 217bhp,or 227bhp withthe optional PerformancePack, it’s been looking a bit tameof late. Thankfully, Volkswagen hasn’t rested on its laurelsof being thedefaultchoice forthe averagepunter looking for a smart, quickhatchback; it has also produced notonebut twomodels forthose ofus wholike ourhot hatchesa little bit morespecial. Themost specialof thoseis, of course,the 306bhp GolfGTI ClubsportS, which nished an astonishingsecond place in our recent Carof theYeartest– just aheadof a McLaren570S, a Honda NSXandanAudiR8V10(evo 229). Sadly, withjust 150examples coming to theUK, it’s alreadysold out.That leavesthe Clubsport Edition40, which is still available – albeit onlyuntil the‘Mk7.2’ Golfgoes on sale inthe spring. Ithas 286bhp on overboost and,unlikethe S, has rear seats. It’s alsoavailable
H
VW GolfGTI Clubsport Edition40
with ve doorsand a DSGgearbox, ifyou sodesire. When wetestedthe Edition40 onUK roadsforthe rst time lastmonth, we labelled it ‘the bestdrivers’ GTIyou can buy’. So I’m rather chued tonow be running oneon ourFast Fleet.Our car has ve doors,butnotDSG– my thinkingis that you mightas well have a manual ’box wherever you still can. TheClubsport Edition40 kit includes an electronically controlled mechanicallimited-slip dierential, lowered and retuned suspension, a newfront bumper, a ratherlarge (byVW standards) roofspoiler,and somestripes that mimic those which
‘When we tested the Edition 40 last month we labelled it “the best drivers’ GTI you can buy”’ Dateacquired October2016 Totalmileage 3568 Mileagethis month 1132 Coststhismonth £0 mpgthismonth 28.8
adorned theanksof theMk1Golf GTI.In basic formyou’re looking at £31,590 withve doors(£30,935 with three), whichis justover £3000 more than you’dpayfor a basicGolf GTI andon a parwithrivalsfromHonda and Ford. Ourcar also hasa healthy smatteringof options,namely Oryx White paint (£985),a driver assistancepackage (including lane assist and sidescan, and costing £960), DiscoverPro Navigation (£1325), 19-inch ‘Brescia’ alloy wheels (£595,and aninchlargerthanthe standard items), tinted rear glass (£95), rear sideairbags(£280) and
a tracker (£536).This little lottakes thetotalto £36,366. First impressions? Well, it’s a Golf, so of course it’s a brilliantlyeasy thing tolivewith. Theextrapower is mostdenitelywelcome, and while theClubsport doesn’tperhaps feel aswild assome ofitsrivals – not leastthe Civic,an exampleof which I ran asa long-termer before the Golf– the VWhasitsown, more composedstrengths. Justthe kind that come tothe fore inthe midst of a grubbyUK winter, infact,as I hope theClubsport willdemonstrate over thecoming months. L Ian Eveleigh www.evo.co.uk
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END OF TERM
Jaguar F-type R Coupe AWD It’s safeguarded Jag’s reputation for building cars of character, but would you want to live with it?
OCCASIONALLY,IF I’VE got a lotof travellingto do,I’ll buya JackReacher novel. I knowthey’renot Dickensor Booker Prize-winning, but by golly they’re page-turners and immensely enjoyable ifyou like a good yarn; easy topickup, hard toput down and something of a guilty pleasure. Sometimes you don’t wantthe best, youwantto satisfy a craving fora story,and LeeChild provides. The motoringequivalent?Well, thepolished brilliance of a 911 Carreramaymakeit thecarthat winsgroup tests, but I wouldn’t blameyou ifit wasthebombastic noise, stunninglooks and accessible oversteer ofan F-type R youwere drawn towardsin a showroom. No, theride isn’t asgood,neither are the
O
148 www.evo.co.uk
gearboxand steering, and yes,it is rather heavy,but there is something irresistible and approachable about itscharms. Itmakes youfeel good – JethroBovingdon saidas muchwhen theR went up against theMercedesAMGGTin evo 227. To that extent, I wouldplump forthe rear-driven version. Aer nearlya yearwith the extrapairof driveshas I can certainly appreciate thedynamicbenetsof all-wheel drive, thecar feelingquicker and muchmore stable (especially in thewet). With542bhpand 501lb, theAWD F-type will stillslide ifyou commit tocornerswitha bitof conviction, working thefront tyres hard on thewayin sothatthe rears will swingunderpower. Butgoneis thelow-hangingdynamicfruit of
theRWD car, theeasilyaccessible low-speed quarter-turn of opposite lock onthe exitof a tightcorner or roundabout, instigatedalmost wheneveryou feel like it withonly a prodof theaccelerator. I missed that,becausewhileit mightnotbe particularlysophisticated or quick, it isalotoffun. Apartfrom a switch to rear-wheel drive, I don’tthink there ismuch else, ifanything, thatI would have changed aboutOE65KKP – which, incidentally, cost£104,200from a baseprice of £91,660, thanks in no smallpartto the tment ofcarbonceramicbrakesat £7400. Theshape of theF-typeCoupe is so intrinsically rightthatit looksgoodin anycolour, but Rhodium Silver (£700) really did make it lookvery specialindeed.
TheDesign Pack (£395),which replaces thechromebits withgloss black,was theicing onthe cake. Everywhere theR went it turned heads,and notjusttheheads ofcar enthusiasts.Most revealing was walking backto itin a carpark: safe in theknowledge that theywere staring at a car without someone inside,you’dsee people almost circling it in infatuation.I don’t blame them.I found ithardnot totake photos of it constantly. Ifyou turned themall the wayup to level three,the heatedbuckets were like sitting nearan openre. I’ve never beensure aboutheated steering wheels, but on an early winter morning or aer cleaning carsin a freezing Welshlay-by, it wasa nice luxury. Itmight seem
Jaguar F-type R CoupeAWD
‘There is something irresistible and approachable about the Jaguar F-type R’s charms’
oddto draw a parallel, butthere was something comforting about theraucous noise ofthe exhaust whenyou startedthe supercharged V8, too. Perhaps it triggered a small pulse of warmingadrenalin– particularly on theearly mornings where youknew it would have disturbed theslumbers of thevillage, including those in thechurchyard. The tick-tock of the indicators soundedlikea grandfatherclockin a hallway, while thewarningchimes were equallyrened. Apart from oneoccasion where it thoughtit wasin a Discovery andtriedto take me green-laning, thesatnavwas jolly good, too. Fuel economy was predictably poor andthe extended side skirts pickedup dirtquicker than a schoolboy’s knees. Andto endthis
paragraphof prosand cons,I was surprised by howmuch youcouldlug around in theboot. Unlike theFiestaST thatI had beforethe Jag, the R isn’t a car that youdrivehard allthe time. Shortshiingand enjoyingthe torquewas oen alla journeyrequired.But if ever youneededa pick-me-up to improveyour moodthen holding on toa gear,feeling themonstrous pace squeeze youinto theseat-back and then listening tothe crack from theexhauston theupshiwas wonderfully accessible. A 911 Turbo maybe even quicker,but where the Porscheis clinically impressive, the Jagis engagingly ebullient.Which brings usbackto thestart ofthis end-of-term report. L Henry Catchpole
Above: dive into the drivingmode settings andyouhad control of theengine, chassis, gearbox and steering maps. Topandfarle: exteriorhad style in abundance
Dateacquired January2016 Durationoftest 10months Total testmileage 11,266 Overallmpg 25.9 Costs £819.52four tyres Purchaseprice £104,200 Valuetoday £65,000-75,000
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NEW ARRIVAL
Mercedes-AMG C63 S Coupe AMG’s latest supercoupe arrives on the fleet. Will it be good enough to justify its big price?
INMORETHAN20 YEARS I inthisjob I’venever run a Mercedeslong-termer. Thiscould account forwhy I’ve never considered myselfa ‘Merc Man’.That said,the arrival ofthisAMG C63S Coupemight force me to reappraise that opinion, for on theevidence of our rstfew weeks together I feelverymuchalignedwith Aalterbach’s freshestexport. First, thenumbers. Were youto specan identical car to thisyou’d need£82,875. That’sto say£68,710 forthebaseC63 S, then just over £14,000 for theoptions, which include keyless go, a panoramic sunroof and a 13-speaker Burmester soundsystem (allpart of the£2595 Premium Package), carbon-ceramic brakes(£4285), 19-inch front and 20-inch rear wheels (up from19s all-round and costing£1735), and the AMG Driver’s Package(£765), more on which ina moment. 150 www.evo.co.uk
Giventhiscar isa rivalfor the £57,065 BMWM4, that’sa chunky amount of money,but personally I’ve longfelt AMG’s take on themidsize two-door rocketship is a league above theM-car.Mostlybecauseof whatsits beneaththe bonnet. Stung a twin-turbo 4-litreV8 into theC-classyieldsspectacular results. ThisBenz has 503bhp and 516lb atits disposal. With the AMG Driver’s Pack its top-speed limit has beenraised from155mphto 180mph, andif youcan get itsrear tyresto hook-up withthe tarmac, it’ll nail 0-62mphin lessthan fourseconds. That seems ample to me. TheC63S revelsin its hot-rod role. Push thestarter button and thewhole carpulseswiththe throb of theV8, exhausts gurglingand burblingexuberantly – especially if youpress theexhaust button and openthe silencers a bit.There’s evena hint ofturbinewhistlefrom
the turboson a cold start. Your neighbours might not agree, but it’s a great way tostarttheday. As you’dexpect,there’sa tonof technology to broaden thecar’s operating range. You can congure the engine, seven-speed automatic gearbox, chassis and exhaustvia theDynamicSelectsettings. It’s a bitlaboriousat rst,but youcan curateall yourfavouritesettings in theIndividual modeto speed things up.Temptingthough it is to crank everything to Sport+,it’sgood to discover someshadesof grey,so fornowI’mmixing andmatching to nd my optimumblend of attitude, responseand comfort. First impressions are dominated by thesheer performanceon tap. This isa trulyda/epic carto have daily access to.One that underlines pleasure is notalwaysdependent on unleashing everything youhave at yourdisposal. Sometimes it’s as
‘First impressions are dominated by the sheer performance on tap. This is a truly epic car to have daily access to’
Mercedes-AMG C63S Coupe
McLaren P1
McLaren P1 Our hypercar has been remarkably problem-free, despite its complexity I’VE JUST DROPPED theP1 oforits rst annual service.This is the third time ithas beenbacktothe McLaren servicecentresinceI took delivery,the rsttime being for an indicator that cameloose, the secondfor a manufacturer’s recall toreplace thefront bonnetlatch. Becausethe carhad itsbrain updated immediatelyprior to delivery there have notbeen any further soware updates, andfor a carof this complexity thefact that theonly twoissuesto emerge inyearonewereboth minorand mechanical is hugelyimpressive. Indeed, my experience withthe P1 has reinforcedmy personal policy of asking forlatebuild-slots on limited-edition cars. While I’veyetto put anybig miles on thecar,through a number of regularshorter drives I am getting much morecomfortable
I
behindthe wheel. While the McLaren DNAis patentin theP1, once you begin topush itthe caris clearlythe wildchildin thefamily. Boththe 12C and650S are much more linear and progressive. Put yourfootdown ina 650Sandit will y, butit allhappenswitha much smoother progression.Do the sameinaP1andyouseemtojump fromone- tove- toten-tenths. TheP1 seems todefyphysics and compress time. Luckilythe low, short bonnet coupledwith the largewindscreen makeplacing the caron theroad very easy. While traction is immense, on a concrete road with anymoisture it disappearsquickly if youare not careful withyour right foot. Years with anF40havetaughtme tobe quitesensitive about twitchy back ends, andon twooccasionsnow thisexperience has come in handy. Sowhere inthe 650SI usuallyput thetraction andgearbox settings
Below: ondry surfaces
traction is supreme, but oneven slightlydamp roadsthe P1’s 903bhp and monumentaltorque make ita trickybeast
‘While the McLaren DNA is patent in the P1, the car is clearly the wild child in the family’ into Sport, which allows forsome fun, inthe P1the calibrationof the systemsmeans that, on theroad at least, both arele safely in Normal. Withno knownissuesfor the P1,the service shouldbe fairly straightforward.Looking at the work order, themajority of thecost is labour, as they gothrough each of thecar’ssystems in detailas well as changingall theuids.Can’t wait forthecartobeback. L Secret Supercar Owner (@SupercarOwner)
Dateacquired July2015 Totalmileage 505 Mileagethismonth 35 Coststhismonth $2358service mpgthismonth 16
good knowingwhat youhave in reserve, andthe C63S has plenty. Handling-wise,at low speeds therear axleis continuallyunder something of an onslaught from the V8’s abundanttorque. Pulling steadily outof T-junctions youfeel thefat rear tyres and limited-slip dinibbleand chunteras they try tokeep things ona tightleash.It’s notsomethingyou feel once your speed builds, but ithints ata car that might bea bit spikyon damp winter roads.For now, though, I’mjust enjoyingthe combination of compact coupe andkick-ass engine.What a cracking car. L Richard Meaden (@DickieMeaden) Dateacquired November2016 Totalmileage 1568 Mileagethismonth 1403 Coststhismonth £0 mpgthismonth 23.4
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END OF TERM
Vauxhall VXR8 GTS This car is the last of its kind, but what a way to bow out
WHENILOOKBACKONMY W time withthe VXR8, it’s nearly always witha smile. Okay,so whenan overdra warning pinged through onmy phoneI might have ruedthe 18.1mpg, but even whenthe children were eating gruel andmy wife wasdarningsocks,I reckonit was probablyworth it. TheVXR8 GTSisn’tperfect byany stretchof theimagination, but it’s unique, big-heartedand almost impossible not to love (unless you’re Dickie Meaden,who hates it). I wanted to run this hugeVauxhall because it representsthe end of anera fortheincrediblelineof V8powered,rear-drivesaloons built in Australia. Ford no longer builds theFalconand nowtheHolden Commodore – on whichthiscar 152 www.evo.co.uk
isbased – isdying, too.The whole Holden versusFord rivalry is like a way oflifefor carenthusiastsin Australia, so it mustfeel especially painful forhardcore fansof the V8 Supercars race series,who’ve grownup as‘Fordguys’ or‘Holden guys’.I don’t have that history but evenso it’s sadto see thisloud, lairy breed disappearfrom the motoring landscape.Other reasons? Thepracticality, of course.And the6.2-litresuperchargedV8 with 576bhpand 545lb . Whilethe £56,234 VXR8 GTS isa dinosaurscavengingfor fuelunder thedark cloudof a meteorstrike, it’snotat allcrude andcertainly doesn’trequire great sacriceto livewith. In fact, it’s unbelievably comfortable, riding on sophisticated
magnetorheological dampers,and it features torquevectoring by braking, multipledrivingmodes for various situationsand has allthe toys you couldimagine. It’ll even parkitself. Fitted withthe optionalsix-speed automatic gearboxit covers ground like nothing else, loping along at big speeds withthe engine turning slowly and theso but supportive seats vanishing away themiles. Three-upback fromthe Nürburgring with a boot full ofcamera gear, it was almost serene. Journeyslike that were a pretty regularpart oflifefor ourGTS– back andforth tothe Ring a coupleof times, supporting shoots at Spa, trawling across to Wales seemingly everymonth – andit really didexcel in those situations. Moreusually
itwas tripsto the airport, the odd schoolrun andblastsintotheoce. evo moved in thesummer, and the newcommutewas fantastic from myplace.About25 minutesof desertedand widecountryroads withsome wicked crestingcorners and even a banked,Karussell-style le through a tunnel oftrees.At full tiltthe sheer performance theVXR8 GTS deployed for thisjourney was actuallyprettystunning. It was easy to forget theV8’sextreme power output whendrivingeven quite quickly, as theslightly monotone engine note could lead you to change up at little morethan 4000rpm. But ifyou held outto thelimiteryou got a manic supercharger noise to enjoy and truly eye-poppingacceleration. Itwas only when you tried touse
Vauxhall VXR8 GTS
Above: alongside its manyancestorsat Vauxhall’sHeritage Centre in Luton. Right: thebigVaux wasa true delight on thelimit,dancing onthe line betweengripand slip with thepoise ofa far lighter car
that 576bhp that you appreciated thefull magic ofthe chassis, too. The car alwaysfelt surprisingly balanced and composed– although short, sharp bumps could getit dgeting and feelingslightlyout of phase with thesurface – butit waswith the stability control o that youcould enjoy its full repertoire.Despite expectations,it wasnot a monster dri machine. There wastoo much gripand traction toslidearound at lowspeed. However,it always feltvery rear-driven andwhen you committed early tothe throttle you could feel therear tyres take the strain, thebalance justteetering on theedge ofoversteer. Inthe dryit wasa sensationalfeeling andthe car never feltunruly.In the wet,it was better toleavethe traction control
‘At full tilt the sheer performance the VXR8 GTS deployed was actually pretty stunning’
verymuch on,though. Aer many thousands of miles I feltI wasstilllearning the VXR8. I tendedto skipTour andSport modes and head straightto Performance, enablingthe torque vectoring.On smoother roads you could even useTrack mode pretty comfortablyto reallytie down any oatoverundulations. I alwaysused thepaddles: I justcan’tcope with fullyautomatic drivingunless I’m stuck in trac,and thegearbox was pretty fastand rarelyfrustrated me bynot actioning a downshi request. In fact, thewhole carfelt nicelyintuitiveand in tunewith your inputs. TheVXR8 GTS wasa great car forall occasions, then: vastand comfortable,wickedly fast and
slightly irresponsible, and even surprisingly composed and enjoyable on track,with terricbrake and steering feel on thelimit.The interior wasrelatively crummy, andsome peoplecouldn’t cope withthe image, butI wassorry toseeit go. Bothfrom mydrivewayand thewiderworld. Life is allthe brighter and more enjoyable with a VXR8 GTSfor company.This ora new M3? Nocontest. L Jethro Bovingdon
Dateacquired June2016 Durationoftest 6months Totaltest mileage 8922 Overallmpg 18.1 Costs £0 Purchaseprice £56,234 Valuetoday £50,000
www.evo.co.uk
153
BMW 2002 Turbo No, Will Beaumont hasn’t built himself a 2002 Turbo replica, he’s borrowed the real thing. Here’s why IN CASEYOU MISSED I it,BMW celebrated its centenary in 2016. Something that’smore likelyto have passed you byis thatit wasalso50 years since the2002arrived. Ideally I wouldhavejoined thecelebrations inmy ownexample,but it’sstill languishing in my conservatory, unnished. So insteadI asked BMW UKif I couldborrowits precious2002 Turbo. Muchto my delight,instead ofbeinglaughed othe phone,the answer was yes. InthedaysIhadthecarItookitto beincluded inan aerialshotwitha group of other 02sarranged to form a ‘50’. Then itwas over tothe annual BMW show at theBritish Motor Museum at Gaydon where thecar wonbest2002 Turbo inshow(itwas the only 2002 Turboin show). But allthis was nothing compared
‘The 2002 Turbo’s reputation for being an animal that’ll spit you o the road has been slightly over-egged’
withbeing backbehindthe wheel ofan 02again. AllTurbos are lehand drive, butthethinpillarsand swathesof blackvinylmade itan otherwisefamiliar environment. I was under strict instructions from BMWnotto perform a dynamic test ofthe Turbo,but I couldn’t help butsamplethe full ’70sturbo experience. Above 4500rpmis where allthe action happens – there’s a surge as theturbocharger kicks in and the revs go berserk.Evenso, theTurbo’s reputationfor being an animal that’ll spit youo theroad hasbeen slightlyover-egged.Actually, as the
boostarrives like clockwork, youcan be surprisinglyaccurate withthe car. OK,thereisn’tmuch grip, but even withthosebig bolt-on wheelarches it’s still a small car, so there’s plentyof room on theroad tocarve whichever lineyou like. TheTurbois a more civilisedcar thanminewas before I took ito the road– more ofan autobahn cruiser – butI wasfar fromdisappointed aermeetingwhatis oneof my automotiveheroes. TheTurbois fun, butI’mgladthat mycar, when it’s nished,will be muchfeistier. L Will Beaumont (@WillBeaumont) Peugeot 308GTi 270 by Peugeot Sport
Peugeot 308 GTI 270 by PS Our 308 continues to split opinion, but we think we’ve found a middle ground
154 www.evo.co.uk
I HAD A LONGDISCUSSION I withroad test editorDan Prosser aboutthe 308GTi recently. He’d justreturnedfrom a twin-testbetween it and theGolf GTI(evo 229),and while it sounded like thePeugeot hadbeen themore enjoyable car, he declared that he preferredthe Golffor its all-round ability. Others on the evo team hadexpressed a preferencefor thePeugeot, though, soI began to wonder whichI wouldfavour. Having nowlived with the308for a month, I’msidingwith Dan.That’s notto denigrate thePeugeot.Not in theslightest.The factthat we were talking aboutthe narrowest margins – thatthe victory inthispairing comes downto personalpreference ratherthan consensus – is proof
that Peugeot Sporthas taken a major step up. Like Dan,I love the308’s agility and alertness – it genuinely does echo thespirit andverve ofa 205 GTI. Indeed, oneof thepleasures ofthe 308 GTi isthatyoutendto seek out interesting roads, thengo througha psychologicalrollingup-of-the-sleeves ritualto prepare forplaytime. And playful it is.With thenose planted, youcan agitate somemobility fromthe rear with thethrottle.Likewise, youcan lean onthe diextremelyhard,and with the suspension settledfore-and-a generate startling corner-exit pace. Thedrawbackis that this isall relianton thefront end hooking into a corner. Andnow that theroadsare gettinggreasyand thestandard-
t MichelinPilot Super Sportsare approaching 11,000milesold, you can easily overwhelm thefront axle with too much throttle. Infact, if you’rereally clumsy the308 willskip a car’s width across theroad. OverallI’ve enjoyedmy brief stint with the308. I lovethatPeugeot Sport hasgiven ita uniquecharacter ina classlargelymade up ofcars built fromthe sameingredients, and it should be applaudedfor building a carthat ismorethana dynamic equalto theGolfGTI. L Nick Trott Dateacquired July2016 Totalmileage 10,678 Mileagethismonth 2011 Coststhismonth £0 mpgthismonth 35.5
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Skoda OctaviaEstatevRS 230
NEW ARRIVAL
Skoda Octavia Estate vRS 230 ’s staff photographer gets a new workhorse in the form of a stealthy Skoda estate evo
Dateacquired November2016 Totalmileage 1024 Mileagethismonth 965 Coststhismonth £0 mpgthismonth 34.2
156 www.evo.co.uk
WEWON’T DENY IT: WE W do like a goodhot-hatchbased estatederivative here at evo. It’s why wehavea Focus ST on our long-term eet (see opposite) and also why we’renow running this – a Skoda Octavia Estate vRS 230, in a particularlyfetching shade called Black Magic. Ofcourse,the realmagicof this breed ofcar liesin itsabilityto meld deceptive pace with reliability, comfort,low running costsand a large enough dose offun totie itall together. To thisend, we’ve opted for thesix-speed manual ’boxinstead ofthe DSG, whichhad a habitof trippingover itself in thedieselvRS we previouslyran (and rated highly). Thenumerical elementof this car’s namesignies a 10bhp increase over thestandard OctaviavRS. So here the2-litre turbo in-line four makes227bhp at 4700-6200rpm and 258lb at 1500-4600rpm, whichis enough fora 0-62mph time of6.8 seconds(justhalfa second behind a GolfGTI ClubsportEdition
‘Cars like this meld deceptive pace with reliability, comfort, low running costs and a dose of fun’ 40) anda top speedof 153mph. Thirst is rated at 44mpg. The230 alsogets an electronically controlled limited-slip dierential. It’sthesameone you’ll ndin the GolfGTI PerformancePack,and alongwitha new (andaurallyvery pleasing) sports exhaustand the tickledECU, it accountsfor thebulk of the230’s£1690 premiumover the regular vRS. TheEstatevRS 230is £27,800 basic,which seems a good deal as themodel is generouslyequipped as standard. It gets 19-inch wheels wrapped with225-sectiontyres,bixenon headlights and LEDtailights,
and gloss-blackexterior trim for thefull sleeperlook. Handsome? Surprisingly so. Within thedistinctlyGerman cabinyou get meatysportsseats,a touchscreen satnav, DAB radio, dualzoneclimatecontrol, cruise control and even a driver-fatigue sensor for whatI’m hoping willbe eortless motorway schlepsto and fromfarung photographic locations. The optionalextraswe’vegone for include thepanoramic sunroof (£1150), Canton sound system (£500), rear-view parking camera (£300)and that lovely paint (£360). The boxfor Dynamic Chassis Control (£850) has alsobeen ticked because theabilityto soen orrm up the suspension and alter thesteering weight through severalmodes is key to thiscar’sall-round appeal. The total cost? £32,120. Sounds like a lot, andit’s a wedgeof cash more than ournewFord. It’sgoing to be interesting nding out which car represents the breed’s best. L Aston Parrott (@AstonParrott)
Ford Focus ST Estate
NEW ARRIVAL
Ford Focus ST Estate What’s that coming over the hill? Yup, it’s another ST Estate, but this one drinks from the correct fuel pump
NO, YOUR EYESAREN’T N deceiving you.We may have justsaid goodbye toa FocusST Estate (evo 229), but that hasn’t stoppedus welcoming another oneonto oureet.In fact, thiswillbe the third ST Estate we’ve runin recent years(we alsoran a prefaceliversion in 2013-14). It perhapsspeaksvolumesof thetalented Fordthat thisis the case.Rapid,fun, practical and comfortable,it’s an all-rounder that’sideallysuited to lifeat evo. As a workhorse, it’s got a lot going forit: it’s spaciousbut nottoobig, it’sable to make light workof longjourneys, andit’s not likelyto becomea wheezingpinprick in therear-view mirror of more exotic machinery when itneeds torun inconvoy with them. It’s perfect forphotographers and videographers, then, who don’t like lagging behind and whose ‘essential’ kitseemsto growwith everyphotoshootwe goon, whilethe rest ofus will want theST forfamily holidaysor carrying bicyclesand dogs andthelike.
