The Ascari Clan

By Bruce McCulloch

The British sports car? Err, yeah, what about it?

Well, it shouldn’t come as any surprise that the world of the classic English sports car is in absolute shambles. And truthfully, it’s been on the descent for the last some three decades now. Putting aside the great impact of the Jaguars, Triumphs, the MGs and the Healeys through the 50’s, 60’s and 70’s, it would appear that overall, the specialty-manufacture British sports car has never managed to get any lasting footing in the market. And in the last couple of years, small manufacturers such as TVR and Marcos have had to close their shops due to insufficient funding and high production costs.

And though this situation isn’t exclusive to English sports car manufacturers, it must be noted that it happens an awful lot in Britain. In most cases it would appear that by the time the car is actually put into production, the typical company itself has little to fall back on in the way of resources and therefore is not able to withstand even the smallest of financial storms.

Additionally, the fact that most English sports manufacturers have the reputation of producing cars that are notoriously unreliable certainly doesn’t help to paint a proper (and healthy) image.

But what if you wanted to have something both built and designed in Britannia, but without the common downfalls of shambling quality, infrequent reliability and terrible engineering? Well, in that case, there are a few exceptions. The first being a fantastic vehicle called the Invicta S1 As I happily noted in the article, this is one of the very few English sports cars which manages to “do it all” correctly and beautifully.

Though, as good as the Invicta may be, it’s most definitely not the absolute best of Britannia. Oh no, that prestigious award rightly belongs to a company established in Dorset, England in 1995. The company is called “Ascari”, and their vehicles are not only amongst the best supercars from the United Kingdom, but in the world.

And like many great marques before it, the company has a substantial amount of history behind its nameplate. Had you not already guessed, the name was in fact named in tribute after one of the greatest racing car drivers in the world, the great Spaniard, Alberto Ascari.

Prior to the company actual selling its first production vehicle on the market, Ascari had released a concept car called the “FGT” sometime in 1995. Powered by a Chevrolet Corvette 6.0 litre V8 and styled by Lee Noble (who is now both owner and sole designer of the “Noble” Automotive) it was clear that the company meant serious business.

And shortly thereafter, Norwegian entrepreneur Klaas Zwart – now the sole owner of the company - took great notice of the vehicle and realized its possible potential in the racing scene. And as a result, he took the leap to help fund the company and not only ensure it’s entry into the “FGT” racing class, but ultimately, entrance into the British GT Championships. And it all paid off extremely well, when Zwart – behind the wheel of the FGT, now powered with a Ford V8 – managed to win an event at the Silverstone circuit in the vehicle’s debut season. Following that, the car continued to telegraph it’s greatness when in the British GT Championships of 1997, the vehicle finished a respectable fourth place at Donington Park.

Ascari Ecosse

So then it should be no surprise that after a couple of years of racing success, the company then decided it would look at producing the FGT racing car as a full fledged, road-legal sports car. This eventually lead to Ascari renaming the “FGT” the “Ecosse” and replacing the Chevrolet and Ford V8 engines for a series of BMW V8 power plants with tuning development from Hartge. Earlier Ecosse models had a 4.4 litre 8-cylinder with around 300bhp, while later models benefited from a slightly larger 4.7 lire V8 with around 400bhp; the latter of the two was running naught-to-sixty in 4.1 seconds and boasting a top speed somewhere in the region of “200” mph.

And if technology is what you were looking for, then the fact that the Ecosse production vehicle boasted an aluminium space frame chassis under its all fibre glass body should have made most any sports car techies very happy.

Yet despite all of this promise, only seventeen examples were known to exist; eight of the original seventeen are now said to have been destroyed through racing or as a result of crashes by their private owners.

This transitional period was the time frame in which the Norwegian-born Klaas Zwart decided the he'd take up the Herculean task of actually purchasing the company. He did this, although not without some difficulty, and from thereon, Mr. Zwart's mission was clear: build something not only completely new to the company's image, but ultimately, something truly great. And after some testing with a concept called the "KZ1" in early 2003, the company released its first production supercar some time in 2005.

The first and most notable aspect of the KZ1 is unquestionably the way it looks. While some feel it's too introverted and even lacking in character, I couldn't disagree more. The really interesting thing about the KZ1's design is how cleanly executed it is, in fact. From it's swooping headlamps (which are in fact borrowed from that of a garden-variety Peugeot) to it's compact rear-end with it's quad circular tail lamps and low-set spoiler, it looks more at home in the Porsche factory than at the Ferrari factory; definitely more Carrera GT than Enzo if you catch my drift. I think it's just wondrous - not only compact and clean, but beautiful in all aspects of its design elements.




And there's little doubt that its interior follows the same overall design theme as it's exterior. Rather than being all flashy and flamboyant, the interior of the KZ1 is all about keeping things luxurious and simple, while undoubtedly showing a high degree of sporting intent. And unlike the vast amount of specialty sports car manufacturers - from Britain and elsewhere - the KZ1's interior is not an awful parts bin with shabby quality and an ugly-duckling design. It's clear that once into the interior, engineers and designers aimed at keeping it high-class in nearly all respects, while retaining a special degree of bespoke individuality. Sure, there are few notable and noticeable borrowed parts - such as the Audi TT air vents, the Vauxhall VX220 starter button and the Mercedes-Benz SL55 AMG tacho/speedo - but thankfully, it all looks integrated, and just as thankfully, none of which look cheap. Suffice to say, achieving such a high-quality interior with multiple bespoke parts is not an easy target. It certainly doesn't help to keep the production costs down either, but for Mr. Zwaart, such expense was not an issue. He knew from the start that should he take this company under his belt, there would be no cutting corners.

And in that aspect alone, the Ascari is not your typical supercar. It's not about being brash and over the top, it's about traveling in a style which is understated but still radiates style.

Yet, despite its contrarian philosophy amongst the supercar clan, it's engine is exactly what you'd expect from a true thoroughbred. Further improving upon their connection with BMW for their motors, Ascari was afforded the 5.0 litre 8-cylinder engine previously found in the BMW E39 M5 to power their supercar. It's an engine that in even in standard-build features variable valve timing, 400bhp and needless to say, top-notch engineering. The version in the KZ1 isn't completely standard though - this particular version of the engine has been beefed up for an extra 100bhp bringing the total tally to 500bhp, while the redline has increased from a meaty factory-spec 7k rpm to a screaming 8k rpm. All in all, you can be sure it makes for an entertaining drive, and with its snarling metallic howl, one that's guaranteed to bring a smile to the face of most any enthusiast.




And if performance is your breathless desire, then you need not to worry, the some 1400kg (fully loaded) KZ1 can sprint to 60 mph in just 4.1 seconds, clatter 100 in a little over 8.5 seconds and can easily breach the double-ton.

It all sounds marvellous, but of course, the real test of how good a car actually is translates unequivocally to how it drives on the road. Well, you needn't worry there, either, because the overwhelming consensus (our editor in that number) is that it's fantastic. The positive press from magazines never seems to differ. They all say the exact same thing - the car handles with premium precision; zero roll and pitch. The steering is quick, but not intensely so. EVO Magazine was quoted as saying: "there are hints of Esprit Sport 350 in its clean, crisp and tightly controlled roll and pitch, and as Lotus engineers were involved in the car's development this shouldn't come as a surprise". Its AP-sourced brake calipers do their job so well in terms of fending off any wear and tear, and it's suppleness through it's finely tuned chassis makes for an confidence-inspiring drive. In fact, that's where the KZ1's character comes to light. Unlike the vast majority of supercars which have a tendency to bite back, the Ascari manages to always stay controlled and well-planted; rarely does it feel as if it's going to spin out of control. It manages to bring the great goods without the touchy-feely attitude expected of most vehicles in this class. It is the opposite of temperamental, and in fact, is confidence-inspiring. It feels like it’s just not going to put a foot down wrong anywhere.

