One of our more unusual prior engagements came from a client who wanted us to manage the complete restoration of an Alvis Stalwart, a British Army vehicle from the 1960s, affectionately known as a ‘Stolly’ by the serviceman who operated them.  These complex machines are 6-wheeled in configuration and were used as a load carrier by the British Army from 1966 until 1992. Critically, they offered amphibious capability, which allowed this 14-tonne truck (fully loaded) to travel at up to 10 km/h in water and up to 62 km/h on the road, although it would take a brave squaddie to try and verify that top speed as they rarely track straight when driven!  This dual capability meant that a bulk of Stalwarts in the hands of the British Army were stationed in former West Germany close to the River Rhine so that they could re-supply operational units in case of a Soviet invasion from the East during The Cold War. Once decommissioned many Stalwarts were scrapped but some were sold to private enthusiasts who had great ambitions to operate them privately for fun. However, given their complexity (intricate transmission) and huge running costs (8-cylinder petrol engine), think gallons to the mile not the other way around, owners often found that any idea of fun quickly dissipated. Consequently, many were quietly forgotten about and if there is one thing that Stalwarts do not respond well to, it is sitting idle for long periods of time. Which brings us neatly to our project Stolly, an early Mk 1 example that had sat in a field exposed to the elements for the best part of 15-years and which required a heavy-duty tractor to begrudgingly drag it out of its retirement.

Once delivered to restoration experts ‘Track & Wheel’, it was clear that bringing her back to her former glory was going to be an intense project with generous amounts of welding, copious amounts of replacement parts, extensive testing, wheel replacements along with multiples of blood, sweat and tears. In total, the project took 9-months to complete, which included a full zero-to-hero programme that restored all her former capabilities, including her famed ‘swimming’ ability. A lot of private Stalwart owners never swim their examples out of fear for things going wrong and when you take a 9-tonne truck into the water things can deteriorate rather quickly. To protect against this unsavoury possibility, an extensive water test procedure was enacted to ensure that when the time came to dip her tyres into the water for the first time, all the seals would function as they should and critically, the water propulsion units would stay operational whilst she was partially submerged. Should the vectored thrust from these units fail, there is only one direction the Stolly will travel in and that is most likely downwards.  Thankfully, our Stolly performed admirably on water test day and despite the audible gasps that filled the air as she left the safe haven of the jetty, transitioning from tyre motion to flotation in the process, there was a huge amount of satisfaction to be gained from seeing her power through the water for the first time.  The disbelief on the faces of the local fisherman at the water’s edge on the other side of the lake will stay with us for a long time.

Finally, prior to delivery, we put our Stolly through multiple high-speed runs at a retired military base to test both its on-road and off-road performance.  Despite their size, Alvis Stalwarts are extremely manoeuvrable thanks to their six-wheel drive setup and their Rolls-Royce engine offers real power and as it turns out, provides huge backfires from the exhaust when running hot.  Whether those mini explosions brought back fond or haunting memories to any local residents within earshot shall remain a mystery to this day.

The conclusion of the project culminated in shipping the better-than-new Alvis Stalwart to our client so that he could make full use of it on his estate. Despite the steep learning curve, we had all come to harbour great affection for this particular example and witnessing the transformation from abandoned and unloved truck to fully operational Stolly made it the most satisfying client handover we have had to date.

Further information on the Alvis Stalwart is given below and if we can assist you in any form of restoration management, then do not hesitate to contact us

© Nick Johnson, Car Consultant & Founder of AutoPrivé

Origin:United Kingdom
Type: Tactical truck/High Mobility Load Carrier (HMLC)
Developer: Alvis
Engine: Rolls-Royce eight-cylinder water-cooled, 6.5 litre petrol engine.
Production: 1966 – 1972 (series production)
Number produced: 1.110 in total (140 Mk 1, incl 15 prototypes, 970 Mk 2)
Users:
Austria
Germany
Italy
Sri Lanka
Sweden
United Kingdom

From 1962 – 1964 only 39 examples were built of Ferrari’s mythical homologation special (GTO stands for: Gran Turismo Omologato) and only on rare occasions do they ever publicly come up for sale. The last time was 2018 when one such example sold at auction for the aforementioned record-breaking $48.4 million (c £38.8 million). Nick Mason of Pink Floyd famously paid just £35,000 for his example in 1977 (pictured above) and even then he thought he had overpaid!

