Cars of London – March 2022

Having spent rather a lot longer at the RAF Hendon site, looking at a combination of the Silverstone Auctions collection of cars and the regular museum exhibits, there was not that much time left for my mate Andy Convery and I to do other London things, given the need for food and the times of our return trains home. We decided that if we headed from Hendon into the area that is usually rich in supercars, around Kensington, we could perhaps indulge in some spotting before finding somewhere for food. By the time we got there, the light on this early March afternoon was starting to fade, so we knew we would not have long, roaming the streets off Park Lane and around the back of Harrods, in quest of the high end cars that are known to frequent this locale. We walked at pace around quite an extensive area and turned up surprisingly little that either of us felt was camera worthy. This was a Saturday, when cars of the sort we were seeking are usually to be found in quantity, so perhaps we were just especially unlucky, but as this report will evidence, we really did not find much at all.

ASTON MARTIN

Follow on to the DB7 was the DB9 (there has never been a car called DB8 – supposedly because people might have assumed this meant a V8 engine), and there was a nice example here. The Aston Martin DB9, designed by Marek Reichmann and Hendrik Fisker, was first shown by Aston Martin at the 2003 Frankfurt Auto Show, in coupe form. It was widely praised for the beauty of its lines. This was the first model to be built at Aston Martin’s Gaydon facility. It was built on the VH platform, which would become the basis for all subsequent Aston models. The Aston Martin DB9 was initially launched equipped with a 6.0 litre V12 engine, originally taken from the V12 Vanquish. The engine produced 420 lbf·ft of torque at 5,000 rpm and a maximum power of 444 hp at 6,000 rpm, allowing the DB9 to accelerate from 0 to 60 mph in 4.7 seconds and a top speed of 299 km/h (186 mph). The engine largely sits behind the front-axle line to improve weight distribution. Changes to the engine for the 2013 model year increased the power to 503 hp and torque to 457 lb-ft, decreasing the 0 to 60 mph time to 4.50 seconds and with a new top speed is 295 km/h (183 mph). The DB9 was available with either a six-speed conventional manual gearbox from Graziano or a six-speed ZF automatic gearbox featuring paddle-operated semi-automatic mode. The gearbox is rear-mounted and is driven by a carbon-fibre tail shaft inside a cast aluminium torque tube. The DB9 was the first Aston Martin model to be designed and developed on Ford’s aluminium VH (vertical/horizontal) platform. The body structure is composed of aluminium and composites melded together by mechanically fixed self-piercing rivets and robotic assisted adhesive bonding techniques. The bonded aluminium structure is claimed to possess more than double the torsional rigidity of its predecessor’s, despite being 25 percent lighter. The DB9 also contains anti-roll bars and double wishbone suspension, supported by coil springs. To keep the back-end in control under heavy acceleration or braking, the rear suspension has additional anti-squat and anti-lift technology. Later versions of the car also features three modes for the tuning: normal, for every-day use, sport, for more precise movement at the cost of ride comfort, and track, which furthers the effects of the sport setting. The Aston Martin DB9 Volante, the convertible version of the DB9 coupe, followed a few months later. The chassis, though stiffer, uses the same base VH platform. To protect occupants from rollovers, the Volante has strengthened windscreen pillars and added two pop-up hoops behind the rear seats. The hoops cannot be disabled and will break the car’s rear window if deployed. In an effort to improve the Volante’s ride while cruising, Aston Martin have softened the springs and lightened the anti-roll bars in the Volante, leading to a gentler suspension. The retractable roof of the Volante is made of folding fabric and takes 17 seconds to be put up or down. The Volante weighs 59 kilograms (130 pounds) more than the coupe. The coupe and Volante both share the same semi-automatic and automatic gearboxes and engine. The car was limited to 266 km/h (165 mph) to retain the integrity of the roof. Like the coupe, the original Volante has 420 lb·ft of torque at 5,000 rpm and a maximum power of 450 hp at 6,000 rpm. The 0 to 60 mph slowed to 4.9 seconds due to the additional weight. The DB9 was facelifted in July 2008, which mainly amounted to an increase in engine power, to 476 hp and a redesigned centre console. Externally, the DB9 remained virtually unchanged. For the 2013 model year revision, Aston made minor changes to the bodywork by adapting designs from the Virage, including enlarging the recessed headlight clusters with bi-xenon lights and LED daytime strips, widening the front splitter, updating the grille and side heat extractors, updating the LED rear lights with clear lenses and integrating a new rear spoiler with the boot lid. .On newer models, like the coupe’s, the Volante’s horsepower and torque increased to 517 PS (510 hp) and 457 lb·ft respectively. As a finale for the model, a more powerful DB9 was released in 2015, called the DB9 GT. This had 540 bhp and 457 lb-ft of torque at 5500 rpm, giving a 0 to 60mph time of 4.4 seconds and 0 to 100mph in 10.2 seconds, with the standing quarter mile dispatched in 12.8 to 12.9 seconds and a top speed of 183mph. Production of the DB9 ended in 2016 being replaced by its successor, the DB11.

