• Bugatti Veyron 16.4 vs Rimac Concept_One

    Watch petrolhead peer Lord Pembroke’s Bugatti Veyron and Mate Rimac’s Concept_One go head-to-head on track.

    Lord Pembroke can’t resist a challenge, so when the chance came to pitch his pride and joy against the latest technological tour de force from Croatia – the Rimac Concept_One electric supercar – he didn’t have to think twice.

    The founder of the Wilton Classic & Supercar show – which relaunches this year as the UK’s most prestigious and exclusive annual supercar and classics gathering – swapped cars with Rimac’s official test driver, Miroslav Zrncevic.

    “Looking forward to the technologies driving future performance will be one of the most fascinating elements of the new Wilton Classic & Supercar event,” says Lord Pembroke, “and we wanted to get to know our new friends at Rimac – builders of the world’s fastest accelerating supercar – as part of that journey of discovery.

    “It’s fair to say the Wilton team returned from Croatia having been blown away by the technology built into the Concept_One, and awed by the single-minded dedication of the man behind it. Now we can’t wait to share some of that Rimac magic at our new event on June 3-4.”

     

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  • Ford S-Max – Don’t Be ‘Sports Dad’

    Purchasing a new Ford S-Max should be regarded as a textbook example of refusing to stand out from the crowd. While being one of the herd is traditionally frowned upon, actually in the case of the new S-Max it’s highly beneficial. Unless that is, you’re ‘Sports Dad’.

    Ford S-Max Static 03

    ‘Sports Dad’ wants to be the best. He wants to the best so much, that he’ll pick the biggest engine with the highest bhp output on his new car just so everybody knows he is the man. Basically, ‘Sports Dad’ is the guy you avoid like the plague when you go and watch your own kids football team playing because he abuses the referee and generally makes a monumental tit of himself. Fear not reader, I’m here to show you how to get the best S-Max for you, all while getting a better S-Max than ‘Sports Dad’ and saving a bit of money in the process.

    The guy we all love to hate has already chosen his S-Max, and naturally it’s the one that sits at the very top of the S-Max pyramid – the 2.3 236bhp litre petrol powerhouse. Ford expects only 1% of all S-Max buyers to take this one up, but that’s ok because ‘Sports Dad’ has always thought of himself as being in the top 1% anyway. For us though, let’s think of that 1% as those people who are so keen to distance themselves from the herd, so keen to look special, that they’d go as far as to shoot themselves in the foot in a bid to impress others around them.

    Ford S-Max Driving 01

    Yes, as tempting as it may sound on paper, the ‘sporty’ variant of the new S-Max is certainly not the high point of the range. It’s an engine that just doesn’t feel at home in this car, lacking the torque needed to launch the heavy S-Max, and despite that high-ish power output, in reality it doesn’t feel anywhere near as quick as the spec sheet might have you believe. The 6-speed automatic Ford has attached to it doesn’t help either, a pure cruiser unit that’s clearly not been designed to deliver on the excitement front, and to be fair why would it? ‘Sports Dad’ will tell you all about the flappy paddles, but I’ll tell you that it’s so lacking in shift feel you wonder why they even attached them to the steering wheel in the first place. Ford hasn’t offered a manual option with this engine, but even with that option box open I still think it would be a poor choice. Despite the disappointment with this particular powertrain, this is where the problems with the new S-Max end.

    Ford S-Max Interior 04

     

    Some drivers will naturally prefer some of the more conceptual design flair seen in some of France’s latest offerings, but it can’t be said that the S-Max isn’t a handsome looking beast. The strong, angular lines make this one of the best efforts at putting together an attractive people carrier that I can remember, it looks like a car with real class and that continues inside. From the moment you step in you can see and feel the improvements in the interior, with plenty of quality materials applied to make the cabin a genuinely pleasurable place to spend time. The seating is particularly excellent, providing a hugely comfortable and supportive place to park the posteriors of you and your family. The S-Max now feels more premium than ever before and – through these eyes at least – is a nose ahead of the interior environments found in some of its rivals.