According to the Knight Frank Luxury Investment Index (KFLII), the classic car market has risen by a healthy 194% in capital appreciation between 2010 to 2020. However, when looking more recently, there has been a fall of 7% in the last 12 months. I expect this downward trend to continue due to the ongoing impact of the Covid-19 virus combined with a cooling of the classic/premium car market in general. The advantage of this is that it puts buyers back in the negotiating driving seat and away from the super rarefied world of Ferrari 250 GTO ownership and other classics that inhabit the Concours d’Elegance meets around the world, there are still purchase opportunities that exist  that will help you avoid the imminent price corrections that are already occurring in the conventional classic car market.

Linking the above with the two questions I get asked the most, namely: “Is there still merit in investing in the classic car market in light of recent falls?” and “What cars should I be buying now?” My answer to the first question remains yes, but it depends upon your objective. If your hope is to buy now whilst the market is depressed and then double your money in a matter of years, then look elsewhere as those days are long gone and will not be repeated. If however, you have always hankered after a particular classic and want somewhere relatively safe to invest your money, insulated from the effects of depreciation, then read on.

In terms of what cars to be buying now to enjoy depreciation-proof motoring, with the ‘possible’ scope for gradual value increases then attention must be on the last generation of analogue cars (think normally-aspirated engines i.e. no turbo combined ideally with a manual gearbox) and the so-called ‘Youngtimer’ / ‘Modern Classic’ market (cars from the 80’s, 90’s and early 00’s).  Whilst ignoring the over-heated (read: over-priced) Supercar Market from these eras, there are still some car models from the eighties to the noughties that offer good opportunities for a safe investment.  Rather than go into specifics, I have instead listed my top five attributes of what to look for in order to help keep your investment secure:

1. Limited Edition – Make sure the car was built in limited numbers. Any of the following Porsche models are good safe havens for your capital: 987 Boxster Spyder/Cayman R or alternatively, for a true analogue race car for the road, the Porsche 996 (911) GT3. Priced from £40,000 (Boxster Spyder/Cayman R) or £65,000 (996 GT3):

2. Star of the Show – If a car has starred in a famous movie/TV show or adorned the computer screens of countless Millennials this will certainly help. James Bond’s Aston Martin DB5 is a perfect vintage example of this, but values of these have already skyrocketed and are due a correction. The later DBS model especially in manual form from the 2006 Casino Royale blockbuster is a better bet or a V12-Engined Vantage model, again in manual form. Priced from £85,000 for a desirable DBS or V12 Vantage example:

3. Manual Shifting – A car with a manual gearbox (if it were available with one) will always be worth more than the equivalent paddle-shift/automatic gearbox as it offers a more analogue driving experience. A Ferrari 355 (also of James Bond Goldeneye fame) with a manual transmission is worth about 25% more than an example with the early F1 paddle shift box. Desirable models are priced from £80,000:

4. Last of its Kind – If the car is an end-of-the-line model it will help to resist the effects of deprecation with possible future growth in years to come. The 1997 Bentley Continental R Mulliner was one of the last Bentley models manufactured independently by the company before it was later taken over by Volkswagen. Priced from £70,000.

5. Brand is Best – Having a desirable badge on the front hugely increases the chance of a car being deemed a classic in time, which will certainly help to protect any investment. According to HAGI (Historic Automobile Group Index), classics with a Porsche badge on the front have performed the best in the last ten years with on average a 24.2% rise in value:

Some notes of caution though, give careful consideration on how you intend to use any ‘Modern Classic’ as you may well find that you have to pay a premium to drive the car into urban areas, London being a prime example of this with the recent creation of its Ultra Low Emission Zone (ULEZ).

