2015 Tesla Model S

Price from £58,300 (price as tested £80,100) excluding UK Government Grant of £4,500.

Available: Now

The visionary behind all of this is Elon Musk of PayPal fame who now spends his billions playing with bog boys toys, firing rockets into space as part of his SpaceX project and running Tesla Motors. Production is currently in California but a ‘Gigafactory’ (largest production facility in the world to you and me) is being built in Nevada to produce enough lithium ion batteries to allow a production of 500,000 cars by 2020. Tesla also have a forthcoming SUV (Model X) arriving shortly and critically, a new entry level saloon (Model 3) which will be priced from circa £30,000 launches in 2017.

The Model S is Tesla’s first mainstream model and is available in three states of tune:

70 (kWh) = Range of 292 miles, 0-60 mph in 5.5 seconds, 140 mph max speed. From £58,300

90D (kWh All-Wheel Drive) = Range of 346 miles, 0-60 mph in 4.2 seconds, 155 mph max speed. From £74,900

P90D (kWh All-Wheel Drive) = Range of 316 miles, 0-60 mph in 2.8 seconds, 155 mph max speed. From £92,400

When you talk about an electric car, three questions always crop up: How far can it go once charged? How long does it take to charge? And, what’s it like to drive? The driving I will come to later, but look at the above figures and you notice that this is the first electric car that offers genuine usability with a minimum real-world range of 230 miles from the base ‘70’ model. I say ‘real-world’ range because of course when you drive you will want to sit in comfort with the air-conditioning on, you will probably want the stereo on too and you may even want to embarrass Mr Smug when he pulls alongside you in his loud and proud sports car, deploying warp factor as you leave him standing at the lights and all in deafening silence. All of these factors eat into the quoted range figures, but at least with the Tesla you should be able to complete nearly all journeys without nervously checking the remaining range figure every five minutes.

When it does come to charging, you can of course use your standard three-pin socket at home which nobody does because it takes about 15 hours to fully re-charge the battery. Those in the know prefer to take Tesla’s optional wall-mounted fast charger which will do the same job in half the time (6-7 hours). On the move you can use public charge points or better still, use Tesla’s Supercharger network which will take you from zero to full charge hero in one hour. The Supercharger stations are located at a number of service stations along the UK’s major motorway routes, so a quick 20-minute pit stop to charge the Tesla with volts and you with coffee will do the job for most.

Walking up to the Model S and you will notice that the designers have clearly added ingredients from Jaguar and Maserati and stirred vigorously. The end mix is a good looking one with novel touches such as metal door handles that sit flush with the bodywork when locked, but motor out to greet you as you approach, all without ever needing to take the key out of your pocket/bag. But take the key out you should as it is resembles a miniature version of the car itself. Tap the front of the key and the front-boot on the real car opens (no engine remember), tap the rear of the key and hey presto the hatchback boot silently glides skywards. Not only is this convenient but a great party piece for you to impress those unacquainted with the car.

Open the sporty frameless doors and if you thought ‘screen real estate’ was a buzzword only in the smartphone sector, think again as Tesla have installed a whopping 17-inch screen in their Model S. All of your interactions with the car are controlled via this touchscreen but thanks to smart phone like functionality it is easy to use and responds quickly: pinch/pull to zoom in/out on the Google mapping function, press on the icons to move between functions and gently stroke the screen downwards/upwards to open/close the sunroof. The resolution of the screen is pin sharp even in bright sunlight and by night it thankfully dims to prevent any coastal ships mistaking it for a nearby lighthouse. My only reservation with this trend towards touchscreens is that by burying basic functions such as seat-heating within sub-menus, it can be a little distracting when on the move.

There is also an over-whelming feeling of space inside which is aided by a flat floor (no transmission tunnel here) that means you can fit three adults in the back with ease. There is even the option of two rear facing boot seats for children, enabling the Model S to be marketed as a 5 + 2 car.

The seats fold away when not in use and the Model S offers additional storage space in the horribly known ‘Frunk’ (Front Trunk) or front boot to you and me when they are in use.