The overall result gives the car a feeling quite unlike anything else. And with the great confidence the car gives through its ability, it makes the car easier to control at the absolute limit – you don’t feel as if the car is conspiring to catch you out on every hard corner. And the track times it's achieved thus far certainly help to back that point up. When EVO magazine tested the car on the Bedford Autodrome earlier last year, it had little trouble keeping up with the best of them. And when Top Gear got their mitts on the KZ1 last year, it ran a lap time on their circuit just a few tenths behind that of the 600bhp Porsche Carrera GT. Its compact size and power-to-weight tactility truly make it a threatening force on any track.

So then, it would appear that the KZ1 is all marvellous and it's true, there are indeed very few categories where it does not succeed in being brilliant. But of course, no car is perfect and the Ascari's biggest vice happens to be its staggering price tag. In the United Kingdom, the vehicle will set you back - thanks to its various bespoke parts, exclusivity and carbon fibre body - £235,000. Now, at first glance that's not too bad considering a Pagani Zonda costs in excess of £400,000, but then reality sets in: the Pagani Zonda has an additional 100bhp to boot. That being said, the KZ1 is probably best compared against vehicles such as the Ferrari F430, Lamborghini Gallardo and Porsche 911 GT2. And after that, it doesn't take long to see the real issue at hand; those three vehicles offer the same power (if not more) and don't even breach £150K. And if you're willing to pay a tad under £200k, which is still quite a bit less than the KZ1, then you can have Lamborghini's flagship - the Murcielago LP640 - which boasts 640bhp (a full 140 more than the English Ascari). The KZ1 is not the pounds-to-performance value leader, that’s for certain.

Though, if you want extra power, and you have a generous trust fund, you can always go with the KZ1's alter ego, named the "A10".



In all intents and purposes, the A10 is essentially a KZ1 on a steady regimen of steroids. As is rather obvious, the vehicle is clearly based upon the KZ1, though is undoubtedly more shout-out-loud and head-turning in its looks. Whereas the KZ1 is calmly executed in its exterior styling, this super-exclusive version (just 50 are planned, with a price tag of £350,000) of the A10 is clearly aimed at clientele who wish they were really racing car drivers. With a low-set front end spoiler, a rather interesting pair of racing-like stripes, a fixed rear spoiler and an undertray more fitting on a race car than on a road car, it's clear that this is a different type of Ascari.

And the interior certainly re-affirms that. Rather being about bespoke luxury, the interior of the A10 is is no way apologetic for lacking any creature comforts. It's a race car equipped with a digital tachometer, an ugly steel steering wheel and patches of unfinished metals and carbon fibre around the cabin. So, it shouldn't come as any surprise that this particular version is not only lighter than the standard item, but considerably more powerful. With a kerbweight of tad under 1300kg collectively working with 600bhp, Ascari claims the A10 will hit the sixty mph mark in a shade under 3.0 seconds.

Now I must admit, I had a slight bit of reservation about this car when I first heard about it. Naturally, I had assumed that when Ascari made the 10, that they'd lose much of engineering finesse that the KZ1 had showcased, but it turns out that I was quite wrong (and happily so)!

The initial press reactions to the car were that it is indeed more hardcore, brash and loud, but that the vehicle hasn't lost any of its overall abilities. Despite the fact that it weighs as just about as much as a loaf of bread, and has a ride decisively more hardcore than the standard model, it still seems to offer the same driving ease. Suffice to say, it’s amazing that they've been able to do such a great blend of performance and driver-friendliness, and only further proves how much work has been put into their vehicles. Ridiculously expensive or not, they're truly wonderful. And that's all that matters to their lucky owners.

Oh, and did I mention that the A10 absolutely murdered every other car Top Gear has ever tested on their test track? (Koenigsegg’s and Zonda’s included). Just thought it might be important.

>>> http://www.ascari.net/

GT-R Meets Turbo

Courtesy of Edmunds - Inside Line




Wouldn't think twice about the subject: GT-R please!

Searching For An Alternative

By Bruce McCulloch

The 1960’s and the 1970’s were quite simply a wondrous time for enthusiasts. Especially for those who were looking for a classic British drop-top and in light of such, MG, Austin-Healey, Triumph and others offered vehicles which sated those sports car addictions.

The problem is, very few current British manufacturers have been able to succeed at creating anything with a similar philosophy, or additionally, the impact of those great originals. Let’s be honest, if you’re looking for any sports car that is truly British, you’re going to be sorely disappointed. Even the all-encompassing Aston Martin isn’t a real ‘Brit’ anymore, neither is Rolls Royce, nor Bentley and if you’re absolutely determined to find something all-English, you’ll end up with TVR, who happens to make some of the most unreliable vehicles on the earth (and who also happen to be going down the toilet). The Morgan, of course, is an English motoring icon, but many of its components come from somewhere else at this point. The Morgan certainly qualifies as maintaining the intent of the British sportscar, but it was in a sparsely-populated category of just a few cars until recently.

Anyhow, you’re taking on a Herculean task at finding a real British sports-car these days, but that doesn’t mean you won’t find some others, like the Morgan, that at least genuinely invoke the true spirit of the British sports-car.

With that segue, I bring you the brand-new ‘Invicta S1’ - a car which just might fill the appetite of any true British sports car enthusiast. The first question might be, how so? Well, resurrecting an old brand is always a interesting (and sometimes effective) way to bring the customers in and as Canadian-born Tony Stelliga resurrected Marcos; wealthy businessman Malcolm Bristow has invested his own money into ‘Invicta’ hoping to recreate the glory days of a company which went bankrupt in 1933.

The original origins of this company hark back to 1925, when Sir Noel Campbell Macklin (a British racing driving hero among other things) decided he wanted to create a vehicle which would not only encompass the history of the British, but also a vehicle which would match the best of them from America. With that in mind, and with the able assistance of his sister-in-law, Miss Violet Cordery, Sir Macklin was able to push Invicta to many glorious achievements. With Cordery at the helm (who was a talented driver herself) of a 3-litre Invicta racecar, the Invicta was able to break a total of four world records and thirty-three Italian racing records at Monza (for their respective category).



With that being noted, you would expect the newly released ‘S1’ to carry the tradition of the brand’s heritage and I honestly think they’ve done a splendid job at doing so.

Bristow explains he was always a fan of the marque and its stylish S-Type sports racer and in order to recreate the glory days, he wants the ‘new’ Invicta to live up to their original slogan: "The Most Wonderful Performance in the World".

In order to do so, Bristow knew he needed a car which would not only serve it’s purpose as a performance vehicle, but also as a grand tourer – something which would truly live up to the 4.5 litre ‘Tourer’ of 1928. With that, the requirements for a GT (especially an Invicta model) demanded good visibility, good ergonomics; a large trunk, a large fuel tank, as well as ground-breaking technological features which enhance its performance. The Invicta rebirth project officially started in the mid 2000’s, and by the time late 2006 arrived they had completed a vehicle which they believed was worthy of the original name plate.

For starters, the S1’s designer (Leigh Adams) was asked to reach back into Invicta’s heritage and style a car with timeless lines and classic cues, but of course – easier said than done. Without a doubt, the S1’s design provokes mixed reactions. Some love it and some don’t, but for the record - I reckon it looks pretty damn excellent.

