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.

Ends.

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

Kevin Haggarthy Road Tests: - New Lexus LS600

Yes, I've been at it again. Busy times. This is the interior of the most amazing luxury saloon on the market. You might think it's 'just a Lexus' but wait til you read all about it - never has a Shiatsu massage worked so well - and it's not even a drop dead gorgeous Japanese masseure.




Lexus LS 600 h L –Road Test Feature

It’s almost satisfying at times to indulge in life’s little secrets. All of us can think of those few selective indulgences that give us great personal pleasure, yet to others they may appear to be nothing more than a means to an end. Such a rare pleasure is this new top of the range Lexus LS600h. To many, it may well be just another luxury car. To its choice owners, however, – it is an absolute indulgence in new standards of ultimate luxury car refinement.

The rear seat of a motor car is hardly the most logical place to begin a road test, but in this case it is entirely justified - it is simply the most impressive and rewarding place to be in this car. Not only is the cabin remarkably sumptuous and comfortable, but seated in the rear you can fully appreciate the visual display of high technology, craftsmanship, and quality; from the tastefully appointed dash, to the subtle combination of polished dark veneer and leather flowing throughout. Allow your eyes to work slowly backwards from the centre console towards your rear seat, and you’re tempted to twiddle with the multi function controls for the Mark Levinson Reference Sound System, and be engulfed in the sound of its 15 channel 450 Watt DSP amplifier. That done, you may wish to adjust the highly sophisticated rear climate control unit which, unbelievably, even houses a body temperature sensing unit. With cabin temperature sorted the relaxation package can be completed by activating the State-of-the-Art Shiatsu, or an alternative back and shoulder massage.

But Madam/Sir!, before selecting the kind of massage you would like, one may be inclined to activate the electronic thigh and footrest, which simultaneously folds down the front passenger seat headrest, and moves the entire passenger seat forward to allow you to fully stretch your legs. Supplement this by reclining the back support to an angle of up to 45 degrees, and you are nicely positioned to be handed your glass of champagne – which is about the only thing this car doesn’t do for you.

hybrid

Well actually, that’s not totally true, because whilst the LS600 is unable to pour your champagne, another thing this car doesn’t do is make any noise. Can you imagine how odd it feels to get behind the wheel of a car, turn the ignition key, hear nothing, select a gear, press the accelerator, and the car just glides off under power, smoothly…..yet in total silence. No engine noise; nothing. A bit eerie it is indeed, especially the first time you experience it, but wonderful nonetheless; and the perfect antidote to a stress filled day. This is the result of the latest hybrid engine technology, and it is what the ‘h’ stands for on the LS 600 badging.

In simple terms, hybrid engines are capable of operating in both petrol or electric modes alone, or a combination of both. For the 600h the hybrid engine comprises of a 5.0 litre V8 petrol engine, an electric motor, a generator, a high performance nickel –hydrogen battery and a special gear mechanism to govern the high speed interaction of the system components. The vehicle constantly recharges itself on the run through a combination of acceleration and braking, and has become increasing popular as a concept for the benefits in reducing fuel consumption, environmental pollution, and of course noise. Right now it’s all the rave, and Toyota (the parent Company of Lexus) are its pioneers.

The hybrid engine owes its initial popularity to the popular Toyota Prius, not least from the PR value of newly environmentally conscious Hollywood Celebs, such as Leonardo De Caprio and Cameron Diaz – who indeed own and drive them. It soon found its way into the luxury sector for the first time with the Lexus RX 400 Sports Utility Vehicle, followed by the Lexus Sports Saloon - the GS 450h, and now finally this Lexus flagship – this LS600h.

Performance

What surprised me, initially with the RX 400h and even more with this car, is that the hybrid engine doesn’t at all impair overall performance. This is important for the typical luxury sector customer, where the vehicle is expected to be a strong and competent long distance cruiser. Had I been in any doubt, a derestricted section of the German Autobahn just outside of Berlin, on the occasion of this car’s launch, allowed my admittedly indulgent right foot to have a play. Right foot to the floor and the LS600h was quickly up to three figure speeds, effortlessly, and with no sign of waning as I targeted the 155 mph manufacturer restricted maximum; nothing else on the road seemed willing or able to keep pace with us. Point proven.