Elsewhere the cabin is lavishly trimmed in leather with some suede thrown in for good measure, it is just a shame that the cows sacrificed in the name of this interior did give their lives in vain as the quality of the materials lags behind the interiors found in other luxury cars. Nevertheless, the Model S takes such a futuristic approach to cabin design that you will be too busy playing with the screen to notice any shortfalls in quality.

And to the final question, what is the Model S like to drive? On the one hand, it is utterly conventional as it drives just like a standard automatic. Simply pull down the column-mounted transmission stalk and press the long accelerator pedal and off you go. But the unconventional starts the moment you set off as you glide away in silence which tends to be the talking point for those who are travelling with you. The talking then tends to abruptly stop the moment you deploy the full shock-and-awe treatment by hitting sixty miles per hour in a little over three seconds in utter silence. The power is instant and excuse the pun, it is rather electrifying making you seek out empty stretches of tarmac again and again to revel in the madness of it all.

The flip side of all of this silence is that you come to appreciate a whole new relaxed way of driving, in the absence of any mechanical noise the dreaded commute suddenly becomes an opportunity to listen to the dawn-chorus as the birds sing you on your way, past other commuters who suddenly look terribly old fashioned sat there in their fuel burning emission creating conventional cars.

The other area where the Tesla Model S is unconventional is that it can be driven on the accelerator pedal alone as the moment you lift off the accelerator, excess charge is put back into the battery which causes a strong retardation effect. It sounds confusing but much like the rest of the car it becomes second nature very quickly.

The all-aluminium Model S at 2.1 tons is no lightweight but thanks to electrical mechanicals that can be mounted low down in the chassis to minimise roll it flows from one bend to another. Ride comfort can be a touch unsettled on rough surfaces and the steering is certainly not the last word in feedback, but none of this detracts from what is an incredibly responsive drive.

Of course when you want to sit back and relax on the motorway, words that normally do not belong together, you can switch on ‘Autopilot’ mode. Pull a small lever towards you on the steering column and the Model S will not only regulate your nominated speed in comparison to other vehicles, accelerating and braking as necessary, but it will actually steer for you as well. Flick the indicator and it will even change lanes for you also. The system will allow you to take your hands off the wheel briefly, most likely for an obligatory photo at the novelty of it all, but it will cut out if it does not detect your hands on the wheel for a prolonged period of time.

Autopilot mode will only work on the motorway/dual carriageway as it requires the white painted lane markers as a reference point. It sounds nerve-racking but Tesla provides comfort with a driver display that shows all of the digitally rendered traffic ahead, giving you comfort that the car has actually ‘seen’ the truck that is about to pull into your lane. Make no mistake this marks the start of the autonomous car era and those who say it will never happen are the equivalent of the naysayers who doubted that a car could ever replace the humble horse and cart. Just think of how much more productive your time can now be when travelling between destinations!

Once at your destination, Tesla’s app allows you to check the remaining range instantly on your smartphone, you can also heat/cool the car to your needs and then when you leave the office in the rain, you can use the ‘summon’ feature to bring your Model S out of your parking garage to meet you right outside the front door. The only thing missing is Jeeves standing by the car with an umbrella ready to drive you home.

The Model S represents a compelling ownership proposition for those in the market for a premium car, offering exotic looks, room for the family and feel good eco-credentials. How suitable it will be for your needs will very much depend upon your lifestyle and whether you can afford the premium purchase price. However, next year will see the launch of Tesla’s new Model 3 which will offer a claimed range of 200 miles at a predicted price of about £30,000. This will be the real the tipping point for electric-car sales. I do wonder though what will happen to Tesla’s stellar rise once all the legacy manufacturers catch up with their equivalent technology and how Tesla will then differentiate themselves? Either way, Tesla have sparked an electric car revolution and a new dawn for what was the motorcar has begun.

© Nick Johnson Motoring Writer, Road Test Reviewer & Car Consultant.