The ULEZ commenced in April 2019 and is set for further expansion in 2021 and applies a daily charge of £12.50 to cars built before 2005 due to their associated higher emissions (classic cars built before 1979 have an exemption). The daily fee is in addition to the Congestion Charge and they both share the same area of coverage.  It is worth noting that I expect other cities in the UK and in Europe to adopt similar measures in time and therefore you would be best to enjoy any modern classic (pre-2005) out on the open road instead.

Finally, cars are temperamental beasts that require plenty of specialist care to ensure that they remain fighting fit. Therefore, an annual slush fund relative to the car’s original value is a must to cover annual maintenance and unforeseen costs.  Just because a car is now relatively cheap to buy does not mean it will be cheap to run. A lot of our clients will engage us to arrange secure storage and conditioning so that they can rest easy knowing that their pride and joy is tucked up, plugged-in and regularly exercised. Others will wish to use their car to its full ability and be trained on how best to do this, which is why we can also arrange one-to-one driver tuition should a client wish.

No matter which vehicle you choose this is one piece of art that can literally move you in ways that no static piece on the wall can compete with, so buy what you like and what you will enjoy using.

For further information on any of the above, or how we can assist you in sourcing any of the listed vehicles or any other classics, then do not hesitate to contact us.

© Nick Johnson, Car Consultant & Founder of AutoPrivé

Unfortunately, those orders are unlikely to be met any time soon, as Jaguar Land Rover has pulled the plug on this the project, called Jaguar E-Type Zero. However, there are still ways for drivers to indulge in classic motoring, without contributing towards the very modern problem of climate change. AutoPrivé offers its clientele a wide range of services, from vehicle sourcing and restoration, through to importation, export, storage and consignment. ‘A client might come to us to get hold of a certain car,’ says Nick. ‘We might protect their privacy if they’re in the public eye, work on restoration if it’s a classic model, or assist with the bureaucracy of the ownership side. Often, they will then come to us when they want to sell their vehicle.’

Though Nick does deal with some dedicated car collectors, many of his clients are wealthy individuals with a passion for nice vehicles, but limited enthusiasm for the shortcomings of old automobiles. ‘Many of my clients think, I’ve always wanted a classic car, but I’ve been put off by the maintenance and lack of reliability,’ he says. Indeed, some have learned the hard way. Nick can recall a period a few years ago when many on the London scene wanted a certain model of Mercedes from the 1960s. ‘They were incredibly elegant cars; they looked wonderful,’ he says. ‘But, inevitably, clients would spend a lot of money on the car, go away on an assignment, return to their garage three weeks later, and it would have leaked oil, or the battery would be flat. Interest in having such a vehicle dries up pretty quickly.’

Fortunately, there are now a handful of classic car restoration firms in the UK, US, and continental Europe that specialise in turning vintage petrol models, such as the Jaguar E-Type, into fully functioning electric cars. Post-conversion, expect to find the electric motor, fast-charging batteries and regenerative brakes you might typically see in a Tesla or other electric vehicle. These conversions not only improve a classic car’s reliability, but they also help to ease a driver’s conscience in a world increasingly concerned with CO2 emissions.

‘A Normal E-Type or classic Mercedes will look exquisite, but for some people, the moment you drive off, the car will often leave behind a nasty impression either because of the exhaust fumes or the smell of petrol,’ says Nick. ‘That doesn’t sit right with a lot of clients today, who are often in the public eye. Electrification removes that aspect.’ Of course, an electric motor with batteries will not slot neatly into every car. Electric motors are often lighter than their petrol or diesel counterpart, but the battery packs are heavy and therefore integration into an elderly vehicle chassis is a challenge.

