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.