For those who always turn left whenever they board a flight, the Range Rover Autobiography Black aims to bring a touch of business-class travel to the road. We elected to test whether this could be the executive express that is the jack of all trades and the master of all:

Priced from £110,150 (price as tested in Autobiography Black specification: £143,400)

Statistics: 0-60 MPH in 6.9 seconds, 32.5 MPG Combined, 339 PS, 229g/km.

Available: Now

The Range Rover is hardly known for its diminutive dimensions and if you thought that the biggest could not get any bigger, then you will need to think again with the launch of this new Long Wheelbase version. The standard Range Rover despite its size cannot offer the limousine-like levels of rear space that other luxury saloons can. This Long Wheelbase version counters this by offering a 200 mm extension at the rear but also allows the Range Rover brand to be further taken upmarket by offering the type of interior layout that one would normally associate with a marque like Bentley. When you consider that over 80% of all Range Rovers sold are exported, often into key emerging markets where status is attached to being driven rather than driving yourself, it makes sound business sense that Land Rover target such markets with their most premium of premium SUVs. It is a fast developing market too, with plans by Bentley, Maserati, Lamborghini and even Rolls-Royce to shortly offer competing products. Welcome to the dawn of the Über-SUV.

The Long Wheelbase model you see pictured here is the flagship Autobiography Black version, which has since been succeeded by the SVAutobiography model. Finished in Loire Blue and complimented by a Navy and Ivory interior with an Ebony Macassar veneer it was a textbook example in restrained good taste. There was nothing restrained about the rear interior though which was better appointed than my lounge at home. Thanks to an Executive Seat option (£2,500), both rear seats could recline by 17-degrees at the touch of a button and could reach the parts that others could not by offering not only heating and cooling, but also an in-built massage function to soothe away those hectic days. One’s inner calm could also be further restored by reaching for the in-built Champagne chiller complete with necessary flute storage to toast to perhaps another successful day in the office. Throw in a Rear Seat Entertainment pack (£1,500) which offers each rear passenger their own screen, complete with wireless headphones so that they can fully immerse themselves in their favourite DVD or digital TV programme and you have a back-seat that is a haven for peace and tranquility.

When the focus is more on business than pleasure, a pair of electrically deployable tables can be summoned at will to glide silently out of their central storage unit to provide a mounting for your laptop or tablet whilst offering integrated USB sockets so that you can charge whilst on the go.

Elsewhere the interior is classic Range Rover which emphasises heavily on British Craftsmanship with perforated Semi-Aniline leather that is buttery soft to the touch and expensive smelling to the nose. The mixture of wooden veneer along with exquisite aluminium details make it a very elegant living space that feels incredibly spacious thanks to a high leather-lined roof, large side windows area and a full length panoramic roof.

After dark the interior ambiance glows according to your mood thanks to a large array of different mood lighting shades. Devilish red, hot pink or contemporary purple (my choice) to name but a few are only ever a dial turn away. Combine this with a 29-speaker, 1700 watt Meridian Audio that can make your hair stand on its end and you can have a night out without actually leaving the car.

The front passengers are not forgotten either thanks to Land Rover’s acclaimed ‘Dual-View’ central touchscreen, which allows the passenger to catch up on the television news whilst the driver simultaneously follows the satellite navigation on the same screen. Very, very clever.

When it comes to departure you simply pilot this land-castle as to which way you want to go, as saying that you drive a Range Rover tends to undermine the wonderful commanding driving position that it offers. You sit up high and upright which affords a great view of the road ahead and despite its size, it never intimidates. Of course there may be some sweaty palm moments when say manoeuvring in a multi-storey car park, but out on the open road progress is effortless. The steering is direct and the handling is not the sailing boat affair you may imagine, thanks to an all-aluminium construction which keeps the car’s mass surprisingly well controlled. The TDV8 Diesel engine is fabulous offering locomotive levels of pulling power combined with a turbine-smoothness. Fuel economy is better than you may expect as well. Coming back into London after a lengthy motorway journey from the Midlands, I was within a whisker of achieving 40 miles per gallon. For a car of this size, that is extraordinary. Yes you can have a petrol V8, but the diesel offers such an enticing proposition that it renders the petrol version, at least in the UK, redundant in my view.