So what exactlyhavewe got this time? Well, we haven’t replaced like with like.Our outgoing STwas of thedieselvariety, meaning 182bhp, 295lb of torqueand 0-62mph in 8.3seconds. Ournewone ispetrolpowered, whichchangesthose gures to247bhp, 265lb and6.5 seconds.As youwould expect, the ocial Combinedmpg gure falls from67.3 to 41.5 (althoughfrom past experience we’re anticipating just under 30mpg, comparedwith the mid-40swe gotfrom thediesel), while theCO2 emissions gure rises, from110 to 159g/km. Spec-wise, we’ve gonefor a toplevel ST-3again. Thiscosts £27,900 basic comparedwith theboggo ST-1’s £24,050 and addsa bunchof kit,including an 8-inch touchscreen DABsystem, bi-xenon headlights, red brake calipers,rear parking sensors, eight-way adjustableheated leather Recaro seats,a quick-clearing heated windscreen, electrically heatedand folding mirrors, dual-zone climate control, automatic headlightsand rain-sensitivewipers.
‘It’s not likely to become a wheezing pinprick in the rearview mirror of more exotic machinery’
Dateacquired November2016 Total mileage 2231 Mileagethismonth 1996 Coststhismonth £0 mpgthismonth 27.9
To thiswe’vealso added Deep Impact Bluepaint (£525),rear privacyglass (£225),19-inchblack alloy wheels (up an inchfrom standardand adding £575), Ford’s almost hypnoticpop-out door-edge protectors (£85), a rear-view camera (£250), blind-spotwarnings (£525), theDriver Assistance Pack (including lane-departure warnings, trac-sign recognition and auto high-beam, all for£450),and a ‘Premium’upgrade forthe infotainmentsystem, which addssatnav and tenSony speakers, including a subwoofer (also £450). Altogether, that takes theprice ofour ST Estate up to£30,985 – or just £265 shy of a basic Focus RS. ‘Madness!’ youmay cry, but in the realworld, wherea carhas towork hardfor a livingand things such as ridecomfort, running costs and the ability to easily carrystepladders, bikes and animalsare important, things aren’tquiteso black and white. As I’m sureour STwillprove overthe coming months. L Will Beaumont
(@WillBeaumont)
www.evo.co.uk
157
BMW E46 M3
BMW E46 M3 END OF TERM
Our web editor is off, and despite the expense and heartache of The Berlin Fiasco, he’s taking his M-car with him
‘IT’S ALIVE!’ THAT WAS I thetext message I’d been waiting a long time to receive fromErgenMotorsport in Southampton. Atlastmy M3was up and running again. It hadn’t been easyestablishing whatexactly had gonewrong when thecarbecame nothing more than a large silverornament during a trip to Germanymany months ago.Starting theenginewouldcause therevs to are,but thenit woulddie.Hooking thecarup toa diagnosticsreader wouldshowa wholerange offaults that seemedto follow veryfew patterns. Fewpatterns exceptfor one,that is:VANOS. Things hadsmelled a bit fruity under fullthrottle fora while, which I should’ve known wasa hint that thesystem, which controlsthe E46 M3’s variablevalvetiming,was on itsway out.With allother (cheaper!) possiblecauseseliminated, theguys at Ergen Motorsport made thecall to rebuildthe system,and that rebuild is whatultimately broughtthe car backto life. Upon collecting it, therst thingI did was gofora properrunon some B-roads.It now revs even cleaner than before andhas lost that nasty fuelsmellunder fullthrottle,which suggests theengine is a lothappier. As amI. Monthswithoutthe 158 www.evo.co.uk
‘The M3 was always fast enough, loud enough and grippy enough to provide excitement whenever required’ carhad mewelland trulymissing it, whilethatmomentit waslied onto a atbed inGermanyhadme thinkingI might never experienceits unique thrillsagain. However, no sooner has my E46 been repaired than itwillbe disappearingfrom these pages. No, I haven’t sold it– atthe moment I don’tfeellike I everwill– butI have le evo, and thatmeans myM3 has lewith me. So,how havemy rst ten months withthe car been? Well, I’ve already built up someunforgettable memories– andnot all ofthemare accompaniedby large bills!It feels as ifthe E46 hasbeeneverywhere. Itspent a week inBerlin,didlapson theNürburgring,droveme around Hackneyand tookme tonorth Wales. It has always been fast
enough, loudenough and grippy enough to provide excitement whenever required, but it can also chewthroughmotorwaymiles without issue. Given howmuch the car initially cost– £12,500 – it’s been unbelievable value for money. Asfor actuallyrunningan E46 M3, theengineis whatmakesit special. The338bhp 3.2-litre in-linesixcylinderhas a supercar-like redline (8000rpm), and with the Eventuri carbonbreintake and Supersprint exhaustI’ve hadtted to mine, it sounds justbrilliant,too. Thenthereare thebrakes… The standardsetupis pretty shocking comparedwith those on more modern cars,but theAlconsI have upgradedto aretruly sublime. They’re unbelievably powerful (and expensive) and stopthe car feeling bigand bulky. I would alsolikea faster steering rack, as thiswould make thecar feel more nimble still, though perhapsthis desire wouldn’t bethere ifI hadn’tbecome used
to driving newer stuwhile at evo. I also wish the E46 wasn’t sorustprone, butyoucan’thave itall. Thedenition of ‘TheThrillof Driving’ varies fromindividualto individual. Somemight enjoy timeon track, others blasting a cardowna B-road,but forme it’s always been aboutthe adventure and freedom that driving provides. And having a car likethe E46M3 inwhichto experiencethat freedomjust adds to theenjoyment. Ultimately,if youwant an aordable performancecar withan enginea little bitmore specialthana 2-litre turbo, theE46 is theone. L Hunter Skipworth Dateacquired February 2016 Durationoftest 10months Totaltestmileage 4338 Overallmpg 23.0 Costs £744intake £1972 exhaust £5071 brakes £1200VANOSrebuild
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Remember,if yourlocal newsagentdoesn’t stock evo,justaskthemto orderitforyou The editors and publishers of this magazine give no warranties, guarantees or assurances and make no representations regarding any goods or services advertised in this edition.
the knoWledge make & model
. o n e u s s i
Abar th 595 Competizione Abarth 695 Biposto Alfa Ro meo G iulietta QV A lf a Ro me o Gi ul ie tt a Cl ov er le af Audi S1 Audi A1 quattro Audi S3 Aud i RS 3 Spo rtb ac k Audi S3 Audi RS3 Sportback BMW 125i M Sport BMW M135i BMW 130i M Spor t Citroën Saxo VTS Citroën AX GT Citroën DS3 1.6 THP Citroën DS3 Racing DS 3 Performance Fiat Panda 100HP Ford Fiesta ST Ford Fiesta ST Mountune Ford Fiesta ST200 Ford Fiesta Zetec S Ford Fiesta ST Ford Focus ST TDCi Estate Ford Focus ST Ford Focus ST Mountune Ford Focus ST F or d Fo cus R S (Mk 3) Ford Focus RS (Mk2) F or d Fo cus R S5 00 ( Mk 2) Ford Focus RS (Mk1) Ford Escort RS Cosworth Ford Puma 1.7 Ford Racing Puma Honda Civic Type R H on da Ci vi c Ty pe R ( FN2) H on da C iv ic T yp e R Ch am p’s hi p Wh ite H on da Ci vi c Ty pe R ( EP3) Kia Proceed GT Lancia Delta Integrale Mazda 2 1.5 Sport Mazda 3 MPS Mercedes-AMG A45 M er ce de s- Ben z A45 A MG Mini Cooper (F56) Mini Cooper S (F56) M in i Joh n Coo pe r Wor ks (F 56) M in i Jo hn C oo pe r Wo rk s Ch al le ng e (F 56) M in i Jo hn C oo pe r Wo rk s Co up e (R5 8) Mini Cooper (R56) Mini Cooper S (R56) Mini Cooper SD (R56) M in i Jo hn C oo pe r Wo rk s (R 56) M in i Jo hn C oo per Wor ks G P (R5 6) Mini Cooper S (R53) Mini Cooper S Works GP (R53) Nissan Juke Nismo RS Peugeot 106 Rallye (Series 2) Peugeot 106 Rallye (Series 1) Peugeot 208 GTi Peu geot 208 G Ti by Pe uge ot Spo rt P eu ge ot 3 08 G Ti 2 50 b y Pe ug eo t Sp or t
196 D 205 R 199 D 14 4 D 211 R 181 R 188 R 221 R 106 R 156 R 176 D 212 R 106 R 020 R 195 R 142 R 153 D 222 D 132 R 207 R 213 R 225 R 123 D 075 D 219 D 207 R 187 D 119 R 229 R 195 R 181 R 207 R 157 R 095 R 128 R 227 R 102 R 12 6 D 07 5 R 217 D 194 R 132 R 137 R 221 R 19 4 R 194 D 196 D 211 R 2 24 R 1 64 R 185 F 149 R 158 D 1 84 R 19 5 R 07 7 R 144 R 208 D 095 R 184 R 225 R 2 23 R
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£19,090 £33,055 £28, 330 ’ 10 -’ 14 £25,595 ’13 £31,230 £ 40,7 95 ’06-’12 ’11-’12 £27,060 £32,010 ’05 -’10 ’97-’03 ’87-’92 ’10-’15 ’11-’12 £20,495 ’ 06-’11 £17,545 £18,144 £ 22,745 ’08-’13 ’05-’08 £23,295 £22,745 £23,940 ’05-’10 £31, 250 ’09 -’11 ’ 10 -’ 11 ’02-’03 ’92-’96 ’97-’02 ’00-’01 £ 30,000 ’07-’ 11 ’ 09 -’ 10 ’01- ’05 £20,205 ’88-’93 £15,995 ’06-’13 £39,995 ’ 12-’ 15 £ 15,485 £18,840 £2 3,05 0 £ 32, 00 0 ’ 11 -’ 15 ’09-’14 ’06-’14 ’11-’14 ’ 08 -’ 14 ’ 13-’ 14 ’02-’06 ’06 £21,995 ’97-’98 ’94-’96 £18,895 £ 21,9 95 £ 26 ,8 55
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158/5500 170/3000 1035kg 187/5500 1 84/3000 997kg 237/5750 251/2000 1 320k g 2 32 /5 50 0 2 51 /19 00 13 20 kg 228/6000 273/1600 1315kg 253/6000 258/2500 1420kg 296/5500 280/1800 1395kg 362/ 550 0 343/ 1625 1 520 kg 261/6000 258/2500 1455kg 335/5400 332/1600 1 575kg 2 18/5000 228/1350 1420kg 321/5800 332/1300 1430kg 261/6650 232/2750 1450kg 120/6600 107/5200 9 35kg 85/6400 86/4000 722kg 154/6000 177/1400 1240kg 204/6000 203/2000 1240kg 205/6000 221/3000 1 175kg 99/6000 97/4250 975kg 197/5700 214/2500 1088kg 212/6000 236/2750 1088kg 2 12/6000 236/2500 1088kg 118/6000 112/4050 1045kg 148/6000 140/4500 1137kg 182/3500 295/2000 1 488kg 247/5500 265/2000 1362kg 27 1/5500 295/2750 1362kg 222/6000 236/1600 1392kg 345 /6000 347/ 2000 1524k g 300/6500 324/2300 1467kg 345 /6000 339/25 00 1467 kg 212/5500 2 29/3500 1278kg 224/6250 224/3500 1 275kg 123/6300 116/4500 1041kg 153/ 7000 119/4500 1 174kg 306/6500 295/2500 1378kg 198/ 7800 1 42 /5 600 1 267 kg 1 98 /7 80 0 1 42 /5 60 0 12 67 kg 1 97/ 740 0 145 /5 90 0 1204k g 201/6000 195/1500 1359kg 2 07/5750 220/3500 1300kg 102/6000 101/4000 1030kg 256/5500 280/3000 1385kg 376/6000 350/2250 1480kg 35 5/6000 332 /2250 1480k g 1 34/4500 162/1250 1085kg 1 89/4700 206/1250 1160kg 228/ 5200 236/ 125 0 1200 kg 2 28/ 52 00 2 36 /1 25 0 12 15 kg 2 08 /6 00 0 2 06 /2 00 0 1 17 5k g 120/6000 118/4250 1075kg 181/5500 1 77/ 1600 1140kg 1 41/4000 225/1750 1150kg 2 08 /6 00 0 20 6/ 20 00 1 16 0k g 215 /6000 20 6/200 0 1 160k g 168/6000 155/4000 1 140kg 2 15/7 100 184/4600 1090kg 215/6000 2 06/3600 1315kg 103/6200 97/3500 865kg 100/ 7200 80/5400 826kg 197/5800 203/1700 1160kg 205/ 580 0 2 21 /17 50 1185 kg 24 6/6 00 0 243 /1 90 0 12 05 kg
t h g i e W
= newentrythis month.* = greyimport.Entries initalics are forcarsno longeronsale.Issueno. is forour mostrecent majortest ofthecar(D = Driven,R =Roadtest orgroup test,F = Feature, FF= FastFleet).Call 08448440039 toorder a back issue. Price is on-the-road includingVATand deliverycharges.Engine is thecar’smain motor only– additional hybrid tech isn’t shown.Weight is thecar’skerb weightas quoted bythe manufacturer.bhp/ton is thepower-to-weightratiobasedon manufacturer’s kerbweight. 0-60mph and 0-100mph figuresin boldare independentlyrecorded, allother performancefigures are manufacturers’ claims. CO2g/km is theofficialEC figureand ECmpg is theofficial‘Combined’ figureor equivalent.
n o t / P h b
155 191 182 17 9 176 181 216 242 183 216 156 228 183 130 120 126 167 177 103 184 1 98 198 115 132 124 184 202 162 230 208 2 39 1 69 179 120 1 32 2 26 158 1 58 166 143 162 107 188 258 24 4 125 166 193 19 1 1 80 113 161 125 1 82 188 1 43 200 166 121 123 173 176 20 7
h P m 0 6 0
h P m 0 0 1 0
7.4 5.9 6.0 6 .8 5.8 5.7
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5.2 6 .1
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22.6
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6 .7
14.2 12.7 14.9 -
4 .7 5.9 5.6 5.9
6.2
1 6. 8
1 2. 4
8. 6
27.6
7 .8
2 3. 2
5.4
1 2. 4
6.8
17.5
6 .6
-
6.8
16.9
7.3 5.7 10.4
-
6.3
1 4. 5
3.9
-
4.3
1 0. 6
7.9 6.8 6. 3 6 .3 6 .3 9.1
-
7.0
8.0 7 .2
1 6. 7
6 .3
-
7.8
19.9
6.5 7 .0 8.8 10.6
-
6.8
17.9
6 .5 6 .2
-
h P m x a m
m k / g 2 o c
130 143 151 15 0 155 152 1 55 155 1 55 155 155 155 155 127 110 133 146 143 115 1 37 140 143 120 129 135 154 154+ 1 50 165 1 63 1 65 143 137 122 137 167 1 46 1 46 146 150 137 117 1 55 155 15 5 130 146 15 3 1 52 1 49 126 142 134 1 48 150 135 149 137 121 118 1 43 143 1 55
155 43.5 + Spiritedengine,still looksgreat - Favoursfun overfinesse + Engineeredlikea trueAbarth product - Desirableextrasmakethisa £50kcitycar 162 4 0. 3 + Still looksgood,and nowit’sgot the4C’sengine - Pricey, andit hasmore rewardingrivals 1 77 37. 2 + Showssignsof deeptalent… - …butshouldbe moreexciting 162 40.4 + Compliantand engagingchassis;quick, too - Looksdull withoutoptions 199 32.8 + Polished253bhpall-wheel-driveA1 - Just19forUK, PorscheCaymanprice 162 40.4 + Lotsofgripandone ofthebest-soundingfour-potturbos - Stilla littletooclinical 189 34.9 + Addictivefive-cylindernoise; monsterpace - Chassisnot exactlyplayful 198 33. 2 + Veryfast, veryeffective, very…err, quality - Alittletooclinical 212 3 1.0 + Above,with addedfive-potcharacter - Again,see above… 154 42.8 + Performance,price,running costs - Dullfour-potsoundtrack 188 35.3 + Powertrain,noise,chassis, price - M235ilooksnicer,and hasanLSD option 34.0 + Fantasticengine - Suspensioncanstillgeta littleboingy 34.9 + Chunky,chuckablecharger - Cancatchouttheunwary - + Makesterrificuseof85bhp - Feelslikeit’smadefrompaper 155 42.2 + AproperFrenchhothatch - Petrolheadsmight findit too‘designed’ 149 - + Faster,feistierversion ofabove - Notashardcoreas its‘Racing’tagsuggests 125 50.4 + Allthe rightingredients - Undercooked 1 54 43.5 + Mostfunperpoundonthemarket - OptionalESPcan’tbeturnedoff 138 47.9 + Chassis,price, punchyperformance - Notaspowerfulaskeyrivals 1 38 + Oneofthe bestmid-sizedhatchesmadeevenbetter - Badgesnobbery 1 40 46.3 + Massivefun - Mountuneversionoffersthesamepowerforconsiderablyless 134 48.7 + Genuinelyentertainingsupermini - Grownup comparedto Twingo/Swift 38.2 + Greatlooks, decentbrakes - Disappointing chassis,gutless engine 110 67.3 + Performancenotsacrificedatthealterof economy - Getsraggedwhenreallypushed 159 41.5 + Excellentengine - Scrappywhen pushed 169 + Greatvalue upgrade- Steeringstillnot asfeelsomeas thatof somerivals 2 24 3 0. 4 + Value,performance,integrity - Bigengine compromiseshandling 17 5 36.7 + Torque-vectoring4WDbrings newsensations tohot hatchsector - Needsto bedrivenhard 22 5 30. 5 + Hugeperformance, highlycapable FWDchassis - Bodycontrol is occasionallyclumsy 225 - + Morepowerand presencethanregularMk2RS - Pricey - + Somearegreat - Someareawful(somakesureyoudriveplenty) - + TheultimateEssex hothatch - Unmodifiedonesarerare, andgettingpricey… 38.2 + Revvy engine,sparklingchassis, bargainused prices - Rustyrear arches 34.7 + Exclusivity - ThestandardPumadoesitso well 170 38.7 + Greaton smoothroads- TurboenginenotasspecialasoldNA units;stylingabit‘busy’ 2 15 31.0 + Looksgreat, VTECmore accessible - Steeringlacksfeel, inertbalance 3 1. 0 + Limited-slipdiff a welcomeaddition - It’snotavailableon thestandardcar 31.7 + Potentandgreat value - ‘Breadvan’looks divideopinion, duffsteering 170 38.2 + Funand appealingpackage - Soft-edgedcompared torivals 23.9 + Oneofthe finestcarseverbuilt - Demandslove,LHDonly 135 48.7 + Funandfunky - Feelstinnyaftera Mini 2 24 2 9. 4 + Quick,eagerand verygoodvalue - Thesteering’siffy 162 40.9 + Tremendouslyfast - Butnota truegreat 161 40.9 + Blisteringlyquickeverywhere - Notasrewardingas someslowerrivals 105 62.8 + Punchythree-cylinderengine, goodchassis - Tubbystyling 133 4 9.6 + StillhasthatMiniDNA - Expensivewith options;naffdash displays 1 55 42. 2 + Fast,agile, nimble - Chassislacks sparklefound inprevious JCWs 1 55 42 .2 + AmorehardcoreJCW,honedwithhelpfrom evo! - Just100beingbuilt 1 65 39 .8 + TheusualraucousMiniJCWexperience - Butwith aquestionable ‘helmet’roof… 127 52.3 + Brilliantrideandcomposure;couldbe alltheMiniyouneed - You’llstillbuythe‘S’ 136 48.7 + Newengine, Miniquality - Frontendnot quiteas directas theoldcar’s 114 65.7 + AquickdieselMiniwithimpressivempg - ButnoCooperS alternative 165 39. 8 + AseriouslyrapidMini - Occasionallyjust alittle unruly 165 39. 8 + Brazenlyhyperactive - Toomuchforsomeroadsandsometastes 33.6 + Strongperformance,quality feel - Over-longgearing 32.8 + Stormingengine,agility - Tackystyling‘enhancements’ 1 65 39.2 + Quirkycharacter andbold styling - Nota matchfora pukkahot hatch 34.0 + Bargainno-frills thrills - Notasmuchfizz asoriginal1.3 35.6 + Frantic,thrashy fun - Needscaning toextract fullpotential 1 25 47.9 + Agilechassisworkswellontoughroads- Couldbemoreinvolving 125 47.9 + Themostfocusedsmallhatchonsale - Nearly£4k morethanaFiestaSTMountune 1 39 47. 1 + Avery capablehothatch…- …thatlacksthesheerexcitementofthe bestinclass
g P m c e
rating
videos! Experience the sound and fury at youtube.com/evo
evo Car of the Year 2016
33322 33332 33322 33322 33334 33334 33332 33332 33332 33332 33332 33334 33332 33334 33334 33332 33342 33342 33334 33334 33333 33333 33332 33322 33332 33332 33334 33332 33333 33333 33333 33332 33332 33334 33332 33334 33342 33332 33332 33332 33333 33342 33342 33332 33332 33332 33332 33332 33333 33332 33334 33334 33332 33334 33333 33334 33333 33342 33332 33333 33332 33333 33332
the knoWleDge ratings
3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great car
superminis & hot hatches
our choice
best of the rest
RenaultsportMégane 275. Thisgeneration of Mégane hasgot better
The VolkswagenGolfGTI ClubsportS (left)is ourfavourite hyperhatch, with thefour-wheel-drive Ford FocusRS closebehind.VW’sGolfR isalsobrilliantif you’re lookingfor somethinga littlemore mature. Of thesmaller hatches,the FiestaSTMountune justedges thePeugeot208GTi byPeugeotSport.
andbetterwithevery update,andthe275 issimplysublime.OptionalÖhlins dampersand Michelin PilotSport Cup 2 rubber(takenfrom theTrophy-R) aren’t essential,but improve thingsevenfurther.
