To celebrate winning the Formula One Drivers' and Constructors' Championships for the fourth consecutive year, we ran one of our Formula One cars at one of the most recognised locations on earth.
Perched 210 metres above the sea, on a helipad 24 metres wide, our 750bhp Formula One car became the first to run on the Burj Al Arab helipad in Dubai, United Arab Emirates. Usually reserved for on-track use, the car was involved in a spectacular show of burning rubber and tyre smoke, against a stunning backdrop of the Arabian Gulf, overlooking scenic views of Dubai's impressive skyline.
BGM Sport specialise in restoring and maintaining iconic rally cars, and showed their work at this year’s Goodwood Festival of Speed. eGarage popped by to say hi.
A Ford RS200. A Mk 1 Lotus Cortina. The Subaru Impreza WRX. The mighty Ford Escort. Just some of the iconic models that have rolled through the doors of BGM Sport – formerly Bill Gwynne Motorsport – as eGarage recently discovered.
As well as a shared passion for motorsport, Ian Gwynne and his clients believe rally cars – and more to the point restored rally cars – made for a good return. Since then, both client and collection numbers have soared. Such is the enthusiasm that BGM Sport’s was amongst the most impressive collection at this year’s Goodwood Festival of Speed.
This 1967 Chevrolet Corvette Stingray Roadster has a thumping great 701hp V8 under the bonnet
Hard to believe, given its stature now as a pillar of the muscle community, that the Chevrolet Corvette started out life as a two-door family convertible. And for nine years during the original production cycle, it proved a successful decision. Then along came 1963, a more aggressive coupe design, and that immortal ‘Sting Ray’ moniker – a nod to the 1957 concept racing car of the same name – and the Chevrolet Corvette would never look back.
With good reason too. Sporting a new elongated bonnet, hidden headlights, muscular wheel arches and a divided rear window, the Sting Ray’s looks were derived from Chevrolet’s Q-concept and caught the public’s attention quickly. As does this 1967 Atomic Orange number, which goes under the hammer at RKM Auctions in Abu Dhabi on 2 November. Given the other vast sums of dosh being forked over for other examples in our RKM series, a list price of between $300,000 and $400,000 seems remarkably reasonable. Especially when you consider how much work has been put into this Roadster Pro Touring 700 model.
Already more than $500,000 has been sunk into this Corvette. The aggressive fibre glass bodyshell of the original C2 generation Corvette was impressive enough when it rolled out the factory gates in the early 1960s (usually sportingChevy’s traditional white paint scheme). But work has been done by fibreglass guru Bill Thomas to extend the front fenders by 2.5 inches and the rear fenders by 4.5 inches in a process that takes 3000 hours. It’s a bold look, one coupled with a Midnight Black stripe across the hood matching orange detailing on the rims.
The pièce de résistance of this particular model though is the 500cid V8 growling with furious anger under the hood that replaces the original 327 V8 and which now punches out 701bhp and 677lb ft of torque. At the base is a billet aluminium Katech block, onto which Callies forged-steel crank and Katech forged-aluminium pistons have been added (hence the ‘Katech 500’ branding on the bonnet scoop). Off-the-shelf LS7 cylinder heads were upgraded with stronger springs and titanium retainers then dressed with carbon fibre valve covers, the unit mated with an RPM Transmissions-built Tremec T56 six-speed manual. Hit the loud pedal in Abu Dhabi and chances are they’ll hear the noise at the assembly plant in Missouri.
And if you’re worried that some of this work might not be legit, accompanying documentation and photographs should put your mind at ease. There’s even a few magazines included in which the Vette has been featured in the past.
On the inside you’ll find scratch-built seats featuring a mix of orange leather and double-stitched black Alcantara, designed to make the Corvette’s cockpit a cross between a Lamborghini and a fighter jet says creator Paul Atkins. But what’s truly remarkable – and this is a big claim given the above – is that this 1967 Chevrolet Corvette Stingray Roadster has just 82 miles (132km) on the clock. A souped up classic that’s barely rolled further than the showroom parking lot the could be yours, and for details on that you can check out the RKMCCA homepage.
Rather than pitching the new BMW M6 Gran Coupé against the rivals with which it shares the narrowest of niches, we thought it'd be more interesting to return it to its roots...
There were times in the past when the process of building a single model could almost completely consume a company’s resources – one only needs to look to the M1 for proof of this, its development troubling both BMW and the company originally contracted to build it, Lamborghini.
But with the modular nature of today’s machines, car-makers are clambering over one another to create niche-within-niche products. Take the new M6 Gran Coupé, for example: it’s a four-door derivative of a two-door car, which in turn is an offshoot of the M5. At face value, the £24,000 discrepancy between the two saloons seems difficult to fathom – especially when they share the same 4.4-litre twin-turbo V8 and associated running gear. Dynamically, only a more comfort-orientated chassis setup sets the M6 GC apart, no doubt with intentions of proving its abilities as a four-door GT.