Externally there are more design flourishes for this flagship Range Rover to mark it out from the rest of the range: Unique 21 or 22 inch alloy wheels, the option of two-tone paint, clear LED rear lights and additional chrome work. These little touches all add up to help distinguish this as being the most premium of premium SUVs.

What has always made the Range Rover so special of course is its go-anywhere ability. After all, here is a car that can wade through water at depths of nearly one metre and despite the extra dimensions this Long Wheelbase version retains this incredible off-road capability. Of course the likelihood of a busy executive commanding his driver to make haste into the nearest river is unlikely. However, as with the fire blanket in your weekend retreat, the chances are you will never use it but the fact that it is there is comforting. In somewhere like China though where the road network is of a very poor condition outside urban areas, such ability will be used more often than not, which is why SUVs are in such demand there.

The only downside in offering all of this ability is that getting in and out gracefully is not as easy as with a conventional luxury saloon. There is an ‘Access Mode’ which lowers the suspension to facilitate ingress but nevertheless it is still quite a step up. That said if HM Queen Elizabeth II manages it with her Range Rover, then there is no reason why the rest of us should struggle.

My only other possible complaint is that the large wheels on our test car (22 inch) tend to hurt the low speed ride around town, which is surprising given this particular Range Rover’s likely urban domain. But this is the price you pay in having such attractive wheels fitted, which really help to bring out the design attributes of the car. Once up to speed though the air-suspension provides all the cushioning you could ever need, offering a magic carpet-like ride where the only body movement you feel is your own as you stretch out into your reclined, heated and massaged seat.

The Range Rover is the ultimate luxury vehicle that elevates itself above the competition by being the only such car that can whisk you to city meetings in the week and salmon fishing in the wilds of Scotland come the weekend. The fully-electric split tailgate even doubles as a handy perch for two when strapping on your pair of Hunter Wellington Boots.

Make no mistake, until the new Rolls-Royce or Bentley SUV’s arrive, this is the luxury car that is the jack of all trades and the master of all that it surveys.

© Nick Johnson Motoring Writer, Road Test Reviewer & Car Consultant

2014 Jaguar F-Type Coupé

Price from £51,250 (price as tested £73,395)

Available: Now

Jaguar new F-Type Coupé joins alongside last year’s Convertible model and is promised to be their most dynamic model yet. This makes choosing between them a daunting prospect. In favour of the Coupé is the £7,000 reduction in price when compared to the Convertible on a model for model basis and the added practicality that comes with offering a much bigger boot, meaning that unlike the Convertible, you won’t need to resort to vacuum-packing your luggage in order to go away for the weekend. The Convertible will undoubtedly blow away the cobwebs from behind your ears, but the Coupé with that perfectly proportioned posterior will make grown men weep every time they clap eyes on it.

The range starts with the £51,250 F-Type Coupé which uses a 3.0-litre V6 Supercharged engine (340 PS) which is connected to an excellent ZF 8-speed automatic gearbox (complete with steering wheel paddles) offering effortless performance. The 0-60 mph sprint is taken care of in a swift 5.1 seconds and there’s nothing entry-level about an electronically top speed limited to a 161 mph.

The car pictured here is the F-Type S Coupé, which starts from £60,250. In return for the £9,000 increase over the entry-level model, Jaguar undertake some electronic wizardry to the same engine to up its power to 380 PS which reduces the 0-60 mph time to 4.8 seconds and increases the top speed to 171 mph. The ‘S’ also offers more powerful brakes, sports suspension, a louder exhaust and a limited slip differential for those of us who like to wag our tails when driving. The flagship R Coupé offers a 5.0-litre V8 Supercharged engine (550 PS) which could corrupt even the most saintly of individuals such is its power to lure you over to the dark side. Hang on tight and the 0-60 mph dash is dispensed in a Jaguar’s whisker under 4.0 seconds whilst the top speed is raised to a prison-sentence-in-waiting 186 mph.