    Ford S-Max Interior 02

    As it’s the modern age, the class and comfort of the interior would be nothing without decent technology to back it up, and there is some very tasty tech to examine. The SYNC2 system is a must have, and while the interface and arrangement of the software is good, the touchscreen it’s wrapped in can occasionally be unresponsive. Other useful features include split view cameras to assist in pulling out of parking spaces and junctions (not something obnoxious yet genetically superior ‘Sports Dads’ will ever feel the need to use), a variable ratio steering setup that Ford has even managed to squeeze the mechanism of inside the steering wheel, and a system to monitor road signs and adapt the speed limiter to match them, theoretically preventing you exceeding the speed limits. For those show offs who always have something new to stick in the garden, boot space starts at 700 litres in 5 seater mode, but the 2 seated van-like layout will bump that up to a cavernous 2000 litres, perfect for that gazebo hauling, faux-brick BBQ buying dad who always calls you ‘mate’.

    Ford S-Max Interior 01

    So, how do you stick it to ‘Sports Dad’? By knowing the following important information; those who love to drive will ultimately gain more pleasure from one of the more powerful diesel manual options than the petrol powered brute discussed earlier. The new S-Max is a brilliant cruiser, being both remarkably quiet and hugely comfortable and when driven as such it’s a joy, even if as the driver you do feel a little detached from what’s happening outside. With one of the more grunty diesel engines, the excellent manual gearbox, and ‘Titanium’ spec, you’ll have a truly excellent car on your hands. This might be about as good as a people carrier gets. Refined, comfortable, practical, and perhaps most crucially it’s actually quite desirable. It’s also cheaper to buy and will depreciate less than the flash git’s top spec model. That means when you lift lazy waves from the steering wheel of your S-Max outside the school gates, you get the satisfaction of knowing you’re in the better car.

    So, who’s winning now ‘mate’?

    2015 Ford Galaxy

    Performance & Economy 2.0 TDCi Titanium X 2.0 EcoBoost Titanium X
    Engine 1,997cc tubocharged diesel 1,999cc turbocharged petrol
    Transmission 6-speed manual, front engine, front-wheel drive 6-speed automatic, front engine, front-wheel drive
    Power (PS / bhp) 180 / 177 240 / 236
    Torque (Nm / lb.ft) 400 / 295 345 / 254
    0 – 62 mph (seconds) 9.5 8.3
    Top Speed (mph) 131 140
    CO2 Emissions (g/km) 129 180
    VED Band D I
    Combined Economy (mpg) 56 35
    Price (OTR) £33,845 £35,205

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  • ‘17 JAG F-TYPE SVR: KITTY KITTY BANG BANG!

    It’s the latest supercharged cat from Jaguar, with a tiger under its alloy bonnet and an explosive snarl from its quad exhaust. Meet the F-TYPE SVR, which lives up to Jaguar’s claim of being the “lightest, quickest, most powerful” member of its line.The F-Type SVR’s supercharged 5-liter V-8 serves up 575-horsepower and 516-pound-feet of torque after and hooked to a recalibrated, fast-responding 8-speed ZF Quickshift transmission. Its Dynamic Mode gives it sharper throttle response with quicker shifting, staying in a lower gear for instant power on demand.

    Power is available at throttle tip-in, getting to the ground via on-demand all-wheel drive. That meant our 7,000-mile-old Jag pinned us in our seats en route to 60-mph in 3.3 seconds, and 100-mph in 7.8 seconds. All four tires grabbed and went, with no wheelspin, as the quad exhaust wailed a seductive battle cry. The gearbox executed neat, fast downshifts with a throttle blip before each in Dynamic mode.

    The Active Exhaust gave the sound exiting that sleek tail a sharper edge under power, and a loud and very addictive POP-pop-snarl overrun on deceleration. I loved it, as did most of my friends. But don’t try to sneak home with Active exhaust turned on, or even off – it rumbles and crackles even when off. Auto stop/start works on all settings, helping net an average 19-mpg.

    The F-Type also has adaptive dynamics, torque vectoring and dynamic stability control, with an upgraded chassis, new dampers and anti-roll bars, wider tires on lightweight 20-inch forged wheels and new, stiffer rear suspension knuckles. Add in forged aluminum double wishbone suspension up front and multilink in back with adaptive damping that reads the car’s body motion, roll and pitch to firm up or soften as needed.

    The result was a firm but comfortable ride in normal mode; the coupe quiet and supple at speed except for some tire noise. In Dynamic mode, the ride got very firm but surprisingly forgiving, each bump quickly handled, rebound at full compression nicely buffered. The SVR really carved its way into curves, both ends grabbing and going with super tight control. Power out of a turn in Dynamic, which backs off stability control, and some playful rear-wheel-drive tendencies would appear as the rear Pirellis came out a bit.