I’m not sure what the majority of car enthusiasts will relate it to, but British car magazine EVO was quoted as saying it looked like “a melted Aston Martin”. Without a doubt I can see what they’re talking about. The whole vehicle seems quite reminiscent of the ’99 Aston Martin Vantage 600. From a rear-end point of view, there’s most certainly a degree of current-generation Maserati coupe, and, did you happen to notice that the tail-lamps come directly from the last-generation Volkswagen Passat?



The interior is yet another styling aspect of this car which will invoke different reactions. Evident is the attempt at recreating the ‘classic British GT’, but what is also noticeable is the use of the outsourced Ford air vents which grace the centre console. Nonetheless, it’s got everything you need (and probably want) in a GT car. Items such as a: heated front and rear window screen, electric windows, Recaro seats with electrical operation and heating, SatNav and Radio/CD are all standard on the S1.


One thing that’s guaranteed to deceive automotive enthusiasts who haven’t seen the Invicta in person is the sheer size of this vehicle. In photos it all looks rather normal - rather Porsche 911-sized. However, it isn’t. The side-to-side size of the car is just huge. Just as an example, due to the enormous width of the S1, Invicta can easily modify the rear bulkhead for an extra two seats for customers who wish to travel four-up.

When I say “enormous width”, just how enormous is it, you might ask? For comparison, the Invicta is a few inches shorter than a Porsche 997 Carrera S in terms of length, but at 84.0 inches wide across the back, the Invicta is not only wider than most other cars on the market, but also wider than most cars, period. A 997 Carrera is a mere 71.2 inches wide, a Porsche Carrera GT is 75.6 inches in width and even the Lamborghini Murcielago (which is considered among the widest of roadcars at 80.4 inches) is easily covered by the massive rump of the Invicta. This could be Sir Mix-a-Lot’s favourite ride.

Now, as I mentioned in a previous article, I feel that one of the major reasons for the various bad things that have been happening with TVR is the philosophy of keeping them ‘all-Britannia’ (i.e., no outsourcing). With that criticism in mind, I am glad to see that Bristow has done much outsourcing, but unlike some of the others in this segment, not for the sole reason of saving every penny. The outsourcing contracts which have occurred have all been given to companies which high credibility and well known quality, and have not been awarded on a “low-bid” basis. For instance, the gorgeous 5-spoke alloys have been outsourced by an Italian company by the name of ‘APP’ – this well respected firm also makes the alloys on the Pagani Zonda F (a mid-engine, 600bhp Italian exotic). Meanwhile, the big braking system has been outsourced from well known ‘AP’, who has customers like Aston Martin, etc.

The determination to bring only high quality to Invicta’s customers is further evident to the discerning observer as the entire body of this vehicle is made from carbon fibre and consists of an inner and an outer moulding; meanwhile, the floor pan and under tray combined with the bulkheads have all been built as a single massive component. The carbon fibre itself has been bonded to a steel space frame chassis consisting of 40mm square section steel tubing; including a tubular steel roll cage which allows a complete chassis weight of only 160kg. The entire production process ensures the chassis has super rigidity and light construction. In fact, Invicta boasts (and rightly so) that the British government stated that the S1 has the strongest chassis they've ever tested.

With that being noted, Invicta says the S1 is a super-lightweight GT. Still, at 1,380kg it isn’t exactly all that lightweight. On the positive side, it’s a good 40kg lighter than a Porsche 997 Carrera S, but sadly a massive 140kg heavier than a Wiesmann GT, another specialty sports car manufacturer.

This leads us to the next important aspects of the Invicta, the performance. For starters, there are three different models which one can purchase - the ‘S1-320’, the ‘S1-420’ and the ‘S1-600’. One thing that is guaranteed for all three is that you’ll be getting the same 4.6 litre V8 you find in the Ford Mustang. Such an engine was chosen as it boasts good reliability, excellent parts availability, it is just about burst-proof and you have the possibility of various tuning levels. The base model, (the ‘S1-320’) gets you exactly what the name suggests - 320bhp and backing that up is a hardy 300lb-ft of torque, all available down low if you want it, like most American V8 engines. With such power combined with its low kerbweight, Invicta claims 0-60 in just 5.0 seconds dead and with that, there’s no doubt this car will have no problem fighting off something along the lines of an Aston Martin V8 Vantage. If one feels such power to be insufficient, the doughty ‘S1-420’ and ‘S1-600’ have the added advantage of a supercharger and in turn, turn out 420bhp and 600bhp respectively – with the latter running 60 mph in just 3.8 seconds.


So, yes, this car sounds marvellously engineered; and very fast, but is it like a lot of specialty cars that require the driver to be a contortionist? Well, according to Sports Car International magazine, quite the opposite, except for some small positioning problems. Apparently, ingress to the S1 is just as easy as any other car; although unfortunately they felt the pedals were set up for drivers with extremely small feet (hey, just like the British cars of the Sixties!) and the fact that the super-wide transmission tunnel forces the driver to sit just a bit canted to the side detracts a bit from the driving experience. On another downside they felt the gas and the brake pedal are a little closely coupled together. This is definitely sounding more like a British sports car from the past, eh?

On the road though, they thought the S1 felt solid and extremely strong and even though they thought the width was intimidating, they were quoted as saying the handling was superb; the nose goes were you want and regardless of being power assisted, the steering feel was great and accurately weighted. They also praised the chassis which they thought was quite compliant and didn’t jiggle over bumps. All in all, when you’re driving quickly, it helps to have a car underneath you that was obviously built to be a confidence-inspiring GT car.

Aside from a few ergonomics issues it’s clear that the S1 is an alluring all-purpose coupe in standard fitment, and as stated before, if you want a bespoke 2+2, none of the attraction goes away. My biggest issue with the S1 is the MSRP (tax included) which starts at a whopping £106,000 for the S1-320 and £150,000 for the S1-600. Nonetheless, I think it’s an enticing car worthy of attention, particularly if want stunning performance that is coupled with a unique name and appearance.

Rolls - Why Bother?

By Bruce McCulloch

For those of you who follow the high-end market, you might recall the fact that Rolls Royce released a special edition of their flagship Phantom saloon a couple of weeks ago at the Middle East motor show in Dubai. The new edition– coined the “Phantom Tungsten” - of the already amazing Phantom saloon promises a new level of exclusivity for Rolls Royce customers, and with just 20 planned, it’s hard to argue with the premise of exclusivity.

Aside from the regular goodies of approximately 10,000 paint shades to choose from, a 6.75 litre 12-cylinder with over 400bhp and top-notch craftsmanship, the Tungsten offers a good dose of specialty items which are exclusive to this monster of a car. Aside from it’s paint colour – which as the name suggests, is ‘Xirallic’ Tungsten – the vehicle’s exterior comes equipped with: a brushed aluminum bonnet; seven-spoke 21 inch forged aluminum alloys and a set of chrome-plated, stainless steel exhaust pipes which help to complete the stylistic fashion statement which this car is.

Rolls Royce Phantom Tungsten

Mind you, the interior additions are no less impressive. Inside, the car is bespoke with supple grey leather which contrasts with navy blue hides and naturally, features straight-grained East Indian rosewood veneer to further appeal to the car’s expected clientele. And if that wasn’t enough, the roof of the vehicle emulates a star-lit sky with a headliner which features some 800 fiber-optic lights.

Suffice to say, it’s all highly impressive. One could even argue that there is in fact no way to travel in better luxury; implying that that this new Phantom Tungsten is at the top of the motoring heap. I don’t think so, though – not even the least bit. Now, don’t get me wrong, I highly respect this vehicle’s prime craftsmanship, unique sense of style and praised motoring heritage, but I happen to think the Phantom is not at the top of the heap. Nor do I think the respective Bentley models – the Arnage and the Flying Spur – or, any of the Maybach range is deserving of such a title.