make & moDel
P eu ge ot 3 08 G Ti 2 70 b y Pe ug eo t Sp or t Peugeot 205 GTI 1.9 Peugeot 306 GTI 6 Peugeot 306 Rallye Renaultspor tTwingo 133 R en au lt sp or t Cl io 2 00 A uto Ren au lts po rt Cl io 2 20 Tro ph y Ren aul ts po rt Cl io 20 0 Cup Renaultspor tClio 197 Cup Ren aul ts po rt Cl io 1 82 Renaultspor tClio 182 Cup R en au lt sp or t Cl io T ro ph y Ren aul ts po rt Cl io 1 72 C up Renaultspor tClio V6 255 Ren aul ts po rt Cl io V6 Renault Clio Williams Renault 5 GT Turbo Ren aul ts po rt Mé ga ne 2 75 C up -S Renaultspor tMégane Nav 275 R en au lt sp or t Mé ga ne 2 65 C up Ren aul ts po rt Mé ga ne 2 75 Tro phy R en au lt sp or t Mé ga ne 2 75 T ro ph y- R R en au lt sp or t Mé ga ne 2 50 C up R en au lt sp or t Mé ga ne d Ci 1 75 C up Renault sportMégane230F1TeamR26 R en au lt sp or t Mé ga ne R 26 .R SEAT Ibiza Cupra SEAT Ibiza Cupra SE AT L eo n Cu pr a 290 SEAT LeonCupra280 SEAT Leon Cupra SEAT Leon Cupra R SEAT Leon Cupra R 225 Skoda Fabia vRS (Mk2) Skoda Fabia vRS (Mk1) Skoda Octavia vRS (Mk3) Skod a Oc tav ia v RS 2 30 (M k3) Skoda O ctav ia v RS T DI 4x4 (M k3) Skoda Octavia vRS (Mk2) Subaru Impreza STI 330S Suzuki Swift Spor t(Mk2) Suzuki Swift Spor t(Mk1) Vauxhall Corsa VXR Vauxhall Corsa VXR Va ux ha l C or sa V XR N ’r in g/ Cl ub sp or t Vauxhall Astra VXR (Mk2) Vau xha l A str a VX R (M k1) VW Up/SEAT Mii/Skoda Citigo VW Polo GTI VW Polo GTI VW Golf GTD (Mk7) VW Golf GTI (Mk7) V W Go lf G TI C lu bs po rt E di ti on 4 0 (M k7 ) V W Go lf G TI C lu bs po rt S ( Mk7 ) VW Golf R (Mk7) VW Golf GTI (Mk6) VW Golf R(Mk6) VW Golf GTI (Mk5) VW Golf R32 (Mk5) VW Golf R32 (Mk4) VW Golf GTI 16v (Mk2) VW Golf GTI (Mk1 , 1.8) Vol vo C 30 T 5 R- De si gn
. o n e u s s i
2 29 R 195 R 020 R 095 R 175 R 1 84 R 229 D 19 5 R 115 R 066 R 187 R 20 0 R 048 R 057 R 029 R 195 R 195 R 223 D 19 5 R 212 R 2 15 R 1 39 R 1 19 R 195R 20 0 R 225 R 183 D 227 R 220R 105 R 139 R 067 R 146 D 077 R 187 D 215 D 223 D 163 R 124 R 175 R 132 R 211 R 154 R 1 64 R 207 R 102 R 17 1R 211 R 154 R 200 D 229 R 2 30 D 2 29 R 220 R 172 R 140 D 195 R 087 R 053 R 195 R 224 R 122 R
e c i r P
£ 28 ,89 0 ’ 88-’91 ’93-’01 ’98-’99 ’08-’13 £ 20 ,4 45 £ 22,425 ’09 -’1 3 ’07-’09 ’04-’ 06 ’04-’06 ’ 05 -’ 06 ’ 02-’04 ’ 03-’05 ’99 -’ 02 ’93-’96 ’ 87-’91 £ 23,935 £25,935 ’ 12 -’ 15 ’ 14-’ 15 ’ 14 -’ 15 ’ 09 -’ 12 ’ 07- ’0 9 ’07-’09 ’ 08 -’ 09 £18,100 ’ 10-’15 £ 28, 380 ’14-’15 ’ 07-’11 ’10-’12 ’ 03-’06 ’10-’14 ’04-’07 £24,230 £26, 350 £2 7, 59 0 ’05 -’13 ’08-’10 £13,999 ’05 -’11 £18,125 ’07-’14 ’ 11 -’ 13 /’ 14 £27,850 ’05 -’ 11 £8275+ £19,125 ’10-’14 £26,955 £28,515 £ 30 ,9 35 £ 33 ,9 95 £31,685 ’09 -’13 ’ 10-’13 ’04-’09 ’06-’09 ’02-’04 ’ 88-’92 ’82-’84 ’ 08 -’ 12
e c n c i / g l n y e c
4 /15 98 4/1905 4/ 1998 4/ 1998 4/ 1598 4 /1 61 8 4/ 1618 4/ 19 98 4/ 1998 4/ 19 98 4/ 1998 4 /19 98 4/ 19 98 6/2946 6/ 2946 4/ 1988 4/1397 4/ 19 98 4/ 1998 4 /19 98 4/ 19 98 4 /19 98 4 /19 98 4 /19 95 4/1998 4 /19 98 4/1798 4/1390 4/ 19 84 4/1984 4/1984 4/ 1984 4/1781 4/ 1390 4/1896 4/ 1984 4/ 19 84 4/ 19 68 4/ 1998 4/2457 4/ 1586 4/ 1586 4/1598 4/1598 4 /15 98 4/ 1998 4/ 19 98 3/999 4/1798 4/1390 4/1968 4/1984 4 /19 84 4 /1 98 4 4/1984 4/ 1984 4/1984 4/ 1984 6/3189 6/3189 4/1781 4/1781 5 /2 521
m P r / t f b l
m P r / P h b
26 6/6 00 0 130/6000 167/6500 167/6500 1 31/6750 1 9 7/6 00 0 217/6050 1 97/ 7100 1 94/ 7250 180/650 0 1 80/6500 1 80 /6 50 0 1 70/6250 251/ 7150 227/6000 148/6100 1 18/5750 27 1/ 550 0 27 1/5500 26 1/ 55 00 27 1/ 550 0 2 71 /5 50 0 247/ 55 00 1 73 /3 75 0 227/5500 2 27/ 55 00 189/4300 178/6200 286/ 59 00 276/5600 237/5700 261/6000 222/5900 178/6200 1 30/4000 217/4500 227/4700 181/ 35 00 1 97/5100 325/5400 134/6900 1 23/6800 2 02/5800 189/5850 2 02 /5 75 0 276/5500 2 37/5 600 59/5000 189/4200 178/6200 181/3500 217/4500 2 86 /5 35 0 3 06 /5 80 0 296/5500 207/5300 266/6000 197/5100 246/6300 237/6250 139/6100 112/5800 227/5 000
243 /1 90 0 119/4750 142/5500 142/5500 118/4400 1 7 7/ 17 50 20 6/200 0 159/5 40 0 158/5550 148/5 250 148/5250 14 8/ 52 50 147/5 40 0 221/4650 221 /37 50 126/4500 122/3000 265 /3000 265/3000 26 5/ 30 00 265 /3000 26 5/ 30 00 2 51 /3 00 0 26 5/ 20 00 229/3000 2 29 /3 00 0 2 36/1450 184/2000 25 8/ 170 0 258/1750 221/2200 258/2500 206/2200 184/2000 229/1900 258/1500 25 8/ 150 0 20 6/ 17 50 206/1700 3 47/3400 118/4400 109/4800 206/1900 192/1980 20 6/ 22 50 295/2500 236/ 240 0 70/3000 236/1450 184/2000 280/1750 258/1500 28 0/ 17 00 2 80 /1 85 0 280/1800 207/1700 258/2500 207/1800 236/2500 2 36/2800 124/4600 109/3500 236/ 15 00
t h g i e W
12 05 kg 910kg 1215kg 1199kg 1050kg 12 04 kg 1204k g 1 204k g 1240kg 1 110k g 1090kg 1 09 0k g 1011k g 1400kg 1335 kg 981kg 855kg 1394k g 1394kg 1 38 7k g 1376 kg 12 97 kg 1 38 7k g 1 47 0k g 1345kg 1 22 0k g 1 185kg 1259kg 1300 kg 1300kg 1375kg 1375kg 1376kg 1218kg 1315kg 1345kg 1345 kg 147 5k g 1395kg 1505kg 1045kg 1030kg 1278kg 1166kg 1 16 6k g 1475kg 1393k g 854kg 1197kg 1184kg 1302kg 1 276kg 1 30 0k g 12 85 kg 1401kg 1 318kg 1446kg 1336kg 1466kg 147 7kg 9 60kg 840kg 1347 kg
n o t / P h b
2 24 145 1 39 1 42 127 1 66 183 1 66 1 61 165 1 68 1 68 17 1 182 17 3 153 140 19 8 198 19 1 200 2 12 1 81 1 19 171 1 89 162 144 224 216 175 193 164 148 100 164 17 1 125 143 219 1 30 1 21 161 165 1 76 190 1 73 70 160 153 141 173 2 24 242 215 160 187 150 170 1 63 147 135 165
h P m 0 6 0
6 .0 7.9
h P m 0 0 1 0
h P m x a m
-
7.2
20.1
6. 9
19.2
8.6
-
6. 9
17.9
6 .6
-
6.6
16.7
6.9
-
6.6
17.5
6.5
-
6.6
17.3
6.5
17.7
5.8
-
5.8
17.0
7.6
20.8
7.3 5 .8 5.8
-
6 .4
1 4. 8
5 .8 5 .8
-
6 .1
1 4. 6
8 .3
2 3. 5
6 .2
1 6. 0
5.8
15.1
6 .7 6.9
-
6.4
1 3. 4
5.8 6.3
-
6 .1
6.9 7 .3 9 .6 6.8 6 .7 7.6 7.3 4.4 8.7 8.9 6.5 6.8 6 .5 5.9
1 4. 0
-
6.7
16.7
14.1 6.7 6.8 7.5 6.5 6 .3
-
5.8
1 2. 8
5.2
1 2. 4
6.4
1 6. 5
5.7
-
6.7
1 6. 3 16.9
5.8 6.4
7.9 8.1 6.6
17.9
1 5. 2
1 55 124 140 137 125 1 43 146 1 41 134 139 139 140 138 153 145 134 120 158 158 1 58 159 1 58 1 56 137 147 147 146 142 1 55 155 153 1 55 150 139 127 154 155 142 149 155 121 124 143 140 1 43 155 1 52 99 146 142 143 153 1 55 165 1 55 1 48 155 1 45 1 55 154 129 112 1 49
m k / g 2 o c
g P m c e
rating
1 39 47. 1 + Thrillingandengagingon smoothroads - Arealhandfulonbumpyones 36.7 + Stillscintillatingafterall theseyears - Brittlebuild quality 30.1 + Oneofthe greatGTIs - Theydon’tmakethemlikethisanymore 30.1 + Essentiallya GTI-6forlessdosh - Limitedchoiceof colours 1 50 4 3.5 + Renaultsportexperiencefor pocketmoney - OptionalCupchassisgivesbouncyride 14 4 44. 8 + Faster,morerefined, easierto drive- Wemisstherevvynat-aspengineandmanual’box 13 5 47.9 + Willingchassis - Awfulpaddleshiftgearbox 190 34. 5 + ThehotClioat itsbest - Theydon’tmakeit anymore 33.6 + Quick,polished andcapable - Notasmuchsheerfunas 182Cup 34.9 + Tookhothatchestoa newlevel - Flaweddriving position 34.9 + Fullofbeans,fantasticvalue - Sunday-marketupholstery 34.9 + Themostfunyou canhaveonthree(sometimestwo)wheels - Just500werebuilt - + Bargainold-school hothatch - Nervousin thewet,noABS 23.0 + Supercardrama withoutthe original’sedgyhandling - Uninspiredinterior 23.0 + Pocketsupercar - Mid-enginedhandlingcan betricky 26.0 + Oneofthe besthothatchesever - Canbefragile 28.4 + ClioWilliams’grand-daddy - Fewunmodifiedonesleft 174 37.7 + Cupchassis,LSD,thesameengineasthe Trophy-R- Couldbe toohardcoreforsome 174 37.7 + Amoreluxurious275 - Cupchassisis anoption 174 37.7 + Ahot hatchbenchmark - Cupholdercouldbe betterpositioned 174 37.7 + AnothercrackingTrophymodel - Stripped-outTrophy-Ris evenmore thrilling 1 74 3 7. 7 + Asabsorbingas a911 GT3RSon therightroad - Toouncompromisingfor some;pricey 19 0 34.4 + Fantasticchassis… - …partiallyobscuredby new-foundmaturity 43.5 + Adieselwitha genuinelysportychassis - Couldtake morepower - + ThecartheR26.Risbasedon - F1Teamstickersindubioustaste - + Oneofthe truehothatchheroes - Twoseats,plastic rearwindows 145 45.6 + Quick,competent,refined,and manualonly - Notexcitingenough 139 47.9 + Punchyengine,unflappableDSG - Lacksengagement,DSG only 15 6 42. 2 + Asbelow,but withanother10bhp- Asbelow 149 44.1 + Seriouspaceand agilityforGolf GTI money - TheMk7GolfR 190 34.0 + Greatengine, composure - Doesn’thaveadjustabilityofoldCupraR 19 0 34.9 + Boldcar, blindingengine - Lacksthe characterof itsrival mega-hatches 32.1 + Cross-countrypace,practicality,value - Notasthrillingas some 148 45.6 + Wellpriced,wellmade,withgreatengineandDSG‘box - Dullsteering 55.4 + Fascinatinglyfun andfrugal hothatch - Alittleshortonsteeringfeel 142 45.6 + Quick,agile,roomierthanaGolf - Rideis harshforwhatcouldbea familycar 142 45 .6 + Limited-slipdiffmakesfora sharpersteer - Itcouldhandlemorethanthe extra10bhp 129 57.7 + Four-wheeldrivetightensthe vRSchassis - Dieseland DSGonly 1 75 37.7 + Driveslikea GTIbutcostsmuchless - Greenbrake calipers? - + Abit quickerthantheSTI… - …butnot better 147 44.1 + TheSwift’sstilla greatpocketrocket - Butit’s losta littleadjustability 165 3 9.8 + Entertaining handling,well built - Lackingin steeringfeedback 174 37.7 + Begstobewrungout - You’ll needthe £2400PerformancePack 172 3 8.7 + Lookssnazzy, punchyengine - Lacksfeel, uncouthcomparedwith rivals 1 78 - + VXRgetsmorepowerand alimited-slipdiff - Buttheycomeataprice 184 34.9 + Betterthanthecar itreplaces;loonyturbopace - LacksRS Mégane’s precision 22 1 30.7 + Fastandfurious - Lacksa littlecomposureand precision 105 6 2.8 + Accomplishedcity car isdynamically sound… - …butpredictablyslow 139 47.1 + Smoothand brawny- FiestaST ismoreengaging 139 47.9 + Modern-daymk1 GolfGTI getstwin-clutchDSG - It’sa littlebitbland 114 64.2 + Pace,fueleconomy,soundsgoodfora diesel - Lacksthe extraedgeof theGTI 139 47.1 + Brilliantlyresolved - Lacksthe punchof newerrivals 1 62 4 0. 4 + Afaster, sharper,moreentertaningGTI - Somerivalsare moreexcitingontrack 17 2 38. 2 + Runner-upat evoCarof theYear2016 - Only400beingbuilt 165 39. 8 + AVW ‘R’modelyoucantakeseriously - Mégane275 just edgesit asa puredrivers’car 170 38.7 + Stilla veryaccomplishedhot hatch - 207bhpisn’talot anymore 199 33.2 + Greatengine, tremendouspaceand poise - Highprice, adaptivedampersoptional 192 35 .2 + Character andability:theGTI’sreturnto form - Lackingfirepower? 25 7 26. 4 + Traction’sgreat andyou’ll lovethe soundtrack - We’dstillhaveaGTI 24.6 + Charismatic - Boomyenginecanbe tiresome 26.6 + Stillfeelseveryday useable - Veryhardtofinda standardone 36.0 + Thecarthatstarteditall - Trickytofindan unmolestedone 2 03 3 2. 5 + Good-looking,desirableVolvo - Lacksedgeof besthatches.Avoidauto
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BAC Mono 2.5
Ferrari 488 GTB
McLaren 675LT
McLaren P1 GTR
33334 33333 33333 33333 33332 33342 33342 33333 33332 33333 33333 33333 33332 33333 33332 33333 33333 33333 33334 33333 33333 33333 33334 33332 33333 33333 33342 33322 33334 33334 33332 33342 33332 33342 33342 33332 33332 33332 33332 33332 33334 33334 33332 33342 33332 33332 33332 33342 33342 33342 33332 33334 33334 33333 33333 33332 33334 33333 33332 33332 33333 33332 33342
the knoWledge ratings
3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great car
our choice
best of the rest
BMWM5. Theturbochargingof BMW’sM-cars metwithscepticism,butthe
Mercedes’E63 AMG(pictured)is hoton theM5’sheels,althoughAlfaRomeo’s GiuliaQuadrifoglio ishugelytempting,beingthe firstAlfain a longtimethat’s aseriousthreat foritsrivals. Ifyou musthavean SUV, take alook atJaguar’s F-Pace orPorsche’s MacanTurbo,Macan GTSor CayenneGTS.
currentM5’s4.4-litretwin-turboV8 feels a perfectfit.It’s a brutallyfastcar, andthereareclever(anduseable)adjustabledriving modes.The ‘30Jahre’ specialedition,which hasan extra40bhp, isespeciallywortha look.
Al fa R om eo G iu li a Qu adr ifog li o Alpina D3 Biturbo (F30) Alpina B3 Biturbo (F30) Aston Martin Rapide S Aston Martin Rapide Audi S3 Saloon Audi S4 (B9) Audi S4 (B8) Audi RS4 Avant (B8) Audi RS4 (B7) Audi RS4 (B5) Audi RS2 Audi S6 Audi RS6 Avant (C7) A ud i RS 6 Av an t Pe rf or ma nc e (C 7) Aud i RS6 Av an t (C6) Audi RS6 Avant (C5) Audi RS7 Sportback Audi S7 Sportback Audi S8 Plus Audi RS Q3 Bentley Flying Spur V8 Bentley Flying Spur V8 S Bentley Flying Spur Bentley Bentayga Bentley Mulsanne B entl ey M uls ann e Sp ee d BMW 330d M Spor t(F30) B MW 340 i M Sp or t To ur in g (F 31) BMW 328i (F30) BMW 435i Gran Coupe BMW M3 (F80) BMW M3 (E90) BMW M3 CRT (E90) BMW M5 (F10M) BMW M5 (E60) BMW M5 (E39) BMW M5 (E34) BMW M5 (E28) BMW M6 Gran Coupe BMW X5 M50d BMW X6 M BMW X6 M Brabus Bullit Cadillac CTS-V Cadillac CT6 Honda Accord Type R Infiniti Q50S Hybrid Jaguar XE 2.0d AWD Jaguar XE S Jaguar XF S Jaguar XF S Diesel Jaguar XFR Jaguar XFR-S Ja guar XJ 3.0 V6 Diesel Jaguar XJR J ag ua r F- Pa ce 3 .0 V 6 Su pe rc ha rg ed Land Rover Discover y Spor t Lexus GS F Lexus IS F
saloons / estates / suv
. o n e u s s i
e c i r P
229 R 192 D 188 D 201 D 141 R 192 D 225 D 166 D 216 R 088 R 192 R 214 R 091 D 203 R 2 24 D 116 R 052 R 208 R 171 D 217 D 206 D 200 D 230 D 185 D 217 D 178 F 2 23 F 180 D 2 28 D 165 D 203 D 211 R 123 R 179 R 208 R 129 R 110 R 110 R 182 R 190 D 191 D 212 D 134 D 119 R 148 R 226 D 012 R 195 D 227 D 213 D 214 D 219 D 181 D 208 R 148 D 191 D 2 22 D 205 D 221 D 151 R
£ 59,0 00 6/ 2891 £47,950 6/2993 £57,450 6/2979 £147,950 1 2/5935 ’10-’13 12/5935 £32,330 4/1984 £44,000 6/2995 ’08-’16 6/2995 ’ 12-’15 8/4163 ’05-’08 8/4163 ’00-’02 6/2671 ’94-’95 5/2226 ’06-’11 10/5204 £79,505 8/3993 £ 86 ,420 8 /3 99 3 ’08 -’ 10 10/49 91 ’02-’04 8/417 2 £84,485 8/3993 £64,380 8/3993 £ 98,395 8/3993 £46,120 5/2480 £ 132,800 8/3993 £142,800 8/3993 £154,900 12/5998 £162,700 12/5950 £229,360 8/6752 £25 2,000 8/67 52 £37,800 6/2993 £41, 635 6/29 98 ’11-’15 4/1997 £ 41,865 6/2979 £56,605 6/2979 ’08-’11 8/3999 ’11-’12 8/4361 £73,985 8/4395 ’ 04-’10 10/4999 ’99-’03 8/4941 ’92-’96 6 /3795 ’86-’88 6/3453 £95,665 8 /4395 £65,240 6/2993 £93,100 8/4395 ’09-’15 8/4395 c£330,000 12/6233 £67,030 8/6162 £69,990 6/2997 ’98-’03 4/2157 £39,995 6 /3498 £ 33,825 4/1999 £44,865 6/2995 £49,945 6/2995 £49,945 6/2993 ’09-’15 8/5000 ’13-’15 8/5000 £58,690 6/2993 £91,755 8 /5000 £ 65 ,2 75 6 /2 99 5 £32,395 4/2179 £69,995 8/4969 '07-'12 8/4969
e c n c i / g l n y e c
m P r / P h b
5 03/65 00 345/4000 404/5500 5 52/6650 470/6000 296/5500 349/5400 328/5500 444/8250 414/7800 375/6100 315/6500 429/6800 5 52/5700 5 97/61 00 5 72 /6250 444/5700 552/5700 4 14/5000 597/6100 335/5300 500/6000 521/6000 616/6000 600/5000 505/4200 5 30/4200 254/4000 321/ 55 00 242/5000 302/5800 425/5500 414/8300 444/8300 5 52/6000 500/7750 394/6600 340/6900 282/6500 552/6000 376/4000 567/6000 547/6000 720/5100 556/6100 411/5700 209/7 200 3 59/6800 178/4000 335/6500 375/6500 2 96/4000 503/6000 542/6500 27 1/4000 542/6500 3 75 /6 50 0 187/3500 470/7100 417/6600
m P r / t f b l
t h g i e W
4 43/ 250 0 1 524k g 516/ 1500 1585kg 442/3000 1630kg 4 65/5500 1990kg 443/5000 1990kg 280/1800 1430kg 369/1370 1630kg 324/2900 1705kg 317/4000 1 795kg 317/5500 1650kg 325/2500 1620kg 302/3000 1595kg 398/3000 1910kg 516/ 1750 1935kg 5 53 /2 50 0 1 9 50 kg 479/ 15 00 2025 kg 413/1950 1865kg 516/1750 1920kg 406/1400 1945kg 553/2500 1990kg 332/1600 1655kg 487/ 1700 2342kg 502/1700 2342kg 590/ 1600 2400kg 664/1350 2365kg 752/1750 2610kg 811 /17 50 2610 kg 413/2000 1540kg 332 /1380 1615k g 258/1250 1430kg 295/1200 1585kg 406/1850 1520kg 295/3900 1605kg 324/3750 1580kg 501/1500 1870kg 384/6100 1755kg 369/3800 1795kg 295/4750 1653kg 251/4500 1431kg 501/1500 1875kg 546/2000 2190kg 553/2200 2265kg 502/1500 2305kg 811/2100 1850kg 551/3800 1928kg 409/2500 1950kg 158/6700 1306kg 402/5000 1750kg 317/1750 1615kg 332/4500 1635kg 332/4500 1710kg 516/2000 1 750kg 461/2500 1800kg 501/2500 1800kg 4 42/2000 1835kg 502/2500 1875kg 3 3 2/45 00 1 88 4k g 310/1750 1863kg 391/4800 1790kg 372/5200 1714kg
n o t / P h b
335 221 252 282 240 210 218 195 251 255 236 201 228 2 90 3 11 287 242 292 2 16 305 206 2 17 226 261 258 1 97 206 168 202 172 1 94 284 262 285 300 289 223 209 200 299 155 245 241 395 293 214 163 2 08 112 208 2 23 1 72 284 306 150 294 20 2 100 267 247
h P m 0 0 1 0
h P m x a m
m k / g 2 o c
g P m c e
3 .9 4.6 4.3 4.2 5 .2 5.3 4.7 4.9
-
4 .5
1 0. 5
4 .5
1 0. 9
4 .8
1 2. 1
191 173 190 203 188 155 155 155 1 74 155 170 162 155 15 5 1 55 15 5 155 155 155 155 155 183 190 200 187 184 19 0 155 15 5 155 155 1 55 1 65 180 155 155 155 155 151 155 155 155 171 217 191 149 142 155 140 155 155 155 1 55 186 155 174 1 55 117 168 1 73
198 139 17 7 300 355 162 166 190 249 299 22 3 223 3 33 229 225 229 203 254 254 343 296 342 342 1 29 15 8 149 174 2 04 2 90 295 232 232 173 258 325 365 223 144 123 194 198 144 270 270 167 270 2 09 159 260 270
40. 3 53. 3 37. 2 2 1.9 - 26.4 38.7 34.9 26 .4 - 17.0 18.0 22.4 29.4 2 9. 4 20. 2 19.3 28.8 28.2 32.1 25.9 25.9 19.0 21.6 1 9.3 19. 3 57.6 41 .5 4 4.8 34.9 3 2.1 2 2. 8 - 28.5 19.6 - - - 28.5 42.8 25.4 20.3 18.1 28.2 29.4 45.6 60.6 34.9 34.0 5 1.4 24.4 24.4 46. 3 24.4 5 7. 7 46. 3 25.2 24.4
h P m 0 6 0
4 .8
1 3. 1
5.2
-
3. 6
8. 2
3 .7
-
4 .3
9.7
4 .8
1 1. 6
3 .9 4.6 3.8 4.8 4.9 4.6 4.3 4.0 5.1 4 .8 5.6 5 .1 5.8 5.5
-
4.1
8.6
4 .9
1 0. 7
4.4 4.3 4.7
10.4
4 .9
1 1. 5
5. 9
1 3. 6
6.2 4 .2 5.3 4.2 4.7 3.8 3.9 5 .7
-
6. 1
1 7. 4
5.1 7.5 4.9 5.0 5.8
-
4 .8
1 0. 2
4.4 6.0 4.4 5 .1 9.8 4.6
-
4 .7
1 0. 9
rating