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BENTLEY

First Bentley of note was this example of the Mulsanne, the recently superceded flagship saloon whose place has been taken by the Bentayga. The Mulsanne nameplate was last used by Bentley for a four-door saloon that was built between 1980 and 1992. It was resurrected as the nameplate for what would become the replacement for the Arnage, Bentley’s then flagship model. The new Mulsanne was unveiled at the 2009 Pebble Beach Concours d’Elegance held on 16 August, followed by the 2009 Frankfurt Motor Show, 2010 North American International Auto Show, and the 2012 Qatar Motor Show. At the time of its launch, a coupé and convertible variant were expected to follow at some point as replacements for the Arnage-based Brooklands and Azure respectively but the coupé never came to fruition, while a convertible has been made available towards the end of the production run. Like the Arnage, the Mulsanne retains the 6,750 cc Bentley L Series V8 engine, modified to meet Euro V emissions regulations. The engine is lighter and features cylinder de-activation and variable cam phasing to improve fuel efficiency. Unlike the less expensive Continental Flying Spur and Continental GT, the Mulsanne shares fewer common components with other marques in the Volkswagen Group. The Mulsanne is the first flagship car to be independently designed by Bentley Motors in nearly 80 years. The last independently designed Bentley automobile was W.O. Bentley’s 8 litre model in 1930, after which most Bentleys shared platforms with Rolls-Royce cars. The first Mulsanne produced, with chassis number 00001, was sold in 2009 at the Gooding & Company Pebble Beach auction for US$500,000 (US$550,000 after buyer premium) to an undisclosed bidder. Deliveries in England began in Summer 2010. Features include stainless steel knobs on the dashboard which control the vent plungers which are electronic micro switches that control electric servos. The feedback remains that of a metal rod to control the damper. Customers have a choice of 114 exterior colours, 21 carpet colours, nine wood veneers, and 24 interior leather hides, as well as a choice to specify a customized colour scheme. The rear seating area may be configured to accommodate either 2 or 3 passengers. A Naim Audio 2,200 watt audio system with MP3, Bluetooth, and an MMI capability is optional. Winter accessories were introduced in 2011. In 2012, several new features were made available on the 2013 model year; a new optional Bentley-designed luxury bottle cooler and rear cabin storage area, three flutes with white LED accent lighting (designed by David Redman of London), 21-inch five-spoke Sports alloy wheels and optional tinted glass sunroof in the front cabin. The Mulsanne Mulliner Driving Specification is a special version of the Mulsanne with 21-inch light aluminum alloy wheels with titanium fasteners, wheels in painted and polished finishes, 265/40 ZR21 tires, wing vents in cast polished stainless steel, Drive Dynamics Control system with ‘Sport’ setting, leather hide on the front and rear seats and door casings features a ‘Diamond Quilting’ pattern with indented leather headlining, interior door handles with ‘knurled’ or ‘coined’ surface finish, ‘Organ Stop’ air ventilation controls and gear lever, leather gear lever with Baseball-style cross stitch, accelerator and brake pedals finished in drilled alloy, choice of over 100 exterior colours, unbleached veneers (with two marquetry options), choice of 22 leather hides. The Mulsanne Mulliner Driving Specification was unveiled at the 2012 Geneva Motor Show, followed by the 2012 New York International Auto Show, 2012 Goodwood Festival of Speed, and 2012 Los Angeles Auto Show. The updated Mulsanne was unveiled at the 2013 Geneva Motor Show. The Comfort specification includes new comfort headrests with manually adjustable wings for lateral support, new footrests with trimmed in flat-cut cabin carpet and hide, fine duck down filled loose cushions seat and a new rear door armrest storage compartment as standard. The Premiere Specification includes ambient interior mood lighting, stainless steel external trim, flying ‘B’ radiator mascot, rear view camera, seat ventilation and massage function along with a veneered iPod drawer. The Entertainment specification includes picnic tables with iPad and keyboard compartment, an adjustable screen angle with an anti-trap sensor; two 8-inch LCD headrest screens, 20 GB hard drive and DVD player (played through a ‘Naim for Bentley’ audio system), two sets of Bluetooth headphones and a remote control. Other options include rear cabin privacy curtains, a Wi-Fi router with Universal Mobile Telecommunications System (UMTS) phone module and SIM card reader in glove box, a dedicated antenna housed in the boot lid outside of the vehicle’s steel frame, three new colours (Dark Cashmere, Portofino and Damson) and three new hide colours (Damson, Saffron and Brunel). The Speed is the performance derivative of the Mulsanne and offers greater performance and more features compared to the standard model. The 6.75-litre twin-turbocharged V8 petrol engine is modified and is rated at 530 bhp and 1,100 Nm (811 lb/ft) of torque (meanwhile the standard model’s engine is rated at 505 bhp and 1,020 Nm (752 lb/ft) of torque) and benefits from a 13% increase in efficiency as a result of a newly redesigned combustion system that promotes a faster and more controlled combustion process. This gives the Speed a 0–60 mph acceleration time of 4.8 seconds, which is 0.3 seconds faster than the standard model. Meanwhile, the top speed is increased by about 3.4%, from 296 to 306 km/h (184 to 190 mph). Other features specific to the Speed include a Sports mode in the suspension system settings, more styling features such as a dark tint finish applied to the exterior stainless steel matrix grille, distinctive headlights, a “floating ellipse” design on the rear taillights, Bentley’s first ever directional style wheel and tyre set, and twin rifled exhaust tailpipes. Interior features include a ‘colour split’ with new stitch lines that balances diamond quilted light-color hide with darker, smooth hide, a 60 GB on-board hard drive, electrically-operated tables with recesses and connections for iPads and matching keyboards, and a Wi-Fi hotspot. There were numerous special edition models even before getting into the range of personalisation offered by the factory.

