Road Test Audi S5

She was calm, not beautiful nor striking but subtle in her style and ambience. I must say I was impressed the first time we met. A little shy at the impact she had on me, but we got on so well together, and the love for her grew. Somehow I knew she was the one for me...it was going to be one of those long term things that grows deeper with time. I was in love.....albeit with an Audi S5 - a car which will no doubt soon cause my bank manager to scratch his head just one more time. - but this is the heart speaking and true love must find a way.... find out soon why what was believed to be a sensible level headed motoring journalist must now see a Doctor to cure his love ....for a car

Road Test Audi S5

Kevin Haggarthy Road Tests: Maserati Quattroporte

There really is no better way to travel across the Continent in style...especially when your purpose is a date with a supermodel

Meeting the Kidds............

It was very early in the morning – 5.00 am to be exact – yet somehow the pain of early rising in the grim dull urban heaviness of the South East London air was eased somewhat by the purpose of my efforts. The destination was Switzerland, and the popular ski-ing resort of Klosters, the purpose was to link up with The Kidds - -that’s supermodel Jodie of course, and her Polo loving brother Jack Kidd, who will be playing for Team Maserati in the first International Polo on Snow Challenge.

But for the moment that was not the cause of my excitement, it was more to do with how we planned to get there; not by plane, nor train, but by a very special luxury Italian automobile, the sleek and sophisticated Maserati Quattroporte.

Mystery

It’s 6.30 am now, and the Quattroporte looks sleek and mysterious parked on its own, bang in the middle of our large office car park. Yet the car had such presence that it almost commanded your attention should you look in its direction. Its shiny black paintwork, smooth Pininfarina lines, and subtle chrome finish to door handles, doors, and side air vents, matched to fat aluminium alloys–looked alluring; an artist’s contrast of beauty against grey urban mass. As I walked towards the car, it’s tinted glass added more to the growing sense of seductive mystery – a little like those wild sci-fi films where the car is possessed and driven by its own spirit.

It was only the sight of two DVD screens flashing various high resolution images through the tint of the rear window that hinted to the presence of a human being inside the car. That person was Silvia Pini, Maserati’s UK head of Public Relations who had just driven over from Kensington with the car.

Silvia was to be our host and co driver for the journey, and was busily sorting out the Sat Nav directions for the trip.
Silvia is of course Italian. She was brought up in Modena, the Italian home of Ferrari and Maserati, and has worked for both Companies for many years, first in Italy and then the UK – you could say she has been groomed and nurtured by the Ferrari/Maserati family to be a public relations Ambassador for the brand. What’s more, she is the kind of Italian woman you would expect to see behind the wheel of a Maserati or Ferrari. Somehow it all seemed to fit.

And that is very much the Italian Way – you grow with the brand and live its passion. Ferrari owned Maserati from 1997 until April 2005. The Quattroporte was launched at the Frankfurt motor show in 2003, while the Company were still under Ferrari ownership. In 2005 Maserati became independent of Ferrari and became a fully independent brand, whilst remaining part of the corporateFiat group . In Italian culture, and as an owner of a Ferrari or Maserati you also buy into Italian culture. And that means a passion for beauty, art, design, fine clothes… and in this case fast, gorgeous looking cars.

Performance with passion

That link to ‘passion’ was made the very moment I turned the ignition key. The Quattroporte’s 400 hpV8 barked into life, with what has to be one of the finest exhaust notes ever to grace a production car. Bar appearing to be a sad anorak, one is tempted to start the engine repeatedly just for the aural pleasure alone. But time was pressing, we needed to get to the Channel tunnel, and there was no time to play little boys.

The Quattroporte has a rear mounted six speed sequential gearbox with paddle shifts mounted on the steering. It’s easily easily converted to automatic shift when required at the press of a button on the centre console. It was not my first time behind the wheel of the Quattroporte, so familiarity allowed me to push on, flicking paddles up through the gears until we settled into a nice sixth gear cruise down to Dover.

The Quattroporte is such an easy car to drive. It’s a ‘big’ car of course, weighing 1970 Kg, and with a top speed of 171 mph it has supercar performance, yet this Maserati is not in the slightest bit daunting behind the wheel, and by no means requiring that ‘tame the Italian Stallion’ driving style of my own Maserati 3200 GT. Things have moved on somewhat for Maserati, and this Quattroporte simply oozes refinement.

There’s hardly any traffic on the A20, and it’s increasingly tempting to play with that 171 mph performance. But prudence says no; not yet anyway. The roads are empty, it’s 6.30 am in the morning, a tad over 70 mph wouldn’t hurt a fly, and with a car of such safe high speed cruising ability (the natural cruising speed of the Quattroporte is well into three figures) and capable of stopping on a sixpence, it took a lot of self discipline to remain a law abiding citizen. In fact it got so hard that I had to reluctantly pass the responsibility to cruise control whilst turning my attention, for the first time, to appreciating the interior cabin of our luxury cruiser.

Elegance

It’s all sumptuous handcrafted elegance. You are bathed in fine Poltrona Frau leather. There’s power-adjustable front seats with no less than fourteen different possible positions. The driver’s seat can memorise three different settings, and boasts a special Easy Entry feature which raises the steering column and slides back the seat to facilitate getting in and out of the car. There’s power-adjustable rear seats too, and the passenger on the left rear seat can electronically slide the front passenger seat forward up to 22 cm for extra legroom.

The dash of our car is a combination of leather trim and highly polished mahogany. A centrally located binnacle houses the Sat Nav, DVD, TV, and hi fi controls, with light and heating controls located in a neat cluster underneath. There’s also a GSM telephone connection as part of your additional options list. Sound quality comes courtesy of a highly impressive Bose Hi-End digital audio system.

Cabin appraised, we turn to ride quality. The Quattroporte has what is referred to as a ‘Skyhook’ suspension system designed to give the car dynamic handling whilst ensuring sumptuous ride quality. Anti-dive and anti-squat characteristics prevent the nose diving under braking and the tail-end dipping under acceleration. What’s more, the system delivers automatic damping control by monitoring the movements of the wheels and the car’s body, adapting the calibration of the dampers to suit. It actively controls the suspension’s responses and thus the reactions of the car itself. The driver has the choice of two ways of enjoying this: The Normal setting, (the one we’re on now) for maximum comfort, or Sport (the setting we try a bit later on) for a more engaging drive.

Consummate long distance cruiser

I am soon woken from my preoccupations by directions to the Channel Tunnel, and within 45 mins we are gracing the shores of Calais en route to Switzerland and Klosters. Our journey takes us some 850 miles of mainly motorway terrain. Time prevented the temptation of opting for various cross country alternatives, but there would be ample time to explore the handling characteristics of the Quattroporte over the next few days. Instead, we were very happy to simply appreciate the tremendous long distance cruising ability of this car, making a long motorway haul anything but boring, a true compliment to the car when you cruising for this distance with a tight timetable to meet.

As the pilot of a Quattroporte on a long motorway haul, you have the option of indulging in passive conversation with colleagues, family, or friends, or to simply relax and enjoy the luxurious ambience of this car whilst listening to either one of the two Hi Fi’s – the first being the exhaust note, and the second the Bose. Selfishly I go for the second option first, which means enjoying the incessant and linear urge of the Quattroporte under acceleration, and the way the torque and power combine to create blistering overtaking ability when needed. You can ‘set’ the car to whatever speed you comfortably desire, whilst enjoying the various tunes and melodies of that tremendous exhaust note.

With a good ten hours of motorway driving Silvia, photographer Garth Dale and I managed a fair bit of conversation too, finally arriving at the Sunstar Hotel Albeina, Klosters close to midnight. It was snowing, we were tired, yet there were no aches or strains from the ten hours behind the wheel – testimony to the long distance touring comfort levels achieved in this car.

Dining with the Kidds

Next day we were due to meet the Kidds; supermodel Jodie, and brother and Polo-enthusiast Jack for the pre match dinner at a local restaurant. We were a place short at the dinner table, Josie refusing to take her seat until the whole of our group were sorted. It was a night filled with joviality and fun, not least when Jodie was chided by the Manageress serving our table for requesting another slice of bread when she hadn’t yet finished her first portion. Now there’s customer service for you!








Playing

Next day, and prior to the Polo match in the evening, photographer Garth Dale and I had a little time to ‘play’ with the Quattroporte. Where conditions allowed we took advantage of the snow tyres fitted to the car, pushing the handling to the limit on the bends, the traction control flashing away. The Quattroporte has tremendous balance when asked to change direction quickly, feeling as taut as a well sorted hot hatch when driven hard.

We were lucky to stumble across an empty but drivable plot of land, bathed in ice and snow. It was flat, unused, and deserted; not a person in sight, providing a perfect opportunity to explore the handling of our plush Italian saloon! With camera ready for action I drove the car fast through a concentric circle, gradually building up the speed but keeping the line until it lost traction. It didn’t. Traction control took charge of our wayward behaviour and kept the car bang on line, testimony to the view that a high performance supercar can be extremely safe and fun, even with an idiot behind the wheel.