+ IfFerraribuilta saloon(really)- Lacksthe finalpolishofGermanrivals 33334 + 173mphfroma 3-litrediesel!Brilliantchassis,too- Autoonly 33334 + Understatedappearance, monsterperformance - E90M3isbetteronthelimit 33334 + Oozesstarquality;gearboxon 2015MYcars a bigimprovement - It’s cosy intheback 33332 + Better thanits DB9 sibling - More a 2+2thana properfour-seater 33334 + Onpapera matchforthe originalS4 - Inreality muchless interesting 33342 + Strongresponseand deliveryfrom turboengine - Chassisfeels softerthan before 33332 + Greatsuperchargedpowertrain,secure chassis - TheRS4 33332 + Looksand soundsthe part,thunderouslyfast - Unnaturalsteering,dull dynamics 33342 + 414bhpat 7800rpm!Andthere’san estateversiontoo - Busyunder braking 33333 + Effortlesspace - Notthelastwordin agility.Bendswheelrims 33332 + Stormingperformance(thanksto Porsche) - Tryfindingone 33332 + Evenfaster,anddiscreetwithit - Verymuted V10 33342 + Performance,foolproofpowertrain,beefy looks - Feelsa bitone-dimensional 33332 + Asabove,butwithevenmorepower - A sterntest ofself-control 33334 + Theworld’s mostpowerful estate - Powerisn’teverything 33332 + Theultimateestate car? - Numbsteering 33332 + Stonkingperformance, greatlooks - Numbdriving experience 33322 + Looksand drivesbetterthanS6it’sbasedon - Costs£8000 more 33342 + Fantasticdrivetrain,qualityand refinement - DynamicSteeringfeels artificial 33332 + Surprisinglycharacterful;betterthan manyRSs - Highcentreofgravity 33334 + Effortlessperformancewith realtop-end kick - Determinedly unsporting 33342 + Old-schoolapproachto comfortand luxury - Old-schooltech 33342 + Morepowerthanold FlyingSpurSpeed - Feelsits weight;enginesounds dull 33332 + Sublimequality,ridiculouspace - Inertdriving experience,SUVstigma 33342 + Driveslikea modernBentleyshould- Shameit doesn’tlooklikeonetoo 33332 + Characterful; superbbuild quality - Abitpricey… 33332 + Greatengine, finehandling, goodvalue - Steeringconfusesweightwith feel 33334 + Feelsomerear-drivechassis - Easytodriveit beyonditscomfortzone 33332 + New-agefour-pot328iis greatall-rounder - Wemiss thesix-cylindersoundtrack 33334 + Superbstraight-six, fineride/handlingbalance - 335isaloonweighsandcostsless 33334 + Looks,performance,practicality - Bodycontrol onrough roads;engine lackscharacter 33334 + Everybit asgoodas theE92M3coupe - Nocarbonroof 33333 + Saloonchassis+weightsavings+ GTSengine= bestE90M3 - Just67weremade 33333 + Twin-turbochargingsuitsall-new M5 well- Canfeelheavyattimes 33333 + Closeto beingthe ultimatesupersaloon - SMGgearbox feelsold-tech 33334 + MagnificentV8-enginedsupersaloon - We’d benit-picking 33333 + TheGodfather ofsupersaloons - Thefamilycancometoo 33333 + Theoriginal stormingsaloon - Understatedlooks 33333 + Enormousperformance,stylish looks- Pricetag lookssillynextto rivals,M5 included 33332 + Straight-linepace - Drivingexperienceidentical tostandardX5, despitetheM badge 33422 + Bigimprovementon itspredecessor - Couperoofline stillof questionable taste 33332 + Fast,refinedand comfortable - ButitdefinitelylackstheM factor 33422 + Sevenhundredand twentybhp - Threehundred thousandpounds 33333 + It’llstandoutamongM-carsandAMGs - Thenoveltymightwearoff 33332 + Caddy’sS-classrivalscoreson comfort- Butnotondriverinvolvement 33322 + Oneofthefinestfront-driversofall time - Lackofimage 33334 + Goodpowertrain,promising chassis- Lacklustresteering,strong rivals 33422 + Greatchassis getsmore traction- Shametheengineisn’taspolished 33332 + Neathandling,neat design - V6losesappealin therealworld 33334 + Outstandingrideand handlingbalance - Enginelacks appeal 33332 + Greatchassis, goodlooks, betterenginethan V6petrol - It’sstilla diesel 33332 + Brilliantblendof paceand refinement - Doesn’tsoundasspecialas itis 33332 + XFgetsturnedup to12 - Tyresaren’tcheap 33332 + AgreatJaguar- Butnotas greatas theXJR… 33332 + Hot-rodvibe,fine cabin - Opinion-dividinglooks 33332 + Amatch forPorsche’sSUVs - SuperchargedV6 needsto beworked hard 33332 + Style,packaging,refinement - Wecanthinkofsportiervehicles 33332 + Superbengine,exploitablechassis - Gearboxis offthepace 33332 + ShockinglygoodLexus - TheM3’savailableasa (secondhand)four-doortoo 33334
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www.evo.co.uk 163
the knoWledge ratings
3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great car
Lotus Carlton Maserati Ghibli Maserati Ghibli S Maserati Quattroporte S M ase rati Q uattr opo rte GT S Maserati Levante Diesel M ase rati Q uattr opo rte S M ase rati Q uattr opo rte Sp or t GT S Maserati Quattroporte Mercedes-Benz 190E 2.5 -16 M er ce de s- Ben z CL A45 A MG M er ce de s- Ben z GL A45 A MG M er ce de s- AM G C4 3 4M at ic E st ate Mercedes-AMG C63 Mercedes-AMG C63 Estate Mercedes-AMG C63 S M er ce de s- Ben z C63 AM G Mercedes-Benz C55 AMG Mercedes-AMG E63 Mercedes-AMG E63 S M er ce de s- Ben z E63 AM G (W212) M er ce de s- Ben z E63 AM G (W212) M er ce de s- Ben z E63 AM G (W211) M er ce de s- Ben z E55 A MG Mercedes-Benz S63 AMG L M er ce de s- Ben z CL S63 AM G S Mercedes-Benz CLS63 AMG M er ce de s- Ben z CL S63 AM G M er ce de s- Ben z GL E6 3 AM G S M er ce de s- Be nz G LE 63 A MG S C ou pe Mercedes-Benz ML63 AMG Mercedes-Benz G63 AMG M it su bi sh i Ev o X F Q- 30 0 SS T Mitsubishi Evo X FQ-360 Mitsubishi Evo X FQ-330 SST Mitsubishi Evo X FQ-400 M it su bis hi E vo I X FQ -3 40 Mitsubishi Evo IX MR FQ-360 Mitsubishi Evo VIII M it su bis hi E vo V I I MR F Q-30 0 Mitsubishi Evo VII M it su bis hi E vo V I Mä ki ne n Ed iti on Porsche Panamera Turbo Porsche Panamera GTS Po rsc he P an amer a Tu rbo Porsche Panamera Turbo S Porsche Macan S Porsche Macan GTS Po rsc he M ac an Tu rbo Po rsc he C ayen ne G TS (M k2, V6) Po rsc he C ayen ne G TS (Mk 2, V8) Po rsc he C ayen ne Tu rbo (M k2) P or sc he C ay en ne T ur bo S ( Mk 2) Ra nge Rov er E vo qu e Co up e Si 4 Range Rover Sport SDV8 R an ge R ov er S po rt V 8 Su pe rc ha rg ed Range Rover Sport SVR Range Rover SDV8 Rolls-Royce Ghost Rolls-Royce Phantom Subaru WRX STI Subaru WRX STI Subaru Impreza WRX GB270 Subaru Impreza STI Subaru Impreza RB320 S ub ar u Im pr ez a WR X ST I PP P Su ba ru I mpr ez a Tur bo Subaru Impreza P1 Su ba ru I mpr ez a RB5 ( PPP) Subaru Impreza 22B Tesla Model S P85D Tesla Model SPerformance Va ux ha l I ns ig ni a VX R Su pe rS po rt Vauxhall Vectra VXR Vauxhall VXR8 GTS Volvo V60 Polestar
. o n e u s s i
e c i r P
e c n c i / g l n y e c
m P r / P h b
170 R 186 D 198 D 184 D 226 D 221 D 137 R 141 R 085 R 185 F 186 D 205 R 2 28 D 209 D 216 R 211 R 151 R 088 R 187 D 208 R 165 R 134 D 09 6 D 052 R 191 D 199 D 178 R 09 9 R 218 D 2 13 D 176 R 172 D 1 18 R 122 D 134 R 181 R 088 R 181 R 055 R 057 R 031 R 20 0 R 227 D 208 R 137 R 159 D 205 R 217 D 207 D 211 D 17 3 D 212 D 1 84 D 160 D 222 FF 1 86 D 212 D 180 D 186 D 054 R 201 R 151 D 109 D 090 R 105 R 07 3 R 011 R 200 R 187 R 188 R 208 D 196 R 1 89 D 102 D 215 D 222 D
’91-’93 £52,615 £ 63,760 £80,115 £ 110, 405 £54,335 ’08 -’ 12 ’08 -’ 12 ’04-’08 ’89-’92 £ 42, 270 £ 44, 595 £ 45 ,2 50 £59,800 £61,260 £66,545 ’07-’ 14 ’04-’08 £74,115 £84,710 ’ 11-’ 13 ’09 -’ 11 ’ 06 -’ 09 ’ 03 -’06 £119,835 £ 86 ,50 0 ’11-’14 ’06 -’ 11 £9 4,405 £9 6, 55 5 £87,005 £124,000 ' 08 -' 13 '08-'13 ’08-’12 ’09 -’10 ’ 05 -’07 ’05 -’07 ’03-’04 ’03 -’05 ’02-’03 ’ 00 -’01 £113,975 ’ 11-’16 ’ 10 -’ 16 ’11-’13 £43,648 £55,188 £ 59,6 48 £ 72, 52 3 ’ 12-’ 15 £93 ,574 £ 11 8, 45 5 £ 46,660 £84,350 £ 84, 35 0 £95,150 £ 80,850 £216,864 £ 310,200 £28,995 ’10-’13 ’ 07 ’05-’07 ’07 ’ 03 -’ 05 ’ 98 -’00 ’00-’01 ’ 99 ’ 98-’99 £79,080 ’14 £ 29, 824 ’ 06-’09 £54,499 £ 49,665
6/3615 6/2979 6/2979 6/2979 8 /379 8 6/2897 8/4691 8/4691 8/4244 4/2498 4/ 19 91 4 /19 91 8 /2 99 6 8/3982 8/3982 8/3982 8/620 8 8/5439 8/5461 8/5461 8/ 5461 8/620 8 8/620 8 8/ 5439 8/5461 8/ 5461 8/5461 8/620 8 8/ 5461 8 /5 461 8/5461 8/5461 4 /19 98 4/ 1998 4/ 1998 4/ 1998 4/ 19 97 4/ 1997 4/1997 4/ 19 97 4/ 1997 4/ 19 97 8/3996 8/4806 8/4806 8/4806 6/2997 6/2997 6/ 3604 6/ 3604 8/4806 8/4806 8 /4 80 6 4 /19 99 8 /4367 8 /5 00 0 8/5000 8/4367 12/6592 12/6749 4/2457 4/2457 4/2457 4/2457 4/2457 4 /19 94 4/ 19 94 4/ 1994 4/ 19 94 4/2212 515kW 310kW 6 /2 79 2 6/2792 8/6162 4/1969
377/5200 3 25/5000 404/5500 404/5500 52 3/6800 27 1/4000 425 /7000 43 3/ 70 00 394/ 7000 201/6750 35 5/600 0 35 5/600 0 3 62 /5 50 0 469/5500 469/5500 5 03/5500 451 /6800 367/5250 549/5500 577/5500 5 18/52 50 5 18/6800 5 07/6800 476/6100 57 7/5500 5 77/ 55 00 518/5250 5 07/6100 5 77/ 55 00 5 77/ 55 00 518/5250 537/5500 2 90/6 50 0 354/6500 324/6500 403/6500 3 45 /6800 366/6887 276/6500 305 /6800 2 76/6500 276/650 0 542/5750 4 34/6700 4 93/600 0 542/6000 335/5500 355/6000 394/60 00 434/60 00 414/650 0 5 13/6000 5 6 2/6 00 0 237/600 0 334/3500 5 03 /6 00 0 5 42/6000 334/3500 563/5250 453/5350 296/6000 2 96/6000 266/5700 276/6000 316/6000 3 00 /6 00 0 2 15 /5 600 2 76/6500 2 37/600 0 276/6000 691 416 3 21 /5 25 0 276/5500 576/6150 362/6000
m P r / t f b l
419/4200 406/1750 406/4500 406/1750 4 79/22 50 442/2000 361/47 50 3 61/47 50 333/4500 17 7/5500 332 /2250 332 /2250 3 83 /20 00 479/1750 479/1750 516/ 1750 4 42 /50 00 3 76/4000 531/1750 5 90/1750 516/ 17 50 465 /5200 4 65 /5200 516/ 265 0 664/2250 5 90/ 17 50 516/ 1700 464/ 265 0 5 60/ 175 0 5 60 /1 75 0 516/ 1750 560/2000 3 00 /3 50 0 363/3500 3 22/3500 387/3500 321/4600 363/3200 289/3500 289/35 00 282/3500 27 5/ 27 50 5 68/ 1960 383/3500 516/ 225 0 590/2250 339/1450 369/1650 406/ 13 50 442 /1600 3 80/ 35 00 5 33/ 225 0 5 90/ 25 00 251 /190 0 546/1750 4 60/ 25 00 501/3500 516/1750 575/1500 5 31/3500 300/4000 300/4000 310/3000 289/4000 332/3750 2 99 /40 00 214/40 00 260/4000 25 8/3 50 0 265/3200 687 442 3 21 /5 25 0 262/1800 545/3850 347/3100
t h g i e W
n o t / P h b
h P m 0 6 0
1658kg 231 4 . 8 1810kg 1 82 5 .6 1810kg 227 5 .0 1860kg 2 21 5.1 19 00 kg 280 4.7 2 205kg 1 25 6.9 199 0k g 216 5.1 199 0k g 221 5 .1 1 930kg 2 07 5 .1 1360kg 1 47 7.2 1510 kg 239 4.6 1510 kg 239 4. 8 1 66 0k g 2 22 4 .7 1640kg 291 4.1 17 10kg 279 4.2 1655kg 3 09 4.0 165 5k g 2 77 4 .4 1 635kg 228 5 .2 1770kg 315 4.2 1795kg 327 4.1 176 5k g 298 4. 2 176 5k g 298 4. 5 176 5k g 292 4. 5 1760 kg 27 1 4 . 8 1995kg 294 4.4 179 5k g 327 4.1 1795kg 293 4.2 1905 kg 270 4. 5 2270 kg 25 8 4 .2 2 27 5k g 2 58 4 .2 2270kg 232 4.7 2475kg 220 5.4 15 90 kg 1 85 5 .2 1 560kg 2 31 4.1 1590kg 207 4.4 1560kg 2 62 3 .8 1400 kg 2 50 4 .3 1400kg 266 3 .9 1410kg 199 5 .1 1 40 0k g 221 4. 8 1360kg 206 5. 0 1365 kg 205 4.6 1995kg 276 3.6 1 925kg 229 4 .4 1970k g 2 54 3 .6 1995kg 276 3.7 1865kg 183 5.4 1895kg 1 90 5.2 1 92 5k g 208 4 .5 2110 kg 209 5 .2 20 85 kg 2 02 5 .6 2185 kg 239 4. 5 2 23 5k g 2 55 4 .1 1670 kg 14 4 7.0 2359kg 144 6. 5 2 33 5k g 2 19 5 .0 2335kg 2 36 4.5 2360kg 144 6.5 2360kg 242 4 .7 2560kg 180 5.7 1534kg 196 5 .2 1505kg 200 5.1 1 410kg 192 5.2 1495kg 188 5 .3 1495kg 215 4.8 1 47 0k g 20 7 5 .2 12 35 kg 17 7 5 . 4 1283kg 219 4 .9 12 35 kg 19 5 5 .0 1270kg 2 20 5 .0 2239kg 314 3.2 2100kg 201 4.2 1 82 5k g 1 79 5 .6 1 580kg 177 6.1 1834kg 3 19 4.2 1721kg 214 4.8
h P m 0 0 1 0
h P m x a m
m k / g 2 o c
1 0. 6
176 163 177 17 7 193 143 1 74 17 7 17 1 142 15 5 15 5 1 55 155 155 155 1 60 155 155 155 15 5 15 5 15 5 155 155 15 5 155 15 5 15 5 1 55 155 130 1 55 155 155 155 157 157 157 157 140 150 190 178 1 88 190 157 159 1 65 163 162 17 3 1 76 135 140 1 55 162 140 155 149 158 158 143 158 155 148 144 150 143 150 155 130 1 70 161 155 155
223 242 242 2 50 189 3 65 365 161 17 5 1 81 192 1 96 192 2 80 230 229 230 2 95 2 37 231 231 345 276 2 78 2 76 322 25 6 328 2 56 328 212 249 2 70 270 204 212 2 08 228 2 51 2 61 2 67 1 99 219 2 98 298 229 317 37 7 242 243 0 0 2 49 363 186
12 .1
9. 7
1 0. 2
1 3. 9
1 0. 9
1 3. 0
8.9
1 1. 1
1 3. 3 1 4. 1 1 3. 1 1 2. 9
1 4. 6
g P m c e
17.0 29.4 2 7.2 27. 2 26. 4 39.2 1 8. 0 18.0 17.9 24.4 31.0 37.7 3 5. 8 34.5 33.6 34.5 2 3. 5 23.7 28.8 28.8 28 .8 22.4 19. 8 21.9 27.9 28. 5 28.5 19. 5 23 .9 2 3. 7 23.9 26 .2 19.9 - - - - - 20 .5 20.4 - 30.4 26.4 24 .6 24.6 31.4 30.7 3 0. 7 28 .3 26 .4 25 .2 24. 6 33.6 2 1. 7 21.7 3 2.5 20.8 18.0 27.2 26.9 - 25.9 - - 27.2 25.0 - - n/a n/a 26 .6 27.4 18.5 34.9
saloons / estates / suv
rating + TheMillenniumFalconofsalooncars - Everydrivea work-out 33333 + Burstingwith character;goodvalue comparedto Quattroporte - It’sstillabigcar 33332 + Standsoutfromthecrowd;soundsgoodtoo - Chassislacks finesse,engine lacksreach 33342 + Temptingalternativeto V8 - Feel-freesteering,ride lacksdecorum 33332 + Stillpretty - Offthepacedynamically 33342 + Impressiveblendof rideandhandling - Dieselperformanceis mildfora Maserati 33332 + AQP withthebhpitdeserves - Grilleis abit HannibalLecter 33334 + Themost stylishsupersaloon - Slightlywoodenbrakes, unforgivingride 33332 + Redefinesbig-cardynamics - Don’tuseautomode 33334 + M-B’sM3 alternative - Notasnimbleas theBeemer 33332 + Strongperformance,classy cabin - Priceycomparedto A45AMG hatchback 33322 + Ana ggressiveand focusedsports crossover- Lowon driverinteraction 33332 + Incrediblyfast andcomposed - Difficultto engagewith 33332 + Fastand feelsome- Lackstheultimatefinesseandresponseof theC63S 33334 + Muchmorefunthanitlooks - Gearboxdim-wittedat lowspeeds 33334 + Tremendoustwin-turbo V8power - Notquiteas focusedasan Mdivisioncar 33334 + Monstrouspace andextremely engaging - Same-eraM3is justalittlebetter… 33333 + Furiouslyfast, commendablydiscreet - OvershadowedbyM3andRS4 33332 + Power, responseand accuracyin spades- Alittle lackingin originality 33334 + Effortlesspower;intuitiveand approachable - Dim-wittedauto’box 33334 + Turboenginedoesn’t diluteE63experience - Sometimesstrugglesfor traction… 33334 + Asbelow,butwithan extra11bhpandsquarerheadlights - Steering stillvague 33332 + Brilliantengine,indulgentchassis - Vaguesteering,speed limits 33332 + M5-humblinggrunt,cosseting ride - Speedlimits 33332 + Monsterpace - Averagesteeringfeel 33332 + Remainsquickand characterful- Datedgearbox,no four-wheeldriveoptionintheUK 33332 + Monsterperformance,549bhp anoption - Notasdesirableas aBentleyorAston 33332 + Beauty,comfort,awesome performance - M5hasthe edgeonB-roads 33332 + Stonkingpace, extremerefinement - Feelsremote 33342 + SubtlerthananX6M - Moreforcethanfinesse 33332 + Greatengine,surprisingly gooddynamics - £85KbuysaBoxsterand anML350… 33332 + Itexists; epicsoundtrack - Ancientchassis,silly price 33322 + Evogets twin-clutchtransmission - Notasexcitingas itusedtobe 33342 + Ridiculouslyrapid newEvo - Afive-speed gearbox?! 33332 + Greatengine andgearbox combo - ItstilllivesintheshadowoftheEvo IX 33332 + Mostpowerful factoryEvo ever…- …aboutX grandtoomuch whennew 33342 + GivesPorsche driversnightmares - Points.Lots of 33333 + Well-executedengineupgrades - Prisonfood 33333 + TheEvogrowsup - Brakesneedbeefingup 33334 + Extrapace, extraattitude - Extramoney 33334 + Terrificall-rounder - Youtellus 33333 + Ourfavourite Evo - Subtleit isnot 33333 + Searingpacewithbodycontrolthat’sarealstepup;superbrearwing,too -Stillveryheavy 33334 + VivaciousV8,entertainingbalance - Canfeellightonperformancenextto turbo’drivals 33334 + Fast,refinedand dynamicallysound - Itstillleavesus cold 33342 + Pace,excellentergonomics - Steeringfeel,ride 33342 + NolesscompellingthantheTurbo - Althoughlacksits ultimatespeedand agility 33332 + Handleslike anSUV shouldn’t - StilllookslikeanSUV 33334 + Doesn’tfeellikeanSUV - Nota matchfora propersportssaloon 33334 + Thedriver’s Cayenne…- …butwhywouldadriverwantan SUV? 33334 + Dynamicallythe bestSUVofitsera - Attwotons,it’sstillno sportscar 33334 + Remarkableperformance,handling,completeness - Vaguesteering,datedengine 33332 + Morepowerand torquethana ZondaS 7.3- InanSUV 33332 + Strikinglooks,sporting dynamics - Heftyprice,andpetrolversionis auto-only 33332 + A brilliantlong-distancemachine - Doesn’tliveuptothe ‘Sport’branding 33332 + Deceptivelyquickand capablesports SUV - It’sstillgota weightproblem 33332 + Characterfuldrivetrain;genuineoff-roadability - Nota matchforits rivalson theroad 33342 + Lighter, morecapable, evenmore luxurious- DieselV6modelfeelsmorealert 33332 + It’squickerthan youthink - It’smore enjoyabledrivenslowly 33332 + Rollsreinventedfor the21st Century - Theroadsarebarelybigenough 33332 + FastSubaru saloonreturns (again) - Withouta powerincrease 33332 + FastSubaru saloonreturns - Withoutthe bluepaintandgoldwheels 33334 + Fittingfinal flingfor ‘classic’Impreza - Endofanera 33334 + Stunning todrive - Notsostunningto lookat 33332 + Fittingtributeto a rallyinglegend - Toohardcorefor some? 33334 + ASubaruwithrealedge - Bittooedgyinthewet 33334 + Destinedfor classicstatus - Thirsty 33333 + Oneofour favouriteImprezas - Doesn’tcome cheap 33333 + Perfectblendofpoiseandpower - Limitednumbers 33333 + TheultimateImpreza - Pricesreflect this 33333 + Dualmotors and4WD equalsextraordinaryacceleration - Lackof chargingpoints 33334 + Intoxicatingperformance,soothing refinement - Genericstyling, charginglimitations 33334 + A170mph Vauxhall- Shouldbe amoreengagingsteer 33342 + Greatengine,effortless pace,good value - Numbsteering, lumpyride 33332 + Monsterengine; engagingdriving experience - Woefulinterior 33332 + Subtle,well-executedperformance car - Playsa littletoosafe 33342
bmW m6 (e63/64) g e n i d y i u u b g
Whywould you? Becauseit hasa motorsportinspired,naturallyaspirated 5-litre V10 producing 500bhp ata searing7750rpm.BMWhad neverproducedanything quite like itbefore, hasn’tsince,and intoday’s worldof downsizing probably neverwill again.