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Also here were the latest Flying Spur and the commercially significant Continental GT Coupe.

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BRABUS

The first car of note that we saw turned out to be one of the rarest, a Brabus G-Wagen 800. You don’t see Brabus-modified cars very often, even though they have had a steady business for a number of years. The company began with Bodo Buschmann wanting to customise his cars, but discovered most existing customisers could not grasp his vision or meet his requirements, so he decided to start his own brand. After Buschmann had decided to start his own brand, Brabus GmbH was originally registered in 1977 in West Germany with Buschmann’s friend Klaus Brackmann because German law required a company must be established with at least two people. The company name was derived from the first three characters of the founders’ surnames (Brackmann, Buschmann). Following the company’s foundation, Brackmann did not show interest in modifying vehicles or running a business, so he sold his company shares to Buschmann for 100 euros. In 2012, Brabus had started building its third factory in Bottrop. Brabus’s primary focus is to achieve maximum car performance through the increase of horsepower and movement. Customers can either buy cars from Brabus, or send in their cars to be customized and/or overhauled. Customers ordering a car directly involves Brabus purchasing a particular model from Mercedes and then modifying it according to the customer’s requests. Brabus is known for providing expensive tuning. Brabus also offers cosmetic modifications including low profile spoilers, body kits, carbon fiber splitters, and multi-piece alloy wheels. Other upgrades include racing LSDs, open racing exhaust systems, twelve-piston disc brakes, and engine remapping. Customers can also have complete engine overhauls, or have new crate engines from AMG modified for them. Brabus engines range from small 200 bhp K4 blocks for SLK roadsters and CLK-Class to the 900 bhp twin-turbo blocks for the S-Class. The company also provides improvements to the interior from custom upholstery, gauges, shiftknobs, pedals, and trim to various electronics such as wider LCD screens for the Maybach. The 800 range of models – named after the power of the twin turbo 4 litre V8 engine – extends over a large number of different Mercedes models, of which the G Class is one. Brabus have, over the years produced a number of different G Class-based models and they also offer what they call the WideStar body, though that was not fitted to this car.