Quite frankly, I think the times have the changed and many of these highly regarded luxury saloons aren’t quite as superior to other automobiles as they once were. For instance, if you look back into the 1970’s, vehicles such as Rollers and Bentley were pretty much unparalleled. Sure, some of the higher-end luxury Mercedes-Benz models were indeed more technologically advanced, but they still lacked that sense of honour and prestige. If you were to buy a Rolls Royce back in the hey-day, you were undoubtedly getting something that was unmatched; unmatched in terms of history, in terms of craftsmanship and most certainly in terms of customization.

Now-a-days, I’m not sure. I’m not so sure if the modern range of Bentley is all that special, all that sophisticated. And if you look at the situation through the eyes of the consumer, it’s little wonder why. With the high-end market demand literally increasing by the day, what is instantly noticeable is that even lesser manufacturers are having to go all-out to impress customers. Thus meaning, many of these high-end luxury barges are now equipped with most everything any customer could want.

Look at it this way – the Phantom Tungsten’s trades off the casual one-piece rear-seat bench in turn for two fully power-operated and controlled seat units. And naturally, the same can be said for the entire Maybach range. Problem is, those once highly-unique separated seats are no longer, well, unique. Should you demand to travel in such comfort, look no further than the Mercedes-Benz S550 which offers a package for this exact specification at $2,920. And if the Japanese are more your style, don’t fret, because the Lexus offers a package for $3,620 on their flagship LS which not only boasts the power operation, but seats which also offer power headrests, memory, and even side airbags.

Additionally, you might be surprised to find that a Mercedes-Benz S65 AMG offers absolutely no less than a Bentley Flying Spur. For example, a Mercedes-Benz S offers “Keyless Go” as standard, but on the Flying Spur it is merely an option. And the Bentley is not available with “Night View” (a night vision system), distronic cruise control, active ventilated front seats, or ambient interior lighting. Now, I’m not saying that the Bentley is inferior to a Mercedes-Benz S-Class, I am, however, saying that the Bentley is not in any way more sophisticated or special.

And when it comes to toddling around town, a vast array of questions come to the fore. Yes, the Rolls Royce is a comfy car and it’s quiet, but is it really any better than the garden-variety high-end luxury saloon? I think not, and English journalists Quentin Wilson said the exact thing when testing the Phantom some years ago. He said that though the Phantom is quiet, it’s not quieter than a Lexus LS, nor any smoother than a Jaguar XK.

And if quality is a major concern of yours, then I’m sorry, but I cannot completely agree that any of these prestige badges are superior to that of other luxury manufacturers. In my experience with the Bentley range, I have come to the conclusion that a Flying Spur is not in any way better-built than a Mercedes-Benz S-Class or a Lexus LS. I feel that the Bentley, while indeed impressively built, still lacks the finely tailored shut lines of a Lexus LS, and the general interior build of a Mercedes-Benz S-class.

Mercedes-Benz S550 AMG package (top); Lexus LS600h (bottom)

And if great power and speed is of high priority to you, then, once again, I’m sorry to say, most of the “regular” luxury vehicles are more or less on par:

Cylinders/HP/lb-ft of torque:

Mainstream Luxury:

Lexus LS600h: 8/438 (total output)/ NA
Mercedes-Benz S65 AMG: 12/604/738
Mercedes-Benz S600: 8/510/612
Audi S8: 10/450/398
BMW 760i: 12/438/44

Exclusive Luxury:

Rolls Royce Phantom: 12/453/531
Maybach 62S: 12/604/738
Bentley Flying Spur: 12/560/479
Bentley Arnage T: 8/450/640

Evidently, the exclusive luxury group has the slight favour in terms of power, but because they weigh as much as iron boats, their performance notably suffers. Mind you, that’s not to say they are slow by any means, but more handicapped as the mainstream luxury is most always lighter. So if performance is a top priority, the mainstream gives nothing to the exclusive posh brands.

And need I say, these things don’t come without a price. Should you want a Flying Spur, be prepared to pay $169,990 (USD), should you want a Phantom you’ll need to dig up $333,350 and should you want a Maybach 52S, you’ll need to cough up $377,000 (422k for the 62S!!)

The others, you ask? Well, you can have an Audi S8 for “just” $93,300, a Lexus LS600h for $104,000 and at the height of the pike, $194,775 for a Mercedes-Benz S65 AMG. True, it’s still eye-wateringly expensive, but undercuts the most expensive car here – the Maybach 62S – by some 230k.

In fairness, I must admit that, by and large, high-end brands such as Rolls Royce and Bentley do have a notable advantage over such brands as Audi and Lexus. That advantage being - as you probably guessed – their exclusivity, heritage and status cue in automotive history. This is indeed where brands such as Roller and Bentley are pretty much unmatched. Thus meaning in the eyes of some, the particular aura of allure that they flaunt is beyond reproach. It must be said, for a wealthy entrepreneur, few things will garnish you as much attention, and you’ll even be able to go to the pub and say: “I’ve got a Roller, how about you?” And in that right alone, brands such as Rolls and Bentley are the clear choice – assuming you can afford the premium – for most.

Me, you ask? Badge-bragging has never been a hobby of mine – so I’ll take one of the “lesser” vehicles and pocket the cash. Don’t get me wrong, I think vehicles such as the Phantom are truly wonderful, but I seriously question the real value of the purchase of one.

Engine Wars

By Bruce McCulloch

I think most agree with me when I say that a great engine is most definitely one of the top priorities in any sports car. Whether it is a Lotus, or a Ferrari, it makes little difference. Obviously, an engine is much of what gives a vehicle’s it character. Drive a BMW M5 for instance and you’ll immediately notice it’s eagerness to rev; drive an AMG Mercedes, however, and you instantly notice it’s character is much more thundering and ultimately, more muscular.

In a supercar, there very few things which are as illustrious and electrifying as the engine. Few things can match the blistering speed, pulsation of the horsepower coupling with the torque and of course, the loud mechanical howl the engine gives off during operation. Needless to say, it’s a sensation which few things can match.

That all being said, let us take the time to examine two extreme supercar engines which quite frankly, share little in common beside the fact that they help to power amazing machines.

Porsche Carrera GT – 5.7 litre, 10-Cylinder


The anecdote behind the Carrera GT’s 10-cylinder engine is a particularly interesting one. Originally developed to be fitted to a future LeMans race car, the project was ended nearly as fast as it was conceived. Thanks to ever-tightening emissions regulations throughout the racing world, Porsche engineers were essentially forced to throw the project away, or until it could serve its purpose elsewhere. And in 1999, the plan to fit the engine into a concept car called the “Carrera GT” – which first debuted at the Paris Motor show in ’00 – came to life.

Originally, the car had been a mere concept, but excited Porsche fans meant that Porsche soon saw the Potential to produce the Carrera GT as a road vehicle. But before they could do so, they realized that the basic engine would just not do; not only was it not passing emissions, but it was after all, a racing engine. Not smooth, or road worthy by any means and thus leading Porsche engineers back to the drawing board to make a number of modifications to make the engine more suitable for the road.

The first of many changes which the 10-cylinder motor endured was an increase in capacity displacement. The original engine had boasted just 5.0 litres, but for the road version of the engine, engineers saw fit to increase the displacement, thus ultimately allowing the engine’s maximum torque load to increase.

Additionally, the original (approximately) 10,000 rpm redline was notably reduced not only because it didn’t pass air-emissions regulations, but also because of its inability to meet noise-level regulations and added unwanted cockpit vibration.

And thanks to a series of brilliantly-engineered emissions control systems and an on-board diagnostics setup that continually monitored the exhaust system, the Carrera GT passed 2004 regulation standards with flying colours. In addition, each of the two cylinder banks has its own exhaust system in which two sets of catalytic converters are operated. From thereon, a cross-flow system helps to cool each cylinder which in turn always keeps the engine at a moderate temperature.