Our test car came festooned with over £13,000 worth of extras, giving rise to the suspicion that Jaguar has just completed a stint at the Porsche finishing school of expensive options. Options of note were the Performance Seats (£1,450), the Panoramic Roof (£1,250) and the 12 speaker, 770 watt Meridian Surround System (£1,700). Consider yourself suitably warned about treading lightly down the spec sheet when putting together your perfect F-Type.

The options on our F-Type were undoubtedly expensive but they were a textbook example in good taste and sophistication. The metallic paint (Dark Sapphire £700) and upgraded 20 inch wheels (Tornado Silver £1,250) emphasised those fine lines and the public verdict was unanimous wherever we went. We were let out of junctions, given the thumbs up multiple times and had people begging us for the keys. Try driving another £75,000 sports car, from I don’t know, Stuttgart perhaps and see if you are afforded the same courtesy.

The Coupé also benefits from the same designer touches as its Convertible cousin, including the recessed door handles that pop out to greet you when the car is unlocked, the Jaguar script a-la-E-Type which sits atop the retractable rear spoiler and the chromed Jaguar side vents.

On the note of that spoiler, it rises at speeds of over 70 mph and stays extended until you dip back below 40 mph and is a necessary evil to maintain high-speed stability. But please, never park your F-Type Coupé and manually extend it, otherwise I will personally have you tried for crimes against humanity in destroying that pristine teardrop shape.

Climb on board and again those £13,000 worth of options feel well spent with an airy cockpit thanks to the light Mineral leather and optional glass panoramic roof (£1,250) which bathes the interior in light. Fit and finish is top notch with perfect panel fit and arrow straight contrasting stitching. Gold accents to the starter button and steering wheel paddles, along with the tactile rotary heating and ventilation dials finish the job in making the interior feel suitably special.

The sports car setting is emphasised by the interior design which favours the driver and helpfully provides the passenger with a grab handle to hold on tight. The Performance Seats also completes the scene, adjusting in all manner of ways whilst providing optimum support no matter how hard you drive.

One of the advantage of the F-Type’s supercar like dimensions is that it allows plenty of space between driver and passenger, providing that perfect balance between cosy and intimate. It is not all perfect though, with some material choices feeling decidedly low-rent, the flimsy cup-holder storage tray for example would feel out of place in a Ford Focus, let alone a £75,000 Jaguar. The steering wheel paddles should also be solid metal as opposed to the rubberised plastic you get in here. Details like this Porsche will always get spot-on and Jaguar do need to raise their interior consistency to match those ruthlessly efficient Germans.

The centre touchscreen is used for all of your information and entertainment purposes and many complain that it is slow to operate, but I personally found that it worked well, connecting my phone with ease and allowing me to play DJ to my hearts content. The graphics do need to be upgraded though, but I hear that a new system will be offered shortly.

If you have read the reviews on the F-Type Convertible you will know that it is a proper sports car, so the promise of the Coupé being a notch above thanks to its stiffer construction is an enticing proposition. In truth you would be hard pressed to tell the difference though in day to day driving. There is a subtle difference with the Coupé seemingly offering a better connection with the road which gives you the confidence to push it that little bit harder. Turn-in to corners seems more planted when compared to the Roadster too. But the overwhelming character of F-Type is the engine. This particular iteration of the Supercharged V6 is a masterpiece, offering a creamy power delivery with a noise that like a fine wine assaults the senses, with undertones of classic E-Type straight six, a hint of muffled supercharger whine, finished off with a delightful 21-gun salute from the canon sized exhausts at the rear. As theatre goes it could put on its own show in the West End!

The steering is quick and responsive and thanks to the relatively light aluminium construction, blesses it with a nose that is always eager to attack the next bend. Never mind Strictly, this is your perfect dance partner and the interaction between steering and throttle means you quickly fall into a nice flow as you glide from bend to bend. Jaguar offer three driving modes to suit your mood: Normal, Dynamic and Winter. Normal is the F-Type’s default setting, switching to Dynamic mode turns the dashboard dials the same colour as the devil sitting on your shoulder, stiffens the suspension, turns the exhaust note up to 11 and quickens the throttle response. Winter mode is for difficult driving conditions and restricts the F-Type’s power delivery to improve traction.