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DODGE

Like its closest rivals, the Chevrolet Camaro and the Ford Mustang, the reborn Dodge Challenger of recent times was previewed as a concept car which was sufficiently well received that its maker pressed ahead with production plans. Styling that was clearly related to the much loved Challenger of 50 years ago was just part of the appeal, of course. The model has been in production since 2009 and has not changed much, though a new interior for 2015 improved things lot and a new base model engine also a much needed change which means that this is now my preferred of the three retro-muscle cars. It’s never officially been sold in the UK but a few of them have found their way here as personal imports.

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FERRARI

Launched at the 2015 Geneva Show, the 488GTB followed the lead set by the California T in bringing turbocharging into a modern-day, mid-engined V8 Ferrari supercar for the first time. The engine is completely new when compared with its V8 stablemate, not only in components but also in feel and character. It is a twin-turbocharged 3902cc unit whilst that in the California T is 3855cc. In the 488 GTB, it produces 660bhp at 8000rpm and 560lb ft at 3000rpm. Both outputs are significant increases over the normally aspirated 4.5-litre V8 used in the 562 bhp 458 Italia and 597 bhp 458 Speciale, and also greater than the car’s biggest rival, the McLaren 650S. The torque figure of the 488 GTB is such that it also exceeds the 509lb ft at 6000rpm of the normally aspirated V12 used in the range-topping Ferrari F12 Berlinetta. The mighty new engine in the 488 GTB drives the rear wheels through a revised seven-speed dual-clutch automatic gearbox derived from the 458. It features a new ‘Variable Torque Management’ system which, Ferrari says, “unleashes the engine’s massive torque smoothly and powerfully right across the rev range”. The gear ratios are also tuned to “deliver incredibly progressive acceleration when the driver floors the throttle”. The 488 GTB can crack 0-62mph in just 3.0sec, 0-124mph in 8.4sec and reach a top speed of 205mph. Its 0-62mph and 0-124mph times match the McLaren 650S’s, but the Woking car’s top speed is slightly higher at 207mph. The engine also accounts for the ‘488’ element of the car’s name, because each of the engine’s eight cylinders is 488cc in capacity when rounded up. The GTB suffix, standing for Gran Turismo Berlinetta, is a hallmark of previous mid-engined V8 Ferraris such as the 308 GTB. Not only is the new turbo engine more potent than the 4.5-litre V8 from the 458 Italia, but it is also more economical. Combined fuel economy is rated at 24.8mpg, compared with 21.2mpg in the 458 Italia, and CO2 emissions are 260g/km – a 47g/km improvement. Ferrari’s HELE engine stop-start system features on the 488 GTB. Developments on the dynamic side include a second generation of the Side Slip Angle Control system, called SSC2. This allows the driver to oversteer without intruding, unless it detects a loss of control. The SSC2 now controls the active dampers, in addition to the F1-Trac traction control system and E-Diff electronic differential. Ferrari says the result is “more precise and less invasive, providing greater longitudinal acceleration out of corners” and flatter, more stable behaviour during “complex manoeuvres”. Learnings from the Ferrari XX programme have also been incorporated into the 488 GTB, something that Ferrari says allows all drivers and not just professionals, to make the most of its electronic and vehicle control systems. It also claims the 488 GTB is “the most responsive production model there is”, with responses comparable to a track car. The 488 GTB has lapped Ferrari’s Fiorano test track in 1min 23sec – two seconds faster than the 458 Italia, and half a second quicker than the 458 Speciale. The dimensions of the 488 GTB – it is 4568mm in length, 1952mm in width and 1213mm in height – closely match the 458 Italia from which it has evolved. Its dry weight is 1370kg when equipped with lightweight options – 40kg more than the McLaren 650S. The new look, styled at the Ferrari Styling Centre, features several new aerodynamic features that improve downforce and reduce drag. Most notable is the addition of active aerodynamics at the rear through a ‘blown’ rear spoiler, where air is channelled from the base of the glass engine cover under the spoiler. This contributes to the 50% increase in downforce over the 458 Italia. Also new is a double front spoiler, an aerodynamic underbody, a large air intake at the front that references the 308 GTB, a diffuser with active flaps, new positioning for the exhaust flaps and new-look lights. The interior has been redesigned to be made more usable, including new switchgear, air vents and instrument panel. The multi-function steering wheel remains, while the infotainment system gets a new interface and graphics. The Spider followed the closed coupe model six months later, and it soon became the bigger seller of the pair, as was the case with the 458 models.