Match time

We weren’t the only Maseratis to turn up for the Polo match that night– Maserati were one of the core sponsors so the local dealers put a few cars on display. The match was truly exciting, and I soon found myself cheering, clapping and jeering with the crowd despite not having a clue about the rules of the game itself. Jack, a very serious, committed, and skilful player lead Team Maserati to Victory, beating Team Prodigal 7-5 in the final.

After the ceremonial trophy prize giving, it was time to celebrate….. ‘Party Time’ at which we wined, dined, and danced until the early hours of the morning. At something like 5 O am, Jack mentioned that our party might go on to another venue, but as my plane home left in three hours time, somehow it didn’t seem wise.

It was indeed with a tinge of regret that we left our party loving hosts. And equally as hard to leave the Quattroporte. Someone else was to have the privilege of piloting her home. Only two days ago I had spent 12 hours behind the wheel of that car…the experience had proved so rewarding. What better way can there be to step from your doorstep, and travel in unrivalled luxury to the far points of Europe than this? Do it Quattroporte style, and you have well and truly arrived……..



Kevin Haggarthy
1,955 words



Specification


Engine and Performance

Type 90 deg V8
Displacement 4244 cm³
Max. power output 295 kW (400 CV)*
Top speed 275 km/h (171 mph)
0 to 100 km/h (0-62 mph) acceleration 5.2 s
Braking 100km/h to 0 (62-0 mph) 36.9 m

Fuel Consumption
Urban cycle 12.2 mpg
Extra-urban cycle 24.6 mpg
Combined cycle 17.9 mpg
CO2 emissions (combined cycle) 370 g/km

Insurance Group 20


Price £74,595

Just one week after testing the new Ferrari 430 Scuderia I had the privelege of punting around in the new GT3 RS at Snetterton, and then later driving the same model on the road. It was quite an experience...........

Performance Road Test: Porsche 911 GT3 RS

Success breeds success. An adage so fitting to every single generation of Porsche ‘911’ we have known. They just get better each time. The trick is they all look similar to the undiscerning eye, yet each model of every generation has its own unique character on the road. The differences of course, are fine tuned to a tee. Hence, each successive model of the latest generation 911, (actually designated the 997), all the way up from the standard entry level Carrera, to the ‘S’, the ‘4’ ‘4 S’, the Turbo, Turbo S, GT, GT3, GT3 RS and GT2 – are all of course relatives, yet are total individuals under the skin, bearing similar (yet modified) design, and different where ‘difference’ matters most to a Porsche driver. In a word, Performance.

For these reasons, your chosen model of Porsche 911 speaks volumes. The GT3 is the road going 911 with that fine racing edge, a little harder, firmer, sharper, louder, and single purpose. Its’ driver is the purist, a keen hard driver, who wants more of everything, yet prefers naturally aspirated power delivery over Turbo charged. That is the GT3 owner. The GT3 RS driver, steps up the ante even more; this guy wants a road legal race car.

Homologolation special

So be it then. The RS, a homologation special, is 20 kg lighter than the standard GT3 and 44 mm wider at the rear, (it has the Carrara 4 body shell). Additional weight saving was achieved, in part, by the use of a plastic engine cover and a lightweight plastic rear window. There’s a big adjustable carbon fibre wing at the back too, the fatter rear end contributing to both directional stability and rear end grip.

Inside, there are two lightweight bucket seats made of carbon fibre composite, which come as standard, together with a bolt-in roll cage and pre wiring for a master battery switch. The interior package includes a six point seat belt for the driver, and a fire extinguisher. The roof, steering wheel, and gearstick are trimmed in Alcantara leather.

The normally aspirated 3.6 litre engine is a dream, good for 415 bhp at 7,600 rpm, red-lining at 8,400 rpm. Whilst power output per litre is about the same as the standard GT3, drive train tweaks give the RS the edge. Thus, the 0-62 mph figure of the freer revving RS is improved by a tenth of a second over the GT3 at 4.2 secs. Maximum speed is officially 187 mph – which is enough for most.

As we write, every UK model of the RS is sold – a total of just under 100 were produced, and now they’re all gone. Do a refined internet search and you’ll see a few ‘delivery mileage’ examples running for silly premiums over the ‘standard’ £95,640 for a new one - including Tracker, and a performance driving course. That driving course is needed by the way. Yet the RS is the jewel in the 911’s crown, seeming almost a bargain over its rivals, for it is uncompromisingly competent, tough and strong, with precision like handling and performance to match. It’s that magic blend of ultimate hard core performance that you’ll get excited about, regardless of whether you’re writing about it, talking about it, or even thinking about it – but the tool itself, releases it s own brand of excitement when committed to road, and track.

Behind the wheel

The new RS is more cutting edge, and more refined than its predecessor. Yet the tight racing harnesses remind you instantly that you are in an ultimate performance Porsche here. The carbon fibred cabin confirms the raison d’etre, yet the muted growl of engine and exhaust somehow dampens that initial expectation. A quiet GT3 RS? Hell No; the noise comes when you tease those revs up to around the 5,000 rpm mark which the RS loves; and then you’re on the sweet spot.

Two destinations mark the highlights of our test: Millbrook Proving ground in Bedfordshire, and the Snetterton race circuit in Norwich. At Millbrook our GT3 RS is piloted by ‘Ben’, a Porsche Driving Experience instructor and racer. As we ease onto Millbrook’s high speed bowl, in what feels like 15 seconds or so, the Speedo on the RS is reading 200 mph! Look again, surely its 100 mph? No, it’s actually reading 200 mph. Mr. Racing Driver Ben thought our true speed was more like 185 mph ‘ish’, but that’s not the point. What is the point is that this car is capable of topping that kind of speed in what felt like no time at all! – no gradual build up, just pressing hard, feeding speed precision-like through the gears, and the GT3 RS just sits at nearly 200 mph. Totally unperturbed. That’s almost arrogant, Crazy – and wrapped tight in our racing harnesses, we’re sitting absolutely rock solid at that speed, for the car feels so safe. “It could do this all day, says Ben…and you could probably race it competitively exactly as it is now – even with these tyres if you wanted to”. Wow.

We are impressed, yet we soon demonstrate the finer points of new RS performance credentials on Millbrook’s handling circuit. Professional Touring Car racer Mark Ticehurst was out there punting a gob smacked passenger through the circuits twists and curves in a race spec Mazda RX 8, whilst we,-who joined the circuit with Mark almost a full lap ahead of us- with traction off and sideways, were going flat out through the bends (for drama rather than speed of course) and gaining on him rapidly. Now that’s what RS performance is all about, as we danced yet again, back end sliding, through a fast right hander. No drama, just incredible competence. To onlookers it was a blistering demonstration of an ultimate performance motor delivering the goods; open mouthed, they stared, pointed, and laughed at the display. ‘Incredible!’ were the expressions. And believe me, it was.

Seated behind the wheel myself now– and the tight purposeful feel alone is enough to give the message. There’s a firm feel to the steering, razor sharp throttle response, and a master precision feel to the gearbox. The optional carbon ceramics brakes fitted to our car hint at providing the confidence required to shave off the high speeds, yet are deceptive by their initial lack of graduated feel. But right now they are cold. Warm them a little, and they soon give you the confidence you were waiting for to exploit the performance of a car that seems limitless in its potential.

This car was made for people with driving ability no doubt greater than the vast majority of its owners – You need to be a Walter Rohl ( Porsche’s Chief test driver and ex rallye Champion) to even get close to the car’s potential. But then the RS creates that ‘driving’ ambition in you, and each time you leave the car it’ll prompt a reflective thought that ‘maybe next time’ you’ll match Mr Rawls performance behind the wheel…You Wish, and So do I.

Apply full power in first, then second upto8,400 rpm, kissing that red line, and the RS propels you forward with a firm, progressive unrelenting push in the back. It steers like a go Kart, razor sharp, yet forever rooted. Swapping gears is a precise, perfectly weighted affair, and that keen yet controllable throttle never fails to anticipate the moment your toes, never mind your right foot, communicate a new message.

The back end of the RS feels immoveable, defying the science of the engine’s rear end location, but let’s face it, Porsche have had over forty years to sort that little anomaly out, and they have done it admirably. In fact, better than ever this time. You can, of course provoke the rear out to ‘play’ at quite an angle and for a good distance. Inducing oversteer helps to smoothe out a challenging tight S bend if you have to, as we did on the awkward tight chicane at Snetterton. Get that wrong and you could end up damaging your suspension, or making an unintended, clumsy, and embarrassing entrance to the pits, but the RS gives you the confidence to ‘misbehave’ into it every single time. Each assault on that chicane proved a challenge; hard, hard, hard on the ceramics, and deep into the first turn, lift off the throttle sharp, and flick the steering to provoke a slide at the rear, ‘catching it’ on the throttle with hard acceleration just before the tight apex. That’ll allow you to punt that RS through the chicane with attitude.