Though Nick has come across some classic Minis that have been electrified, he doesn’t recommend the conversation of comparatively cheap vehicles, as the costs are relatively high. Similarly, he has yet to come across a Ferrari that has had its engine removed and replaced with an electric version. ‘I think the engine is such an integral part of those exotic Italian thoroughbreds.’ He also says that some very traditional car restoration firms won’t take on electrification commissions. ‘They view the process as sacrilegious,’ he explains. ‘It’s taking the heart out of a classic, and in their view replacing it with a soulless engine.’

Yet Nick argues that more progressive restorers can work around a heritage model’s limitations and a client’s expectation, finding the right electric motor and dashboard to suit both contemporary and classic tastes. ‘A lot of work has gone into adapting, say, an old rev counter to display amps instead, or a fuel gauge to indicate the range left in the batteries,’ Nick explains. ‘You glance at the dash, and you really cannot tell it’s an electric car.’ Not that there’s any shame in going electric. ‘I think this process rejuvenates classic cars,’ he says. ‘The classic car audience tends to be quite mature, while the demand for this sort of new technology and reliability is often younger.’

He also understands how a well-made electric classic car could allow younger drivers to distinguish themselves in cities such as the British capital. ‘Lamborghinis and the like are commonplace in London, but if you’ve got a silent Jaguar E-Type, you will really stand out as you glide past,’ he argues. And while the conversion work is still in its infancy the pace of development is moving quickly and AutoPrivé can already cater to a wide range of classic conversions.

For those ever so slightly nostalgic for the days of fossil fuels, the old engine can be preserved as a kind of artistic memento. ‘The engine can be mounted on a plinth so that the client can show their son or daughter,’ explains Nick, ‘and say ‘that used to power the car.”

For more information on electric classic cars, speak to Nick Johnson @ AutoPrivé click here: Contact

© Alex Rayner, Noted Magazine for Quintessentially Lifestyle Management

What inspired you to start AutoPrivé?

Having been involved in finding cars for clients for over fifteen years, invariably I found myself being tasked with other aspects of car ownership such as arranging storage, transportation and assisting with maintenance requirements. Whilst this naturally saved my clients time, I was shocked at the sheer length of time it often took to arrange a simple inspection with a car dealer for example. I realised that such ownership services would be a huge value-add for busy individuals and that this could be expanded to form an automotive concierge service. It was from this that AutoPrivé was born, offering one point of contact for its clients and using suppliers that had been pre-vetted to ensure a seamless, reliable and personal service.

What’s the most interesting car you’ve sourced throughout your years in the business?

One car became particularly interesting because of the request that preceded it. A client called us one evening after watching Top Gear saying how he wanted to buy the sports car that he had just seen, a not uncommon request, until he then mentioned that he wanted the exact car that had been featured. Not only that but he wanted it in six weeks’ time in time for his house-warming party. Fortunately, we knew the director of the niche British manufacturer and after engaging him in the fine art of persuasion he agreed to sell but only on the provision that he could hold on to the car for another three-months for promotional purposes. The client accepted the delay but as luck would have it the completion of his house was pushed back and his new car was delivered in time for the celebrations. Our contacts all helped us to make it possible, but Lady Luck conspired to give us the time to deliver.

Your sourcing services are available through a network of contacts worldwide.  What’s the most unusual/unexpected country you’ve sourced a vehicle from? 

Sourcing and then exporting a classic Mercedes sports car out of Libya and into Europe was one of our more unusual briefs. The first headache was getting into the country during the conflict to inspect the car and then the next challenge was to navigate the endless bureaucracy to get it out safely and importantly intact! The key throughout the whole process was having local contacts on the ground who could not only be relied upon but who could also assist with streamlining all of the domestic processes. This is why our network of contacts are so important. 

Is there an approximate timeframe for vehicle sourcing, and if not, what factors does this depend on?