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LAMBORGHINI

It says something when the only Lamborghini models we saw were of the SUV type, a couple of the Urus to be precise Of course, this car has been a huge sales success for its maker, with 20,000 having been built in a four year period, making it the best selling model in the marque’s almost 60 year history.

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MASERATI

Just one Maserati was in evidence, the current Quattroporte, the large saloon that is the sixth generation to bear the name.

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McLAREN

The 720S – a complete replacement for the 650S – was a star of the 2017 Geneva Show, and it was clear on looking at it, that the Woking firm really is increasingly a serious threat to Ferrari’s supercar supremacy, even before learning that total sales in just five years of production had passed 10,000 units. The 720S was presented as the firm’s new core model and the first of 15 new-generation McLarens, half of which will be hybrids, promised by 2022 under CEO Mike Flewitt’s ambitious Track 22 development plan. The 720S obeys all existing McLaren design rules. It is a two-seat supercar based on an all-carbonfibre tub, with aluminium space frames carrying the front and rear suspension, and it is powered by a twin turbo V8. However, within that envelope, it has been redesigned and updated in every detail. The exterior introduces a new ‘double skin’ door construction that eliminates the need for the prominent side air scoops previously thought essential in supercar design, while the engine grows to 4.0 litres, up from 3.8-litres, and now produces 710bhp. McLaren has further developed its carbonfibre chassis tub and upper structure, taking lessons from previous models, including the P1. Now dubbed Monocage II, the structure is cited as the key to the 720S’s 1283kg dry weight, which undercuts all competitors and beats that of its predecessor by 18kg. Monocage II’s stiffness has allowed McLaren’s designers to give the 720S remarkably thin A-pillars, a deep windscreen, B-pillars set well back and slim, glazed C-pillars, all of which contribute to first-class all-round visibility for the driver. The body panels are made either of carbonfibre or superformed aluminium, and their novel shape plays a key role in the 720S’s impressive aerodynamic performance. Low down at the front there are anti-lift aero blades reminiscent of those on the P1, while ultra-compact LED headlights fit into frontal ‘eye sockets’ that allow room for vents to feed the air conditioning and oil cooler. The body sides incorporate channels, formed by two skins and flowing past the dihedral doors, so cooling air can be directed along the body into the engine bay, uninterrupted by turbulence and resulting in a 15% improvement in cooling airflow. On the outer, lower part of the doors, there are F1-inspired blades that direct air away from the front wheel arches, assisting downforce and cutting drag. A big under-body diffuser at the rear sweeps up from the 720S’s flat floor almost to its rear wing, where the two elements frame the ultra-thin LED tail-lights. Because the top of the 720S’s engine is a remarkable 120mm lower than that of the 650S, the car also has a low, teardrop-shaped engine cover that allows an uninterrupted flow of air over the roof to the hydraulically actuated rear wing, which has a DRS drag reduction setting for optimal straight-line performance, an Aero setting for downforce in corners and a Brake setting (which sets the wing a steep 56deg from the horizontal) to increase drag and improve chassis balance under heavy braking. The result, says McLaren, is that the wing has 30% more downforce and its aero efficiency (the ratio of downforce to drag) is doubled. McLaren claims “new heights of performance” from its expanded turbo V8, now re-engineered for a capacity of 3994cc, thanks to a 3.6mm lengthening of its stroke. The engine also has lighter pistons and conrods and a stiffer, lightened crank, plus twin-scroll turbochargers with faster-spooling turbines, capable of spinning at 145,000rpm, and electronically controlled wastegates. In total, 41% of the engine’s components are new. A cast aluminium air intake system, visible through the mesh engine cover, feeds extra air to the more potent engine that now uses two injectors per cylinder. But rather than simply pumping in more fuel, the improved injection system gives more accurate metering, which helps to cut CO2 emissions by around 10%, to a class-leading 249g/km. Combined economy falls by a similar percentage to 26.4mpg. The 720S’s peak output