Such tactics pay tribute to just about every aspect of the RS spec sheet, complemented by the wholly remarkable (sadly optional) ceramic brakes. There’s not many cars that you can do that with, time and time again, yet the RS seems to be made to be driven in exactly that way.

the track eater

Whilst amazingly quick, to this sampler, the RS doesn’t feel like an intimidatingly powerful car; – in a straight-line sprint Ferrari’s new 430 Scuderia feels quicker, and is quicker - a challenge Porsche are more likely to match with the GT2 than the RS. The RS on the other hand, has just the right power to weight to make it really quick, when handling matters most. That’s when many will struggle to match the pace of the GT3 RS, for in the right hands it is a master at its trade.

Staying with Snetterton, the RS again lacks that hard edged feel of its predecessor, yet still outperforms it, eating up lap, after lap, after lap. The RS is so sure footed and confidence inspiring, that you’ll overtake on the outside of a fast tight bend if you have to, confident with the grip and power of that rear end. On Snetterton’s back straight you’ll be almost bored waiting for it to end, and then grimace when the challenge to attack a bend comes round again. Great fun ( which it should be) yet unequivocally competent. The RS is earning its keep in a way no other version of the car can.

You really don’t have to ask us if the RS matches expectations. The answer, for the record, is ‘no’. It exceeds them……..just how much further will the 911 concept go? We ask that question all the time, and each and every time Porsche has an answer. This time it’s the 997 GT3 RS.

Ends.



Kevin Haggarthy

Road Test: Ferrari 430 Scuderia

Been busy again; this time with the most remarkable road Ferrari ever to leave the factory gates - it's better than the old F40 , even better than the Enzo - in fact it's a total high, proving yet again that Ferrari truly understand the meaning of 'ultimate driving pleasure'. Pushing this car through the hills of Modena is one of the World's ultimate road experiences - this is a car made by people who love cars and love driving in a totally emotional way. This is italian car culture at its best. Ferrari I take my hat off to you........

The new Ferrari F430 Scuderia. Stupendous, sensational, and one of the fastest ever Ferrari road cars. Yet here is a Ferrari of relatively humble origins, being the adrenalin pumped off spring of Ferrari’s best selling ‘entry level’ F430.

At its’ debut in 2004, the new F430 did more than prove a worthy successor to the 360 Modena it replaced, it took the baby supercar’s performance to new heights, causing rivals such as Lamborghini, Porsche, Aston, and other rivals to pause in their tracks. The new F430 wasn’t just a bigger engined faster 360, but a totally new car. To many still, despite being the ‘baby’ Ferrari of the production line up, the F430 is to many, in terms of pure motoring genius, often referred to as ‘the best’.


hardcore


Yet there is always room for something more hard core. With the 360, it was the Challenge Stradale, a lighter, quicker, more stiffly sprung rude car. When we drove the Stradale last year at Fiorano, we referred to it as ‘simply brilliant – one of life’s ultimate motoring pleasures. We thought it couldn’t be bettered …and then came the new F430, and it was….but now the Scuderia is here, and the stakes are raised, yet again.

‘Scuderia Ferrari’ denotes the name of the racing team founder Enzo Ferrari ran for Alfa Romeo in the 1930s. A fitting tribute to a man whose life was dominated by the love of speed, and who went on to create this coveted motoring legend in his name. In those days it was all about brute horsepower. With the new Scuderia, this latest state-of-the-art expression of Ferrari genius is proof that less is more. It is as quick as the legendary 200 mph £650,000 Ferrari Enzo, and indeed quicker in a straight line. – yet the anomaly is, that at £165, 000, it costs but 30% of the Enzo’s tag price.

The stats say the Scuderia will hit 62 mph in less than 3.6 seconds and top 198 mph. The standard F430 hits 62 mph in 4.1 secs, topping a maximum of 193 mph. These are big improvements, not easily achieved when your base line product was just so good anyway. But any true enthusiast knows that tenths of a second here or there by no means tells the really important story; it’s ‘the way she does it’ that counts, especially in this league.- and it’ s where the Scuderia story gets really interesting.


Ferrari say that one of the reasons why the Scuderia has a decisive performance advantage over the Enzo is that it carries technological innovations not even in existence in 2003 when the Ferrari Enzo was launched. Ferrari reckon it boils down to two broad key differences – the dynamics and the driving experience.

dynamic by design

To dynamics first; aerodynamics to be precise. Achieving ultimate aerodynamic efficiency dictated several months in the wind tunnel for this car. The result - larger front vents with meshed metallic grilles, lower profile bumper and chin spoiler, and deep heavy breather side skirts. There’s a bigger diffuser at the rear, enhanced by a revised profile for the back spoiler to balance the downforce created by the newly designed front end. The exhausts outlets are mounted higher (in Challenge Stradale style) allowing more air to flow through the rear bumper vents. Wing mirrors are all carbon fibre, and the car is 15 mm lower than the F430. Weight reduction is enhanced by the extensive use of carbon fibre. The result is a 30 Kg increase in downforce at maximum speed with no adverse impact on the cars drag co-efficient.

Inside, the F430 Scuderia is indeed stripped to the bone, reminiscent of the old yet legendary F40 but admittedly a little less spartan than its older cousin. It’s mostly carbon fibre, bare metal in places, and alcantara should you choose it. The manually adjustable racing seats add an even greater sense of occasion, they are completely new, and provide (much needed) extra support in extreme driving conditions. The instrument display is typically Ferrari – functional, simple, driver focused, unfussed, yet somehow ‘classic’ in appearance, like a very expensive watch. Yet somehow the stripped ultra lightweight interior looks fantastic, even more striking than that of the standard car.

Two other technical innovations give the Scuderia its dynamic edge. The first is a highly technical ‘E-diff with F1 –Trac’ What this does, for the first time in a road car, is integrate the traction control system with the various driver and road condition set up options available in the car, by intelligently shuffling around the torque to the rear wheels. This, according to Ferrari, is the most significant feature in making the Scuderia drive like a race car. It doesn’t just deaden power when you go over the limit, it smoothes out your mistake and makes you think you’re Michael Schumacher.

Next up of the dynamic three is the Racing Manettino. The Manettino already features in several Ferrari road cars. In simple terms it is a little red switch on the steering that allows you to adjust the settings of the car to suit driver preference and road conditions. The Scuderia, on Mr Schumacher’s advice, has a new additional setting, the CT which turns off the vehicle’s traction control system (to allow us wild boys a bit of wheelspin) but kicks in the stability control when we appear to be running out of skill.

the driving

The big Part 2 of the Scuderia equation is the driving, and quite specifically – engine, gearbox, and sound. Engine output is increased from 114 to 118 hp per litre. Modified engine ducts and exhaust system ensure the engine breathes and releases air more freely, and the compression ratio has been increased as a result of revised piston design.

Sound was a biggie in the Scuderia driving dynamics equation too. Not least for the emotion. Ferrari people understand the importance of sound, and this one has been tuned to a tee. It sounds literally amazing – I can’t even remember if our car had a radio, and once behind the wheel of the Scuderia, believe me, you won’t even care. Yet the exhaust modifications work at the business end too as we’ll see on the drive.

The F1 Superfast 2 gearbox is the other big Scuderia driving highlight. An evolution of the F1 gearbox used on all Ferrari models, the Superfast 2 reduces gear change time to just 60 milliseconds. I can’t even think that fast; and It’s the closest gear change speed time to an F1 car than any road going Ferrari to date………..it’s time to look for those keys.

behind the wheel

Prudence suggested caution on first acquaintance; it would hardly be ‘cool’ to embarrass yourself with what felt like the whole of the Ferrari workforce standing by. The familiar bleeps and whirrs greeted the turn of the ignition key, and a press of the red starter button on the steering wheel caused an explosion from the rear,- and a grin from ear to ear. The tone was smooth, with obviously endless range, razor sharp, piercing, powerful, assertive yet so confident. This is the time when people stop and steer; A Ferrari has come to life. That engine tone alone, even at idle, gives you so much information about the car’s capability. Oh, and it’s not just a symphony of pleasing melodies, it is a simple equation of promise and more importantly, it is matched by delivery.

The official performance stats, combined with the Enzo/F40 beating credentials suggested initial apprehension on the first drive. Will it be a wild animal? Will it throw me off the road if I put on just a little too much throttle at the wrong time? Should I beg Ferrari to loan me Mr. Schumacher for a few driving lessons? No. Quite the contrary in fact. The Scuderia is so refined, controllable, and user friendly in town that you’d e hard pushed thinking what all the fuss was about. It is even ‘quiet’ to the point that you’d be tempted to think it no big deal to use this car every day. That’s quite an achievement, for should you seek to tease all but an ounce of its potential and the Scuderia reacts instantly, the wonderful hollow tone of that exhaust making its presence known.

That experience alone, the instant capacity to switch from Jekyll to Hyde urges you to find the roads this car was really made for. We were soon into the winding hills of Modena, and pushing hard. Nature is a fine thing, for it soon became obvious that the heavens had carved these roads just for Ferraris. The Scuderia was indeed in its own territory now, one that it rules with unequivocal brilliance. The old Italian villagers’ were indeed used to this rude assault, barely lifting their heads from their newspapers to acknowledge yet another red Ferrari piercing the village silence. Yet there seemed a sense of latent pride coming from the locals, our red Ferrari clearly an object of national pride.