Whatto pay Cars withaveragemilesand a solid servicehistory startat around£18k, but you’reprobably wiseto spend a littlemore. Whatto lookoutfor Enginefailures.Even at 70,000 or 80,000miles, droppedvalves orvalvespring failureshavebeen
known.Bottom-endfailureshave beenseenon high-mileagecars, too.A warrantyis thereforea very good idea, asis buying awellmaintained, low-mileage car.And checkthebrakes – thisis a heavy car, sogetsthrough themquickly. Refreshingthe frontscostsovera grand.(Full guide, evo 225.)
SPECIFICATION Years 2005-2010 Engine V10,4999cc Power 500bhp@ 7750rpm Torque 384lb ft@ 6100rpm 0-62mph 4.6sec(claimed) Topspeed 155mph(claimed) Rating 33334
www.evo.co.uk 165
the knoWledge ratings
3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great car
our choice
best of the rest
Lotus3-Eleven. Itmaynot begroundbreakingbut itis hugelyexciting.TheV6
Porsche’s 781BoxsterS (left) haslost considerablecharacter anddesirability withthe switch to fourcylinders,but itsperformanceand handlingare still exemplary. Jaguar’sF-type impresses in mostforms,while anAriel Atomor CaterhamSevenofferan evenmoreextremealternativeto the3-Eleven.
sounds fabulousand theopen linkage onthe manual gearboxlooks fantastic. A circuit is obviouslyits natural habitat butit hassurprisingly civilisedroad manners,so youcouldhappilydrivetoand froma trackdayinit.
Abarth 124 Spider Alfa Romeo 4C Spider Alfa Romeo 8C Spider Al pi na D 4 Bi tur bo C on ver ti bl e Al pi na B 4 Bitur bo C on ve rti bl e Ariel Atom 3.5 Supercharged Ariel Atom 3.5R Ariel Atom 3 245 Ariel Atom 3 Supercharged Ariel Atom Mugen Ar iel Atom V8 500 Ariel Nomad A sto n Ma rt in V 8 Va nta ge R oa ds te r A sto n Ma rt in V 8 Va nta ge S R oa ds te r A sto n Ma rt in V 12 V an ta ge S R oa ds te r A sto n Ma rti n V12 Va nta ge R oa ds ter A sto n Ma rti n DB9 Vo la nte Aston Mar tin DBS Volante Audi TTS Roadster Audi TTS Roadster Audi TT RS Roadster Audi S5 Cabriolet Audi R8 V8 Spyder BAC Mono B en tl ey C on ti ne nt al G T V8 C on ve rt ib le B en tl ey C on ti ne nt al G T V8 S C on ve rt ib le BentleyContinentalGT SpeedConvertible B MW Z4 sD ri ve 3 5i M S por t (M k2) BMW Z4 3.0si (Mk1) BMW Z4 M Roadster BMW M Roadster BMW 435i Conver tible B MW M 4 Co nve rti bl e (F8 3) BMW Z8 Caterham Seven 160 Caterham Seven 270 Caterham Seven 310R Caterham Seven 360 Caterham Seven 420 Caterham Seven 620S Caterham Seven 620R C ate rha m Sev en C SR Caterham Seven Roadspor t125 Caterham Seven Superspor t Caterham Seven Superspor tR C ate rha m Sev en S upe rli gh t R300 C ate rha m Sev en S upe rli gh t R50 0 Caterham Levante Caterham Seven R300 C ate rha m Sev en R5 00 Ferrari California T Ferrari California Fiat 124 Spider Honda S2000 J agua r F-t ype C on ver ti bl e J agua r F-t ype S C onve rti bl e Jaguar F-type R Conver tible J agua r F-t ype SVR C onve rti bl e Jaguar F-type Project 7 J agua r F-t ype V8 S C onv er tib le Ja guar XKR Conver tible Ja guar XKR-S Conver tible KTM X-Bow GT KTM X-Bow R KTM X-Bow Lotus Elise Sport Lotus Elise Sport 220
. o n e u s s i
e c i r P
225 D 223 R 161 R 212 D 227 D 180 D 205 R 113 D 138 R 165 R 165 R 210 R 1 30 R 1 61 R 2 12 R 175 R 15 0 D 133 D 207 D 122 D 133 D 130 D 186 D 189 R 1 68 R 19 4 D 187 D 186 D 094 D 091 R 002 R 194 D 202 D 026 R 205 R 219 R 227 D 209 R 223 R 220 D 187 R 0 94 R 105 R 165 R 180 D 15 0 R 12 3 R 131 R 068 R 200 R 229 D 171 D 228 R 118 D 186 R 183 R 230 D 212 R 183 R 130 R 167 R 183 D 165 R 138 R -
£29,850 £60,255 ’09-’11 £ 54,95 0 £62,95 0 £38,000 £64,800 ’08-’12 ’09-’12 ’12-’13 ’10-’12 £33,000 £ 89, 99 4 £ 10 8,9 95 £ 147, 00 0 ’ 12-’ 14 ’05 -’ 15 ’09 -’12 £41,085 ’08-'14 '09-’14 £46,770 ’11-’15 £124,255 £ 15 0, 20 0 £ 160 ,5 00 £ 181 ,000 £ 43,005 ’06-’09 ’06-’09 ’98-’02 £45,680 £61 ,145 ’00-’03 £19,710 £23,795 £24,995 £27,795 £30,795 £ 44,995 £50,795 £47, 295 ’07-’14 ’11-’14 ’13-’14 ’09 -’ 12 ’08 -’ 14 ’09 -’10 ’02-’06 ’ 99 -’06 £155,254 ’08-’14 £ 19,545 ’99-’09 £ 56, 260 £66, 260 £92, 310 £ 115 ,485 ’15 ’ 13- ’14 ’09 -’14 ’11-’14 £95,880 £ 87,480 ’08-’12 £35,880 £43,800
e c n i c / g l n y e c
4/1368 4/1742 8/4691 6/ 29 93 6/ 29 79 4/1998 4/1998 4/1998 4/1998 4/1998 8/3000 4/2354 8 /47 35 8/47 35 1 2/ 59 35 12 /593 5 12 /5 935 12/5935 4/1984 4/1984 5/2480 6/2995 8/4163 4/2261 8 /39 93 8/ 39 93 1 2/59 98 6 /29 79 6/2996 6 /3246 6/3246 6/2979 6/ 29 79 8/4941 4 /660 4/1596 4/1596 4 /1999 4/1999 4/1999 4/1999 4/2261 4/1596 4/1596 4/1999 4/ 19 99 4/ 19 99 8/2398 4/1796 4/ 17 96 8/3855 8/4297 4/1368 4/1997 6/ 29 95 6/ 29 95 8/5000 8 /5 00 0 8/5000 8/ 500 0 8/5000 8/5000 4/1984 4/1984 4/1984 4/1598 4/1798
m P r / P h b
168/5500 237/6000 450/7000 3 45 /40 00 404/ 5500 310/8400 350/8400 245/8200 300/8200 270/8300 475/ 10,500 235/7200 4 20 /70 00 4 30 /7 30 0 5 65 /6 75 0 5 10/6 500 470/6000 510/6500 306/5800 268/6000 335/5400 328/5500 424/7900 280/7700 5 00 /6 00 0 5 21 /6 00 0 626/600 0 302 /5 800 265/6600 338/7900 325/7400 302/5800 425 /55 00 400/6600 80/7000 135/6800 152/7000 180/7300 210/7600 310/7700 310/7700 25 6/ 75 00 125/6100 140/6900 180/7 300 17 5/ 70 00 263/850 0 550/ 10000 160/7000 2 30/8600 553/ 7500 483/7750 138/5000 237/8300 3 35/6500 37 5/650 0 542/6500 5 67/650 0 567/6500 488/6 500 503/6000 542/6500 281/6400 296/5500 2 37/5500 134/6800 217/6800
m P r / t f b l
t h g i e W
1 84/2500 2 58/2200 354/4750 5 16/ 150 0 4 42/ 300 0 169/ 7200 243/6100 155/5200 162/7200 188/6000 284/7 750 221/4300 3 46 /5 75 0 3 61 /5 00 0 4 57/ 57 50 420/ 57 50 4 43/ 50 00 420/5750 280/1800 258/2500 332/1600 325/2900 317/6000 206/6000 4 87/ 17 00 5 02 /1 70 0 605 /170 0 295 /130 0 232/2750 269/4900 258/4900 295/1200 4 06/ 1850 369/3800 79/3400 122/4100 1 24/5600 143/6100 1 50/6300 219/7350 219/7350 20 0/6200 120/5350 1 20/5790 143/6100 139/60 00 17 7/ 7200 300/8500 1 30/5000 15 5/ 7200 5 57/4750 372/5000 177/2250 153/7500 3 32 /35 00 3 39/3 50 0 5 01/3500 5 16/ 35 00 501/2500 461 /2 500 461/2500 5 02/2500 310/3200 295/3300 229/2000 118/4400 184/4600
1 060kg 940kg 1 675kg 1815 kg 1 840 kg 550kg 5 50kg 500kg 550kg 550kg 550kg 670kg 1 71 0kg 1 69 0k g 1 74 5k g 1760k g 1815 kg 1810kg 1 450kg 1455kg 1510kg 1875kg 1660kg 540kg 2 39 5k g 2 39 5k g 2420 kg 1505 kg 1 310kg 1410kg 1375kg 1740kg 17 50 kg 1585kg 490kg 540kg 5 40kg 560kg 5 60kg 610kg 572kg 565 kg 539kg 520kg 535kg 515 kg 50 6k g 520kg 5 00kg 4 60 kg 1729kg 1735kg 1050kg 1260kg 1 587 kg 1 604k g 1665kg 17 20 kg 1585kg 1665 kg 1725kg 1 725kg 875kg 818kg 818kg 866kg 924kg
n o t / P h b
161 256 2 73 193 223 57 3 647 498 554 499 8 77 365 2 50 2 58 32 9 294 263 286 214 1 87 225 1 78 259 527 2 12 2 21 263 20 4 205 244 240 176 247 256 166 254 286 327 381 516 551 460 235 273 342 345 528 1074 325 5 10 324 283 134 191 214 2 38 331 335 363 298 296 319 326 368 294 1 57 239
h P m 0 6 0
h P m 0 0 1 0
h P m x a m
6.8 4. 5 4.5 5 .0 4. 5 2 .7 2.6 3.2 3 .3 2.9
-
3 .0
5 .8
3.4 4 .7 4 .6 4 .1 4. 4 4. 6 4. 3 5.2 5.6 4 .7 5.6 4.8 2.8 4 .7 4 .5 4.1 5 .2 5.7 4.8 5.3 5.6 4. 6
-
4.8
10.3 8 .2 8 .8 -
143 148 44.1 160 161 40.9 181 - 17 1 15 6 4 7.9 187 186 35 .3 155 155 150 33.0 155 - 150 - 170 - 134 1 80 3 28 2 0. 4 1 89 2 99 2 1. 9 20 1 3 43 1 9. 2 190 - 190 3 68 18. 2 191 388 17.3 155 1 69 38.7 155 189 34.9 155 2 12 3 1.0 155 199 33.2 187 337 19.6 170 1 87 2 54 2 5.9 1 91 2 58 2 5. 4 20 3 3 47 19. 0 15 5 2 19 30.1 155 32.9 155 23.3 155 25.4 155 1 90 34.8 15 5 2 13 31.0 155 14.4 100 122 126 130 136 155 155 155 112 - 120 - 130 - 140 - 150 - 150 - 130 - 146 - 196 250 26.9 193 299 - 134 148 44.1 150 28.2 161 2 34 28 .8 17 1 2 34 28 .8 186 2 55 26.4 195 269 25 .0 186 - 186 2 59 2 5. 5 155 292 23.0 186 2 92 2 3.0 144 189 34.0 144 137 - 127 149 45.0 145 173 37.7
6.9 5.0 4.8 4.8 4.0 3 .4 2.8 3.8 5.9 4.9 4.8 4. 5 2.9 4 .8
4.7 3 .6
3 .6 3.8 7 .5 6.2 5 .5 5 .3 4.0 3 .5 3.9 4. 3 4 .6 4. 2 4.1 3.6 3.8 6.0 4.2
11.1
m k / g 2 o c
g P m c e
rating + Predictableandfunrearend - Vagueand lifelessfrontend 33334 + Stunninglybeautiful;better steeringthancoupe - Stillhas thecoupe’sother foibles 33342 + Beautymeetsbeast.Theyhitit off - Bootis useless fortouring 33334 + Asmuchtorqueasa 997Turbo - Adieselconvertiblewouldn’tbe ourchoiceofAlpina 33332 + AgreatGT - Notasexcitingtodriveas thenumbersmay suggest 33332 + Asmadasever - Rain 33333 + Remarkablebalance,poise andpace - Pricey 33333 + TheAtomjustgotalittlebitbetter - Canstillbea bitdraughty… 33334 + It’sbrilliant - It’smental 33333 + Perfectenginefor theAtom’schassis - Onlytenweremade 33333 + AnexperienceunlikeanythingelseonPlanetCar - £150Kfor anAtom 33333 + Off-roadcapabilitiesmake fora superplaything - No Bluetooth 33333 + Sportiest,coolestdrop-topAstonin years - Startingto feelits age 33332 + Soundsamazing,lookseven better - Stillnotthe bestdrop-topin itsclass 33334 + Abrilliant two-seatroadster…- …letdownbya frustratinggearbox 33334 + Asgoodas thecoupe,withamplifiedV12rumble - Justa smidgenshakier 33334 + Consummatecruiser andcapable whenpushed - Roof-upwindnoise 33334 + Afeelgood car parexcellence - It’sa bitofa heavyweight 33332 + Aseriousproposition,rankingclosebehinda BoxsterS - Coupestill looksbetter 33332 + Effortlesslyquick - Long-termappealopen toquestion 33332 + Terrificengine… - …isthebestthingaboutit 33342 + Getsthe S4’stricksuperchargedengine - Borderingon dull 33332 + Moredelicateand subtlethantheV10 - TheV10soundsevenbetter 33333 + Themost single-mindedtrackcar available- Thatmeans nopassengers… 33334 + Oneoftheworld’sbesttoplessGTs- Stillno sportscar 33332 + Atrue drivers’Bentley - Excessivelyheavy;feelslikeitcouldgivemore 33334 + Effortlessperformance,style - Runningcostsatadon thehighside 33334 + Looks,hard-topversatility,drivetrain - Clumsychassisisupsetbyraggedsurfaces 33342 + Terrificstraight-six - Handlingnotasplayfulaswe’dlike 33332 + Exhilarating andcharacterful,that engine - Stiffsuspension 33334 + Fresh-airM3, thatmotor,hunky looks - MCoupedrivesbetter 33342 + Impressivechassis,smart looks,neat roof- Extraweight,notascomposedas coupe 33342 + Asgood as fastfour-seatdrop-topsget… - …butstillnot asgoodas acoupeor saloon 33332 + M5-poweredsuper-sportster - M5’smorefun todrive 33322 + ThefabulousSevenformulaatits mostbasic- Getspricey withoptions 33334 + Feistyengine, sweetlybalanced,manic andexciting - Thetemptationof morepower 33333 + Intenseand exciting- Stickytyres limitthe amountof throttleadjustability 33334 + Extrapoweris welcome- You’llneedthesix-speedgearboxto makethemostofit 33333 + It’sthe onewebuiltforourselves - Trickieron thelimit thanlesser-poweredSevens 33333 + Ludicrous,near-620Rpace,with addedhabitability - Well,‘habitable’for a Seven… 33333 + Banzaion track,yetstillrelevanton theroad - £50kfora Seven? 33333 + Brilliantfor highdays, holidaysand trackdays - WetWednesdays 33334 + Greatdebutfor newFord-engined model - BiggerdriversneedSVmodel 33334 + OneofthebestCaterhamsis alsooneofthe cheapestofitsera - It’squiteminimalist 33333 + Oneof thebest road-and-track Sevens - Impractical,noisy,uncomfortable 33334 + Possiblyall theCaterhamyouneed - They’renot cheap 33333 + Betterpower-to-weightratio thana Veyron - Untilyou addthedriver 33333 + Twicethepower-to-weightratioof aVeyron! - Noteasytodriveslowly 33334 + Our2002TrackdayCarof theYear - Notforwimps 33333 + TheK-seriesSevenatitsverybest - Nocupholders 33333 + Turbochargedengine is atriumph - Stillplacesdaily useabilityaboveoutright thrills 33342 + Revisedwithsharper performanceanddynamics - We’dstilltakea 458Spider 33334 + It’san affordableItalian(ish)sports car - LacksItalian brio 33322 + Analternativeand rev-happyroadster - TheBoxster’sbetter 33332 + Beautiful,enjoyable,responsive - NoticeablyjuniortotheV6S 33332 + Better-dampedandmoreroundedthantheV8S - ABoxster Sis £20kcheaper 33334 + Pace,characterfulV8 - Costs£25kmorethantheS 33334 + Hugeperformance - Unpleasantsoundtrack;unsettledon bumpyroads 33342 + Noise,performance,adjustability - Expensive,andnotthe GT3rivalwewouldhaveliked 33334 + WilderthantheV6S - Couldbe tooexuberantforsome 33334 + Fantastic5-litreV8 - Losessportinggroundtoits mainfoes 33332 + Loudandmad;mostexcitingJag inyears - Itwasalsothe mostexpensivein years 33334 + Extraordinaryability,now in amore road-friendlypackage- Price 33334 + Sharperhandling,more power- Pityit’s noteven lighter, andcheaper 33332 + Madlooks;realqualityfeel - Heavierandpricierthanyou’dhope 33332 + 1.6-litreEliseis light and fantastic- Smallerenginecouldputsome off 33333 + Epicgripandpace-£43kforanElise? 33333
aston martin vanquish (mk1) r e t t s s a a P m
SPORTS CARS / CONVERTIBLES
TheVanquish was the mostsignifcant British supercar in years. Richard Meaden putit tothe test in the Scottish Highlands
‘Withmy rightfoot pushingthe alloythrottlepedalfirmly intothe Wilton, theVanquishclears its throat andpuncheshardtowards thehorizon,460bhpV12 yowling likea 1960sLe Mansracer, speedo needle surgingrelentlesslyaround thedial. TheVanquish devours thestraightbits withrelish,
issue 035, sePtember 2001 butunlike anypreviousAston it alsohas a ravenousappetite forcorners. ‘With somuchpowerand torque on tap,the reartyresare easilyoverwhelmedon cold,wet tarmac. Theinitial breakaway is rapid, butthe balanceis really sweet, allowingyou to adjust
theattitudeof thecarpurelyon thethrottle.Whilethis doesn’t havemuchrelevance to everyday driving,the factthat theVanquish hassuch polished,benign dynamicsis mightily impressive andproofthat Aston canproduce a front-enginedsupercarthat redefinesthe breed.’
www.evo.co.uk 167
WORRIED ABOUT EXPENSIVE CAR
REPAIR BILLS? If your car goes wrong, you could be faced with wallet busting r to mention the hassle of dealing with the garage and being with for days, or even weeks on end. A used car repa r plan rom Warrantyw se g ves you total pe when your car goes bang! o our p ans nc u e car re, ot trave expenses as we as recovery as stan ar . ou can a so t any VAT registered garage in the UK or Europe for repairs! Prices start from just £19 per month. Best of all its been designed by motoring consumer champion, Quentin Willson.
Warrantywise work in partnership with global feedback engine Feefo and were awarded their Gold Trusted Merchant award for 2015.
QUENTIN VIDEO GUIDE Watch as motoring expert, Quentin Willson, explains the benefits of a used car warranty. Watch Quentin’s Guide
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THEO IS WARRANTY WISE Warrantywise are delighted that Theo Paphitis has done the wise thing and protected his jaw-dropping Maybach with a Warrantywise warranty. Read the full article at: www.warrantywise.co.uk/theo
Terms and conditions apply. Accurate at the time of printing.