of 710bhp is produced at 7000rpm, while maximum torque of 568lb ft is delivered at 5500rpm. The engine, longitudinally mounted behind the occupants, drives as before through a seven-speed dual-clutch automatic gearbox mounted end-on to the engine, but McLaren says further refinement of its control software brings smoother gearchanges at low speeds and faster, sharper shifts at higher speeds. The launch control has also been improved, and as before, there are three driving modes — Comfort, Sport and Track — that govern both engine and dynamics. The chassis weight savings, allied to other reductions in mass, including 2kg from the brakes, 3kg from the electrics and 1.5kg from the airboxes, contribute as much to the 720S’s enhanced performance as its 11% power increase. The power-to-weight ratio is now 553bhp per tonne (up 15%) and, according to McLaren, beats the best in the segment. As a result, McLaren claims a “crushing” 0-60mph time of just 2.8sec, 0-124mph in 7.8sec and a top speed of 212mph. The 720S will also dispatch a standing quarter-mile in 10.3sec, representing a blistering performance for a pure road car. To accompany the performance, the 720S has a carefully engineered engine note which can be further enhanced with an optional, louder, sports exhaust system. Despite its performance potential, McLaren is adamant that its new car is as easily handled by ordinary drivers as it is by experts, with throttle response calibrated to provide “the optimum blend of immediate reaction and progressive comfort”. Although only five years old, McLaren’s all-independent system of front and rear double wishbones has been completely re-engineered, both to allow wheel geometry changes and, thanks to a redesign of the uprights and wishbones, to cut unsprung mass by 16kg. The 720S has an updated version of the Proactive chassis control electronics used by the 650S. The system features hydraulically interlinked dampers at each corner that remove the need for anti-roll bars, but the big improvement for the 720S’s system, which is dubbed PCCII, results from new software developed during a six-year collaboration with the University of Cambridge and using sophisticated information gathered by 12 new sensors and accelerometers. The result is even better contact between the tyres and the road surface. The system can assess conditions and adjust the suspension every five milliseconds. It also includes a Variable Drift function, which allows you to slide the car without losing control, and McLaren Brake Steer, pioneered in F1, which enhances agility in corners and traction out of them by braking separate wheels. McLaren engineers have retained electro-hydraulic steering for the 720S, despite rivals’ adoption of electric only systems, because they still feel it gives superior “clarity of feel”. Brakes are large, ventilated carbon-ceramic discs and the tyres are specially developed Pirelli P Zeros, 245/35 ZR19s at the front (up from the 650S’s 235s) and 305/30 ZR20s at the rear. McLaren claims a 6% increase in mechanical grip, which is about the same advantage as fitting track-focused Pirelli Corsas to a 650S. Although the 720S closely follows the outgoing 650S in its major dimensions, there are differences between them. The thin pillars, the depth of the windscreen and the all-round glass give a commanding view to all points that modern supercar drivers will find surprising. The redesigned interior surfaces have been ‘pushed away’ from the occupants as much as possible, to further enhance the feeling of space. Unlock the door and various instrument and courtesy lights go through a welcome sequence as the mirrors unfold. Opening the door also triggers an elaborate sequence on the upright TFT screen which changes its configuration according to driving mode. The driver can also ‘declutter’ the instruments, for example when on a track, via a special Slim mode. There’s a central 8.0in infotainment screen on the centre console, with ventilation settings carried along the bottom. The layout of switches, most of which are machined from aluminium, is simple. Standard cabin trim and seats are plush but, as with previous models, colour and trim material upgrades are available. McLaren has already begun taking orders, with the first cars due to be delivered in May. The entry price in the UK was £207,900. All 400 units of the Launch Edition version were sold even before the general public saw the car though many of these then hit the pre-owned market quite quickly, traded in once owners could take delivery of a car in the spec that they really wanted. McLaren’s goal is to sell around 1200 – 1500 720S models a year.