Gauging local reactions t the car was a relief; a green light to open up the Ferrari in the freedom of the hills leaving them only with the echo of aural pleasure that went on well beyond the line of sight. It was here that the Scuderia crescendo came into its own, hard throttle gives piercing and relentless acceleration in any gear all the way up to a heady 8,500 rpm. We were soon on a mission; ‘long’ straights proving only brief interludes to the next bend. And you’ll smile every time that bend comes, because it is your next driver challenge; the carbon ceramic brakes working spot on every time, no matter how hard you push that pedal, and as the brakes warm they blend with the extra grippy feel of the made to order soft compound Pirelli P Zero Corsa tyres, leaving you the joy of experiencing the results of the substantial technical workover on this car.

And that’s easy. It is some time since we last drove the standard F430, yet the superior qualities of the Scuderia stand out a mile. The E-dif with F1 Track works a treat – you can literally floor the throttle just before an apex on a tight fast bend and instead of oversteering into hospital, you can feel the back end moving the torque around and taking you through that bend both quicker and safer than any manual skill you can muster. Pure driver flattery – but so safe. And the grip on those bends is tremendous, generating massive g-forces, those new racing seats proving essential.

Steering feel has been slightly upgraded to work with the Scuderia’s higher performance potential, allowing wonderfully precise, yet perfectly weighted steering input at all times, and whilst the purpose of gearchanging is indeed to aid progress, you’ll be playing with those paddles just as much for the sound as the sheer pleasure of doing so. And the changes are almost imperceptibly quick.

Yet the magic is the almost surreal experience of exploiting the total Scuderia package. Every single mechanical and dynamic improvement is matched by reward. You can feel and experience every single technical innovation. As a Scuderia customer, I would have the confidence of knowing that there is a result on the road for every single improvement made, and what’s more, I don’t have to be Michael Schumacher to prove it.

And finally, don’t expect rock hard competition level ride here – Mr test driver Schumacher saw to it that an additional softer suspension setting option combined with ‘Race’ mode on the Manettino was the best way to make mince meat of the Nurbergring and hence mashed potato of any other poorly surfaced road.

want one

“So how was it?” came the question from Ferrari’s Press personnel as I cruised gently back into the Ferrari factory from the day’s drive. The answer to that was easy. I told the truth “I just died and went to heaven!” Driving this car is the thrill of a lifetime. If you love driving, the F430 Scuderia is about as ‘high’ as you will ever get for any money, in any legal road car on earth, even when compared to Bugatti Veyron territory; others just do it differently. This way you do it Ferrari.

We have driven faster cars, more expensive cars, even more exotic cars, some match, but none exceeds the thrill and pleasure of punting this particular Ferrari through the hills of Maranello. At this point I’d like to say something critical, discerning, unemotional and balanced, but then if I did the magic of this ultimate F430 would not have been achieved …..by Ferrari. And the point is this: when you get out of a car like the Scuderia, you should be full of superlatives, excited, like a child even, for that is the raison d etre of this car. It is why you buy it.

The serious side to the moral of the story is that telling you about how the Scuderia makes you feel is just as important as describing how it delivers the goods. You can’t put a price on this experience by the way; you must simply drive the car. With the Scuderia, you buy into the spirit of Ferrari, the heart of the legend, and when you drive it, you live the dream.

Kevin Haggarthy

Ends.


Price: £165,000

Engine

• Type
90° V8
• Bore and Stroke
3.26 x 3.19 in (92 x 81 mm)
• Total displacement
263 cu in 4308 cm3
• Compression ratio
11.88:1
• Maximum power**
375.4 kW (510 CV) at 8500 rpm
• Specific output
118.4 CV/litre
• Maximum torque
470 Nm (346.67 lbft) at 5250 rpm
• Maximum revs per minute
8640 rpm (with limiter)


Performance

• Acceleration
0-62 mph (0-100 km/h) in less than 3.6 s0-124 mph (0-200 km/h) in less than 11.6 s0-1000 m in 20.9 s
• Maximum Speed
198 mph (320 km/h)

Road Test Bentley Arnage T

Yes, it is rather suave isn't it. It's also big, powerful, and a bit of a motorised ego booster. Bentley owners and Bentley themselves would much rather you appreciate the craftsmanship, care and pride that goes into everyone of these individually crafted machines....so join me for the ride.....be with you soon

Kevin Haggarthy Road Tests Audi R8

Road Test new Audi R8

Bring it on Audi - The first truly serious segment competitor to the Porsche 911............

“Things are moving at an extraordinarily rapid pace. I don’t know of another car brand in living memory that has made such a steep ascent in such a short time.” Not our words, of course, but those of dynamic Audi UK brand Director, Jeremy Hicks. And we quote them, because whilst hardly factual, he may just be right.

Audi has come on leaps and bounds. In the last six years sales have doubled from 43,000 in 2000, to 86,000 in 2006. Quite a feat in an increasingly complex, and ruthlessly competitive automotive world. But read on, for Mr Hicks isn’t finished yet, he goes on to say …..“Audi brand and product acceptance is remarkably high. There is nowhere this brand cannot go now in customer terms”.

The new Audi R8 is proof of that. In a segment dominated by Porsche (with the 911), and Mercedes Benz (with the SL) 93% of the market share in this segment is already taken. The other measly 7% squeezes in the Maserati Coupe and Jaguar XK/XKR. Maserati and Jaguar are unlikely to interrupt this arrangement that much, despite trying for a while – but Audi? No, this just isn’t their thing.

But with the R8, it is now. This new cheeky contender for the upper end daily sports car segment has hit the market with a bang, and jolted competitor marketing execs out of their beds. It’s drop dead gorgeous for a start, and when it hit the market in June 2007, 1,000 customers placed their orders straight away. That alone will have unsettled Porsche. What’s more, in the six or seven months the R8 has since sought to earn its stripes, it has competed on equal terms and won in many a test feature prior to this one.

Believable

On stats alone the story is believable. The class contenders that’ll make a difference to Audi’s bank balance in this segment (comparing like for like) are the Porsche Carrera S4, the Mercedes Benz SL 500, the Maserati Gransport, the Aston V8 Vantage, and the Jaguar XKR. Of these, says Audi, the R8 has the most powerful engine, is the highest revving, has the highest maximum speed, the best acceleration, and best power to weight ratio. They also reckon it is ‘likely’ to have the best residual value in the class – but that remains to be seen. What the R8 has to do, (and seems to be doing) is prove that Audi can mix it with this bunch and break the mould.

Appeal

If looks form part of that equation, (which of course they do) then the R8 immediately hits the mark. It is fresh and different, and on looks alone, a clear design/concept alternative for the one marque die-hards who genuinely want a change from yet another successor model looking very similar to the one they had last time. By contrast, the R8 has spectacular road presence, yet it is understated in achieving it. It sits low, it’s subtle, sexy, sophisticated, yet looks fast, serious and competent. You’ll never mistake this car for anything else as it oozes into vision – it sounds breathtaking for a start, and the aural symphony is visually accentuated by no less than 24 front-mounted LED day-time driving lamps and 186 - (yes 186) - LED brake lights. Yet beauty cannot afford to be only skin deep in this company, so there is the matter of what lies beneath it….


Pioneering technology

‘Vorsprung durch technik’ says Audi; phrase TV watchers know well, but if you’re still puzzled, it means ‘leadership through technology’ we are told. Audi certainly have a way with words. The R8 is a genuinely unique combination of futuristic construction, transmission, and suspension technologies underpinned by the well proven Quattro four wheel drive. The subtle curves of the body are all aluminium, courtesy of Audi Space Frame technology, weighing in at only 1,560 kg. The engine, an exceptionally high revving 4.2 litre petrol fed V8, generates a whopping 414 brake horsepower and, visible through the rear window, is a genuine piece of engineering art referred to by some as the engine; such a contrast to the uninspiring metal and plastic lumps we see in so many modern cars of today.

Lucky owners have a choice of a six speed manual transmission, or for around another five grand, the sequential R tronic gearbox with joystick and paddle control, using ‘shift by wire’ technology. The latter in our view should be passed over for the manual at this stage, as there’s still room for refinement to the R-tronic box. For the ride, there are two suspension options; a standard and highly competent front and rear double wishbone set up with traditional damper settings, or Audi’s new magnetic ride system – a system that has already proved its worth on the new Audi TT. The magnetic ride constantly monitors the road, and your driving style, constantly adjusting to achieve the best ride and handling combination. Whilst the standard suspension system is very good, especially for the purist, the magnetic ride option really does the job and is worth the additional £1,350 you’ll have to pay.