    On our skid pad, there was initial understeer. Then with a touch of power, the rears would work in a bit and grab. Engineers worked on the rear electronic active differential to make sure there was good torque distribution between the front and rear axles, and across the rear wheels. The result – a lithe 3,455-pound coupe with catlike reflexes in high-speed twisty bits and an admirably flat line around fast sweeping turns. The G-force meter’s data log showing it pulling a super-grippy 1.11 Gs in turns, and .89 Gs on launch.

    The electric power-assisted steering was scalpel sharp, no play dead-center, with a very direct feel. And with the huge (15.6-inch front/15-inch rear) cross-drilled carbon ceramic matrix disc brakes with six and four-piston monobloc calipers, the Jag stopped clean and straight from any speed, no brake squeak or noise. Hard repeated use on the street saw no fade at all.

    Since Jaguar’s birth in 1934, 2-seat coupes and roadsters have been its most memorable cars, like the 1960s E-Type. Then in 2013, there was its spiritual descendant – the F-Type. Jag’s Special Vehicle division went to work, and the F-TYPE SVR was born.

    If the base F-Type is sleek, the SVR is slick and even a bit evil looking, with hints of classic E-Type in the long hood, fastback rear roofline and rounded flanks. Its short front and shorter rear overhangs live on a relatively long (103.2-in.) wheelbase. But the SVR redesign adds 1.5 inches in width, while all the carbon fiber and carbon ceramic brakes subtract 110 pounds. 
The snarling cat’s face emblem lives on a gloss black grille. There’s a wider lower intake with carbon fiber air dams for reduced drag and added engine cooling.

    More SVR touches include carbon fiber bonnet vents so hot air can exit from the supercharged V-8 and slit side vents inside the wheel arches to smooth side airflow and reduce front lift. The front bumper was extended outward over aggressive low-profile P265/35ZR20-inch Pirelli P-ZERO rubber to also aid airflow. They roll on lighter 10-spoke satin alloy and black wheels framing those huge cross-drilled carbon ceramic disc brakes with yellow Jaguar-badged calipers. The side mirrors behind thin A-pillars are carbon fiber too.

    The rear fenders flare wide over meatier P305/30ZR20-inch rubber before wrapping around the short tail. There is where slit LED taillights with cat’s eyes mimic the classic E-Type. The roof panel is more glossy carbon fiber weave, part of a low roofline that flows down a small fastback rear window. The tail is capped by a huge carbon fiber rear wing that rises at 70 mph to help reduce lift by 15 percent, according to Jaguar. The sculpted gloss lower aero piece has a carbon fiber diffuser to aid underbody aero control.

    The cockpit is tailor-made for two, amped up with more carbon fiber, special leather and soft suede done in black with red seat belts. Driver and passenger have to duck to get under the low roof and over aggressive side bolsters of 14-way power bucket seats done in Jet leather with quilt pattern. Tap the black start button in the center console and the engine barks to life. The thick-rimmed leather and suede steering wheel has power tilt and telescope plus aluminum shift paddles behind it. It frames a straightforward gauge package under a double-curved suede cowl, with 210-mph speedometer and an 8,000-rpm tach redlined at 6,800 rpm.

    A color LCD screen in between offers trip computer with radio, time, outside temperature, digital speedometer and gearshift position. The wide center console’s carbon fiber face frames a color touch screen for navigation, audio, climate control, parking sensors, backup camera with cross-traffic detection and phone. It also displays performance gauges – engine/transmission/steering/suspension setup and a stopwatch/gas and brake force/4-way G-force. But no voice command for stereo and navigation, and simple things like vent position and radio station scanning require going into their menus.

    A base rear-wheel-drive Jaguar F-Type with 340-horsepower V-6 starts at $61,400 for the coupe and $65,400 for the convertible. But you basically double that for our 575-horsepower, all-wheel-drive SVR – $125,950, with the convertible version starting at $128,800. But that price includes everything we’ve mentioned here, including all the carbon fiber and carbon ceramic brakes, for a final price of $126,945 with destination.

    “Scratch the price,” says Scanlan. The Jaguar F-Type SVR is a dynamic sports car with all the right moves, enveloped in a sexy and aggressive body with the right pieces of carbon fiber.
    And that sound!