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MERCEDES-BENZ

This is always an area that is well stocked with the G Wagen, and that certainly proved to be the case on this occasion, with a couple of the now previous generation models, in G63 AMG format to be found parked up.

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PORSCHE

Perhaps one of the more special cars that we came across was this 911R parked in a Mews area outside a row of garages. Unveiled at the 2016 Geneva Motor Show on 1 March, the 911 R shares most of its underpinnings with the GT3 RS, but does not include the roll cage, rear wing, and associated bodywork for a weight saving of 50 kg (110 lb). The 911 R comes only with a 6-speed manual transmission, and has a top speed of 323 km/h (201 mph) due to a lower drag coefficient as compared to the GT3 RS. It also offers additional options including a lighter flywheel and removal of the air conditioning and audio systems. Production was limited to 991 examples, and to secure one you had to have bought a number of other Porsche. Prices immediately rocketed and they remain high.

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Also spotted was the all-electric Taycan. This car has found plenty of buyers and those in the urban environment are just as likely to have one as those who live in the suburbs and beyond.

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ROLLS ROYCE

There were examples of most of the current Rolls Royce range. Most established are the Dawn and Wraith, respectively the Convertible and Coupe versions of what is now the previous generation Ghost.

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Also here was the latest Phantom, the eight to bear the name, and a car you do not often see in anything other than black or white.

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The Cullinan is Rolls Royce’s entry in the burgeoning high-end SUV market. Few have warmed to its bulky looks, but truth be told, this is a car that was not really designed with European buyers as the target. And for those markets at whom it was aimed – Russia, Asia and the Middle East, no doubt it hits the spot pretty well. I’ve only ever seen them on the road in this country in London.