Stopping Power

A car with this kind of performance needs exceptional stopping power. The R8 comes with massive steel discs powered by no less than eight pistons up front and six at the back. And they more than do the job, but if you’ve got an extra £5,000, opt for the carbon ceramic brakes – with these you can drive at high speed all day, applying race-car style braking, yet maintain maximum efficiency and no fade; highly recommended for the hard core track day driver. For the rest of us, the ‘standard’ brakes do the job perfectly. What’s more, some drivers don’t like the instant ‘on’ ‘off’ feel you get from ceramics, or the brake feel when cold, so make your choice carefully. Five grand is five grand.

On the road

Driving the car. Now here is a true sense of occasion. The second you reach for the door handle you are stepping into something very special; every time. The quality of finish inside the car is first rate, regardless of price. The whole experience is the reason you will spend circa £80,000 on what is clearly Audi’s Jewel in the Crown.

The cockpit is surprisingly roomy, and there’s exceptional all round vision for a car of this kind. On ‘take off’ there’s plenty of power low down, but the R8 likes to work up the revs, and by the time you’re holding third and fourth, the car is well into its stride. And you’re smiling. The four wheel drive set up is reassuring, confidence inspiring and safe, complementing a beautifully balanced chassis and razor sharp steering; it all blends together so well, and you just know that you’ll really have to be going some to tease any wayward behaviour from the car. That’s reassuring for a car with this level of ability.

You need to be brave enough too, for pace is the R8’s forte. This car can easily outperform the driver – it’s up to you to earn its respect. Curiously, this is a point often made when referring to the driving characteristics of a 911. Can that be total coincidence? I doubt it. Audi studies Porsche, and Porsche studies Audi. The difference is that the Audi is a mid-engined car, so your driving style has to take account of the mid-engined contender being better seated and less ragged when punted hard through a fast snaking combination of left and right handers – that’s when you’ll find many a 911 wagging its tale trying to keep that engine in line with the directional momentum of the car, while the R8 puts it lower centre of gravity to advantage. It’s all about weight transfer, where the engine sits, and you.

With the R8, the two stage traction control disconnection switch gives you the option of experimenting with your own car control abilities, or leaving it up to the car–one switch for partial disengagement, and a three second press to totally disengage. Check your driving skills first, but the R8 won’t unsettle you, it’ll just behave differently, like it has a mind all of its own.

Most will simply enjoy the endless, confident, linear, yet unrelenting, progress this car makes in a straight line; the second and third gear overtaking ability simply adds to the pleasure, and not least the sound the R8 makes when you do it. High, but safe cornering limits allow you to progress smoothly and safely, and at much higher average speeds around bends than most cars are remotely capable of.

The icing on the cake is the R8’s ability to turn from road car to racer at the slightest hint, and if high speed driving is your thing, then you’ll be taking part in many a track day simply to be able to use your new Audi R8. Properly.

The car’s the Star

Either way, wherever you go and whatever you do, as an Audi R8 driver you will be a star. If you don’t want to be admired and waved at –look elsewhere. In town this car is a total show stopper. In the country it is fast, poetic, and pure visual drama. On the motorway it is ‘cool’, so don’t forget your shades. Tucked away in your garage it is wasted, yet an object of beauty to be admired. Emotion aside, being an Audi, you can expect it to be relatively trouble free and reliable. Yes, so now there is a genuine alternative to the icons we have known, and it is the Audi R8. Welcome ‘home’ Audi R8, your slippers are by the fire.


Kevin Haggarthy

Oct 2007.




Audi R8

Price: £76,725

Engine 4163 V8 32v

Power: 414 bhp `

0-62 -4.6 seconds

Top Speed 187 mph

Average Consumption 19.3 mpg

Kevin Haggarthy Road Tests: Ferrari 612 Scaglietti

New Car Road Test Ferrari 612 Scaglietti

Been out testing again... this time at quite a fair speed. But then this amazing Ferrari tops 200 mph ......what would you do?

Well, read on.......

Ferrari 612 Scaglietti F1A


To the modern day discerning Ferrari customer it is now not enough for the car to be simply powerful and fast. It will still need to be drop dead gorgeous to look at of course, but the days when speed, power, seductive looks, and a coveted badge were enough to persuade a buyer to part with six figure sums are well and truly buried, if not cremated.

So too are the days of welcoming the challenge of learning to double declutch a cold Ferrari gearbox, and mastering the racing driver art of heel and toe gearchanges. Now, a modern day Ferrari (or any supercar for that matter) must remain an exceptional performer and be easy to drive, reliable, of exceptional build quality, and generally user friendly to anyone behind the wheel- regardless of skill. Of course, developing skill behind the wheel will certainly help to exploit the car’s virtues, but now this must be a matter of choice rather than necessity.

State of the art

The Ferrari 612 Scaglietti is as close as the brand has come to defining the modern day usable and (dare I say it) ‘practical’ Ferrari. As the bloodline successor to the beautiful 456GT, the 612 Scaglietti succeeds where its predecessor failed as a genuine four seater without compromising rear passenger comfort.

Once behind the wheel, with seat and steering wheel adjusted, the driving position of the 612 feels instantly natural. In typical Ferrari fashion the dash is functional rather than complex, a truly driver focused environment; the hint of this cars amazing performance and power given away only by the prominent facing distinctive yellow rev counter, and a speedo that reads upto a heady ….mph. Crazy. (but nice).

Look further and there’s a multi function digital display screen providing comprehensive on board information when sought. The whole of the cockpit is leather bound (of course) and the brushed aluminium effect dials and vents somehow complement that overall feel of bespoke quality.

‘Our’ 612 had the optional F1A paddle shift gearchange fitted; The ‘F1’ signifying the Formula 1 derived connection, and the ‘A’ symbolising ‘Automatic’. It is a £5,500 additional cost option to the standard six speed manual shift, and is currently fitted to the majority of orders. The bonus for City runaround driving is that it allows you to select standard automatic mode at the touch of a button. Ferrari reckon the paddle shift will remain the most popular option, and as it does the job so well when you’re powering the 612 on full song we agree.


From the outside the Scaglietti is a clean sheet design. It has an aluminium space frame chassis and body, resulting in a massive 60% increase in overall body structure efficiency. Hence it is light yet rigid, a factor that plays a big part in its acceleration, braking efficiency, and general handling dynamics….as we’ll see.

The design of the 612 Scaglietti has been a matter of much debate, but the consensus is that it either instantly appeals, or it grows on you. Yet you cannot fail to appreciate the heritage of those wonderful Pininfarina lines; the more you study the car, the more its classic design heritage shows through.

Performance

The key to the magic of any Ferrari of course lies in performance; something the 612 has in bucket loads. Power, top speed, and 0-60 mph figures are only part of the story, but it is indeed an impressive point from which to start. The front mounted engine is a special development of the 575M ‘s (sister model) 65 degree V12. As with the car’s overall structure the engine block, cylinder heads and sump are all made from aluminium alloy. The 5,748 cc engine (a work of art in its own right) generates a massive 540 bhp at 7,250 rpm. The result is simply huge performance with 60 mph achieved in a tad over 4 seconds and an official top speed of 199 mph.

The Ferrari Way

That’s the raw stuff, but the quality lies in how it is achieved. Bear with us on this subtle equation, for to create a machine that achieves such a poetic blend of power, excitement, and controllability as this one does is no mean feat; and it is an experience you will never tire of repeating again, and again, and again.

First up is the aural pleasure _ the crisp lightening sound of that magical V12as it barks into life with a keen razor like sharpness. There’s also millimetre accurate throttle control bearing testimony to the fluidity and controllability of the engine.

Flick the paddle on the right hand side of the steering column towards you and you’re in first gear. Mild acceleration from standstill overcomes any initial anxiety – for despite its prodigious performance, this is not a daunting machine – it is indeed utterly controllable and user friendly – responding directly to your throttle, braking, and steering inputs to exactly the level to which you apply them. Flick up through the gears and immediately you are ‘at one’ with the car; so refined is this 612 that those with little experience may well wonder what all the fuss is about – the car is a doddle to drive.

The answer to your initial curiosity soon comes when you realise that there is plenty of throttle travel left to go, and the further you probe, the more you become aware that this flagship Ferrari can easily develop levels of acceleration (in any gear) well beyond that many of us have ever known. It is a certainty that you will back off before the car reaches its maximum speed in any gear – especially on public roads as even second gear will take you past the national speed limit – from thereon it’s either dangerous or the butterflies in your stomach give you a self preservation call.

But Wow, what a challenge for the keen driver. It’s simply amazing that a car 4,902 mm long and 1,957 mm wide with a kerb weight of 1840 Kg can, when driven with attitude, develop the handling characteristics of a small, highly manoeuvrable racing car. So engaging is the drive that you simply forget the dimensions of this car, and just get on with enjoying yourself.
No one will be able to keep pace with you, and you’ll be amazed at the prodigious mid range power is on tap to execute that instant do or die overtake when power and instant responsiveness are absolutely decisive. The magic is that you don’t need to be Michael Schumacher to do it. Just Mr. Ms. or Mrs Average You. It is times like this when it becomes oh so abundantly clear just why you bought this Ferrari.