The timeframe is hugely dependent on either the client or the car in question and often involves a combination of the two. If we have a request for a new Range Rover for example, we can usually process this and arrange delivery within a couple of days. Factors that can extend the timeframe relate to whether the client wants a specific combination of options. With a brand-new car this may lead to a factory order which could take 10- 12 weeks between enquiry and delivery. At the other end of the scale, we are currently assisting a client who wishes to purchase a rare classic car that will most likely take in excess of 6-months to source due to the low built numbers. Thankfully the client understands this and she is happy to give us the necessary time.

You not only source vehicles, but also assist with the selling process.  Was this service available from the beginning or was it incorporated at a later date? Assistance with the sale process was always part of our service offering, in keeping with our ethos of offering one point of contact to the client for all of their automotive needs.

When did you begin to offer the other vehicle related concierge services and which of these is highest in demand?

Linked to the above, from the outset I wanted AutoPrivé to go to market as an automotive concierge service so that we could continue to look after our clients during their ownership tenure. The most frequent requests we get are to arrange secure storage, as many of our clients have purchased a car as an investment and therefore want to keep it in prime condition.

We also often get tasked with moving cars from one location to another, especially during the summer holidays or when a car requires servicing.  Other requests include professional driver tuition for those clients who want to make the most of their vehicle as well, car detailing and automotive photography for owners who wish to create a special tribute to their car.

Lastly, what’s your dream car?

A question that I often get asked and one that never gets any easier, but after experiencing a client’s example it would have to be a Pagani Zonda Roadster. I have been fortunate to meet Horacio Pagani (Company founder) a number of times and his cars perfectly express his ethos of mixing art, engineering with a generous helping of Italian flair. Pagani Zondas have also proven to be a worthwhile investment and therefore offer a rare case of when both the heart and head can emphatically say yes.

To contact Nick Johnson @ AutoPrivé, click here: Contact

Price from £34,730
Price as tested £59,665
Available: Now

The premium SUV (Sport Utility Vehicle) market is for luxury car makers what the Oscars after-party is to celebrities: each is desperate to get in on the action. When Porsche launched their Cayenne SUV they went from zero (profit) to money-making hero. Just making sports cars is like owning a selection of race horses, they look impressive but are extremely difficult to make money from. SUVs on the other hand, can be a licence to print money, as buyers love their practicality and looks. This explains why we have SUVs from unlikely heroes like Bentley, Maserati and now arriving late, albeit fashionably so, is Jaguar’s F-Pace.

The F-Pace range starts at £34,730 in the UK and is launched with a range of new engines that major in efficiency. That last word is rarely associated with an SUV but to Jaguar’s credit the F-Pace is predominantly constructed out of lightweight aluminium. This means that the base 2.0 litre 4-cylinder diesel engine (163 PS 0-60 mph in 9.7 seconds) with manual transmission offers economy of close to 60 miles per gallon as well as low CO2 emissions of 126g/km.  You can of course specify a more traditional 8-speed automatic gearbox if you so wish as well as the security of All Wheel Drive (AWD). For greater budgets (from £50,465) there is a choice of two larger 6-cylinder engines, which come in the form of either a 3.0 diesel (300 PS, 159 g/km and 47 mpg, 0-60 mph in 5.8 seconds) or a 3.0 litre supercharged petrol (380 PS, 209 g/km, 32 mpg, 0-60 mph in 5.1 seconds).

That slightly awkward name is derived from pinching the last word from Jaguar’s vintage slogan of: “Grace, Space and Pace” and linking it to the ‘F’ in their sports car model, the F-Type. This a deliberate ploy as Jaguar want to pitch F-Pace as their “most practical sports car”.

Trying to incorporate svelte design language and then applying it to the lofty dimensions of an SUV is a challenge for any design team.  Porsche’s original Cayenne may well have saved the company but it was cursed with looks less catwalk-queen and more should-not-be-seen. Thankfully, the F-Pace avoids the ugly stick by wearing Jaguar’s latest design cues with ease.  From the traditional Jaguar bonnet power bulge through to its pronounced rear haunches and tapered roofline, the F-Pace manages to look much like the feline the company is named after, being both powerful yet graceful at the same time.