Tidbit: The engines cylinders are coated with a combination of nickel and silicon to reduce wear.

So from a technical standpoint, this engine is most certainly a Porsche product. It’s an engine which showcases some 70 years of motorsport history and advancement. On the other hand, the 10-cylinder also happens to be quite unlike any other Porsche engine we’ve ever seen. Rather than relying on forced induction – like many Porsches before – the Carrera GT’s character is defined through its ability to feed off it’s revs, and like any true race car, it does it damn well. With a maximum redline of 8,400 revolutions per minute and some 600bhp working collectively with 435lb-ft of torque peaking at 5,700 rpm, the Carrera GT’s engine is unique. Sure, there have been numerous (great) attempts from other such manufacturers like Ferrari at creating an engine which will rev to no-end, but this motor is pretty much unparalleled when taken as a whole.

Weighing a slim 205kg (or 452lbs) and boasting a compression ratio of 12.0:1, the engine acts in a way which is very much reminiscent to a racing car. Feeding on the gobs of torque available at high revs, while still retaining a great deal of road-worthy torque, its speed and ability to rev is seemingly endless. English “Top Gear” journalist, “Jeremy Clarkson” probably said it best when he said: “it’s like it’s in vacuum”.

And when it comes to toddling around, what’s immediately notable about the 10-cylinder motor in this car is that it lacks inertia when it’s revved. If you rev it a stop light, for instance, you’ll notice how the engine has no carry over and by that I’m referring to how engine responds when you let your foot off the throttle. The way in which the engine responds to throttle modulation is undoubtedly unique as it has no inertia. It’s hard to explain, but more understandable if you have knowledge of motorsport - think Formula One car.

Frankly, few engines are as interesting or intoxicating as this one. One of the best engines ever made? You bet.

Specifications:

5733cc (5.7 litres) 10 Cylinders, 90 degree
Aspirated: Naturally
Bore & Stroke: 98.0mm x 76.0mm
Compression Ratio: 12.0:1
DOHC, 4VPC (40 total valves), VarioCam
Redline: 8,400 revolutions per minute

612 PS (604bhp) @ 8,000 rpm; 590Nm (435lb-ft) of torque @ 5,750 rpm
105.9 bhp/litre

Bugatti Veyron – 8.0 litre, 16-Cylinder


“A 16-cylinder engine in a road-legal sports car? Don’t be obtuse.”

Quite frankly, that was most people’s reaction to the concept version of the Veyron. Most people thought it was an obvious recipe for disaster, and as the project was continually delayed, most thought their assumptions about such were correct. Mind you, many people hadn’t put any consideration into the fact that the automotive world had in fact seen numerous 16-cylinder engines – albeit less powerful – before. In fact, the origins of the 16-cylinder engine go far back as 1927 with Howard Marmon and “Marmon” motorcars that developed the world’s first 16-cylinder engine. Shortly thereafter, prestigious luxury brands such as “Cadillac” and “Peerless” – with the help of Marmon engineers, naturally - followed.

And in the last two decades, Cizeta Motorcars released the Cizeta-Moroder V16T which featured, as its name suggested, a 16-cylinder. But, unlike previous engines with such cylinder configurations, the Cizeta’s engine was technically not an authentic 16-cylinder. Instead, it was assembled with two Ferrari flat plane V8’s, mounted transversely, with the gearbox mounted between the two providing the vehicle’s longitudinal transmission layout.

And when Cizeta was developing the V16T, they hadn’t to worry about excessive over-heating as: A) it was an Italian company and thus expected, and, B) boasted a “mere” 560bhp.

With the Veyron, the plan had always been to create something with some 1000bhp and as a result, the development of this particular engine took engineers not only years to perfect, but a seemingly endless amount of cash.

It must be said, though, the end result truly is spectacular.

At the starting grid, engineers were faced with one ever-present problem: how to actually assemble such an engine. In the early 1930’s and 1940’s, Bugatti’s assembly of a 16-cylinder had been to essentially put two in-line 8-cylinder engines beside each other, but wanting to keep the engine compact, the current engineers knew this was not the solution.

When assembling the Veyron engine, Bugatti choose to merge two regular Volkswagen-sourced 8-cylinders to make one engine, and then add the daunting task of letting the two engines share the same crankshaft; a risky, but effective, gamble. The end result is not a "V16", but rather a "W16" And like Volkswagen’s W12, it’s amazingly compact. Measuring just 710 mm (27 inches) in length, 889 mm (35 inches) in width and 730 mm (28.7 inches) height, the Veyron’s engine is smaller than most conventional 12-Cylinders.

So, with the initial blueprints in place, it was time for Bugatti to actually look at the numerous ways in which they could achieve their target figure of “1000” horsepower. And actually, achieving such horsepower a figure wasn’t as hard as you might think. Aside from the obvious power boosters – displacement, variable valve timing, etc – Bugatti realized that the addition of forced induction was probably the most efficient way to produce power. So, that’s exactly what they did – they added a few turbochargers, but not jut two, oh no, four to be exact; all of which pound out 18 PSI and collectively work in constant rotation to avoid turbo lag.

Tidbit: the 1993 Bugatti EB110 also featured a total of 4 turbochargers, though connected to a conventional V12 rather than a high-tech 16-Cylinder.

Not surprisingly, one of the biggest issues with the preliminary project was cooling the engine. And as a result, the big Bugatti not only features a dry sump lubrication system based upon those seen in Formula One vehicles, but an elaborate internal oil path to ensure proper lubrication and cooling to all 16 cylinders. Additionally, the Veyron’s engine has 10 (yes, 10) different radiator systems: 3 for the engine cooling system; 1 heat exchanger for the air-to-liquid intercoolers; 2 for the air conditioning; 1 for the transmission oil; 1 for the differential oil; 1 conventional oil radiator and last, but certainly not least, a hydraulic oil radiator for the flashy retractable spoiler at the rear.

And when it’s all combined together, it makes for an engine character quite unlike anything else on four wheels. Its character, you ask? Well, it's reminiscent to a thundering fighter plane; it’s not peaky, nor zippy, it's just an atomic weapon of surging power.

It must be said, if the Starship Enterprise actually existed, this is what would power it.

Specifications:

7993cc (8.0 litres) 16 Cylinders, 90 degree
Aspiration: quad Turbocharged
Bore & Stroke: N/A
Compression Ratio: 9.0:1
DOHC, 4VPC (64 total valves), Variable Valve Timing
Redline: 6,500 revolutions per minute

987bhp (1001PS) @ 6,000 rpm; 922lb-ft (1250nm) of torque @ 2,220
123.7 bhp/litre

Verdict:

As for drawing a direct technological comparison between the two engines, I think I tip my hat to the Veyron's 16-cylinder, as it truly is one of kind. Just for the fact that there has never been an engine like it before, makes it a legend. In a project that started off completely beyond common-sense, Bugatti (or Volkswagen if you wish - ouch!) engineers have perfected something utterly ridiculous, but beautiful. They've created an engine with not just one, but four turbochargers, 16-cylinders and ultimately, something sporting some 1000 horsepower. It's an incredible feat.

Though in all fairness, the Porsche's 10-cylinder isn't - if at all - far behind. Because, sure, the Carrera GT's motor might not have the same amount of colossal power, but taken as a whole, it's most probably the closest thing to a racing engine ever offered in a road car. And that being said, I actually prefer the Porsche engine to the Bugatti's. It may not have 1000 horsepower, but surely 600 ponies are enough and with the addition of its racing character, it makes the Bugatti's engine look a little dull.