The rationale

Of course, there are other exotica around that can do the same…but not in the same way. A Ferrari at full song is a shrieking stallion, one that turns grins into laughter from the sheer raucous noise alone. It is a car that fuses spirit and emotion into a physical osmosis for the free human spirit that equates speed and power to the ultimate raison d ‘etre of life.

When you get home after that exciting challenging drive in your 612– a turn of the ignition key instantly cuts the engine – you’ll hear a ‘tick, tick, tick….,’ as the mechanical wizardry settles down to rest…and before you open that door you will sit and reflect on the experience, knowing that this day you have lived. That is the Ferrari experience, and you cannot put a price on it.

Yet this 612 is equally at home on an express trip from London (47 Park Street of course) to Geneva in a day. All you require is fuel, and a few CDs’ if you must – there’s enough luggage space for at least two of you (especially if you opt for Ferraris’ personalised luggage set). Should you be on a diversion to the Autobahn, you can cruise at 150 mph for much of the day if you wish; -all in leather clad air conditioned bliss. Stop at your leisure to eat and refuel, and you will arrive at your destination in your 612 at ease and refreshed. Once your’e parked up the valet will take your luggage; it only remains to walk the six or seven steps from the car to reception – whenever could you do that travelling by air or rail I ask you?

The moral of this little story is that your 612 can double up as every day car (for four) as well as being one of the fastest and most exciting production road cars the World has known. What’s more it’s a Ferrari….and that means you do it in style.


Spec:

Ferrari 612 Scaglietti

Engine – 65 deg V12

Max Power 533 bhp @7250 rpm

Max torque 434lb ft @5250 rpm

0-60 mph 4 .2 secs

Max speed 199 mph

Price: £174,745.00

Price with F1A Gearbox £180,245.00

Road Test: The Aston Martin V8 Vantage

Road Test: The Aston Martin V8 Vantage

The new Aston V8 Vantage is the baby of the Aston range - but it is also one of its most committed driving machines. Here's why..........

The heat is on. Aston’s super V8 Vantage is here. The sweat is pouring not least from the likes of Porsche, Mercedes, Maserati, and even Jaguar as this new and most serious threat to the Porsche 911, Mercedes 500 SL, Maserati Coupe GT, and Jaguar’s latest XKR makes its mark.

Yet whilst the competition swelter in the Aston generated heat, us car buffs welcome this new and very serious contender to the sports GT sector. Aston’s other model line up, the sensational DB9 and top of the range Vanquish S, have already proven themselves at the top supercar league - for this is ground they have trodden well for many years, but the new V8 Vantage is aimed at the more affordable Sports GT market, and is already breaking ground. This is a new sector for Aston and one that is also likely to attract younger customers to the brand.

It’s all part of Aston Martin’s MD, Dr. Ulrich Bez’ Grand Plan for Aston Martin that began in 2000. The Vantage is the third new model in the range, and the culmination of the first phase of plans for reinvigorating the Aston brand.

First shown as a concept at the International Motor Show in Detroit in 2003, strong public and media acclaim ensured the Green light on production, and customer deliveries began in late 2005.

Quality Assured

If you are new to the Aston brand (and many V8 Vantage buyers will be) we’d highly recommend a tour of Aston’s production factory at Gaydon, where the cars are built. Only then will you fully appreciate the craftsmanship and care that goes into producing an Aston Martin. The Vantage is totally hand built at Gaydon alongside the DB9. Whereas an average car, such as a Ford Fiesta, takes approximately 18.5 hours to build, your Aston Vantage takes a staggering 185 man hours to assemble. The Vantage is clothed in no less than nine coats of paint, (sprayed by hand of course) and your leather comes courtesy of five hides from herds kept in fields with special fences to avoid the hide being damaged or graized. All leather is of course hand stitched by just one person who is responsible for all the leather stitching for your car alone. Once it has completed the assembly process the final badging is omitted from the rear until the car has passed every quality test. You see, every Aston must earn its wings

Styling and Design

Ulrich Bez sums it up nicely when he says “The Vantage features many of the design cues that have become basic DNA for all Aston Martin models…..you should be able to cover the front nose badge and instantly recognise the Vantage as an Aston Martin”.

Yes, visually the Vantage is very obviously classic ‘Aston’, yet it cuts its own style. It is smaller and more compact than the Vanquish and DB9, its long bonnet, minimal front and rear overhangs, combined with a wide track give the car a poised, aggressive, yet undeniably elegant look. Then, almost cheekily, the Vantage offers a level of practicality not normally found in sports cars of this type, with some 10.6 cu ft of luggage space at the rear.

Once seated behind the wheel, the purpose of the Vantage is clear. This is a drivers car. Dials and switchgear are all well placed and unfussed – no more or no less than an owner who puts driving first would wish for. It is a refreshing change to see a quality car step aside from the obsession with in car technical overload for its own sake. What we have here is driver focused functionality, combined with quality and taste.

The quality assurance equation is extended further with the added confidence of knowing all materials used in the car are genuine; wood and aluminium are real, never fake, while signature touches like the glass starter button go down a treat.


Built for Performance

Aston claim that the Vantage has undergone the most extensive test and development programme in the company’s 92-year history.

Seventy-eight prototypes were vigorously tested over more than 1.5 million miles, including over 12,000 miles in the scorching deserts of Dubai, where ambient temperatures hit 48ºc and the bodywork of the cars reached some 87ºc. At the other extreme, cold weather testing was undertaken in Sweden, with temperatures as low as -30ºc.

The high speed testing of the carb was conducted at the Nardo test track in Italy, and extensive trials were also carried out at Nurburgring’s Nordschleife in Germany.

The target for the engineers working on the Vantage project was to focus on lightness, agility and power. The lightness comes from the all aluminium frame weighing only 1570 kgs, and the nimbleness from its dimensions being only 4.38 metres long.

Part three of the equation, the power, is courtesy of a new 380 bhp quad cam 32 valve 4.3 litre, all aluminium V8. You won’t find this engine in any other four wheeled product – hand built in Cologne, it is unique to the Aston brand. Every significant component of the Vantage engine; from the cylinder block to the cylinder heads, crankshaft, connecting rods, pistons, camshafts, inlet and exhaust manifolds, lubrication system, and engine management – are all unique to this engine.

On the Road

The only way to find out what this all means is to take the VIP seat behind the wheel. You are, of course, immediatelty surrounded by all the right tools; a traditional six speed manual gearbox (still to many a keen driver’s favourite over steering mounted paddles), a powerful front mounted engine, and rear wheel drive – all wrapped up in one of the sleekest and most seductive car designs on the planet, and finished to a tee by that coveted Aston Martin badge.

But let us turn from enthusiasm and emotion to objective on-the-road testing; for this Vantage, probably more than any high performance model this scribbler has driven for some time, clearly demonstrates the success of Aston’s engineers in achieving the ride and handling objectives set for this car. This is by no means an easy feat, but virtually every engineering objective set for this car is evident in the behaviour of the Vantage on the road.

Take cornering. Some of our B-road test routes, had some fast challenging twists and turns – short undulating straights matched with a series of tight left and right handers. It’s the kind of terrain that challenges the chassis, suspension and balance of a good car; prudence and safety suggests that these roads can only be safely enjoyed if car and driver can achieve a trusting harmony that is earned by competent and predictable ride and handling behaviour. Driven at speed you must have the confidence that the car will switch direction quickly without too much body roll. To do it well, you must be able thread the car quickly to the left and then to the right, with the right foot progressively on and off the throttle to help maintain that overall balance and flow.

The Vantage eagerly responded to the challenge like a duck to water – almost reveling in it – its’ back tyres digging for even more grip on fast tight bends without even a hint of complaint. Even more impressively, the Vantage retained absolute composure when called on to change direction quickly, and it is so well balanced that it sometimes felt like a mid engined rather than a front engined car.

A quick look at the tech spec provided all the answers. The powertrain on the Vantage has a transaxle configuration, the front mid-mounted engine being placed well back, sitting very low in the body, and connected to the transmission – which is at the rear of the car - via a cast aluminium torque tube and carbon fibre prop-shaft –giving the car a 49:51 weight distribution. Ummm…..So that’s why.

From an owners point of view it’s also helpful to know that the system helps to improve engine durability by maintaining lubrication under conditions of extreme cornering and braking.

Cross Country A and B roads are clearly Aston Vantage domain . It’s on roads like these that you will appreciate the ‘seat of the pants’ confidence this car gives you behind the wheel. It’s also a time when you can call on that 380 bhp for swift, safe overtaking manoeuvres. Performance is always strong underfoot; you have to dig deep, but when you do the power delivery is all there, greeting you with raucious aural harmony. Mid range gears (that’s 3,4 and 5) have instant low down torque on tap for quick powerful pick-up from low speeds. Much of this is attributed to the variable inlet camshaft timing, ensuring low-end throttle response, mid-range torque, and seamless power delivery ; the successful achievement of another engineering goal.


The Vantage is a car that works with the driver, giving you what you want in exactly the doses called for. What’s more, it is a car that wants to be driven, and to be most rewarding it demands a committed drive – the surge of power mated to sound really works with you; it’s an aural as well as physical thing – you drive this car with your whole body and your senses, not just your hands and feet.