A quick glance at the official performance stats confirms the same; 0-60 mph in 6.3 secs, 383 bhp and 520 Nm of torque – that is truly excellent performance for a car of weighing 2,730 kilogrammes. Lexus expect conscientious corporate Chairmen to be buying this car; for it is an arguably environmentally friendly choice, with top levels of refinement and luxury, and no sacrifice in performance. Competitors such as Mercedes, BMW, Jaguar and Audi will have some thinking to do - especially if it catches on.

lulled to sleep

I was being piloted by my fellow co driver and motoring journalist colleague signalling to turn off into a motorway Café; it was my turn to drive. After some 70 miles or so of relaxing in the back seat of the most refined motorway cruiser I have ever experienced, with Mark Levinson’s speakers soothing the mind with Beethoven’s 9th Symphony, and an imaginary Japanese beauty massaging my back and shoulders, (that’s how convincing the electric massage seats are)….I must admit that I fell asleep. My co-driver found it amusing, and over dinner that evening Lexus Personnel saw it as an absolute compliment.

Yet the feeling of comfort and luxury in the LS600h is no less so once behind the wheel. There is an array of switchgear integrated into the curves of the dash. Yet it’s all user friendly and not in the slightest bit confusing. The driver experience begins once again in silence, and the only reassuring confirmation that you have switched all the right things on is the fact that the vehicle is actually moving, as there is no engine noise until you hit circa ….mph. And it’s all so silent, you almost feel as if you should be whispering to your passenger in conversation, as normal conversation disturbs that wonderful cocoon of silence in which you are embraced.

motivated to drive

I glanced in the rear view mirror in envy as my ‘ex chauffeur’ reclined his seat, adjusted his leg rest, and activated a ‘Shiatsu’. ‘He won’t be smiling for long’, I thought, as I peeled off the motorway onto some challenging cross Country B-roads. Call it cruel if you wish, but I slipped the transmission from standard automatic to ‘electronic sequential shift’, adjusted the suspension to the firmer sport setting, and went into Dick Dastardly mode. The LS600 responded eagerly to my new ‘Boy Racer’ style, remaining absolutely composed, safe, and sure footed throughout. There’s plenty of torque for overtaking, the acceleration only easing off when you are close to the upper end of the rev range. Achieving smooth progressive braking at low speed seemed compromised by the natural torque ‘pull’ of the engine, but at high speed the braking felt better suited to the greater inertia of the car , ensuring smooth and controlled, progressive braking inputs .

The LS600h stays balanced and surefooted on the bends. Whilst undoubtedly a large car, the firmer suspension setting on the 600, together with balanced braking distribution, a 40:60 rear weight bias, combined with the added security of four wheel drive ensured the car remained tight, stable, firm and safe on high speed cornering.

I wouldn’t say the same for the new electronically controlled steering. Whilst it was indeed fine for town driving, it certainly seemed to lack the confidence enhancing firmer driver feel of a good standard hydraulic system. And that matters at speed. So subtle is the difference, however, that if you’re not a ‘hard’ driver or an enthusiast you may well fail to notice the difference.

I steeled a glance in the rear mirror a second time (with a grin), just to see if I’d succeeded in unsettling my rear seat co driver sufficiently to disturb his peace. No such luck. Is it my imagination or is he really dozing off? That guy must be my alter ego.

In closing I must however, make a bold statement; The Lexus LS600h is simply one of the World’s most refined luxury saloons – you are unlikely to find a car smoother on the road than this, other than possibly the Maybach - which starts at a price of a quarter of a million pounds. In terms of ride quality and refinement the LS 600 h is peerless..

It is also a technological milestone. Lexus designed this car by creating technology to respond to every conceivable human need in their drive towards the ‘Pursuit of Perfection’. It may seem a clichéd term, but should you choose to opt for the Lexus experience (for that is what it is) you will find that is a commitment they truly believe in.


Kevin Haggarthy

No. of Words 1,540


Specification


Engine and Performance

Type V8
Displacement 4,969 cc
Max. power output 389 bhp
Top speed 155 mph (restricted)
0 to 100 km/h (0-62 mph) acceleration 6.3 secs


Fuel Consumption
Urban cycle 25 mpg
Extra-urban cycle 35.3 mpg
Combined cycle 30.4 mpg
CO2 emissions (combined cycle) 219 g/km

Insurance Group 20


Price £83,645 - £88,000 (with rear seat relaxation package)

Kevin Haggarthy Road Tests: Range Rover Sport SE

The Range Rover remains a State-of-the Art off-roading icon. It was indeed one of the first 4 x 4’s to combine premium segment ride comfort, with class leading off-road performance; and that was some 37 years ago. The Range Rover transformed the 4 x 4 concept from semi agricultural land conqueror, to all purpose commuting tool for those of both means, and stature. Luxury car performance, ride comfort, and luxury, tied in with class leading off road performance.