Marcos Closes Shop

By Bruce McCulloch


After the company’s rather recent revival in early 2000, English supercar manufacturer “Marcos Engineering”, has just announced that the company will be closing shop due to “insufficient profits”, “high cost bases” and a British pound which is falling and falling.

Mind you, this is far from the first time that Marcos has endured profit problems, and ultimately, bankruptcy. Originally founded in 1959 in Bedfordshire, England, by Jem Marsh and Frank Costin, the company enjoyed about a decade of success until problems with exporting the vehicles to North America led to dire financial issues which eventually forced the company into closing shop some time in 1971.

However, in 1976, Jem Marsh revived Marcos yet again, and in 1981, launched a kit-car called the “Marcos V6 Coupe”. Yet, that wasn’t without its fair share of faults too. In 2000, the company went bust yet again, but was eventually bought out by young Canadian electronic-tycoon, Tony Stelliga.

Under Stelliga’s regime, the company only boasted a line-up of two vehicles; the convertible TSO R/T, and hardtop TSO GT released early last year. As both were powered by Chevrolet’s Corvette 8-Cylinder, styled by Ex. TVR stylist Damian McTaggart, and co-engineered with racing supplier “Prodrive”, its clear Stelliga had great plans for the company’s future.


Though, even when Stelliga was at the helm, I’d by lying if I said the company hadn’t its faults. When Marcos released the TSO GT in 2006, the company founder promised their vehicles would make great alternatives to TVR’s, but with added durability and reliability thanks to the Chevrolet motors. But despite the hard work from Tony Stelliga and his company, Marcos cars hadn’t gained any real improvements overall, although the engines were indeed burst-proof. But that was the best part of the cars; in fact the car themselves were often plagued with poor fit and finish, choppy reliability and a driving experience on the left side of death’s sickle; choppy, unpredictable, dangerous and thus scary to take to the limit.

Yet despite all of this, I can’t shade my disappointment regarding this news. Faults and all, I loved Marcos automobiles. They had such an abundance of interesting character to them. Sports car enthusiasts worldwide will miss ‘em.

ISDERA: The History

By Bruce McCulloch

The early 1990’s were an overtly awful time for supercar manufacturers, especially those with little history or prestige behind their names. Our market today is strongly fuelled with a vast amount of "specialty" manufacturers such as Pagani, Koenigsegg, Ascari and Wiesmann, but the supercar market back than was mainly driven by well-established auto firms such as Porsche and Ferrari.

Those who were new to the business, or at least relatively new, were having a hard time at establishing a proper market. Manufacturers such as McLaren Motor-Cars – developer of the awe-inspiring 240mph "F1" - and Jaguar, with their XJ220, soon found out that there was truly little market to be captured. And most, if not all of the companies with little prestige or universal acceptance, had to soon start looking at filing bankruptcy.

In those problematic years: Bugatti went bust in 1993; "Cizeta" producer of the "Cizeta-Moroder V16T" was shutdown in 1994 after a series of issues related to production costs, and even Gerald Wiegert’s "Vector Aeromotive" automobile company had to close shop in the early 90’s due to lack of sufficient funding – though to be fair, they were later resurrected.

And with all of the trouble, some even believed that the 1990’s were the death of the supercar. Myself? Well, it was a little before my time, but ain’t it funny to look back on it these days? Our current high-performance/supercar market resembles a pack of hungry wolves; and it keeps getting more and more competitive.

But out of all of those who suffered the 1990’s supercar-success drought, it’s the fall of a small sports car manufacturer founded in Hildesheim, Germany by one Eberhard Schulz which bothers me the most.

"Isdera" is the company, and they’ve created some of the world’s most interesting and visionary sports cars.

The history behind this evocative company actually harks back to 1969 when company founder, Mr. Schulz, designed a prototype race car – named the "Isdera Erator GTE" - with a tubular frame and a carbon fibre chassis. The name "Isdera" standing for an acronym of various words: I for "Ingenieurbuero" (German for engineering) S for Styling, D for Design and R, for Racing.

Mercedes-Benz C111

He hadn’t been known for a whole lot up until this point, but when he invented this formula of engineering for a sports car, he hit it big. So big in fact, that in the late sixties, Mr. Schulz was afforded the opportunity to oversee a series of Mercedes-Benz prototypes – starting with the mid-engined, rotary powered "C111". Shortly thereafter, Eberhard joined Porsche in 1971 as a design engineer to primarily to study upon the exterior styling of the companies future vehicles.

In 1978, however, Eberhard with his new-found knowledge and appreciation for sports car engineering, decided that he’d leave Porsche and fullfill his dream to create his very own company. But before he pursued his dream, he spent the remainder of the next five years working closer and closer with Mercedes-Benz. Even still, many of his designs and creative work still hadn’t been presented to the automotive market; and he was unknown to the public, in other words, Eberhard was still very much a design engineer behind the scenes with little appearance and mention in the automotive journalism and what-not.

But Eberhard's hard work was about to pay off. His most well known project design comes from the Mercedes design study referred to the "CW 311". Originally destined with an aerodynamic value of just .311 CW, it was set to be the first true successor to the Rotary Powered C111 of the late sixties. When Schulz presented his final design to Mercedes in 1978, they were so awe-struck with the design that they allowed the car to wear a Mercedes-Benz badge


Problem was, it was to only be seen as a "prototype concept", and not something that Mercedes was going to take the time to actually produce and set loose on the road. Eberhard, obviously proud of his own design and annoyed by Mercedes' choice not to put the vehicle in production, decided that he'd now make "Isdera", a true automotive company with its very own model. And in 1983, Eberhard’s dream came true when Isdera became a both a self-operated & self-owned business.

Tidbit: the eagle in the Isdera's badge is meant to pay homage to the aircraft workshop that the company occupied during it's life time.

Borrowing upon the CW 311's design study, Eberhard was able to slightly redesign the car for road use and ultimately, avoid possible design copyright issues. The company's first car was the "Spyder 036i", and further improving upon his connections with Mercedes-Benz, Eberhard got his hands on a Mercedes' 3.6 litre straight 6 motor -hence the vehicle's name - which powered the 036i. Though arguably, Eberhard's most famous work with his company comes from the car that was released in 1984, the "Imperator 108i". Bearing an even great resemblance to the CW 311, the 108i was an even bigger hit for Schulz - even though just 30 were built.


Employing the same 5.0 litre 8-Cylinder motor from Mercedes-Benz's 500SEC, the 108i had around 350bhp, 320lb-ft of torque and performance figures such as a 176mph (283 km/h)** top speed and a 0-62 mph (0-100km/h) time of just 5.0** seconds dead. For its day, it was incredibly fast, and in all fairness, it's still pretty darn fast by today's standards.




And after a 3 year period of building both the 036i and 108i, Isdera released yet another vehicle - this time, one called the "Imperator 033i Spyder". In all intent and purposes, it was more or less a convertible version of the 108i; same engine, same mechanicals, but still utterly fantastic.

Suffice to say, the 80's were very prosperous for Mr. Schulz. It all looked very bright for Isdera, and while existing models sold at a slow and steady rate, Eberhard had already been spending all of his time and money - somewhere around €4 million - to develop a new car to be released in the 1990's. Eberhard had the idea to make something unique, something truly advanced and sophisticated for it's time. Though it was undoubtedly his most advanced project, it is most probably the reason the company eventually went bankrupt.

But the thing about Eberhard was that he always was a true visionary; not one who liked to sit back and maintain the status quo. For him, the greatest pleasure was gained in creating new design projects; projects that would redefine what we know as sports cars. And in 1993, his newest and undoubtedly most amazing road car was released. And even though this car was all German, it boasted the name "Commendatore 112i", which was actually a tribute to Enzo Ferrari, who had become known as "Commendatore" or "the monk of Maranello" throughout Europe.