Curves, creases and colours
However, within the price bracket in which BMW has pitched its latest M-offering, people are prepared to pay for style. Arguably, it’s not only better-looking than its coupé and convertible siblings, but also the best-executed design in BMW’s range. Hunkered as far down to the floor as real-world practicality allows, it has proportions which look right from every angle. A mention of the colours worn by our pair of test cars must also be made: Sakhir Orange provides a modern-day take on the hue of its legendary ancestor, while Frozen Silver boasts a striking visual effect which photos seem incapable of relaying.
Arguably, it’s not only better-looking than its coupé and convertible siblings, but also the best-executed design in BMW’s range
Adding to its visual muscle (and partly serving as justification for the financial leap away from the M5) is a carbonfibre roof, which plays its part in lowering the centre of gravity. You might think that a sloping roofline would be a nuisance to the rear passengers, but sub-6-footers are surprisingly well catered for. The near-silence of the engine at cruising speeds further enhances its long-distance credentials.
A grand tour for four
Sledgehammer performance from the quoted 552bhp is to be expected – but more impressive is the linearity of its delivery, in spite of relying on a pair of turbos. Suspension firmness, throttle mapping and steering feel can be cycled through three modes, though the artificial weight provided by the latter is most unwelcome. Most of the time, you’ll be better off leaving these settings in their tamer modes and using the wheel-mounted programmable ‘M’ buttons for spontaneous overtakes – which the M6 will complete in a few car lengths regardless of closing speed and selected gear, thanks to its healthy dose of torque.
Yes, the price point is a little ambitious, but if you apply a ‘don’t look down’ mentality and instead draw comparisons with the Aston Martin Rapide, it’s a little easier to swallow. Consider the M6 Gran Coupé as a grand tourer with two extra doors and supercar pace, and it’s a justifiable proposition. Only we have a niggling feeling that this probably wasn’t what the M Division’s forefathers would have envisioned as a contemporary personification of the brand when siring the M1 four decades ago.
Photos: Joe Breeze/Adrian Smith
The M1 seen here is currently being offered by Classic Driver dealer Speedmaster.
If it feels cool and wintry on the Pacific coast and the sun is refusing to shine, perhaps it's time to head for the warmth of Palm Springs? But please - not in just any old cruiser...
The route from Los Angeles to Palm Springs on Interstate 10 is convenient, but offers no great scenery; so what car might you choose to liven up your trip to the desert? You could of course take the traditional classic approach in a quick and comfortable early Mercedes SL, or how about something a little more unusual? And a great deal more angular?
Extravagance meets extravagance
"The result of a clash of automotive eccentrics"
The 1978 Bristol 412 Zagato Targa SII has everything you need for a relaxed road trip, along with a stylishly extravagant appearance ideal for the streets of Palm Springs. Only around 30 examples of the Series II were assembled - by hand, at Bristol in Kensington. With its targa roof, the car gives you the choice of leaving the hardtop at home or storing it in the boot, allowing up to four people to enjoy the blue sky. And as if the British manufacturer hadn't already produced something with sufficient rarity value, the 412 was helped along by Carrozzeria Zagato, known for its extravagant designs: in the seventies, the Bristol 412 Zagato was aptly described as "the result of a clash of automotive eccentrics".
Solid technology for everyday life
However, while the exterior of the Bristol is weird and wonderful, under the skin it harbours a touch of conservatism. The engine is a solid 5.9-litre Chrysler V8 with 225 horsepower, mated to three-speed automatic transmission, entirely sufficient to move the Bristol 412 SII swiftly up the San Bernardino Mountain. Inside the cabin of the fine specimen pictured, you'll find such amenities as a leather interior, air-conditioning, powered windows and a sound system. Incidentally, this Bristol was priced, in its day, just below a Rolls-Royce Corniche.
A little bit of courage might be needed to buy this strange British classic for everyday use; but those who dare will have a convertible like (almost) no other.
Photos: Jan Richter
The Bristol 412 SII shown here and other current offers from the stocklist of Autosalon Isartal can be found in the Classic Driver Market.
The woods of Sweden are a beautiful place. Majestic pines soar towards the open blue sky, straight and proud, reaching for the sunlight. In the summer, the long hours of daylight bathe the area in a beautiful warm glow, and birds sing their songs from their boughs. A relaxing air of tranquility pervades the scene, a feeling of being one with nature and the world around us.