Around at the rear the neat light cluster is lifted straight from the F-Type and combined with the F-Pace’s squat stance, which all helps to reinforce the sports car link. It may be late to the party, but thanks to this test model’s optional Italian Racing Red paint complete with 22-inch wheels it is easily the belle of the ball.

Climb inside and were it not for the fact that you sit up relatively high you could be forgiven for thinking that you were sat in one of the company’s sports cars. Unlike most SUVs where you tend to sit perched upright a bit like a Meerkat on look-out duty, in the F-Pace you sit with your legs and arms out stretched just like in an F-Type. This sports car driving position still affords a commanding view of the road ahead – a trait that buyers of this type love. Unlike an F-Type however, the F-Pace is incredibly spacious inside, offering plenty of room in the front and acres of space in the rear. This feeling is particularly enhanced with the optional panoramic glass roof which makes the interior feel incredibly airy.

Ahead of you the dashboard is familiar territory for anyone used to the current Jaguar range with an attractive sweeping dashboard arc, chrome highlights that lend an air of sophistication as well as the rising circular gear selector which adds a welcome touch of drama. The central 8-inch touchscreen removes the need for multiple buttons but it does mean that whilst on the move you tend to point and prod like fumbling for the light switch to the bathroom in the middle of the night, neither of which is conducive to avoiding little accidents.

Talking of prodding, the leather and quality of some of the plastics are still decidedly below par for what you may expect from a Jaguar. Possibly forgivable at the entry level price of just under £35,000 but when dealing with the upper range models at £50,000 + rather inexcusable. Much like in the world of football, the Germans just do this stuff better.

Contrary to popular belief the F-Pace is not simply a re-badged Land Rover as it utilises Jaguar’s own unique aluminium platform. As far as Jaguar are concerned, the F-Pace is an SUV for the road leaving sister brand Land Rover to do all the rough and tough stuff. That is not to say that the F-Pace runs out of talent off the beaten track. Thanks to an optional All Wheel Drive (AWD) system it can cleverly juggle its power between its front and rear wheels to give maximum grip at all times. On top of that there is also a clever traction control (Adaptive Surface Response) that instantly allows you to programme your F-Pace to take on either mud, ice, snow or gravel conditions so that when the going gets tough, your F-Pace (will still) get going.

We were kindly lent the 3.0 diesel S model (from £52,300) to put through its er, paces, and right from the outset you can sense the Jaguar breeding in the way it flows down a road. Thanks to its relatively low weight combined with quick steering it glides effortlessly from bend to bend. Throw in the optional adaptive dampers and it offers tight body control (Dynamic mode) when you require maximum attack mode or eases everything off for a more comfortable ride (Normal mode) when you simply wish to cruise. That said low speed ride comfort can be firmer than you may expect, not uncomfortably so, but the standard 18 inch wheels make for a more cushioned drive.

Something else noticeable at low speeds is that the F-Pace is supercar wide, more so than even a Lamborghini Gallardo at just over 1.9 metres.  Having such a wide track may bless the Jaguar with fine handling but it curses it when you need to manoeuvre in confined spaces.  Like trapping a big cat in a cage, this Jaguar is much better suited to the big wide outdoors where its refinement can really shine.  The 3.0 litre diesel engine offers plenty of power to give instant overtaking ability and unlike the smaller 4-cylinder diesel engines available it is as quiet as Hillary Clinton’s political career and unlike Mr Trumps, beautifully smooth too. Combined with the standard 8-speed automatic transmission gear changes slip by unnoticed or change instantly at the flick of a paddle to devour miles with ease. Fuel economy was impressive at an average 50 miles per gallon on a longer journey proving that budget willing this is the F-Pace to go for. Rest assured however, no matter which engine you choose the F-Pace jostles with the Porsche Macan for first position in the SUV driving stakes.