Fitting with previous Isdera projects, the C112i was a technical masterpiece; but more specifically, an aerodynamic technical masterpiece.

In terms of its design styling, it's quite obvious that Schulz's C112 owes much to previous Porsche motor cars. If you ask me, the 112i looks to borrow much inspiration from not only Porsche race cars such as the "917", but even such road versions of the late 80's generation of the 911 (the "930").

Tidbit: The headlamps of the 112i are in fact borrowed from that of Porsche's early 90's "968" coupe.




This vehicle in my humble opinion is the pinnacle of his design work. It's a car which was certain to make most any sports car enthusiast's jaw hit the floor. It's very clean and imposing, but aerodynamically efficient; one of the best supercar designs ever as far as I'm concerned. And with a whole host of features like two gullwing engine compartment doors, and an overall extensive use of "green house" glass, the 112i was, and still is quite unlike anything else on the road.

But of course, you can't talk about the 112i without mentioning its great technological advances. It's rear spoiler for instance, automatically adjusted itself to the speed of the vehicle and additionally served a functional purpose as an air brake; the latter of which was unheard of on a road vehicle for the time. Even the suspension was automatically adjustable to speed thus improving both the vehicle's stability and handling at high speeds; all thanks to a velocity-sensitive electronic chassis lowering the car a full three inches.

Tidbit: The C112i shares the same 5-speed Getrag transmission found in the 930-generation 911 Turbo

As for the interior of the vehicle, well, there really isn't one. It's just a collection of hard plastics, with classic square-edged 1990's cabin architecture. Of course, back in the day it was probably the thing, but its interior hasn't aged too gracefully. Yet despite that, I wouldn't have it any other way as it’s truly contemporary to such a car.

And inasmuch as Isdera's component sourcing from Mercedes-Benz had continued to be highly valued, Eberhard had little reason to search elsewhere for an engine to power his new beast. After all, the Mercedes-Benz engines were not only reliable and durable, but powerful and even gave off a bit of prestige to a brand which, even at this point, had very little. Wanting to hasten the C112's advancement into the supercar world, Eberhard got his hands on Mercedes’ latest - at the time – a 6.0 litre, 48 valve, 12-cylinder motor. It was an engine that in this particular stage of tuning was churning out 408PS (402bhp) and some 427lb-ft of torque. Performance figures were as claimed: 0-60 in 4.7 seconds, and a top speed a bar-boasting 205+ mph (330+ km/h). In all honestly though, those performance figures weren't particularly impressive for a 1990's supercar. Though the fact that the 112i was a full 441lbs (200kg) heavier than the 108i didn't help... Anything with a similar price would have knocked it down the hill, but I couldn't care about that either as the allure of this car is not just raw performance numbers.

Tidbit: oddly enough, this exact engine (codenamed the "M120") found its way into the Pagani Zonda C12 in 1999, and is the same basic engine which powers the larger, more powerful Zonda iterations; such as the 7.0 and 7.3 litre engined-cars in the Pagani lineup like the Zonda S and Zonda F.

Shortly after the C112's prototype release in Geneva, Eberhard was forced to close shop as it was no longer financially sound to keep the company running. One has to wonder whether the company would have gone bankrupt if Eberhard hadn't spent so much money to develop the C112. Though, even if it did mean the death of the company, I'm glad enthusiasts got to see a vehicle as spectacular as the C112 was.

The Road-Working Prototype:

In October of 2005, the sole working C112 prototype was offered on eBay for no less than $4.8 million dollars. But with little prestige, nor any real footing in the supercar world, it failed to sell. At the time the car was located in Switzerland, but strangely, only road-legal in Germany.
The vehicle itself was more or less the original with a few modifications; those being a new steering wheel, new alloy wheels, an engine borrowed from a Formula One vehicle (the brand of which was never revealed) and a few other tiny features.

Isdera's Future & Closing Thoughts

After Isdera's bankruptcy back in 1993, the remainder of the company was sold to a Swiss interest, but it was not heard from again until August of 2006 when the company made a blip on the radar yet again. And though it is indeed possible that the company could make a revival in future years, things aren't looking too favourable for the company at this time, since they have lost a recorded $73,212 since their revival due to lack of activity and shareholders backing out.

Can Isdera ever make a proper comeback? Can they? Should they?

Well, I most certainly hope so. There's no doubt that Mr. Schulz wasn't the best businessman, but he was one hell of a visionary; an artist, an engineer - an all-out brilliant man.

** Tested by German magazine "Auto Motor und Sport"

Need A GTR!

After seeing the new Nissan GTR (AKA, the new Skyline) in this beige colour, I have come to the conclusion that I need one:

Porsche: The Five Most Beautiful

By Bruce McCulloch

With around 70 years of history behind Porsche at this point, choosing just five Porsche automobiles as the most beautiful of all isn't an easy task. Oh no, in fact it's downright daunting. This is one instance where one must take into account not only every little detail, but every little niggle and nanny in approaching a general design philosophy and theme which the company has stood behind for the better part of the last 7 decades.

The Porsche design element is one which is unmistakable - especially when it comes to the 911. Aside from what is referred to as "Hitler’s revenge" - the Beetle - the 911 is pretty much one of a kind. It's unmistakable, unique and ultimately, iconic. And that being said, many of the 911's design elements have insinuated themselves into almost every other vehicle which has rolled out of the iconic gates in Stuttgart. It's a trademark look which is hard to explain with words, but clearly evident when one looks at the Porsche line-up; many of the models not branded with the eminent "911" moniker still share a family trait (or two) in appearance which is not the least bit surprising.

Even Porsche's 605bhp "Carrera GT" flagship, shares what would appear to be the same styling manner which the company's 550 Spyder sported back in the late 50's. And now-a-days, both the Boxster and Cayman - even the Cayenne - seem to have a "Porsche vibe" to them. And this is obviously something Porsche as a company has strived to perfect with every passing year; with each and successive generation of Porsche automobiles, they have the utmost unique ability to make a design fresh and modern, while retaining the design values and design cues which have made the company so successful.

And suffice to say, it's something that makes Porsche, well, Porsche. One doesn't buy a Porsche hoping it’ll look like a Ferrari, one buys a Porsche knowing they are getting a vehicle which embodies every stylistic detailing element the company has ever penned. It's a design spirit which stands alone among modern cars, and in this day and age, truly one of a kind.

Mind you, such a design philosophy is often under criticism as some enthusiasts complain that is exactly what is wrong with Porsche; that they all look too similar, that they’re bland and boring to gaze upon. Not surprisingly, I strongly disagree with such.

In any event, with output that is approaching nearly 100 different automobiles from this great company, which five are deserving of such a “best of” title? Well, here's what I think - chronologically ordered:

904 Carrera GTS (1964)


For a car which debuted in 1964 as a sports-car endurance racer, the 904 looks every bit as fresh today as it did the day it was released. It is a gob-smackingly good looking car. Unfortunately, information relating to its design is quite rare, but I think the picture speaks for it’s self.

930 Slant-Nose (1987)


Though up until the early 80's the 911 had been viewed as the cute and quirky sports car with circular headlamps, the flachbau - or "Slant-Nose" as we know it - shows that little work was required to turn the 911 into something truly more aggressive. Commissioned in 1981 by Rolf Sprenger and ordered through the specialist individual "“Porsche Exclusiv Programme”, the Slant-Nose is undoubtedly one of the most interesting vehicles to ever roll out of Stuttgart.