To its’ credit, the Range Rover’s legendary reputation remains totally intact; and here we sample this icon of a motoring legend in its most sporting guise to date; the range rover Sport. The Sport is the Range Rover for the enthusiast, the driver (note the emphasis) who wants all the accomplished attributes of a Range Rover, combined with a rewarding road driving experience.

Sporting

Yes, this is the one for the sporting driver; someone who is likely to spend many hours behind the wheel, using the car all-purpose, and every day. The keen ‘Sport’ driver will be seduced by the power and sharper handling of the V8 Sport over the less performance oriented models, and relish the practicality, luxury, and exceptional off road performance of a Range Rover. Those inclined towards the V8 Sport will enjoy more miles per pound spent on swift enjoyable day to day road driving, than non ‘Sport’ buyers, who opt for some occasional off roading.

It is already a well known fact that ‘hard core’ off roading in most 4x4 s these days applies to a relatively small minority of buyers. The trend is little different for the majority of Range Rover buyers, many of these vehicles coming into their own during the equestrian season, a challenge any Range Rover takes on with ease. Hence, most Range Rover driving is on ordinary roads, the roads you and I use, and that means the Range Rover Sport buyer is likely to be having more fun behind the wheel most of the time, compared to the owner of the ‘standard’ car.

Image and Style

But don’t forget, there is place for serious style and image here too. It is surely not by coincidence that many a Range Rover can be seen parked on just about every side street off the Kings Road. It is, however, an image that challenges rather than stereotypes the rather ‘macho’ impression we have of robust 4 x 4 s – the Sport being a ‘quality’, almost designer fashion vehicle in its own right, and one that is just as likely to have a woman behind the wheel as a man. As the pilot of the Range Rover Sport, she/he is clearly making a lifestyle statement, as the car certainly cuts more of a visual dash over the standard entry level car.

In this latest version of the Range Rover, the windscreen is steeply raked and the roof lower than other Land Rovers, while the big 20 inch wheels sit at the very edge of the wheel arches further conveying its purposeful look. Additional front and rear spoilers and side skirts emphasise the point by making this car look fast, stylish, and substantial. It’s full of presence too, yet beauty does not betray function as the side skirts and chin spoiler are able to absorb impacts without damage, making them ideal for off road use.

Seated

Once seated inside you are immediately aware of the superior stature every Range Rover driver naturally commands. Much of it is due to the height, combined with the understated ‘quality’ appearance. The ‘Integrated Body-frame’ structure, (first seen on the Discovery 3), has been tailored for this car to reinforce its’ sporting character. Once seated, you have a traditionally commanding view of the road ahead, and due to the large window areas, there is excellent all round vision, whilst the Sport feels ‘robust’, ‘big’ ‘strong’ – and it is reassuring to know that it is all of those things.

The dash houses a considerable array of switchgear, sharing many components of the lesser Land Rover models, and looks so when compared to the high quality fit and finish of the rest of the car. Yet it’s all fairly user friendly stuff – and you won’t be wanting for equipment. You name it; it’s there. But pinch yourself and remember you’re spending a ‘good’ £58,000 for a car that you and your family will spend a lot of time in, so you certainly wouldn’t expect equipment to be lacking. Would you? Heating, audio, and lighting controls are housed in the centre binnacle, whilst the centre console contains multi adaptable off roading variations that sadly so few of us will actually use.

Value

On the road, there’s the anticipation of double excitement – ‘on –road’ and ‘off road’. The whole question of value for money focuses into sharp contrast here when you consider that this is a performance road car, luxury saloon, and a competent off-roader all housed in the same package.

This particular Range Rover Sport (as opposed to the alternative engined versions, namely –the 4.4 litre normally aspirated V8, and the new 2.7 turbo diesel V6) is powered by a 4.2 litre supercharged V8, derived from the highly acclaimed Jaguar Supercharged V8 engine, and specially developed to Range Rover specification. It kicks out a heady 390 bhp and a massive 410lb ft of torque enabling the magic figure of 60 mph to be achieved in only 7.1 seconds. The car is capable of cruising at its maximum 140 mph all day without fuss, unless you are fussed about about achieving a mere 15 mpg for the privilege when the devil takes you.

Power and torque are fed full time to all four wheels via a new ZF six speed ‘intelligent shift’ automatic gearbox featuring Sport programming (i.e. it ‘reads’ your driving style especially when you want to push on) and ‘Command Shift’ , offering manual control of the gearchange. You’ll enjoy using the latter on swift cross country jaunts where the Sport demonstrates its road holding and acceleration advantages in abundance. Once you’ve cast the grin aside and smirked at the puzzled look of the last vehicle you overtook, you’ll soon settle into the on-road character of this car.