Yet the Vantage is equally at home when called upon for long-haul day to day commuting. On motorways it sits firm on the road, smooth and stable. The Vantage will be faster than just about anything else around so there really is nothing to prove. Nevertheless take smiles, admiring glances, and thumbs-up approvals for granted for that goes with driving an Aston, period. What’s more, there is forever the odd ego tripping boy racer to contend with. Most cars in front of you simply move out of the way; more of a reaction to that Aston grille in their rear view mirror rather than any particular speed you happen to be doing at the time.







Aston Martin V8 Vantage Specification


ENGINE:
All alloy quad overhead camshaft 32 valve, 4.3 litre V8. Front-mid mounted engine. Rear wheel drive

Maximum Power:
283kW (380 bhp) @ 7000 rpm

Maximum Torque:
410 Nm (302 Ib.ft) @ 5000 rpm

Maximum Speed:
280 km/h (175 mph)

Acceleration:
0-100 km/h (62 mph) in 5.0 seconds
0-60 mph in 4.8 seconds

Average Fuel Consumption

Insurance Group

EXTERIOR DIMENSIONS:
Length:
4382 mm (172.5 inches)

Width:
1866 mm (73.5 inches)
(excluding mirrors)

2022 mm (79.6 inches)
(including mirrors)

Height:
1255 mm (49.4 inches)

Kevin Haggarthy Road Tests: The new Bentley Continental GTC

If there was ever a drop dead gorgeous convertible to cruise around in, it is this. From the minute you are seen turning up in one of these you are special - people open doors for you, let you park for free to advertise their businesses, it's just grovel, grovel, grovel, but I could get used to it........

ROAD TESTING– THE NEW BENTLEY CONTINENTAL GTC

From the minute you get behind the wheel of the new Bentley Continental GTC, the message is clear; ‘You have arrived’. Motor cars rarely come better prepared than this. No matter how accustomed you are to luxury living, only the unreasonably dismissive will be unable to resist spending those first few seated moments appreciating the sheer craftsmanship and quality of this car. It is compelling to simply sit, look, and savour.

The new Bentley Continental GTC was launched in September 2006, and is a direct derivative of the highly successful and accomplished Bentley Continental GT Coupe. The ’C’ of course, simply refers to ‘Cabriolet’. It is indeed as spacious as its sister car, but inevitably the challenge of accommodating a fully integrated reclining roof behind the rear seats of a body housed on a compact coupe chassis compromises rear seating and boot space.

The GTC driver and passenger, however, retain exactly the same space and comfort of the GT and similarly, no stone is left unturned in providing you with the ultimate in comfort and luxury. Leather and wood are of the finest quality, and the dash houses an array of switchgear neatly trimmed in polished chrome. Such is the attention to detail that even the feel to the switchgear is quality controlled to maximise ergonomic and sensual satisfaction. This car simply oozes quality everywhere; a reassuring feeling when you are spending a substantial amount of your own money.

Electronic equipment in the GTC abounds; the list goes on endlessly–Television, DVD, 6 disc CD auto-changer, Satellite navigation, integrated state-of-the-art blue chip telephone and in car sound, heated triple position memory seats, electronic tyre pressure monitors, and so it goes on– all to be expected in your Bentley, and all there of course. The enjoyment of day to day use of the GTC is further enhanced by a keyless entry system that - provided it is in your possession- allows you to enter, start, and lock the car without use of the key. Front and rear park distance control, electronic operation of the boot, and self closing doors also add make for convenient day to day ‘Continental’ driving.


The story continues on the outside too. Faultless build quality comes with the name, whilst the prominent grille shouts ‘Bentley’ in an instant. Yet there’s an understated subtle elegance to its looks – to the eye the GTC is very obviously ‘expensive’ yet it has stature and pride in its appearance, carrying a hint of modesty, but with substance.

And there’s a third dimension to the Bentley Experience that is unique to Bentley owners. It is called Status. The status value of owning a Bentley – as we found whilst road testing the car - ensures you are escorted to pride of place in hotel car parks, are allowed to park generally where others aren’t, are called ‘Sir’ or ‘Madam’ all day, and pampered almost to the point of embarrassment in restaurants and bars. But then who doesn’t like to be spoilt? It’s also pleasant to find that most people admire the car, from children to old folk – somehow the Bentley’s presence always seems special.

Exceptional

And yet what makes this car truly exceptional, is not only what the eye can see, but its astonishing on road performance. Bar five miles per hour or so this car will reach a top speed of nearly 200 mph, making it one of the fastest cars in the World. What’s more, it will propel all of its 2475 kg to 60 mph in an equally astonishing 4.8 seconds. When you seek to explore some of this remarkable accelerative potential on the road – ‘foot to the floor’ at any speed will generate an unrelentingly potent force that can be likened to a jet building up speed on a runway – the difference being that when the plane is ready to ascend, the Continental GTC keeps all fours firmly planted to the tarmac, building up even more speed with its deep angry growl. Yes, this car changes from Gentleman to Predator in an instant.

Yet there is so much more to the GTC driving experience. If you are a truly keen driver, but need motoring luxury and opulence too, the GTC answers your prayers in abundance. And here’s how. The experience begins with a keen yet potent rasp to the ear as the start button triggers the engine into life. The sound of that 552 bhp twin turbo charged W12 is an odd contrast to the looks of the sumptuous body it powers. Yet the car shakes and burbles with power – a Rolls Royce wouldn’t get away with it but for the Bentley, a marque with such strong racing pedigree, it is just right.

It soon becomes evident just how easy this ‘big’ car is to drive. The steering is nicely weighted, not too heavy or light, yet accurate and responsive to steering inputs to inspire confident high speed pace. Work up that pace a little and the car feels light, manoeuvrable, and yet balanced, bearing testimony to Bentley’s excellent chassis and permanent four wheel drive.

Fit for Purpose

Gear changing in the GTC is smooth and seamless, and there are a variety of cog –swapping alternatives at your disposal; Most commonly used will be the standard automatic drive for the simple press and steer drudgery of City driving. If the roads get more interesting and you want to use up some of that 650 Nm of torque, snicking down the gear change into ‘sport’ mode makes better use of the power from low speeds, and retains longer travel through the gears – this is when you can overtake cars by the dozen on torque delivery alone.

Hard driving cross country is best suited to manual selection of the sequential shift arrangement integrated into the auto-change floor mounted gear box, or by flicking the paddle shift on the steering column. We used the whole range of cog changing options to match the roads and conditons; not only is it fun, but the car eagerly responds by performing more competently when you make the most of its technologically in the driving conditions such options were made for.

At the simple press of a button you can stiffen up the shock absorbers and suspension to prepare for that enthusiastic cross country drive. This is where our Dr Jeckyll Continental GTC turns to Mr. Hyde, demonstrating its safe sure footed handling finesse and astonishing ability to achieve tremendous pace for a car of this size and bulk. Driven with only partial commitment we were soon on the tail of a TVR driver who was simply embarrassed at just how quickly and authoritatively the Bentley would soon be on his tail and overtake him – and this on a narrow country lane where decisiveness, power, confidence in the car’s abilities, commitment, and timing are key both to overtaking and to safety. To the Bentley it was a doddle.

Yes, I was smiling whilst easing away from the Surrey countryside onto the M25 slip road, marvelling at the amazing pace of this deceivingly ‘sedate’ looking Bentley. You’ll need all the restraint you can muster to keep this car at 70 mph on a British motorway – for the Bentley is eager for three figure speeds. Regular trips across the Continent are a must with this car; on the derestricted German Autobahn you will find that 150 mph in the Bentley feels like a mere 80 mph, whilst more leisurely trips to Cannes, Nice, Monte Carlo or Geneva are ‘top down’ natural homing places for this wonderful car. On such trips the Bentley is subdued, quiet, with that latent hum of its performance potential always there to remind the driver of the power and pace on tap. Yet power delivery is smooth, progressive, unrelenting, the opposite to the rawness of a Porsche yet sharing all of its potency.

So does the Bentley Continental GTC live up to being an appendage to your Benetti yacht? We think so – for after all, they share a common DNA -brand integrity, quality, and exclusivity, not a bad pairing if you ask me.

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Model Bentley Continental GTC

Price: circa £130,000

Max Speed 195 mph
Engine Size 5,998 CC
Max Power 552 bhp
Max Torque 650NM
Average Fuel Consumption 16.5 mpg
0-60 mph 4.8 secs
Insurance Group 20

Kevin Haggarthy Road Tests: Ferrari F430 Spider

Ferraris are a complete high for me, and this one more than most. Check this for a driving experience.........

Road Test Feature: Ferrari F430 Spider F1

The image remains firmly planted to this day. It is one of those unexpected once in a lifetime driving experiences that remain permanently etched in the mind. Somehow, everything seemed right on that day; the sun shone as if to grace the presence of the Ferrari F430 Spider, more than making its presence known on the A604 running alongside Leicestershire’s beautiful Rutland Waters country side. What’s more, it was proving to be a great driving challenge, and not least an awesome sight; this red, low, loud, attention seeking Italian stallion eating up the tarmac at simply astonishing pace. The car just so much faster than anything else around and right now, as I’m writing this, that engine note is playing on my dictaphone, and I’m reliving the experience all over again.