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TRIUMPH

It is nice to end this short report not with another supercar but with a true British classic, the much-loved Triumph Spitfire. Based on the chassis and mechanicals of the Triumph Herald, the Spitfire was conceived as a rival to the Austin-Healey Sprite and MG Midget, which were launched a year earlier. The Triumph soon found a strong following, with many preferring it to the BMC cars which in time would become in-house stablemates. Mark II models arrived in 1965 and a more comprehensive facelift in 1967 with the distinctive “bone in mouth” front grille necessitated by US bumper height regulations also brought changes, but it was with the Mark IV that the greatest number of alterations would come about. The Mark IV featured a completely re-designed cut-off rear end, giving a strong family resemblance to the Triumph Stag and Triumph 2000 models, both of which were also Michelotti-designed. The front end was also cleaned up, with a new bonnet pressing losing the weld lines on top of the wings from the older models, and the doors were given recessed handles and squared-off glass in the top rear corner. The interior was much improved: a proper full-width dashboard was provided, putting the instruments ahead of the driver rather than over the centre console. This was initially black plastic however was replaced with wood in 1973. An all-new hardtop was also available, with rear quarter-lights and a flatter rear screen. By far the most significant change, however, was to the rear suspension, which was de-cambered and redesigned to eliminate the unfortunate tendencies of the original swing-axle design. The Triumph GT6 and Triumph Vitesse had already been modified, and the result on all these cars was safe and progressive handling even at the limit. The 75 hp engine was now rated at 63 hp (for UK market employing the 9:1 compression ratio and twin SU HS2 carburettors; the less powerful North American version still used a single Zenith Stromberg carburettor and an 8.5:1 compression ratio) due to the German DIN system; the actual output was the same for the early Mark IV. However, it was slightly slower than the previous Mark III due to carrying more weight, and employing a taller 3.89:1 final drive as opposed to the earlier 4.11:1. The engine continued at 1296 cc, but in 1973 was modified with larger big-end bearings to rationalise production with the TR6 2.5 litre engines, which somewhat decreased its “revvy” nature; there was some detuning, to meet new emissions laws, which resulted in the new car being a little tamer. With the overall weight also increasing to 1,717 lb (779 kg) the performance dropped as a consequence, 0 to 60 mph now being achieved in 15.8 seconds and the top speed reducing to 90 mph. The overall fuel economy also dipped to 32mpg. The gearbox gained synchromesh on its bottom gear. The Mark IV went on sale in the UK at the end of 1970 with a base price of £735. In 1973 in the United States and Canada, and 1975 in the rest of the world, the 1500 engine was used to make the Spitfire 1500. Although in this final incarnation the engine was rather rougher and more prone to failure than the earlier units, torque was greatly increased by increasing the cylinder stroke to 87.5 mm (3.44 in), which made it much more drivable in traffic. While the rest of the world saw 1500s with the compression ratio reduced to 8.0:1, the American market model was fitted with a single Zenith-Stromberg carburettor and a compression ratio reduced to 7.5:1 to allow it to run on lower octane unleaded fuel, and after adding a catalytic converter and exhaust gas recirculating system, the engine only delivered 53 bhp with a slower 0–60 time of 16.3 seconds. The notable exception to this was the 1976 model year, where the compression ratio was raised to 9.1:1. This improvement was short-lived, however, as the ratio was again reduced to 7.5:1 for the remaining years of production. In the UK the 9:1 compression ratio, less restrictive emissions control equipment, and the Type HS2 SU carburettors now being replaced with larger Type HS4 models, led to the most powerful variant to date. The 1500 Spitfire now produced 71hp (DIN) at 5500 rpm, and produced 82 lb/ft of torque at 3000 rpm. Top speed was now at the magical 100 mph mark, and 0 to 60 mph was reached in 13.2 seconds. Fuel economy was reduced to 29mpg. Further improvements to the suspension followed with the 1500 included longer swing axles and a lowered spring mounting point for more negative camber and a wider rear track. The wider, lower stance gave an impressive skid pad result of 0.87g average. This put the Spitfire head and shoulders over its competition in handling. The American market Spitfire 1500 is easily identified by the big plastic over-riders and wing mounted reflectors on the front and back wings. The US specification models up to 1978 still had chrome bumpers, but on the 1979 and 1980 models these were replaced by black rubber bumpers with built-in over-riders. Chassis extensions were also fitted under the boot to support the bumpers. Detail improvements continued to be made throughout the life of the Mark IV, and included reclining seats with “chequered brushed nylon centre panels” and head restraints, introduced for domestic market cars early in 1977 along with a new set of column stalk operated minor controls (as fitted already in the TR7) replacing the old dashboard mounted knobs and switches. Also added for the model’s final years were a wood dash, hazard flashers and an electric screen washer, in place of the previous manual pump operated ones. Options such as the hard top, tonneau cover, map light and overdrive continued to be popular, but wire wheels ceased to be available. The 1980 model was the last and the heaviest of the entire run, weighing 1,875 lb (850.5 kg). Base prices for the 1980 model year was £3,631 in the UK. The last Spitfire, an Inca Yellow UK-market model with hardtop and overdrive, rolled off the assembly line at Canley in August 1980, shortly before the factory closed. It was never sold and is now displayed at the museum at Gaydon.

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Were we unlucky? Perhaps. I am sure that there were lots of cars just waiting for us to spot them, but maybe we were simply on the wrong streets. Of course, the “spotters network” is very active,but tends to work off Instagram, which is something which neither of us (yet) use, so we were effectively “going blind” on this just hoping that we would come across some nice cars. And we did not really find many at all before we decided that as dark was falling, it was time to grab a pizza and a beer. There will be other opportunities and maybe then, our luck will be in.

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