The Coupé is not all show and go though, as when it comes to slow, the brakes are superb in feel and particularly resistant to fade too allowing you to use their full brute force time and time again. The 8-speed automatic gearbox is f-for-fabulous and even for me, who prefers his sports cars of the manual variety, it was hard to not be persuaded by its swift execution. Gear changes are lightening fast and in keeping with the theatre, the throttle is blipped every time you down-shift resulting in more artillery fire from the exhaust. It can function as a manual too holding on to the gear for as long as you dare in Sport Dynamic mode, even bouncing off the rev limiter if you want to play real hooligan.

Do not think of the F-Type Coupé as simply a modern version of the XK model, this is a proper sports car and the ride is firmer than you first may imagine. For some traditional Jaguar customers it may be too much, but many will find it an acceptable trade off in return for the exemplary body control and superb handling.

Unless you really want to feel the wind in your hair, this is the F-type to buy. It is cheaper than the Convertible, offers more luggage space and looks even better. It is not cheap, but looks good value when measured against an Aston Martin Vantage which is more expensive and an older car. When measured against a Porsche Cayman, on first sight it may seem expensive, but the F-Type remember offers the comparative performance of the 911 not the Cayman.

The V6 S model tested here is undoubtedly the sweet spot of the range and the model we recommend. As the current marketing slogan says “It’s good to be bad” and the F-Type certainly corrupts with its combination of addictive power and laugh out loud noise. It has a character to make every journey an event and offers all of this in a body that oozes desirability. It is not only the best driver’s car that Jaguar currently makes, it is one of the best driver’s car currently on sale today. Never mind bad, it is superb.

© Nick Johnson Motoring Writer, Road Test Reviewer & Car Consultant.

Being offered a drive in McLaren’s latest supercar, is a big tick in the life box. At this point I would love to say that it all took place under crystal blue skies, but you cannot have it all, Or can you? After driving McLaren’s new 650S, I think it is entirely possible and yes the roof stayed down regardless of the fifty shades of grey above:

2014 McLaren 650S Spider

Price from £215,250 (price as tested £263,850)

Available: Now

In line with McLaren’s continual development philosophy, the 650S is the replacement for the blandly titled MP4-12C, a name that never exactly rolled off the tongue! The 650S is currently McLaren’s entry-level supercar, until the new 570S arrives later this year, but study the above and you will see there is nothing ‘entry’ about its price nor its performance: 0-60 mph in under three seconds and if you keep your foot down in another five seconds you will be doing 124 mph. Never mind supercar, this is a hyper-car. Top speed is pegged at a dizzy 204 mph. The ‘650’ title denotes the engine’s power output when measured in German ‘PS’ form, or 641 BHP in old money. What really matters though is that this is more power than you get with Ferrari’s 458 even when in savage-stallion Speciale spec.

The 650S like its predecessor is available in coupe or convertible (Spider) form and is powered by a 3.8 litre twin-turbo V8 all encased in a carbon-fibre tub making it both light on its feet (1370 Kg without fluids) and incredibly stiff.

McLaren will say that the swift replacement of the 12C is due to a number of factors, but in truth the old car although well received, was often criticised for being a touch bland. By contrast, when McLaren launched the £1 million flagship P1, it arrived to near adulation with its combination of space-age looks and its re-writing of the performance rule book. McLaren wisely decided to sprinkle some of this P1 magic over its entry supercar, tweaking the design and upgrading its performance features to come up with the more passionate 650S you see here. Make no mistake this is not merely a cosmetic overhaul, a quarter of the components are new, carbon ceramic brakes are now standard, the engine although never wanting for power previously, was ordered to bulk up and the exhaust has been tuned to make the 650S sound like the fire that it has in its belly.