Control of the gearchange allows you to hold the mid range gears making full use of that wide spread of power, allowing you to pick up strongly from slower speeds for the overtake and go another 40 – 50 mph up the scale before thinking about selecting another cog. This is where the power of the ‘Sport’ speaks to you, responding to your commands more keenly than its humble lesser powered cousins, and inspiring confidence and safety as a result of sitting lower on the road with stiffer sportier springs, and lots of grip from those big fat tyres.

Refined

The special air suspension feels the road with confidence and with hardly any discernable interruption of driver and passenger ride comfort. Credit that to Land Rover‘s new Dynamic Response system, which senses cornering forces, and acts to optimise body control and handling performance. The flatter, safer handling, and better driver feedback certainly shows.

The resultant refined, but assured ride comfort also shows on long motorway hauls – you’ll never tire of a long journey in this car, driver and passenger alike. Neither do you pull the short straw in town. To the onlooker, the sheer size of the Range Rover may appear intimidating, yet behind the wheel it is not at all so, the biggest surprise being that it is a doddle to park. Rear parking sensors clearly help to compensate for the high tailgate lip, but its’ four cornered styling means you can rely on good all round vision to help you place the car easily.

Truly sporting off -roader

So does the Sport compromise the Range Rover’s exemplary off road performance? In a word ‘no’, not unless you plan to tackle the very very roughest terrain. The Sporting road concept suggests that a little compromising here is bound to be necessary, but the Sport is well capable of tackling 90% of most achievable off road challenges.

For those of us who intend to maximise the rough stuff, the Sport features an electronically controlled option called Terrain Response, allowing the driver to choose one of five terrain settings via a rotary on the centre console. The system is integrated with the other off road advanced features of the car including ride height, engine torque response, Hill Descent Control, electronic traction and transmission settings, to achieve exceptional off road performance.

The Range Rover Sport proves that you can achieve true sporting character with real-life off roading ability. It is not a compromise, but simply capable of all things. The equation is simple – it promises and delivers…with heritage and style.

Kevin Haggarthy



Range Rover V8 Sport
Specification:

Price: £58,000
Max Speed 140 mph
Engine Size 4.2 litre V8 Supercharged
Max Power 390 bhp
Max Torque 550NM
Average Fuel Consumption 17.8 mpg
0-60 mph 7.1 secs
Insurance Group 20

Road Test Mitsubishi EVO IX

Just finished road testing this monstor. (20th July) Drive this, and you'll soon get to know what real pace and real B road ability is all about. In the full road test I'll be giving you the total low down - should be out at the end of the month (July) . This is all about perfomance, totally single minded adrenalin packed, and on a triple dose of steroids. Turbocharged Viagra ...with Attitude. Yet it does it brilliantly - it might look like it, but it is anything but boy racer, to the contrary it's an absolute drivers machine, and I can't wait to tell you all about it...... watch out for end of July test feature.

Ferrari 599 GTB

Road Testing the sensational Ferrari 599 GTB Fiorano......less car, more wild stallion from hell...but it's your passage to heaven.












Watch this space for the full road test which ll be posted soon, but Wow this was a first for me. And no, I'm not referring to the fact of road testing the 599, for as a motoring journo specialising in the fast and the furious I am blessed with the privelege of driving and testing high performance cars for a living. No, the 'first' is being unable to find anywhere to apply full throttle without having to lift off!

I have driven (hard) many a supercar, including virtually all of Ferraris' new range, but this 599 is 'The Chosen One', taking the 'Ferrari Experience' to new heights, as one of the truly usable ultimate supercar brands of the breed. There is simply no letting up to the acceleration, it has no limits, and God that noise!! - It screams and barks like a living thing, yet with joy and pain at the same time; as if an animal, giving birth, yet enjoying the process of childbirth. It's almost sadistic. Money can't buy this. Forget the 200K plus price tag; to do this, and in this way, you just have to Know - and this kind of knowing is the unique and exclusive territory of Ferrari.

It's raw, red, emotion....and I'll be back to tell you all about it. Once you are behind the wheel of the 599 life, in fact your whole perspective on it will change. Your new life's mission will be to master the skills to drive it. We do it on road and on film; if you want the full McCoy - join me in a weeks time, and find out why I, who thought I had managed to avoid life's serious vices, am now totally and utterly hooked on this machine.........