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  • 1938 Vincent HRD Series A Rapide Almost Breaks World Record

    Imagine buying a job lot of motorcycles from Japan, and almost breaking a world record price with one of them. This 1938 Vincent HRD Series A Rapide was sold for £267,696, just below the highest ever £275,000 price. It was part of a recently acquired collection, and former owners include TV presenter and vintage racer Alain de Cadenet.

    1938 Vincent HRD Series A Rapide

    Obviously it’s an attractive bike, but what makes it so valuable? Well, just 78 of the Series A Rapide were made between 1936 and 1939, and around 50 are thought to still survive.

    The 998cc V-twin produced 45bhp at 5,500rpm, with a top speed of 110mph, which made it the fastest production vehicle around when it launched. The engine was built by Vincent by fitting two HRD Meteor cyclinders onto a common crankcase remained the basis for the B, C and D models until 1955.

    This particular bike was the only example photographed with Phil Vincent aboard, appearing in an article in ‘The Motorcycle’ in September 1940. And not only do the frame and engine numbers match, but the gearbox, oil pump and magneto numbers are the same as those on the original Works Order Sheet.

    Having been discovered as a non-runner by classic bike dealership owner Brian Verrall, it was bought and rebuilt by Vincent enthusiast Bill Cakebread before being sold back to Verralls in 1993 and then to a private collector in Japan.

    The sale of the 1938 Vincent HRD Series A Rapide at a recent H&H auction even overshadowed the sale on the same day of a 1934 Brough Superior Black Alpine which raised £131,560

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  • Renault Scenic review

    MPVs were all the rage back in the day, but then along came SUVs and crossovers of a similar size and their popularity plummeted.

    Renault reckons sales have now reached a plateau and there’s still plenty of mileage left in people carriers. So much so that it’s launched a fourth generation car (and stretched seven-seater Grand Scenic sibling).

    Some 6.5 million Scenics have been sold globally since Renault pioneered the compact MPV segment in 1996. However, the new car is like no other.

    Renault Scenic and Grand Scenic

    Priced from £21,445, the Scenic and Grand Scenic boast a dramatically distinctive design with sculptured, swept-back styling, a steeply-racked windscreen and big standout 20-inch wheels.

    Elsewhere, there are key features we’ve come to expect from the ‘Renault Renaissance’ including a maximum five-star Euro NCAP crash safety rating, a strong mix of economical petrol and diesel engines, excellent packaging, a state-of-the-art infotainment system and a classy feel.

    Starting with the interior, the new Scenic is slightly wider than its predecessor and has a longer wheelbase which means there’s more space inside.

    Renault Scenic

    Always a strong point for any MPV, the Scenic doesn’t disappoint with ample room up front and in the rear (though check the rear head space if you plan to carry taller passengers), plus there’s a class-leading 572 litres in the boot or 1554 litres with the back seats folded down, (there’s a simple ‘One Touch’ operation which can be activated from inside the boot or via the touchscreen).

    The Grand Scenic is much the same, just a little longer and with a third row of seats, though it has to be said these are really only for small children. There’s 189 litres of boot space with the third row of seats in place – 596 with the seats down.

    In both the Scenic and Grand Scenic, nifty little fold-down picnic tables are available for rear seat passengers.

    Renault Scenic

    The lower part of the centre console also slides back into the rear seating area. It’s certainly different, but we’re not 100% sure why. Yes, it frees up a bit of space up front, but maybe the main reason is to separate children a little in the back or just to give them extra storage and closer USB ports. Who knows?

    What we do know is that the interior is bathed in light and the visibility is excellent thanks to acres of glass, that enormous windscreen and an optional full length (fixed) panoramic sunroof.

    The seats are very comfortable and the driving position is high, which should suit SUV and crossover buyers. The Scenic also sits slightly higher than the outgoing model.

    Renault Scenic

    A large centre dial dominates the binnacle in front of the driver, while to the left sits Renault’s excellent R-Link 2 infotainment system featuring a generous 8.7-inch portrait touchscreen, first seen in the new Megane, with full connectivity.

    There are four trim levels (Expression+, Dynamique Nav, Dynamique S Nav and Signature Nav) and all variants get air-conditioning, electric windows, DAB radio and automatic emergency braking.

    The list of other options and driver safety aids is extensive, ranging from Adaptive Cruise Control to an awesome BOSE sound system.

    Renault Scenic

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