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THE KNOWLEDGE RATINGS
Thrill-free zone Tepid Interesting Seriously good A truly great car
Lotus Elise Cup 250 Lotus Elise 1.6 Club Racer Lotus Elise S Club Racer Lotus Elise R Lotus Elise SC Lotus Elise S 1.8 Lotus Elise 111S Lotus Elise Sport 135 Lotus Elise Sport 190 Lotus Elise (S1) Lotus E xige S po rt 3 50 R oads te r Lotus Exige S Roadster Lotus 3-Eleven Lotus 2-Eleven Lotus 2-Eleven Supercharged Lotus 2-Eleven GT4 Lotus 340R Lotus Elan SE Maserati GranCabrio M ase rati G ra nC abr io Sp or t Maserati GranCabrio MC Mazda MX-5 1.5 (Mk4) M azda M X-5 2 .0 S po rt N av (M k4) M az da M X- 5 2. 0i S po rt Te ch ( Mk 3. 5) Mazda MX-5 1.8i (Mk3) Mazda MX-5 1.8i (Mk2) Mazda MX-5 1.6 (Mk1) Mercedes-AMG SLC43 Mercedes-Benz SLK 55 AMG Mercedes-Benz SLK 55 AMG Mercedes-BenzSLK55AMGBla ckSeries M er ce de s-AM G C63 S C ab rio let Mercedes-AMG SL63 Mercedes-Benz SL500 Mercedes-Benz SL63 AMG Mercedes-Benz SL65 AMG Mercedes-Benz SL63 AMG Mercedes-Benz SL65 AMG M er ce de s- Be nz S LS A MG R oa ds te r Morgan 3 Wheeler Morgan Plus 8 Speedster Morgan Plus 8 Morgan Aero Super Sports Morgan Aero 8 Nissan 370Z Roadster Porsche 718 Boxster Po rsc he 7 18 B oxs te r S Porsche Boxster (981) Porsche Boxster S (981) Porsche Boxster GTS (981) Po rsc he B oxs ter S pyde r (981) Porsche Boxster S (987) Po rsc he B oxs ter S pyde r (987 ) Porsche Boxster S (986) Radical SR3 SL Radical SR8LM Renault Sport Spider Rolls-Royce Dawn Toyota MR2 TVR Tamora T VR Tuscan Convertible TVR Chimaera 5.0 T VR Grif fith 4. 3 T VR Grif fith 500 Vauxhall VX220 Vauxhall VX220 Turbo Vuhl 05
. O N E U S S I
E C I R P
224 R 183 R 189 D 068 R 131 R 104 R 049 R 040 D 044 R 126 R 186 R 220 R 126 R 123 R 138 R 126 R 095 R 142 D 161 D 185 D 230 F 228 R 2 12 R 091 R 017 R 131 R 222 D 186 R 087 R 110R 226 D 228 D 169 D 171 D 183 D 117 D 07 1 D 1 67 R 198 R 202 R 171 R 145 R 105 R 143 R 224 D 222 R 172 R 186 R 203 D 212 3 R 161 R 188 R 070 R 174 R 138 R 183 R 222 D 187 R 070 R 091 R 007 R 068 R 009 R 023 R 066 R 220 R
£45,600 ’11-’15 ’13-’15 ’04-’11 ’08-’11 ’06-’10 ’02-’04 ’03 ’03 ’96-’01 £ 55,9 00 ’13-15 £82,500 ’07-’11 ’07-’11 ’09-’11 ’00 ’89-’95 £98,940 £ 104, 535 £112,370 £18,495 £2 3,695 ’ 09 -’ 15 ’05-’09 ’98-’05 ’89-’97 £45,950 ’12-’15 ’05 -’10 ’07-’08 £68 ,115 £114,115 ’12-’16 ’12-’16 ’13-’16 ’08-’13 ’04-’10 ’ 12- ’1 4 £31,140 £71,140 £86,345 £128,045 ’ 02-’08 '10-'14 £41,739 £ 50,69 5 ’12-’16 ’12-’16 ’14-’16 ’ 15 -’ 16 ’05 -’12 ’ 10 -’ 12 ’99 -’04 £69,840 ’09-’12 ’96-’99 £250,000 ’00-’06 ’01-’07 ’05 -’07 ’ 93-’03 ’92-’93 ’93-’01 ’00-‘04 ’03-’05 £59,995
E C N C I / G L N Y E C
4/1798 4/1598 4/1798 4/1796 4/1794 4/1794 4/1796 4/1796 4/1796 4/1796 6/ 345 6 6/3456 6/3456 4/1796 4/1796 4/1796 4/1796 4/1588 8/4691 8/469 1 8/4691 4/1496 4/ 199 8 4 /1 99 9 4/1798 4/1839 4/1597 6/2996 8/5461 8/5439 8/5439 8/ 39 82 8/5461 8/4663 8/5461 12/5980 8/6208 12/5980 8 /6 20 8 2 /1976 8/4799 8/4799 8/4799 8/4799 6/3696 4/1988 4/2497 6/2706 6/3436 6/3436 6/ 3800 6/3436 6/ 3436 6/3179 4/2000 8/2800 4/1998 12/6592 4/1794 6/3605 6/3996 8/4988 8 /4280 8/4988 4/2198 4 /1998 4/2000
M P R / P H B
M P R / T F B L
T H G I E W
243/7200 134/6800 217/6800 189/7800 218/8000 1 34/6200 156/7000 135/6200 190/7800 118/5500 345 /70 00 345/7000 410/7000 189/7800 252/8000 266/8200 190/7800 165/6600 434/ 7000 4 44/ 7000 454/7000 129/7000 15 8/6000 1 58 /7 00 0 124/6500 146/7000 115/6500 362/5500 416/6800 355/5750 394/5750 5 03/5 500 57 7/5500 429/5250 530/5500 621/4800 518/6800 6 04/4800 5 63 /6 80 0 82/5250 362/6300 362/6300 362/6300 362/6300 326/ 7000 296/6500 345 /650 0 261/6700 311/6700 325/6700 370/670 0 306/6400 316/ 7200 256/6200 300/6000 460/10,500 148/6000 5 63/5250 138/6400 350/7200 365/6800 320/5500 280/5500 320/5500 145/5800 197/5500 285/5600
1 84/3500 1 18/4400 184/4600 133/6800 156/5000 127/4200 129/4650 129/4850 128/5000 122/3000 2 95 /450 0 295/4500 302/3000 133/6800 179/ 7000 179/7200 146/5000 148/4200 332/4750 3 76/47 50 3 83/4750 111/4800 147/460 0 1 39/ 50 00 123/4500 124/5000 100/5500 3 83/2000 398/4500 376/4000 383/3750 516/ 17 50 664/2250 5 16/ 1800 5 90/2000 7 37/2300 464/5200 737/2000 4 79 /47 50 103/3250 370/3600 370/3600 3 70/3600 361/3400 269/5200 280/1950 310/ 190 0 206/4500 265/4500 27 3/4500 310/47 50 265/5500 27 3/47 50 2 29/4600 265/4000 260/8000 136/4500 5 75/1500 125/4400 290/5500 3 15/6000 320/3750 305/4000 320/3750 150/4000 184/1950 310/3000
9 31kg 265 852kg 160 9 05k g 244 860kg 223 870kg 254 860kg 158 860kg 197 726kg 189 710kg 272 731kg 164 1 125 kg 312 1 166kg 301 925kg 450 720kg 267 670kg 382 670kg 403 658kg 293 1022kg 164 1980kg 223 1980 kg 228 1973kg 234 975kg 134 1000 kg 161 1 09 8k g 1 46 1080kg 108 1065kg 140 971kg 120 1 520kg 242 1615kg 262 1575kg 229 1495kg 268 1850 kg 276 17 70kg 331 17 10kg 255 17 70kg 304 1875kg 336 1 970kg 278 2035kg 302 1 66 0k g 3 4 5 525kg 159 1000kg 3 68 1100kg 3 34 1 180kg 312 1100kg 334 1 554kg 2 13 1335kg 225 1 35 5k g 259 1310kg 202 1 320kg 239 1345kg 246 1315 kg 286 1 355kg 229 127 5k g 252 1 320kg 200 775kg 393 680kg 687 930kg 157 2560kg 223 975kg 141 1050kg 338 1100kg 337 1060kg 307 1060kg 268 1060kg 307 875kg 168 930kg 215 725kg 405
N O T / P H B
H P M 0 6 0
H P M 0 0 1 0
H P M X A M
M K / G 2 O C
3 .9 6.0 4. 2
-
5.6
1 8. 7 1 2. 1 1 8. 5 1 2. 5 1 1. 2 9. 8 2 1. 2 8.1 1 1. 2 1 1. 2 -
154 127 145 1 50 1 48 127 131 129 135 126 145 145 174 140 150 155 126 137 17 7 17 7 179 127 133 1 38 122 123 114 155 155 155 174 15 5 155 155 155 155 155 155 1 97 115 148 155 170 170 155 170 1 77 164 173 174 180 170 166 164 161 168 131 155 130 160 195+ 167 148 167 136 151 152
175 37.7 149 4 5.0 1 75 3 7. 5 19 6 34. 4 19 9 33 .2 37.2 40.9 - - 39.4 2 35 28.0 2 35 28.0 - - - - 21.0 3 37 19. 5 37 7 1 9. 5 337 19.5 139 4 7.1 161 40.9 1 81 3 6. 2 - 32.5 - 178 26.2 195 33.6 23.5 - 208 3 1.7 2 34 28.0 2 12 3 1.0 231 - 270 2 4.4 328 20.0 - 3 08 2 1. 4 215 30.3 282 2 3. 3 256 25.7 25.2 2 62 25.2 168 3 8.2 18 4 34.9 192 3 4.5 206 32.1 211 31.4 2 30 2 8. 5 223 29.7 2 21 29.1 26.9 - - 3 30 20.0 38.2 - - 26.4 - 22.1 34.4 - -
4.5 6.3
5 .1 5.4 4 .7 6 .1
3.7 3.8 3.3 4.3 3.8 3.7 4.5
6.7 5 .2 5 .0 4.9 8.3 7. 3 7. 6 9 .3 8.6 9 .0 4.7 4.6 4.9 4 .9
4.1 4.1 4.6 4 .3 4.0 4.6 4 .1 3.7 6.0 4.2 4.4 4.2 4.5 5.5 5.1 4 .4
5 .4 5 .1 5.0 4. 5 5. 3 5 .0 5.5 3.4 3.2 6.5 4 .9 7 .2
4.5 3.8 4.6 4.8 4.8
5.6 4.7 3.7
13.9
1 1. 4
G P M C E
SPORTS CARS / CONVERTIBLES
RATING
+ QuickestEliseyet -Prioritisesgrip overadjustability + Evenlighter,even morefocused - Areyoupreparedtogo thisbasic? + Puristapproachintensifiesability - Lightest,option-freespec requirescommitment + Mostthrillsome Eliseyet - Blaringengine note + AlltheusualElisemagic - Superchargedengine lackssparkle + Brilliantentry-levelElise - Preciouslittle + Agenuinely useableElise - Air-con? Inan Elise? + Oneofour faveS2Elises - Brakesneedmorebiteandpedalfeel + Fabuloustrackdaytool - Pricey + Amodernclassic - A tadimpractical? + AnExige withaddedsunny-dayappeal - ABoxsterwouldbeabettereverydaybet + Likethe hard-topExigeS, butmore road-friendly - 981BoxsterSisabetterall-rounder + Afantasticallyexciting Lotus - Ifnot exactlya groundbreakingone + Notfaroffsuperchargedcar’space - Priceyonce it’smade road-legal + Impressiveon roadandtrack - Nothardcoreenoughforsome + evoTrackCar oftheYear2009 - It’sa 76-grandLotuswithno roof + Hardcoreroad-racer…- …thatlookslikeadunebuggyfromMars + Awesomefront-drivechassis - Ratheruninvolving + Asgoodtodriveasitistolookat- Lacksthe gruntof somerivals + Looks,performance,cruising ability - Brakescould besharper + Mostpowerful GranCabrioyet - TheGranCabrioisstartingtoshowitsage + LightestMX-5since theMk1 - Lacksintensity + Brilliantbasic recipe - Thedesirefor stiffersuspensionand morepower + Handlesbrilliantlyagain; foldinghard-topalso available - Lessthanmachoimage + Gearchange, interior - Lostsomeofthecharmofold MX-5s;dubioushandling + Affordable ragtopsdon’tget muchbetter - Cheapcabin + Theoriginalandstill(prettymuch)thebest - Lessthanrigid + Twin-turboV6 well-suitedto babyroadster - Butalsohighlightsthechassis’age + Quickerand moreeconomical thanever - Needsto besharper,too + Superbengine,responsive chassis - Nomanualoption,ESPspoilsfun + AMGgets serious - Dull-witted7G-Tronicauto box,uneven dynamics + Abornhooligan- Bodyflextakesawaysomecontrol + Effortlessperformance - Needsmoreinvolvementtogowiththe pace + Waftyperformance,beautifullyengineered - Lacksultimatesports car feel + Monsterperformance,lighter thanbefore - Still heavy,steering lacksconsistency + Chassisjustaboutdealswiththe power - Speedlimits + MorefocusedthanoldSL55AMG - Lostsomeofitsall-roundappeal + Gob-smackingperformance - Gob-smackingly pricey + Losesnone ofthe coupe’s talents - But (understandably)loses thegullwing doors + Quirky,characterful,brilliant - Canbecomeatwo-wheelerifyoupushtoohard + Fantasticold-schoolroadsterexperience -Getsunsettledbybigbumps + Hilariousmix ofold looksand newmechanicals-Refinementisdefinitelyold-school + Asabove,withaV8andtargatop - It’sproper supercarmoney + Glorioussound, viewover bonnet,dynamics - Awkward-looking rear + TheZed’s old-schoolcharacterremains intact - Itspurposefullooks don’t + Chassisas goodasever - Four-cylinder’stunelessdinwouldbehardtolivewith + Stillsensationallycapable - Turbofour-cylinderenginelacksappealoftheoldflat-six + Goesand looksbetter - Shameabouttheelectricsteering + Boxsterstepsout of911’s shadow - Butgets 911’sless appealingelectricsteering + Superbdynamics, fantasticengine,great looks - Sportsuspensionis veryfirm + Thefastest, mostrewarding Boxsteryet - Feedbacktrails theCayman GT4’s + Asabove,butwithmorepower - Asabove + Lighter, moredriver-centricBoxster - Collapsed-brollyroof notthe mostpractical + Addedpoweris seductive - Asabove + Our2011TrackCar oftheYear,and it’sroad-legal - You’llneedtowrapup warm + Fastestcar aroundthe Nordschleife - Convincingpeopleit’s roadlegal + Rarity,fabulousunassistedsteeringfeel - Heavierthan you’dhope + Effortlessdrivingexperience - Driverinvolvementnota priority + Tightlines, tautdynamics - Minimalluggage space + Well-sortedsoft-topTVR - Awkwardstyling + Spiritofthe Griffreborn - Over195mph?Really? + Gorgeousnoise,tarmac-ripplinggrunt - Details + ThecarthatmadeTVR.Cultstatus - Meredetails + Gruffdiamond - Afewroughedges + AbsurdlygoodVauxhall - Thebadge? + Nothingcomesclosefor themoney - Marginaleverydayusability + Impressivepaceandquality - YoucangetamorethrillsfromaCaterhamathalftheprice
www.evo.co.uk 169
the knoWledge ratings
COUPES / GTs
3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great car
our choice
best of the rest
Porsche911R. GT3RS engine,manualgearbox,no winganda lightweight build ethic.It soundedlikethe perfect911 onpaper, andin physicalformit has provedtobe justthat– orvery closetoit –formany.HenceitswinateCoty 2016 againstsome particularly strongrivals.Pity aboutthose premiums…
Lowerdownthe 911range,the 991.2 CarreraandCarreraS haven’tbeenruined bythe additionofturbos.Elsewhere,Jaguar’sF-typeR Coupe (left)is a real hoot,and we’d take a Mercedes-AMGC63 S Coupe over BMWM4,whileLotus’s Exigeand Evoracontinueto offersublimehandlingin allguises.
. o n e u s s i
e c i r P
Alfa Romeo 4C A lf a Ro me o 8C C om pe ti zi on e Alpina D4 Biturbo Alpina B4 Biturbo Aston Mar tin V8 Vantage A sto n Ma rtin V8 Va nta ge N 430 Aston Mar tin V8 Vantage S Aston Mar tin Vanta ge GT8 A ston M ar tin V 12 Va nta ge S Aston Mar tin Vanta ge GT 12 A sto n Ma rt in V 12 V an ta ge Aston Mar tin DB11 Aston Mar tin DB9 GT
209 R 12 0 R 206 R 206 R 169 D 2 18 R 168 R 229 R 2 24 D 214 R 14 6 R 230 D 214 D
£ 51,500 ’ 07- ’0 9 £ 50,950 £58,950 £84,995 £89,99 5 £94,995 £165,000 £1 38,000 £250,000 ’ 09 -’ 13 £154,900 £140,000
Aston Martin DB9
178 R
Aston Martin DBS Audi TT 2.0 TFSI (Mk3) Aud i TT 2 .0 T FSI q uat tro ( Mk 3) Audi TTS (Mk3) Audi TT RS (Mk3) Audi TT RS (Mk2) Audi TT RS Plus (Mk2) Audi S5 Audi RS5 Audi R8 V8 B en tley C onti ne nta l GT V8 B en tley C onti ne nta l GT V8 S Bentley Continental GT B en tl ey C on ti ne nt al G T Sp ee d B en tley C onti ne nta l GT 3- R BMW 1-series M Coupe BMW M240i Coupe BMW M235i Coupe BMW M2 BMW M4 B MW M 4 Co mpeti ti on Pac ka ge BMW M4 GTS BMW M3 (E92) BMW M3 GTS (E92) BMW M3 (E46) BMW M3 CS (E46) BMW M3 CSL (E46) B MW M 3 Ev olu tio n (E 36) BMW M3 (E30) BMW Z4 M Coupe BMW M6 (F13) BMW M6 (E63) BMW i8 Chevrolet Camaro Z/28 * ChevroletCorvetteStingray(C7) Ch ev rol et C or vette Z06 (C7 ) Ford Mustang 2.3 EcoBoost F ord M usta ng 5 .0 V8 GT Ginetta G40R H on da I ntegr a Ty pe R ( DC2) Honda NSX (NA2) Honda NSX-R (NA2) * Infiniti Q60S Ja guar F-type Coupe Ja guar F-type S Coupe Ja guar F-type R Coupe J ag ua r F- ty pe R C ou pe AW D J agua r F-t ype SVR C oupe Jaguar XKR Jaguar XKR-S Lexus RC200t F Spor t Lexus RC F Lotus Exige Sport 350
142 R 204 R 203 D 209 R 230 R 158 R 185 D 225 D 206 R 201 R 178 R 204 F 152 D 2 30 D 203 D 188 R 229 D 225 R 230 R 218 R 226 R 229 R 196 R 171 R 066 R 219 R 200 R 14 8 R 165 R 097 R 218 R 106 R 210 R 220 R 197R 227 R 222 D 225 R 165 R 200 R 188 R 100 R 228 D 204 D 211 D 218 R 2 27 D 224 D 168 R 168 R 225 R 226 R 221 R
e c n i c / g l n y e c
m P r / P h b
m P r / t f b l
t h g i e W
n o t / P h b
h P m 0 6 0
h P m 0 0 1 0
h P m x a m
4.5 4 .1 4.6 4.2 4.7 4. 5 4.5 4.4 3 .7 3.5
-
160 157 181 173 1 39 188 177 180 328 189 321 189 299 190 205 3 43 185 1 90 3 88 200 333 183 3 33
m k / g 2 o c
g P m c e
4/1742 8 /4 69 1 6/2993 6/2979 8/47 35 8 /47 35 8/47 35 8/47 35 12 /593 5 12/5935 1 2/ 59 35 12/5204 12/5935
237/6000 4 50 /7 00 0 3 45/4000 404/5500 420/7000 430/ 730 0 430/7 300 440/ 7300 5 65/67 50 5 92/ 7000 5 10/6 50 0 600/6500 540/6750
258/2200 35 4/47 50 516/1500 442/3000 346/5750 3 61 /5 000 361/5000 3 61/5000 457/5 75 0 461/5500 42 0/ 57 50 516/ 1500 4 57/5500
895kg 1 58 5k g 1585kg 1615kg 1630kg 1610 kg 1610kg 1530kg 1665 kg 1565kg 1 68 0k g 17 70kg 1785kg
269 2 88 221 254 262 27 1 27 1 292 345 384 3 08 344 307
’04-’16
12/5935
510/6500
4 57/5500
1785kg
2 90
4.6
-
183
368
18.2
’07-’12 £29,915 £ 32,860 £ 38,790 £51,800 ’09-’14 ’12-’14 £43,795 £59,870 ’07-’15 £ 140, 30 0 £ 149, 80 0 £150,500 £ 16 8,9 00 £ 237, 500 ’11-’12 £35,090 ’14-’16 £44,080 £57,055 £60,06 5 £120,500 ’07-13 ’10-’11 ’00-’07 ’05-’07 ’03-’04 ’ 96 -’ 98 ’86-’90 ’ 06-’09 £93,150 ’05-’10 £99,590 $71,750 £62,4 70 £ 89,620 £30,995 £ 34,9 95 £ 35,940 ’ 96 -’0 0 ’97-’05 ’02-’03 £42,990 £ 51,260 £60,260 £85,010 £9 1, 66 0 £ 110,0 00 ’ 09-’14 ’11-’14 £36,495 £59,995 £55,900
12/5935 4/ 1984 4/ 19 84 4/1984 4/2480 5/2480 5/2480 6/2995 8/4163 8/4163 8/ 3993 8/ 39 93 12/5998 1 2/ 59 98 8/ 3993 6/2979 6/2998 6/2979 6/2979 6/2979 6 /2979 6/2979 8/3999 8/4361 6 /3246 6/3246 6/3246 6/ 3201 4/2302 6/3246 8 /4395 10/4999 3/1499 8/7008 8/6162 8/6162 4/2261 8/49 51 4/1999 4/ 1797 6/3179 6/3179 6/2997 6 /2995 6/2995 8/5000 8 / 50 00 8/ 500 0 8/5000 8/5000 4/ 1998 8/4969 6/3456
510/6500 4 20/5750 227/4500 27 3/1650 227/45 00 27 3/ 1600 3 06/5800 280/1800 394/5850 354/ 1700 335/5400 332/1600 355/5500 3 43/1650 349/5400 369/1370 444/8250 317/4000 424/7900 317/4500 5 00/600 0 487/ 1700 5 21/600 0 5 02 /17 00 5 67/6000 516/ 1700 6 33 /5 90 0 6 20 /2 00 0 5 72 /600 0 5 18/ 1700 335/5900 369/1500 335/6800 369/ 1520 321/5800 332/ 1300 365/6500 369/1450 425/5500 406/1850 4 44/ 7000 406/ 1850 493/6250 442/4000 414/8300 295/3900 444/8300 324/3750 338/7900 269/5000 338/7900 269/5000 355/7900 27 3/4900 321 /7400 25 8/ 325 0 212/6750 170/4600 338/7900 269/4900 5 52/6000 501/1500 500/7750 384/6100 357/5800 420/3700 505/6100 481/4800 460/6000 465/4600 65 0/60 00 6 50/ 3600 313/5500 319/3000 410/650 0 391 /425 0 175/6700 140/5000 187/800 0 131 /7 300 276/7300 224/5300 276/7300 224/5300 400/6400 350/1600 3 35/6500 332/3500 375/6500 3 39/3500 5 42/6500 5 01/3500 5 42 /6 50 0 501 /3 50 0 567/650 0 5 16/ 35 00 503/6000 461/2500 542/6000 502/2500 242/5800 258/1650 470/6400 391/4800 3 45/7000 295/4500
1 695kg 1230kg 133 5k g 1365kg 1440kg 1450kg 1450kg 1615kg 1 715kg 1560kg 2220k g 2220k g 2245kg 2 245 kg 2120 kg 1495kg 1470kg 1455kg 1495kg 1515kg 1515 kg 1510kg 1580kg 1530kg 1495kg 1495kg 1385kg 1515 kg 1165kg 1420kg 1850kg 1635kg 1485kg 1732kg 1496kg 1 59 8k g 1655kg 1 711k g 795kg 1101k g 1410kg 1270kg 1799kg 1567kg 1 584kg 1650kg 1 7 30 kg 1705 kg 1678kg 1678kg 1675kg 1765kg 1 125kg
306 1 88 17 3 228 278 235 2 49 220 263 276 229 2 38 257 28 6 274 228 2 32 224 248 285 298 332 266 295 230 230 260 215 185 242 303 311 244 296 312 41 3 192 243 224 17 3 196 2 21 2 26 217 241 3 34 3 18 338 305 328 147 271 312
4.2 6.0 5 .3 4.9
-
191 155 15 5 155 155 1 55 174 155 155 1 88 188 192 197 20 6 170 155 15 5 1 55 15 5 1 55 15 5 1 90 1 55 190 155 155 155 158 147 155 155 1 55 155 175 180 196 155 155 140 145 168 168 155 161 17 1 186 1 86 20 0 155 186 143 168 170
388 1 37 1 49 168 187 20 9 209 166 246 3 32 246 2 50 338 33 8 29 5 2 24 1 79 189 19 9 2 04 204 19 9 29 0 295 231 3 42 49 27 9 29 1 179 2 99 208 234 234 2 55 2 69 269 292 292 168 251 2 35
17.3 47.9 44.1 38.7 34.4 3 1. 4 31.4 38.7 26.9 1 9.9 2 7.0 2 6.4 1 9. 5 1 9. 3 22. 2 - 36. 2 34.9 3 3. 2 3 2.1 3 2.1 34.0 2 2. 8 - 23.7 23.7 - 25.7 20.3 23.3 28.5 1 9. 8 134.5 23 .5 2 3.1 35.3 20 .9 28.9 22.8 - 31.0 28.8 28.8 26.4 2 5. 0 25 .0 23.0 23.0 39. 2 26.5 28.0
4 .4
3.9 4.5
3.4
9. 7
-
4 .4
11.1
4.3 4.7 4.5
-
4 .1
9.9
4. 6 4. 3 4. 3 4 .1 3 .6 4 .8 4.8
-
5.2
1 2. 7
4.5
4.3 4. 3
- - -
3 .7
8 .0
4.3
1 0. 3
4.3
-
5 .1
12 .3
5.1
-
5 .3
1 2. 0
5.4
1 2. 8
6. 7
17.8
5.0 4.2
-
4 .8
10.0
4.4 4 .2
-
4.4
9. 4
3 .7 5.8
-
4.8
1 1. 6
5.8
-
6. 2
17.9
5 .5 4.4 5.0 5.5 5. 3 4 .0
-
3.5
8 .1
3 .5 4.6 4.2 7.5 4.5 3.7
-
41.5 - 5 3.3 37.2 2 0.4 20. 5 2 1.9 1 9. 2 1 7. 3 19.8 19.8
rating + Carbonfibretub,mini-supercarlooks - Hothatch engine,clunky gearbox 33342 + Looks,exclusivity,noise,balance - They’reall sold 33334 + Fifth-gearoversteer - Soundslikea diesel;fueleconomynotas goodasyoumighthope 33334 + MorefluidthantheM4;bettertraction,too - Notaspreciseasthe M-caroverthelimit 33334 + 2012upgradeskeeptheV8Vantageonsong - Startingtofeelalittledated,though 33332 + Malleable,involving,can stillholdits own - Neverfeels rampantlyquick 33333 + Keenerengine, V12Vantagelooks - Slightlysluggishauto only 33334 + Enoughdramato fillaNetflixmini-series - Just150beingmade 33333 + AmongstthebestAstonsevermade - Old-schoolautomated’box(so getthe manual) 33333 + TheGT3-style Vantagewe’vebeen waitingfor - Only100beingmade 33333 + Thecarwe hopedthe V8Vantagewouldbe - Erm,a tadthirsty? 33333 + AnexcellentGT - Suffersinoutrighthandlingtermsas aresult 33334 + Morepower;stillhasbags ofcharacter- Needseight-speedauto’box 33334 + Agreat starttoGaydon-eraAstons - Automaticgearbox couldbequicker
33334
+ Stupendousengine, gearbox,brakes - Pricey.Canbitetheunwary 33334 + Desirable,grippyand effortlesslyquick - Stillnotthe lastwordininteraction 33334 + Looks,interior,decentperformance andhandling - Lacksultimateinvolvement 33332 + Dynamicallyinteresting(fora TT) - Stillnotas interactiveasa Cayman 33332 + Soundtrack; tremendouspoint-to-pointpace - Abit one-dimensionalin thelongrun 33334 + Sublime5-cylinder turboengine - Restofpackagecan’tquitematchit 33332 + Stonkinglyfast cross-country - Shockinglyexpensivefora TT 33332 + Sweeter chassisthan previousS5 - Stillnot engagingenough 33332 + Brilliantengineand improvedchassis - Lackof suspensiontravel;inconsistentsteering 33332 + Atrue 911alternative - Exclusivitycomesata price 33333 + Aproper drivers’Bentleywith decenteconomy - W12suddenlyseems pointless 33334 + Aneven betterdrivers’Bentley - Vastweightmakesitspresencefeltinharderdriving 33334 + 200mphin uttercomfort - Weight,thirst 33332 + Desirabilitymeetsexclusivityand performance - We’dstill havethe V8 33334 + Thebest-handlingContinentalever - Expensive;itstill weighs2120kg 33334 + Character, turbopace andgreat looks - Cameandwenttooquick 33333 + Adjustableand plentyof fun - Lacksfinesse andprecision 33334 + Powertrain,chassis,looks, size - Limited-slipdiff isan option,not standard 33334 + Moreprogressivechassis balancethan theM4 - Feelsunsettledon roughtarmac 33334 + Ferociouslyfast - Ahandful onless-than-perfector less-than-bone-dry roads 33334 + Bettertied-downthan theregular M4 - Torquedeliverystill ratherabrupt 33334 + Vastimprovementon lesserM4s - Soit shouldbeat thisprice 33333 + Fendsoff allofits rivals - …except thecheaper 1-seriesM 33333 + Highlyexclusive,oneofthemost focusedM-carsever - Goodlucktryingtofindone 33333 + OneofthebestBMWsever.Runner-upin eCoty2001 - Slightlyartificialsteeringfeel 33333 + CSLdynamicswithoutCSLprice - Lookslikethestandardcar 33333 + Stillsuperb - Changesfrom theautomatedsingle-clutch’boxare… a… bit…sluggish 33333 + Performance,image - Neverquiteas goodastheE30 33332 + BestM-carever!Race-cardynamicsfortheroad - Priceshavegotoutof hand 33333 + Arealdrivers’car - You’vegottobe preparedtogetstuckin 33334 + Mightyability,pace, technology - You’ll wantthe CompetitionPackage upgradetoo… 33334 + AwesomeGT,awesome sportscar - SMGgearboxnowoff thepace 33334 + Brilliantlyexecutedconcept;sci-filooks - Safedynamic set-up 33334 + Scalpel-sharpengine,great chassis(really)- Feels very stiffon UKroads 33334 + Performance,chassisbalance, suppleride - Bodycontrol couldbe better 33334 + Mind-bogglingrawspeed; surprisinglysophisticated - Edgywhen reallypushed 33334 + Ninetyper centasgoodas theV8 - Missingtenpercentis whatmakesthe Mustang 33342 + Looks,noise, performance,value, right-handdrive - Comesundoneonrougherroads 33342 + Arace-compliantsports car fortheroad- Feelstoosofttobeahardcoretracktoy 33332 + Arguablythe greatestfront-drivecar ever - Toorawforsome 33333 + ‘Theuseable supercar’ - 276bhpsoundsa bitweedytoday 33334 + evoCarof theYear2002 - HardtofindintheUK 33333 + Impressivetech - Electronicsystemsreduce feelingof involvement 33342 + Drop-deadlooks, brilliantchassis,desirability - Enginelacks top-endfight 33332 + Exquisitestyle, morerewarding (andaffordable)thanroadster - Scrappyon thelimit 33334 + Looks,presence,performance, soundtrack- Bumpyand boistrous 33333 + Betterthantherear-driveR inthewet - Lessinvolvinginthedry 33334 + AmarginallybetterdrivethantheAWDR - Notbyenoughtojustifythe extraoutlay 33334 + Fastand incrediblyrewardingJag - Thekidswillhavetostayat home 33334 + FasterandwilderthanregularXKR - TheF-typeRCoupe 33334 + Fluidride - Lacksbodycontrolandoutrightgrip 33342 + Greatsteering,noise, senseof occasion - Tooheavyto betrulyexciting 33332 + Furtherhoned,andwitha vastlyimprovedgearshift - Stillnoteasytogetintoandoutof 33333
volksWagen golf r (m6) g e n i d y i u u b g
Whywould you? Becausethe switchfromthe V6 intheMk5R32to aturboin-lin e four resultedin a lighter,more powerful and moreentertaining four-wheel-drive Golfrangetopper. Zeroto 62mph takes 5.5secwith DSG, andremaps to over300bhp aren’tuncommon.