With a body inspired by that of the 1976 "935" racer, the Flat-Nose looks every bit the race car with its hard-edged, flat bumper bonnet design, and with the addition of what was then new sporty "air vents", "rear spoiler" and "integrated driving lamps”, it's little wonder why the Slat-Nose makes it on this list. Suffice to say, there ain't a 911 like it anywhere.

993 Turbo - (1997)


Though the 930 and 964 generations of the 911 were some of the most iconic styles of all time, the 993 - particularly the Turbo version - marks what is arguably the best looking 911 ever designed. It's a design that even after 10 years since it's release, has been able to withstand the test of time; even today, it looks fresh, modern and ultimately, Porsche-like. And as far as I'm concerned, the 993's Turbo's design is so spectacular, that it's not only one of the best-looking Porsches ever assembled, but one of the best designs anywhere. With a front end suggesting a 911 design evolution, a slightly quirky silhouette and a rear end with accentuated fenders, a large body-attached spoiler and a distinctive light bar, the 993 Turbo is the most exceptional version of one of the world's most iconic vehicles.

993 GT1 "Strasseversion” (1996)


It's not often that I get worked up about a homologation special, but the 933 GT1 is the perfect example of road vehicle finely blended with a racing car. It's unquestionably from the 911 family, but makes the transition in a manner which is completely unique. Sure, being insanely long and wide, and having no rear window, it might be absolutely absurd to drive it on the road, but hell, I wouldn't mind. It's an angry and bulked-up 911 on steroids, and it's just great.

Carrera GT - (2004)


It's largely accepted that most supercars of this sort have designs which are often compromised for aerodynamic efficiency. And with vehicles such as the Ferrari Enzo running around, how could one argue? The Enzo is a vast, almost tortured array of Formula One-inspired hard edges - all for the sake of keeping the car aerodynamically efficient. The Carrera GT though, is very much a different story; rather being an edgy and hard-to-digest shape, it's clean and undoubtedly Porsche. And there are no compromises about it - the Carrera GT looks 100% Porsche. It's aerodynamically efficient, without alienating any of the company's classical design traits. From it's smoothly and fastidiously styled front end, to it's rear-end profile boasting a carbon fibre undertray, a retractable wing and an exquisite set of mesh engine grills setting above the 10-Cylinder motor, this exclusive flagship supercar is styled like few other comparable cars. It manages to look all-racy, without being the least bit boy-racer or over-the-top.

The design detailing of the Carrera GT is also particularly interesting because it showcases a number of styling elements found in the company's past; one of the most evident examples being the brake cooling slots behind that of the front wheels which are near identical to those seen on the 993 GT1 which I previously spoke of.

So, there you have it – the Fabulous Five.

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You Should Drive a DeLorean

You don't take yourself too seriously, and you prefer a fun, unusual car... like this Back to the Future gem!

What Sports Car Should You Drive?

Birth of an Enthusiast

By Bruce McCulloch

I'm sure it's safe to assume that once as young ones, we all had childhood heroes. Some individuals had musicians or celebrities as their heroes, while the vast majority of us car enthusiasts had a certain automotive hero which we lusted like few things else. You know what I'm talkin' about, I'm talking about that one particular vehicle that from your childhood that was the car to have; it was a full obsession, something you talked about to friends and family at a seemingly endless rate and perhaps, even had posters of on your wall. It was even perhaps, the particular vehicle that made you the enthusiast you are today.

As enthusiasts we've all got at least one, or two of these vehicles. As for the particular vehicle, well, that's certainly going to depend on two factors: one, your age and two, when you got into cars. My Father for instance, also a rabid enthusiast, didn't get into automobiles until he was about 24 years old. His passion for the automobile was born by his both his own father, and his sister's husband. His Father was an all out car fan, and one who owned a whole host of American muscle - A Pink (what was he thinking?) Pontiac 440 LeMans, a Dodge Challenger amongst a whole other bunch of crazy tyre shredders. And his sister’s husband was no different; he also suffered from an automobile obsession having owned such vehicles as a Dodge Dart, a Triumph and even a little BMW 2002. So then it should be no surprise when I tell you that he now owns two Mercedes-Benz products; an E500 4Matic and a ML320 Cdi.

Overall though, it is more than likely your age defines your childhood automotive hero. For those with childhoods in the 60's and 70's your automotive hero is more likely to be such a vehicle as the Ford GT40 or Chevrolet Corvette rather than, let's say, one whose childhood was through out the 80's who lusted for such vehicles as the Lamborghini Countach and the Ferrari Testarossa.

As for myself, I like to believe that I was born, as Bill Ford would say, with petrol in my veins - in other words, a car enthusiast from birth. Though, while I was playing with Hot Wheels from a very young age, it wouldn't be a completely fair correlation to say I was die hard cast of my father from birth. It wasn't until I was about 8 or 9 years old when I started to show real interest in cars.

Two of my greatest automotive passions, Toyotas and supercars (odd couple, aren't they?), come from my very early years. My Toyota enthusiast genes were born from the fact that my Father has always had affection for Toyota automobiles. And no qualms, he has always been a Toyota enthusiast. Through out the '80's, he owned Celicas, a Supra and even, a rather rare Supercharged MR2. In the mid 90's however, my passion for Toyota products had further been fuelled by my father's purchase of an LS400 and shortly thereafter, an SC400. By the time I was about 9 years old, I was a fanatic and had the posters, the magazines and the car models to prove it.

Late '95 was also quite a monumental time for me as it was the year when I became interested in supercars. And Honda, and their fabulous NSX, is who I have to originally thank. And of course, it didn’t hurt that my father also lusted after this Japanese wonder.

Though, my obsession with automobiles hit an all time high in 1996, at age 10, when a certain 350bhp 8-Cylinder English supercar was released. It had been on the market for some two decades already, but had previously never been available with an 8-cylinder engine. Any guesses? Well, this is it:


Oh yes, the release of the Esprit V8 was something truly fabulous for myself. Any perceptions which I previously had about automobiles were completely blown away. It truly was love at first sight.

In my eyes, there was nothing greater than the Lotus Esprit V8 Turbo, and as far as I was concerned, it was the pinnacle of everything in the automotive world. It had everything I loved in an automobile: a sleek and edgy design; an interior which was fully dressed with leather amongst a sporty design theme; prestige and heritage; an 8-Cylinder engine and mind-crushing performance all-around. The day I first laid my eyes on the Esprit V8, was the day my automotive enthusiasm became an entity.

But having lived – at the time – in a city which was certainly not known as the home of exotics, I did not get the chance to see an Esprit until 2001, and I had to move to a different country to see it! (from Canada to the United States). Admittedly though, I was a little cautious, especially as I knew that it was habitually recognized that meeting a childhood-hero was one of the worst possible things you could do - especially if it ended in disappointment. Anyone seen that episode of Top Gear where presenter James May gets his first drive in his childhood hero, the Countach? Suffice to say, it ended in absolute disaster. He found out the hard way.

Thankfully though, the Esprit was not a disappointment for me. I cannot remember being more excited than the day I walked into a local high-end dealership and sitting there, in all its shining glory, was a dark blue Esprit with a crème coloured interior. It looked, though as cheesy as it sounds, every bit as good as I had imagined. And it gets better - the dealer noticing my excitement, allowed for me to sit in the vehicle.

So then, with recent mention of Lotus reviving the Esprit model for 2008/2009, it shouldn't come as any surprise that such a thing means a great deal to me. My apparent hero will be born yet again, but for love of automotive enthusiast’s world wide, Lotus, don't screw this one up.

Overtly, writing this article has been a great trip down memory lane for me. But, you know, I'd love to hear how your enthusiasm of vehicles was born - your automotive heroes, etc. So, please do leave a comment; I'd love to hear about it!