The F-Pace is by far and away Jaguar’s most practical car – not an especially difficult task from a company that specialises in sports cars and luxury saloons. However, this is a very spacious car even when compared to its nearest rivals (Porsche Macan, Audi Q5, Mercedes GLC).  Boot space is an impressive 650 litres and can be further extended to a whopping 1,740 litres with the rear seats folded.

There is also plenty of space front and rear, but those in the back benefit from nearly a metre in leg room. This is more than a certain Mrs May benefits from in the back of her company Jaguar and means business class travel for either three children or two big kids.

This being the latest and most advanced Jaguar yet with a technology options list that tends to read like “thou shall not give in to temptation” with appealing gadgets such as: Head-Up Display, LED Headlights, a Surround Sound System to name but a few. That said any prospective owner would do well to upgrade to Jaguar’s expensive Touch Pro (£1,780) system, which offers a larger 10.2-inch central touchscreen that features sharper graphics and thanks to a much faster processor it reacts to inputs and gestures instantly. The standard (In Control Touch) 8-inch touchscreen seems like it dates from even a pre-smartphone era where whole seconds can be counted between input and output.

The upgraded Pro system also provides ‘Virtual Instrument Display’ in front of the driver which swaps the conventional dials for a crisp 12.3 inch virtually rendered dashboard. The driver can then configure your display to what you want to see. From virtual instruments that look as crisp and clear as conventional analogue items through to viewing the satellite navigation instruction in all its full 3-D mapping widescreen glory.

Talking of clever displays, Jaguar have also introduced Land Rover’s optional ‘Dual View’ technology that allows both driver and passenger to follow different media on the same central touch screen.

Very clever technology that works by making use of different viewing angles. For example, the driver can follow the navigation instructions whilst his/her passenger can dutifully go all La La Land for Ryan Gosling thanks to the supplied wireless headphones.

The F-Pace also introduces an optional ‘Activity Key’ that looks and acts like a fitness bracelet and yet acts as a set of waterproof car keys whilst the conventional fob is stored safely in the car, making for a cool way to enter the car when the only thing you have on is your swimwear.

Fashionably late as it may be, the F-Pace has wasted no time in flying up the charts to become the fastest selling Jaguar in history. We may all want an F-Type but then pesky everyday considerations like practicality and running costs come into play and thankfully, the F-Pace exists to soften any fall back to reality. It is the best all round Jaguar the company produces, offering grace, space and pace aplenty.

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

Price from: £58,300
Price as tested: £80,100
Available: Now

Ten years ago none of us had even heard of Tesla, but with their Model S you cannot help but wonder whether the bigwigs at other luxury car makers have been caught with their feet up munching on the biscuits in the staff canteen. This is because Tesla for all their youth (incorporated in 2003) have effectively rewritten the rule book on luxury saloons, producing the first electric car which offers a usable real-world range, fast re-charging, supercar performance (0 – 60 mph in 2.8 seconds) and space for seven (five adults and two children). It also offers an autopilot system for the motorway, one small step for the driver (he/she just needs to pull a lever), one giant leap for driving!

The visionary behind all of this is Elon Musk of PayPal fame who now spends his billions playing with big 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 282 miles, 0-60 mph in 5.5 seconds, 140 mph max speed. From £58,300

70D (kWh All-Wheel Drive) = Range of 292 miles, 0-60 mph in 5.2 seconds, 155 mph max speed. From £62,700

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

Priced from: £110,150
Price as tested: £143,400
Available: Now

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.

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

Price from: £51,250
Price as tested: £73,395
Available: Now

J. Lo apparently insured hers and Destiny’s Child even sung about theirs, but if ever there was a competition for ‘Rear of the Year’, Jaguar’s new F-Type Coupé is surely the most bootylicious of them all. Could this be the F-Type model to buy?

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.

Price from: £215,250
Price as tested: £263,850
Available: Now

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:

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