Whatto pay £16kis thestartingpointforcars withaveragemilesand agood history;£20kwillget youa late, low-mileage example. Whatto lookoutfor Prematurewearof thefuel pumpcamfollowerwill score the camshaft; replacingthe follower
isinexpensive, andif it’s been doneit suggeststhatthe carhas beenwellcaredfor. Check the cambelthas beenchanged every four yearsor 60,000miles.The oiland filterfor DSG’boxesneeds changingevery 40,000miles, too.Leakingwater pumpsaren’t uncommon.(Full guide, evo 226.)
SPECIFICATION Years 2010-2013 Engine In-line4-cyl, 1984cc,turbo Power 266bhp @ 6000rpm Torque 258lbft @ 2500-5000rpm 0-62mph 5.7sec Topspeed 155mph Rating 33334
www.evo.co.uk 171
THE KNOWLEDGE RATINGS
Thrill-free zone Tepid Interesting Seriously good A truly great car
. O N E U S S I
Lotus Exige S (V6) 209 R Lotus Exige S (S2) 105 R Lotus Exige (S1) 200 R Lotus Evora 400 216 R Lotus Evora Spor t410 230 R Lotus Evora 138 R Lotus Evora S 168 R M ase rati G ra nTur ism o 114 R M ase rati G ra nTur ism o Spo rt 188 R M as er at i Gr anTu ri sm o MC S tr ad al e 1 93 R Mazda RX-8 122 R M er ce de s- AM G C4 3 4M at ic C ou pe 2 25 D M er ce de s-AM G C63 S C oup e 229 R M er ce de s- Be nz C 63 A MG C ou pe 1 62 R M er ce de s- Be nz C 63 A MG B la ck S er ie s 1 71 R Mercedes-BenzCLK63AMGBlackSeries 106 R M er ce de s-AM G S6 3 Co up e 205 D M er ce de s-AM G S65 C ou pe 209 D Mercedes-AMG GT 227 D Mercedes-AMG GT S 216 R Nissan 370Z 204 R Nissan 370Z Nismo 209 R Nissan GT-R (2017MY) 230 R N is sa n GT- R Tr ac k Ed it io n (20 17 MY ) 2 29 D Nissan GT-R Nismo 205 R Nis sanGT-R(2012MY-2016MY) 218R Nis sanGT-RTrackEdition(2016MY) 223R N is sa n Sk yl in e GT- R (R 34) 19 6R N is sa n Sk yl in e GT- R (R 33) 19 6 R Peu geot RC Z 1.6 T HP 200 155 R Peugeot RCZ R 209 R Porsche 718 Cayman 229 D Po rsc he 7 18 C ay ma n S 230 R Po rsc he C ay ma n S (981) 202 R Porsche Cayman GTS (981) 219 F Po rsc he C ay ma n GT4 (981) 221 R Porsche Cayman S (987) 132 R Porsche Cayman R (987) 158 R Po rsc he 9 11 C ar rer a (9 91. 2) 218 R Po rsc he 9 11 C ar rer a S (9 91 .2) 217 R P or sc he 9 11 C ar re ra S ( 99 1.1) 20 1 R Po rsc he 9 11 C ar rer a 4S (9 91 .1) 179 R Po rsc he 9 11 C ar rer a 4 GT S (9 91 .1) 208 D Po rsc he 9 11 C ar rer a S (9 97. 2) 121 R Po rsc he 9 11 C ar rer a S (9 97.1) 070 R Porsche 911 GT3 (991) 206 R Po rsc he 9 11 G T3 RS (99 1) 223 R Porsche 911 R (991) 229 R Po rsc he 9 11 G T3 (997. 2) 182 R Po rsc he 9 11 G T3 RS (3. 8, 9 97. 2) 200 R Po rsc he 9 11 G T3 RS 4 .0 (997. 2) 187 R Po rsc he 9 11 G T3 (997.1) 182 R Porsche 911 GT3 RS (997.1) 105 R Po rsc he 9 11 G T3 (99 6. 2) 221 R Porsche 911 GT3 RS (996.2) 068 R Porsche 911 GT3 (996.1) 182 R Radical RXC 189 R Radical RXC Turbo 205 R Radical RXC Turbo 500 209 D Radical RXC Turbo 500R 227 D Rolls-Royce Wraith 205 D Subaru BRZ 204 R Toyota GT86 223 R TVR Sagaris 097 R VW Scirocco GT 2.0 TSI 155 R VW Scirocco R 200 D
M P R / P H B
E C I R P
E C N C I / G L N Y E C
’ 12-’15 ’06-’11 ’00-’01 £72,000 £82,000 ’09-’15 ’10-’15 £ 82, 89 0 £91, 420 £ 110 ,74 0 ’03-’11 £ 46 ,2 80 £69, 20 5 ’ 11 -’ 14 ’ 12- ’1 3 ’07-’09 £ 125 ,5 95 £ 183,07 5 £98,195 £110,495 £27,445 £37,585 £79,995 £9 1,9 95 £125,000 ’12-’16 ’15-’16 ’ 99 -’ 02 ’ 97- ’9 9 £ 27,150 £ 32,250 £39,878 £ 48, 843 ’ 13- ’16 ’14-’16 ’ 15 -’ 16 ’06-’13 ’11-’13 £ 76, 412 £ 85 ,85 7 ’ 12- ’1 5 ’ 13-’ 15 ’ 15 ’08 -’ 11 ’04 -’08 £100,540 £ 131, 29 6 £136,901 ’09 -’ 11 ’ 10 -’ 11 ’ 11-’ 12 ’07-’0 9 ’07-’09 ’03 -’05 ’03-’05 ’99 £94,500 £ 129,000 £143,400 £201,000 £229,128 £22,495 £22,495 ’05-’07 £26,125 £32,580
6/3456 345/7000 4/1796 218/7800 4/1796 192/7800 6/3456 400/7000 6/3456 4 10/7000 6 /3456 276/6400 6/3456 345/7000 8/4244 3 99/ 710 0 8/4691 45 4/ 70 00 8 /4 69 1 4 54 /7 00 0 2R/1308 228/8200 8 /2 99 6 3 62 /5 50 0 8 /39 82 5 03/5 500 8 /6 20 8 4 51 /6 80 0 8 /6 20 8 5 10/6 80 0 8/6208 500/6800 8/ 5461 5 77/ 55 00 12 /5 980 621 /4800 8/3982 456/6000 8/3982 5 03/6250 6/3696 323/7000 6/3696 3 39/7400 6/3799 562/6800 6 /37 99 5 62 /6 80 0 6/3799 592/6800 6/3799 542/6400 6/3799 542/6400 6 /2 56 8 27 6/ 70 00 6 /2 56 8 27 6/6 80 0 4/ 15 98 197/5 50 0 4/1598 266/6000 4/1988 296/6500 4/ 2497 345 /650 0 6/ 3436 3 21 /7400 6/3436 335/ 7400 6/ 3800 3 80/ 7400 6/3436 3 16/ 7200 6/3436 3 25/7400 6/ 2981 365 /650 0 6 /2981 414/650 0 6 /3 80 0 39 4/ 74 00 6/ 3800 394/ 740 0 6/ 3800 4 24/ 75 00 6/ 3800 3 80/650 0 6/ 3824 35 0/6600 6/3799 468/8250 6/ 39 96 493/825 0 6/3996 493/8250 6/ 3797 429/ 7600 6/ 3797 4 44/ 79 00 6/ 399 6 4 93/825 0 6/ 3600 409/ 760 0 6/3600 409/ 7600 6/ 3600 37 5/ 740 0 6/3600 375/ 7400 6/3600 360/7 200 6/3700 350/6750 6/3496 454/6000 6/3496 530/6100 6/3496 600/6700 12/6592 624/5600 4/1998 197/7000 4/1998 197/7000 6/3996 406/7500 4/1984 217/4500 4/1984 276/6000
M P R / T F B L
T H G I E W
N O T / P H B
H P M 0 6 0
H P M 0 0 1 0
H P M X A M
M K / G 2 O C
G P M C E
295/4500 158/5500 146/5000 302/3500 310/3500 258/4700 295/4500 3 39/47 50 3 83/47 50 3 83 /47 50 156/5500 3 8 3/ 20 00 5 16/ 17 50 4 42 /5 00 0 4 57/ 520 0 464/5250 664/ 225 0 7 37/ 2300 442/1600 479/1750 268/5200 274/5200 470/3600 47 0/ 36 00 481/3200 466/3200 466/3200 2 89 /4 40 0 2 71 /4 40 0 2 02 /1700 243/1900 2 80/1950 310/ 190 0 27 3/450 0 280/4750 3 10/47 50 27 3/4750 27 3/4750 332 /17 00 369/ 1700 3 24 /5 60 0 3 24/ 560 0 324/ 57 50 310/4 400 295 /460 0 3 24/6250 3 39/625 0 3 39/6250 317/625 0 3 17/67 50 3 39/5 750 298/ 5500 298/5500 2 84/5 000 284/5000 27 3/5000 320/4250 500/3600 481/5000 465/4200 5 90/ 1500 151/6400 151/6400 349/5000 258/1500 258/2500
1176kg 930kg 780kg 1395kg 1325kg 1382kg 1430kg 1880k g 1880k g 1 80 0k g 1429kg 1 73 5k g 17 25 kg 1 65 5k g 1 63 5k g 1760kg 199 5k g 2110 kg 1 540kg 1570kg 1496kg 1496kg 1 752kg 1 74 5k g 1720kg 1740kg 1740kg 15 60 kg 1 54 0k g 1421k g 1 280kg 1335kg 1 35 5k g 1320 kg 1345kg 1340 kg 1350kg 1295kg 1430 kg 1440 kg 141 5k g 1 465 kg 1470 kg 1425 kg 1 420 kg 1430kg 1420 kg 1 370kg 1395 kg 1370 kg 1360k g 1395 kg 1375kg 1380k g 1 330kg 1350kg 900kg 940kg 1100kg 1 070kg 2360kg 1 230kg 1240kg 1078kg 1369kg 1426kg
298 238 247 2 91 314 203 245 216 2 45 2 56 162 2 12 296 2 77 3 17 289 2 94 299 301 3 26 219 230 326 3 27 3 50 316 316 1 80 1 82 141 211 225 259 247 253 2 88 2 37 255 259 2 92 28 3 27 3 293 27 1 246 333 35 3 366 312 329 3 68 2 98 302 27 2 286 27 1 395 491 490 561 260 163 161 383 1 58 187
3.8 4.5 4.6 4.1 3.9
-
5.6
13.6
4.6
-
170 148 136 186 190 162 172 1 77 185 1 88 1 46 1 55 155 1 86 1 86 186 15 5 186 189 193 155 155 196 1 96 196 196 196 165 155 1 47 155 170 177 1 75 17 7 183 172 175 183 191 1 88 185 189 188 182 196 1 93 200 1 94 193 193 192 193 190 190 187 175 185 185 185 155 140 140 185 153 155
235 199 225 225 217 229 3 30 3 31 3 60 2 99 1 78 200 2 80 28 6 2 37 27 9 2 16 2 19 248 248 2 75 2 75 275 27 5 27 5 15 5 145 168 184 2 06 211 2 38 223 228 1 90 19 9 2 23 2 33 2 33 2 42 2 89 2 96 308 3 03 314 326 327 181 181 1 39 187
28.0 33.2 - 29.1 29.1 30. 3 28.7 19. 8 19.7 1 8. 2 24. 6 3 6. 2 24. 8 2 3. 5 - - 2 8.0 23 .7 3 0.4 3 0.1 26.7 26.6 24.0 24 .0 24.0 24.0 24.0 20.1 22.0 42.1 44.8 4 7.1 26.4 3 2.1 31.4 27. 4 29.7 29.1 3 4.0 3 2. 5 2 9. 7 2 8. 5 2 8. 5 2 7.4 24. 5 23.0 2 2. 2 21. 2 2 2. 1 - - - - - - 21.9 2 0. 2 36.2 36. 2 - 4 7.1 35.3
5.5
1 2. 7
4. 8 4 .5
-
6.5
16.4
4 .7 3 .9
-
4. 4
10.3
4 .2 4.2 4. 2 4.1 4.0 3.8 5 .3 5 .2 2.7 2 .7 2.6
-
3.2
7. 5
3.4
7.7
4.7
12.5
5.4
14.3
7. 3
5.9 5.1 4.4
1 8. 1
-
4. 5
10.5
4.9 4 .4 5. 2 4 .7 4. 6 4. 3
-
4 .3
9. 5
4. 5 4.4 4.7 4.6 3.5
10.9 -
3.0
7. 1
3.8
-
4.2
9. 2
4.0 3 .8
-
4 .3
9. 4
4 .2
-
4 .3
9. 2
4.2
9.2
4.5
10.3
2.8 2 .6 2 .6 2.8 4 .6 7.6
6.8 -
6.9
16.5
3.7 6.5 5.7
-
COUPES / GTs
RATING
+ Breathtakingroad-racer; ourjoint2012Car oftheYear - Gearshiftnot thesweetest + Lightweightwith a heftypunch - Uninspiringsoundtrack + Looksand goeslikeEliseracer - Atadlackinginrefinement + Evoraexcitementlevelstake a leap - Gearboxstill notperfect; punchypricing + Evenlighterand sharperEvora - Engineandgearboxbehindthebestatthisprice + Sublimerideandhandling.Our2009Car oftheYear - TheEvoraS + AfasterandbetterEvora - ButonewhichsparswiththePorsche911… + Striking,accomplishedGT - Doesn’tspikethe pulselikean Astonor 911 + Thebest everydayGranTurismoyet - Startingtogetlonginthe tooth + Brilliantblendof roadracerandGT - Gearboxtakesa littlegettingused to + Nevermind thequirkiness,it’sa greatdrive - Wafer-thintorqueoutput + Fastandinstilledwitharealsenseofquality - Notenoughemphasison fun + Mouth-wateringmechanical package;betterthan anM4 - Lightsteering + Apropertwo-door M3rival - C63saloonlooksbetter + TheC63turnedup to11 - Tooheavy,notas fieryasBlackSeriescarsofold + AMGgoes Porsche-hunting - Dull-wittedgearshiftspoilsthe party + ThunderouslyfastS-class builtfor drivers - Lacksbadgeappealof aContinentalGT + Almightypower,fabulousluxury - Nearly£60kmorethantheS63! + Atruesportscarthatalsodoesluxury - Takestimeto revealits talents + Fantasticchassis,huge grip - Artificialsteeringfeel; downshiftscouldbe quicker + Quicker,leaner,keenerthan 350Z- Notquite a Cayman-killer + Sharperlooks, improvedride, extrathrills - Enginelacks sparkle + Morerefinement,much improvedinterior,stillfast - Feelsa touchless alert + GT-Rregainsits sharpness- Gettingpriceythese days + Managesto makeregular GT-Rfeelimprecise - Compromisedby super-firmsuspension + GT-Ris quickerandbetterthanever - Butcostsover£20Kmorethanitslaunchprice + Recreatesmuch ofthe Nismo’sability,withoutthe rock-hardride - Interiorfeels dated + Big,brutal,andgreatfun - Needsmore thanthe standard276bhp + ProofthatJapanese hi-techcan work(superbly) - Limitedsupply + Distinctivelooks,highly capablehandling - Couldbea bitmoreexciting + Rewardingandhighly effectivewhen fullylit - Datedcabin,steering lacksfeel + Chassisremainsa dream- Enginefeels strangledand soundshorribly harsh + Fasterandbettertodrivethanever - Turbofour-cylinderis utterlycharmless + TheCaymancomesof age - Erm… + Tweaksimprovean alreadysublime package - Slightly‘aftermarket’ looks + evoCarof theYear2015(eventhoughthe991GT3 RSwasthere!) - Second-handprices + Stillwantthat 911? - Yeah,us too + Totalhandlingexcellence - Stylingadditionsnot toall tastes + Forcedinductionhasn’t ruinedthe Carrera - Puristswon’tbe happy + Asabove,butblindinglyfast - You’llwant thesports exhaust + ACarrerawithsupercarpace - Electricsteeringrobs itof sometactility + Moresatisfying thanrear-drive991.1 Carreras - Chooseyour speccarefully + Thehighlightofthe991.1Carreraline-up - Priceyfora Carrera + Poise,precision,blindingpace - Feelsa bitclinical + evoCarof theYear2004;likeajuniorGT3 - Techoverload? + evoCarof theYear2013 - Atits bestat licence-troublingspeeds + Sensationallygood todrive - Theywon’tall bepaintedUltraViolet + evoCarof theYear2016 - Limitedavailability + Evenbetterthanthecaritreplaced - Giveusa minute… + Ourfavouritecarfromthefirst200issuesofevo - Forpeoplelikeus, nothing + evoCarof theYear2011 - Unforgivingon-roadride; crazy usedprices + Runner-upevoCar oftheYear2006 - Ferrari599 GTBs + evoCarof theYear2007 - AchunkmoremoneythanthebrilliantGT3 + evoCarof theYear2003 - Chassisis abit tootrack-focusedforsomeroads + Track-biasedversion ofabove - Limitedsupply + evoCarof theYear1999 - Porschedidn’tbuild enough + Arealtrackdayweapon - Can’tmatchtheinsanityof aCaterham620R + EatsGT3s forbreakfast - Mightnotfeelspecialenoughatthisprice + Hugeperformance,intuitiveadjustability,track ability - Compromisedfor roaduse + Immenseaccessibleperformance - Fit,finishand detailinglacksfinesseatthisprice + Refinement,chassis, drivetrain- Sharedcomponentrylets cabindown + Finechassis,greatsteering -Weakengine,not theslide-happycar theypromised + Morefun thanits cousin(above)- Samelackoftorque,poor interiorquality + Looksoutrageous - 406bhpfeelsa touchoptimistic + GolfGTIpriceandperformance - Interiorlacks flair + Greatengine,grown-up dynamics - Perhapsa littletoogrown-upfor some
GET YOUR EVO MERCHANDISE!
M F R O L Y O N
9 £ 9. 9
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the knoWledge ratings
33333 A truly great car 3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good
our choice
best of the rest
McLaren 675LT. The ‘long-tail’is the step forward we’ve been hoping for
The Ferrari 488 GTB (left) has a stunning turbocharged engine and the chassis to exploit it.Lamborghini’sAventadoroffers true supercar drama,especially in Superveloce form, while the Pagani Huayra rivals it for theatre (albeit at four times the price) and was ourjoint 2012 evo Carof theYear.
from McLaren’s super-series cars,adding a real sense of involvement to the incredible pace that’s been building since the 12C. In fact, the 675LT is so intense it might even make you question if you need a P1.