Our test model was finished in the blink-and-you’ll-miss-it Mantis Green (special paint upgrade £1,820) with an interior lavished in Carbon-fibre and Alcantara. The Spider offers a retractable folding roof that goes from enclosed to open-air in 15 seconds. McLaren also promise that the Spider offers no dynamic penalty when compared with the Coupe.

Walk up to the car and the P1’s influence is obvious immediately, with a new frontal treatment that looks like it has been lifted straight off big brother, with the same striking all-LED headlight design that is meant to evoke the swoosh of McLaren’s logo. See one of these streaking up behind you and you won’t be able to tell whether it is the £1 million flagship or the 650S bearing down on you, either way, you’ll be moving out of the way.

The profile and rear of the car remain unchanged from the 12C which has drawn criticism from some quarters, as it can make the 650S appear like it is two different cars joined together. I tend to agree as the design is not as cohesive as it is on the P1.

Getting into the McLaren is always an event thanks to the dihedral doors and you sit Lewis Hamilton low in the fixed-back carbon fibre race seats (an option at £5,120) which are a gift from the gods in being wonderfully supportive and yet surprisingly comfortable. You come to appreciate the minimalist style of the interior too with its lashings of Alcantara and Carbon-fibre. Straight ahead you have a steering wheel that is thankfully free from distracting buttons and it even brings a touch of F1 magic by being tailored to the same requirements that Lewis demands on his weekend Company Car. It offers a bespoke feel with a welcome absence of parts-bin specials, unlike Ferrari who tend to beg, steal and borrow off Fiat.

Press the Start button and the acoustic fireworks are muted, as unlike a Ferrari and a Lamborghini, the McLaren doesn’t feel the need to advertise your impending departure. Push the gearbox into Drive and the McLaren responds like any normal car. The long throttle travel allows for measured inputs and a great view ahead means you can place the car exactly where you want. Combine this with an exceptional ride quality and a 7-speed gearbox that works perfectly as an automatic and you have a supercar that grandma could drive down to the shops, providing that she could master getting in and out with a degree of dignity.

But of course there comes a time when you can resist no longer, so as the road opens up you flick down a couple of gears and push pedal closer to metal. What happens next is to feel like you have been thrown down the road with no real recognition of how you arrived there. With a Ferrari 458, the engine shrieks and howls angrily behind you, which adds to the sensation of speed and acceleration. The McLaren by comparison, just engages warp factor and rockets you down the road. It makes for an intense experience as your brain simply has difficulty in catching up and computing what the hell has just happened. I have never driven a car where the increasing speed numbers flash up before me quicker than I count them in my head. Thankfully the carbon-ceramic brakes scrub off excess speed with ease, offering a firm pedal feel full of feedback. There is also an Airbrake at the rear that swings into action when you really need to drop the anchor.

All of this is not to say that the 650S is without drama, there is still the supercar soundtrack to accompany your rapid progress, but the McLaren just gets on with the job of piling on the speed. The Ferrari wants the whole world and his wife to know how quickly you are travelling.

Handling-wise, given that the roads were quite damp, together with the fact that I had just signed a disclaimer to say that if I damaged it, I’d be paying, I can only report that the 650S reacts instinctively to steering inputs. Like a Spitfire pilot, it feels like you wear a 650S as opposed to just simply sitting in it. It can be tuned to angel or devil, with different modes for the chassis and powertrain (Normal/Sport/Track). Needless to say given that disclaimer form, I wisely left the 650S in its default ‘Normal’ setting.

To properly explore the 650S you really need a racetrack as the public road will only ever allow you to scratch at the surface of its abilities. Tellingly when I returned to my McLaren pit crew, ok, the PR team, I explained that I never got chance to use full-throttle on my drive, their response was: “I should bloody-well hope not on the road”.

With the 650S you really can have the supercar all. It offers the looks, gives you a track-day beast or commuting beauty and makes every journey an event. Sadly the only thing it cannot provide are the funds necessary to buy one.

© Nick Johnson Motoring Writer, Road Test Reviewer & Car Consultant