We are on a test road route I have driven many times – challenging bends, fast straights, cambers, once-only overtaking opportunities. On these roads with a fast car you need to be alert, as bends and blind crests appear very quickly, but somehow it all just enhanced the driver challenge in this fabulous Ferrari. In all my many years behind the wheel of ultimate exotica on these very same roads, none, - and I mean none has exceeded the sheer pace, finesse, and sheer no nonsense capability of this car. And none have given greater driver satisfaction.

The ultimate performer

The Ferrari F430 Spider is literally the committed driver’s dream; all the ‘serious driver’ ingredients are there; wrapped into a highly refined stupendous thoroughbred, that has evolved from the brilliance and commitment of 60 years of knowing how to make not just any supercar, but Ferraris’. And that’s a matter of national honour.

This car is civilised yet, in performance terms, brutal. The driving experience is so compelling that it may well destroy your private life, and even lead your partner to question if it is the relationship or your Ferrari that matters most. Dangerous ground, yet believe me, it is ground you will tread, for the keen driver’s magic tick list is all there; pick-up is razor sharp yet refined, and the car is immensely powerful. It remains firmly planted on the road when driven hard, throwing your body weight into the full flow and curves of those newly contoured leather seats. Brake hard into a fast bend; flick the paddle shift gear lever a down shift or two and the engine wails into a wonderful crescendo as the F430 ‘blips’ on the down change to allow you that magic neutral and balanced entry into a bend, with the engine and chassis set for hard acceleration on the way out.







The variably weighted steering is firm enough when required, allowing you to ‘feel’ the road as you switch the body weight hard through the bends, and then there’s the highlight to come when that endless powerful acceleration pushes deep and hard into your lower back, powering you into oblivion until fear or self preservation suggest it’s time to lift off. You will simply never run out of power in this car, only courage.

Once you get into a fast cross country drive, the whole experience becomes almost a spiritual thing, for the car ‘thinks’ with the driver the whole time, responding to your every command. The result? At the very least a permanent grin, and forgive this awful cliché, but it really is the ultimate driving experience. Sorry BMW. Yes, there is proper meat to this legend.

Pray your indulgence for but one of many stories; There were five cars ahead of us on one of the long straight on the A604, with a tight left hand bend about five hundred yards ahead of the car at the front of the pack. The Ferrari wanted to go much quicker than the whole bunch, but the risk of overtaking five cars and pulling in safely before a blind bend requires exceptional mid range grunt, and a whole lot of confidence in your equipment. The F430 and I had been together for 150 miles so far, we knew each other well, but was it really fast enough to overtake five cars safely and tuck in well before a blind bend? Oh yes it was, and have no doubt; a long headlamp flash to warn all five cars ahead, and we were passed the lot in an instant and unbelievably, with more than enough distance left to tuck in safely for the bend ahead. Wow. After that experience, if I wore a hat, I’d have taken it off to show respect for this car.

And that’s what it’s all about with Ferraris; Story after story. You will be forever hearing about what the car is like to drive, and sit over many a pint telling some amazing tale about its many heroic feats on the road. Ferraris may look drop dead gorgeous and sound truly amazing, but it is the living part of this legend, the driving of the thing, that is the true essence of this car. They are built and developed by people who love fast cars and can drive, highly skilled test drivers with abilities well beyond our imagination. And it shows, and in this case so too does the Ferrari’s famous racing heritage.

New by design

It all began with Ferrari’s commitment to making a very good car even better. That ‘very good’ car was indeed the F430’s predecessor, the 360 Modena. To the untrained eye, the new F430 does indeed look very similar its predecessor, but it is a thoroughly brand new car both in technology and design.





The famous Italian design house Pininfarina are responsible for penning the lines of the F430, and have succeeded in enhancing rather than compromising the original classic Coupe lines. Top down, the Spider is certainly the more striking car of the two, typifying that exotic Ferrari image, yet the Coupe is sometimes preferred for those who are looking for that classic understated design subtlety, with smooth classic exotic lines. Most obviously, the large front air vents and Enzo Ferrari style rear light clusters distinguish the F430 from its predecessor, whilst subtle styling innovations like twin mounting rather than single mounting arms on the wing mirrors enhance the lines of the new car. Styling is always a very subjective affair, but the word ‘beautiful’ is never far from the mind when you look at this car.

It is noticeably roomier inside compared to its predecessor, a feature enhanced by a slimmer central tunnel, making the F430 almost ‘spacious’ for a car of this kind. Yes, and it’s oh-so Ferrari behind the wheel – the yellow rev counter being the most prominent feature, housing a digital readout of the gear ratios, while the neat central binnacle comfortably houses all other gauges. It’s comfortable too, the seats having been redesigned for greater lateral support.

In typical Ferrari style all major controls are within easy reach of the driver. The starter button is mounted to the left of the steering wheel, and the wheel itself has the upper rim flattened to improve visibility in the straight ahead position. Dash inserts can be personalised in carbon or aluminium to suit your taste.

Gone are the days when you had to lift and neatly put away the roof of Spider badged Ferraris’. The F430 Spider has a fully automatic electric hood (opening or closing takes 20 seconds from start to finish) with the usual customary full vision view of that amazing engine from behind. With the mid mounted engine, just too big (and beautiful) to be hidden from view or spoiled by the add on of a boot, there is no compromise to either seating or boot space. The hood stows away completely in its own compartment just ahead of the engine, enabling you to indulge totally in the joys of open top motoring in a Ferrari, and relish the orchestra of one of the Worlds greatest sounding engines.

The F1 Influence

Formula 1 technology features strongly in the F430, and two of these are World firsts for production road cars. One, referred to as the ‘E-Diff’ (electronic differential), was initially developed for Ferrari Formula1 cars, and is designed to transfer large amounts of engine torque to the road, allowing the car to grip on corners at high speeds, whilst generating extremely high g-forces. It guarantees maximum grip out of bends and massively improves road holding on normal roads.



Second is a rotary steering wheel mounted switch, known as the manettino. In short, it regulates the gearing and suspension of the car to suit relevant driving conditions or your preferred driving style, raging from the safe and timid, to ‘ultimate hard core driver’.
The switch is effectively a selector on the left hand side of the steering wheel that allows the driver to change the set up of the car to suit personal preferences and driving conditions. Five settings are possible, ranging from ICE for very slippery conditions, to Low Grip, a standard drive setting, Sport, and ultimately ‘Race’, which, as it names suggests is set up strictly for the race track and recommended as territory for the skilled enthusiast. There’s even a braver setting - CST, which deactivates all the traction control technology leaving all talent of the driver. Gulp. In this car, you’ve got to be pretty highly skilled to switch off the CST, drive hard, and get back in one piece. With CST deactivated the car’s talent is still not in question- it’s brilliant- it’s the driver who has to be confident of his/her own skill behind the wheel.

Ferrari DNA

Yet these are mere technical highlights, for the whole DNA of the new car owes tribute to what has to be one of the Worlds greatest engines. The F430’s 4.3 litre engine (its name sake) is completely new, and generates a massive 490 bhp to rocket the car to 60 mph in just over 4 seconds and to a top speed of over 193 mph for those choice trips to the derestricted Autobahn (and you will end up making them by the way) while you still can. The engine is all new, ( Ferrari reckon it doesn’t share any components from the old car), and whilst the engine has a 20% increase in engine displacement (3586 to 4308 cc) it weighs just 4KG more than the 360’s, and yes it does feel more powerful and lighter.

You’ll need some pretty good brakes to deal with all that power though. Again, the influence of Formula 1 means that carbon ceramic brake discs are available to give exceptional 100% all time efficiency akin to a formula 1 car. – they’re a hefty £10,450 option if you dare, but if you’re a hard driver, and not least a track day hero, you’ll find that the ceramics last a lot longer too; ponder the option to satisfy your conscience, but they are highly recommended.





A usable Ferrari

Technical wizardry aside, the beauty of this all new ‘baby’ Ferrari is that it is totally useable, even for day to day commuting. A press of a button snicks the gearbox into auto, allowing you to drive around town sitting in traffic jams just as comfortably as any standard saloon. The rather excited engine hum behind hints loudly that Cities are not this car’s chosen territory, but you are sitting in a legend, and somehow that just feels the right place to be.

Kevin Haggarthy
Ends.


Specification


Engine and Performance

Type 90 deg V8
Displacement 4308 cc
Max. power output 483 bhp
Top speed Over 193 mph
0 to 100 km/h (0-62 mph) acceleration 4.1 secs


Fuel Consumption
Urban cycle 10.5 mpg
Extra-urban cycle 21.2 mpg
Combined cycle 15.4 mpg
CO2 emissions (combined cycle) 420 g/km

Insurance Group 20


Price £142,750