. o n e u s s i
A sto n Ma rti n Van qu ish ( Mk 2) A sto n Ma rt in V an qu is h S (M k1) Aston Martin One-77 Audi R8 V10 Audi R8 V10 Plus Audi R8 V10 Audi R8 V10 Plus Audi R8 GT Audi R8 LMX B ugatti Vey ro n 16. 4 B ugatti Vey ro n Su per S po rt Bugatti EB110 Ch ev ro le t Co rv et te Z R1 Ferrari 488 GTB Ferrari 488 Spider Ferrari 458 Italia Ferrari 458 Speciale Ferrari F430 Ferrari 430 Scuderia Ferrari 360 Modena F er ra ri 3 60 C ha l en ge Stra da le Ferrari F12 Berlinetta Ferrari F12tdf F er ra ri 5 99 G TB F io ra no Ferrari 599 GTO Ferrari575MFioranoHandlin gPack Ferrari 550 Maranello Ferrari GTC4 Lusso Ferrari FF Ferrari LaFerrari Ferrari Enzo Ferrari F50 Ferrari F40 Ford GT Hennessey Venom GT Honda NSX Jaguar XJ220 Koenigsegg Agera R Koenigsegg One:1 Koenigsegg CCXR Edition L am bo rg hi ni H ur ac án R WD C ou pe L am bo rg hi ni H ur ac án C ou pe L amb or ghi ni G al la rdo L P5 60 -4 L amb or ghi ni G al la rdo L am bo rg hi ni A ve nt ad or C ou pe L am bo rg hi ni A ve nt ad or S V Co up e L amb or ghi ni M ur ci él ago L P640 LamborghiniMurcié la goLP670-4SV Lamborghini Murciélago Lamborghini Diablo 6.0 Lexus LFA/LFA Nürburgring Maserati MC12 McLaren 540C McLaren 570S McLaren 570GT McLaren 650S McLaren 675LT McLaren 675LT Spider McLaren 12C McLaren P1 McLaren F1 M er ce de s- Ben z SL S AMG M er ce de s- Be nz S LS A MG B la ck S er ie s Mercedes-Benz SLR McLaren Noble M600 Pagani Huayra Pagani Zonda 760RS Pagani Zonda S 7. 3 Pagani Zonda F Pa gan i Zon da C in qu e Ro ads te r P or sc he 9 11 T ur bo S ( 99 1. 2) Porsche 911 Turbo S (991.1) Po rsc he 9 11 Tu rbo (9 97. 2) Porsche 911 GT2 RS (997.2) P or sc he 9 11 T ur bo ( 99 7. 1) Po rsc he 9 11 Tu rbo (9 96) Po rsc he 9 11 G T2 (9 96 .2) Porsche 911 Turbo (993) Porsche 911 GT2 (993) Porsche 918 Spyder Po rsc he C ar rer a GT Ruf CTR ‘Yellowbird’
supercars
e c i r P
e c n c i / g l n y e c
m P r / P h b
203 R £ 192,9 95 1 2/5 935 5 68/6650 1 10 R ’ 05 -’ 07 1 2/ 59 35 5 20 /7 00 0 179 R ’10-’12 12/7312 750/6000 228 D £119,520 10/5204 533/8250 229 R £134,520 10/5204 602/8250 181 D ’10-’15 10/5204 518/8000 190 R ’13-’15 10/5204 542/8000 169 F ’10-’12 10/5204 552/8000 208 R ’15 10/5204 562/8000 1 34 R ’05 -’ 11 16/ 79 93 100 0/60 00 15 1 R ’ 10 -’ 14 16/ 79 93 1183/6 400 078 R ’91-’95 12/3500 552/8000 1 33 R ’09 -’1 3 8/6162 6 38/650 0 228 R £183,964 8/3902 661/6500 216 D £204,400 8/3902 661/6500 221 R ’09 -’15 8/4497 562/9000 203 R ’14-’15 8/4497 5 97/9000 163 R ’04-’10 8/4308 483/8500 121 R ’07-’10 8/4308 503/8500 163 R ’99-’04 8/3586 394/8500 0 68 R ’03 -’04 8/ 35 86 420/85 00 190 R £241,053 12/6262 7 30/8250 230 R £339,000 12/6262 769/8500 101 R ’06 -’ 12 12 /5 99 9 611 /7600 161 R ’11-’12 12/5999 661/8250 200R ’02-’06 12/5748 508/7250 169 R ’97-’02 12/5474 485/ 7000 225 D £230,430 12 /6262 680/80 00 194 R ’11-’15 12/6262 651/8000 203 R ’13-’15 12/6262 950/9000 203 R ’02-’04 12/5999 651/7800 186 R ’96-’97 12/4699 513/8500 222 R ’87-’92 8/2936 471/7000 200 R ’04-’06 8/5409 550/6500 180 R £900,000 8/ 7000 1244/6500 229 R £132,715 6/3493 573 157 R ’92-’94 6/3498 542/7200 180 R c£1.09m 8/5032 1124/7100 202 R c£2.0m 8 /5065 1341/7500 118 R ’08-’10 8/4800 1004/7000 2 29 R £15 5,400 1 0/ 520 4 5 72 /80 00 2 09 D £ 186 ,76 0 1 0/ 520 4 6 02 /8 25 0 180 D ’08 -’ 13 10/5 20 4 5 52 /8000 0 94 R ’06 -’ 08 10/49 61 5 13/80 00 1 94 R £ 26 0, 04 0 1 2/6 49 8 6 90 /8 25 0 2 16 R £ 32 1, 72 3 1 2 /6 49 8 740 /8 40 0 0 93 R ’06 -’ 11 12 /6496 631 /80 00 200R ’09-’11 12/6496 661/8000 089 D ’01-’06 12/6192 570/ 7500 019 R ’00-’02 12/5992 550/ 7100 200 R ’10-’12 10/4805 552/8700 079 R ’04-’05 12/5998 621/7500 228 R £126,000 8/3799 533/7500 229 R £143,250 8/3799 562/7500 228 R £154,000 8/3799 562/7500 196 R £195,250 8/3799 641/7250 228 R £259,500 8/3799 666/7100 222 D £285,450 8/3799 6 66/7 100 228 R ’11-’14 8/3799 616/7500 228 R ’13-’15 8/3799 903/7500 228 R ’94-’98 12/6064 627/7500 15 9 R ’ 10 -’ 15 8/620 8 5 63/6800 2 04 R ’ 13 -’ 15 8 /6 20 8 6 2 2/ 74 00 228 R ’03-’07 8/5439 6 17/6500 186 R c£200,000 8/4439 650/6800 185 R c£1m 12/5980 720/5800 170 R £1.5m 12/7291 750/6300 096 R ’02-’05 12/7 291 555/5900 186 R ’05-’06 1 2/7291 602/6150 147 D ’09 -’ 10 12 /7 291 6 69/6200 2 23 R £ 14 5, 77 3 6/ 38 00 57 2/67 50 217 R ’13-’15 6/3800 552/6500 2 18 R ’09 -’ 13 6/ 3800 493/600 0 204 R ’10-’13 6/3600 611/6500 0 94 R ’ 06 -’ 09 6 /3 60 0 47 2/6 00 0 017 R ’0 0-’06 6/ 3600 414/60 00 07 2 R ’0 4-’06 6/ 3600 47 5/ 570 0 066 R ’95 -’98 6/3600 402/5750 003 R ’95 -’98 6/3600 424/5750 200 R ’13-’15 8/4593 875/8500 200 R ’0 4-’06 1 0/5 73 3 604/8000 097 R ’87-’89 6/3366 469/5950
m P r / t f b l
465 /5 50 0 4 25 /5 80 0 553/7600 398/6500 413/6500 391/6500 398/6500 398/6500 398/6500 922 /2200 1 106/ 3000 451/3750 603/ 3800 561/3000 5 61/3000 398/6000 3 98/6000 343/5250 347/5250 275/4750 2 75/47 50 509/6000 520/6250 44 8/ 560 0 457/6500 434/5250 415/5000 514/ 57 50 504/6000 664/6750 485/5500 347/6500 426/4000 500/3750 1155/4000 476/2000 475/4500 8 85/2700 1011/6000 796/5600 3 97/6 50 0 4 13 /6 50 0 398/65 00 3 76/425 0 5 0 9/ 55 00 5 09/ 55 00 487/60 00 487/6500 4 79/5400 457/5500 354/6800 481/5500 398/3500 443/5000 443/5000 500/6000 516/5500 516/5500 442/3000 664/4000 479/4000 479/47 50 4 68 /5 50 0 575/3250 604/3800 737/2250 575/4500 553/4050 575/4000 57 5/40 00 5 53 /2 25 0 553/2200 479/ 195 0 516/2250 4 57/ 19 50 4 13/270 0 4 72 /350 0 398/4500 398/4500 944/6600 435 /5 75 0 408/5100
t h g i e W
1 739 kg 1 87 5k g 1740kg 1595kg 1555kg 1620kg 1570kg 1520kg 1595kg 1950 kg 1838k g 1566kg 1528k g 1475kg 1 525kg 1485kg 1395kg 1449kg 1 350kg 1390kg 1280k g 1630kg 1520kg 1688k g 1605kg 1730kg 17 16kg 1920 kg 1880kg 1255kg 1365kg 1230kg 1100kg 1583kg 1244kg 1776kg 1470kg 1435kg 1360kg 1 280kg 1 389 kg 1 532 kg 1410 kg 1 520k g 1 57 5k g 1 52 5k g 1665 kg 1565kg 1 650kg 1 625kg 1 480kg 1445kg 1311kg 1440kg 1495kg 1428kg 1 328kg 1368kg 1434kg 1490kg 1137kg 1620 kg 1 5 50 kg 1693kg 1198kg 1350kg 1 210kg 1250kg 1230kg 140 0k g 1 60 0k g 1605kg 1570 kg 1370kg 1 58 5k g 15 40k g 1 420 kg 1500kg 1 295kg 1674kg 1380k g 1170kg
n o t / P h b
332 28 2 438 340 393 325 351 369 358 5 21 65 4 358 4 24 455 440 384 435 339 378 288 33 3 455 514 3 68 418 298 287 360 347 769 485 424 437 353 1016 3 28 375 796 1002 797 41 8 39 9 39 8 3 43 4 45 49 3 385 429 351 343 379 437 413 397 382 456 510 495 435 616 560 335 4 08 370 5 51 542 630 451 497 485 363 349 319 453 303 2 73 338 272 333 531 445 345
h P m 0 6 0
h P m 0 0 1 0
3.6
-
4.9
3.7 3.5 3 .2 3 .9
3 .8 3.6 3.4 2.8
2. 5 3.4 3 .8
3.0 3.0 3 .2
3 .0 4.0 3.5
4.5 4 .1 3 .1 2.9 3 .5
3.4 4 .2
4. 3 3.4 3.7 3 .0 3 .5
3.9 4.1 3.7 2.5 2.9 3.7 2.8 2.9 2.8 3 .4 3 .2 3 .7 4 .3
2 .9 2 .8 3 .3 3 .2
4.0 3 .8 3.7 3.8 3.5 3 .1 3 .4 3.0 2 .9 2.9 3.1 2.8 3.2 4.1
3 .6 3.7 3.8
3.3 3.3 3 .6 3.6 3 .4 2 .6
3.1 3.2
3.5 4 .0 4 .1
4 .0 4. 5 4 .4 2.6 3 .8
4.1
h P m x a m
201 200 220+ 198 205 8 .4 1 94 198 199 198 25 3 5 .8 26 8 212 7. 6 205 - 205+ - 203+ 6. 8 2 02 202+ 196 7. 7 198 9.0 183 186 211 211 205 7. 4 208 9. 6 202 10.0 199 208 208 217+ 217+ 6 .7 202 201 205 270 191 213 273 273 250+ 1 99 20 2+ 202 9. 4 196 2 17 2 17+ 211 7. 3 212 205 200+ 202 205 199 204 204 207 205 203 207 217 6.3 240+ 8. 4 1 97 1 96 208 7. 7 225 224 217+ - 197 214 217+ 6 .0 2 05 197 193 7. 3 205 8 .7 193 1 0. 0 1 90 8. 3 198 180 183 211 20 5 7. 6 211 10.1
m k / g 2 o c
g P m c e
29 8 272 287 3 46 346 299 5 96 5 39 3 55 260 260 30 7 275 350 360 415 350 360 330 5 45 228 2 78 2 90 325 3 70 3 70 258 249 249 275 275 275 279 194 30 8 3 21 2 12 227 27 2 284 30 9 3 09 3 76 3 68 79 432 -
22.1 - - 24.8 23.0 1 9. 0 19.0 - 21.9 11. 4 12. 2 - 1 8.8 24.8 24.8 2 0. 6 23.9 18.6 15.7 17.0 - 1 8.8 18.3 15 .8 - 12.3 12.3 18. 8 15.4 - - - - - 28.2 - - 2 3. 7 2 2. 6 16.0 - 1 7. 7 1 7. 7 21 .3 - - - - - 25.5 26.6 26.6 24.2 24.2 24.2 24.2 34.0 19.0 21 .4 2 0. 6 - - - - 31 .0 29.1 24.4 - 22.1 21 .8 2 1.8 18.0 18. 3 85.6 15 .8 -
rating
+ MuchbetterthantheDBS itsucceeds,especiallyin2015MYform - It’sno FerrariF12 33334 + Vanquishjoinssupercar greats - Atadintimidatingat thelimit 33333 + Theengine,the looks,thedrama - Gearboxhatesmanoeuvring;only77 weremade 33333 + AlltheR8you reallyneed - Somemayhankeraftera manualgearbox 33333 + Timelessdrivetrain, hugeperformance - Needsto bedrivenhardtoreallyengage 33333 + Realsupercar feel - TheV8is cheaper,and stillsuperb 33333 + AnR8fit totakeonthe458and 12C - Firmridemaybetoomuchforsome 33333 + EverythingweloveabouttheR8 - Notashardcoreaswe wanted 33333 + Moreofeverythingthatmakesthe R8great - S-tronictransmissionnot perfect 33333 + Superblyengineered4WDquad-turborocket - Er,lacks luggagespace? 33333 + Theworld’s fastestsupercar - Limitedto258mphforus meremortals 33333 + Superblyengineered4WDquad-turborocket - Itjustfizzledout 33334 + Hugepace andcharacter - Takeplentyofbravepillsif there’srain 33342 + Staggeringlycapable - Lacksa littleofthe 458’sheartand excitement 33333 + Asabove,butwiththewindin yourhair- Seeleft 33333 + Anastounding achievement - Paddleshift only 33333 + evoCarof theYear2014 - Ifyoudon’towna regular458,nothing 33333 + Justbrilliant - Didn’tyoureadthepluspoint? 33333 + SuccessfulF1 technologytransplant - Likesto shoutaboutit 33333 + Worthysuccessorto 355 - Notquiteas involvingasit shouldbe 33334 + Totallyexhilarating road-racer. It’sloud - It’svery,veryloud 33333 + 730bhp isn’t toomuchpower fortheroad- Super-quicksteering is anacquired taste 33333 + Alarminglyfast - Doesn’tflowlikea458Speciale 33334 + evoCarof theYear2006 - Banksaregettingharder torob 33333 + Oneofthe trulygreatFerraris - Erm,theaircon isn’tverygood 33333 + Fioranopackmakes575trulygreat - Itshould havebeen standard 33333 + Everything - Nothing 33333 + Rear-wheelsteeringincreasesagility - NotasengagingasotherFerraris 33334 + Fourseatsand4WD,buta properFerrari - Looksdivide opinion 33333 + Perhapsthe greatestFerrari ever - Brakeslacka touchof precisionon track 33333 + Intoxicating,exploitable - Cabindetailingfallsshortof aZondaor F1’s 33333 + Abetterdrivers’Ferrarithanthe288,F40or Enzo - Notbetter looking,though 33333 + Brutallyfast - It’sin thedictionaryunder ‘turbolag’ 33333 + Our2005CaroftheYear - Don’tscalp yourselfgettingin 33333 + 0-200mphin 14.5sec,andithandlestoo - Lookslikean Exige 33333 + LikeababyPorsche918- Lackstypical Japanesecharacter 33334 + Britain’sgreatestsupercar…- …untilMcLarenbuilttheF1 33332 + Asfastand excitingas yourbodycanhandle - It’sVeyronmoney 33333 + Themostpowerfulcar we’veevertested - It’ssoldout;we couldn’taffordoneanyway… 33333 + Oneofthe world’sfastestcars - Spikeypowerdelivery 33333 + Moreseductive thanthe 4WDHuracán - Feelslikethere’smoretocome 33334 + Defiesthe numbers;incrediblepoint-to-pointpace - Takes workto findits sweet-spot 33334 + StillamissilefromAtoB - Startingtoshowitsage 33332 + Ona full-borestartitspinsallfourwheels.Cool - Slightlyclunkye-gear 33334 + MostimportantnewLambosincetheCountach- Erm…expensive? 33333 + Moreexcitingthan thestandard Aventador - ISRgearbox inconsistent 33333 + Compellingold-schoolsupercar - You’dbetterbe onyourtoes 33333 + Asupercar initstruest,wildestsense - Bepreparedforstares 33333 + Gorgeous,capable andincrediblyfriendly - V12feels stressed 33333 + Best-built, best-lookingDiablo ofall - People’sperceptions 33334 + Absurdand compellingsupercar - Badgeand pricedon’t quitematch 33333 + Rarerthanan Enzo - TheFerrari’s better 33332 + Avery goodjuniorsupercar - The570Sisstillbetter todrive 33334 + Atrulyfunand engagingsportscar - McLarendoesn’tcall ita supercar(!) 33333 + Blursthe linebetween grandtourer andsupercar brilliantly- 570Sismoreinvolving 33333 + Betterbrakes,balanceandlooksthan12C;more powertoo - Costsan extra£19k 33333 + Runner-upat eCoty2015;asksquestionsoftheP1 - Aventador pricetag 33333 + Spectacularly fast;involving, too - Mightmess upyourhair 33333 + Staggeringperformance,refinement - Enginenoisecanbe grating 33334 + Freakishbreadthof ability - Atitsmind-bendingbestontrack 33333 + Stillthe mostsingle-mindedsupercar ever - There’llneverbe another 33333 + Greatengine andchassis (gullwingdoors too!) - Slightlytardygearbox 33333 + Stunningengine,superb bodycontrol - Becareful onless-than-smoothroads… 33333 + Zonda-pace,575-styledrivability - Dreadfulbrakefeel 33332 + Spiritualsuccessorto theFerrari F40 - It’sa bitpricey 33333 + Ourjoint2012CaroftheYear - Engineisn’tas nape-pricklingas theZonda’s 33333 + Oneofthe mostextremeZondasever - Oneofthe lastZondasever(probably) 33333 + evoCarof theYear2001(inearlier7.0form) - Valueshavegoneupa fairbitsincethen 33333 + EverythinganItaliansupercaroughttobe - Looksa bitblingynextto aCarreraGT 33333 + ThebestZondaever - Doesn'tcomeup intheclassifiedsoften 33333 + Enormousperformance - Notasthrillingas somerivals 33333 + Superbeverydaysupercar - Attimesdisguisesthe thrillsitcan offer 33333 + TheTurboattheverytopof itsgame - Favoursoutrightgrip overadjustability 33333 + Morepowerfulthana CarreraGT.Handles,too - Erm… 33333 + Monstercornering ability - Abitwoollyon itsstandardsettings 33333 + evoCarof theyear2000;the911 forallseasons - Wecan’tfindanyreasons 33333 + Revisionsmadeit evenmoreofa starthanthe456bhp996.1GT2 - Carestill required 33333 + Stupendousall-weather supercar - Itdoesn’trainenough 33333 + Hairy-arsedhomologationspecial;last 21had 444bhp - Only193weremade 33333 + Blisteringperformance;cohesivehybrid tech - Addedweightand complexity 33333 + Feltaheadofitstime - Needsmoderntyrestotameitsspikiness 33333 + Atruelegend - Wecan’talldrivelikeStefanRoser 33333
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TRACK TIMES = newthis month. Red denotesthecar isthefastest inits classon that track.
ANGLESEY COASTAL CIRCUIT N LOCATION Anglesey, UK N GPS 53.188372, -4.496385 N LENGTH 1.55 miles Car BAC Mono 2.5 (fastest sports car) Radical RXC Turbo 500 (fastest coupe) McLaren P1 ( on Pirelli P Z ero Trofeo R tyres) (f astest supercar) Porsche 918 Spyder McLaren P1 Ferrari 488 GTB McLaren 675LT Porsche 911 GT3 RS (991.1) Porsche 911 Turbo S (991) Ferrari 458 Speciale Porsche 911 Turbo (991.1) Aston MartinVantage GT12 Nissan GT-R (2014MY) Mercedes-AMG GT S Porsche 911 Carrera (991.1) Porsche Cayman (981) Aston MartinN430 Lotus Exige S (V6) SEAT Leon Cupra 280 Sub8 (fastest hot hatch) BMW M4 BMW i8 Honda Civic Type R (FK2) Renaultsport Mégane Trophy 275 BMW M5 Competition Pack (F10M) (fastest saloon) Audi TTS (Mk3) Audi R8 V8 (Mk1) BMW M135i Nissan 370Z Nismo Alfa Romeo 4C VW Golf R (Mk7)
La p ti me
i ss ue n o.
Yo uTu be
1:07.7 1:10.5 1:11. 2 1:12.4 1:12.6 1:12.8 1:12.8 1:13.6 1:13.6 1:14.2 1:15.2 1:16.0 1:16.9 1:17.0 1:17.8 1:18.9 1:19.1 1:19.1 1:19.1 1:19.2 1:19.4 1:19.5 1:19.6 1:19.7 1:19.9 1:20.1 1:20.4 1:20.5 1:20.7 1:21.6
229 200 200 200 228 228 198 210 214 210 210 199 209 210 209 212 199 210 212 212 209 201 212 209 209 212
Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes -
1:23.1 1:23.3 1:24.0 1:24.1 1:24.2 1:24.6 1:24.6 1:25.1 1:26.1 1:26.6 1:29.5 1:29.8
215 211 211 227 2 27 2 27 227 227 213 -
Yes Yes Yes Yes Yes
0:58.9 1:00.4 1:01.4 1:01.8 1:01.9 1:02.1 1:02.1 1:02.5 1:02.5 1:02.7 1:02.9 1:03.4 1:03.4 1:03.6 1:04.4 1:05.1 1:05.1 1:05.2 1:05.5 1:05.5 1:05.5 1:05.7 1:06.5 1:06.5 1:06.6 1:06.9 1:07.3 1:07.6 1:07.7 1:07.7 1:08.7 1:08.7 1:08.9 1:09.4 1:10.3 1:12.8
205 205 189 204 205 189 205 204 177 187 189 189 221 177 177 220 177 189 220 220 214 177 205 220 177 181 181 181 192 177
Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes -
BEDFORD AUTODROME WEST CIRCUIT N LOCATION Bedfordshire, UK N GPS 52.235133, -0.474321 N LENGTH 1.8 miles (track reconfigured May 2015; earlier times not comparable) SEAT Leon Cupra 280 Ultimate Sub8 (fastest hot hatch) BMW M3 (F80) (fastest saloon) Mercedes-AMG C63 S Saloon VW Golf GTI Clubsport S SEAT Leon Cupra 290 (on optional M icheli n Pilot Sport Cup 2 t yres) Ford Focus RS ( Mk3 , on optional M ichelin Pi lot Sport Cup 2 t yres) Honda Civic Type R (FK2, on Michelin Pilot Sport Cup 2 tyres) Renaultsport Mégane 275 Trophy-R VW Golf R (Mk7) Audi RS3 Sportback (2015MY) Ford Fiesta ST Mountune Mazda MX-5 2.0i Sport (Mk4) (fastest sports car)
BLYTON PARK OUTER CIRCUIT N LOCATION Lincolnshire, UK N GPS 53.460093, -0.688666 N LENGTH 1.6 miles Ariel Atom 3.5R (fastest sports car) Radical RXC Turbo (fastest coupe) BAC Mono Porsche 911 GT2 RS (997.2) (fastest supercar) Porsche 911 GT3 (991) Caterham Seven 620R Nissan GT-R Nismo Mercedes SLS AMG Black Series Pagani Huayra McLaren 12C Radical RXC Ariel Atom 3.5 310 Audi R8 V10 Plus (Mk1) Porsche Cayman GT4 Lotus Exige S (V6) Porsche 911 Carrera (991) Chevrolet Camaro Z/28 Porsche 911 GT3 (997) Porsche Boxster S (981) Porsche Cayman GTS (981) Porsche Cayman S (981) Caterham Seven 420R Jaguar F-type S Convertible Vuhl 05 Zenos E10 S Mercedes-Benz C63 AMG Black Series Renaultsport Mégane 275 Trophy-R (fastest hot hatch) SEAT Leon Cupra 280 Sub8 BMW M135i Porsche Cayman (981) BMW M235i Mini JohnCooper Works GP (R56) Renaultsport Mégane R26.R Ford Focus RS500 VW Golf GTI Performance Pack (Mk7) Toyota GT86
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F I N A L
F R A M E
Renault 5 Turbo Photographed by AstonParrottat BedfordAutodrome