At least, that’s what some people would have you believe. But I’ve seen enough scary movies to know that they’re wrong. No, monsters lurk in woods, hiding amongst the dark trunks, preying on the unwary. And if you needed proof, then you need look no further than these pictures.
Alexander Lundborg’s S13 definitely has the makings of a monster. There’s the internal organs ripped from another, Frankenstein-style, the angry stare of a killer, the howl of a banshee, the smoke-creating capabilities and the rumours of the many tyres that have fallen victim to its whims.
The tale begins seven years ago when Alexander bought the car. An unsuspecting S13, it likely had no idea of the transformation it would be subject to.
But Alexander already had plans for his creation. With so many RB25 swaps being carried out, he was determined to go one step further and furnish the S13 with the beating heart of a GT-R: an RB26.
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And so the transformation began, from unassuming S13 to drift monster. On the exterior, an Origin Streamline kit provided the form to the body…
… with the addition of kouki rear lights, smoked to match the car’s dark persona and specially-mixed JapCrap purple paint, which, coincidentally, only reveals its true colours in sunlight.
Its muscular haunches are provided via Origin fenders, giving an extra 20mm of width at the front and 50mm at the rear.
The extra track created by those fenders is used to house the Work Euroline wheels – 18×9-inch at the rear, and an inch narrower at the front. The chunky wheels add an almost Euro-style flair to the car’s appearance, but a touch of dish and the bolts from the two-piece finish give just the right amount of aggressiveness to make them suit.
Capable of stopping the beast in its charge are the Skyline R32 GT-R front and rear brake set-ups which have replaced the standard fare.
As a drift car, it’s been important to maximise the car’s handling capabilities, so the car has been set up with A’PEXi coilovers, along with an R34 front subframe, Driftworks front knuckles, adjustable rear lower control arms and widened front lower control arms to allow the track to be increased and maximise steering angle for those sideways moments.
It’s all business at the helm. When Alexander takes control, he’s kept from being thrown around by FIA-approved bucket seats and four-point Takata harnesses, and the chassis is reinforced by a full roll cage.
Everything’s been shifted rearwards in order to try and improve the weight balance too. The driver’s seat sits ten inches aft of its original position, while the steering column has been extended in length by six inches.
The original gearstick has been replaced with this funky curved number, and a hydraulic handbrake has been fashioned from the same awesome material as the screamer pipe. More on that in a second…
Of course, there’s always room for a Speedhunters sticker!
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Ah, there’s that piping again! I have to say I’m absolutely in love with that screamer pipe. It’s got the functionality of a train funnel, the volume of a foghorn and the looks of a machine gun barrel. Where the ammo is measured in psi. Love it.
Of course, the heart of the build lies in the engine bay. The RB26 lump was taken from an R33 GT-R but runs a relatively mild state of tune, with standard internals, bigger Bosch injectors and an uprated intercooler all being controlled by the MegaSquirt ECU.
The main hike in power comes from the Precision turbo, mated to a black steel manifold, Tial blow-off valve and of course…
… that screamer pipe. As you can probably imagine, it sounds angry, producing a guttural howl like a tortured soul keen to vent its displeasure. Rather fittingly, in Alexander’s own words, it’s “loud as hell”.
Any exhaust gases not vented that way does so through the side-exit, heat-wrapped exhaust.
The power is transferred to the wheels via an RB25 gearbox and welded stock diff, and thanks to the RB’s grunt, the set-up sees nearly 500hp at the tarmac end – easily enough to scare any unwary onlookers. Alexander owns a Seibon carbon bonnet for when the screamer pipe is detached but mentions that it’s rarely used. Which is just fine by us.
Over the years, the S13 has evolved from a street car to a dedicated drift machine built for the Swedish PowerDrift series. It’s been used hard and for a single purpose – to have fun. But it seems it’s not been fully tamed, and this summer – after our photoshoot with the car – it threw a rod straight out the side of the block.
Alexander’s not been deterred though – his only consideration now is whether to get another RB26 or whether to change things up a bit and go for a 2JZ-GTE instead. It’s a perfect example of how the car has progressed – slowly improving all the time. A monster fed by Alexander’s imagination.
So for the moment, this particular monster has been crippled. It’s retreated to its lair. The woods are once more safe to roam, and the Swedish people’s eardrums safe from assault by screamer pipe.
But don’t get too complacent. With plans to make the S13 more powerful than ever, who knows what could be watching the next time you’re out in the countryside. If you’re out for a stroll in the Swedish woodland next year and a roar fills the air, then perhaps you should watch your step. Because it seems monsters really do exist.
STAINLESS STEEL GAS TANK STAINLESS STEEL COWL SHORTENED EXHAUST CUSTOM GAS CAP CLIP ON BARS SINGLE SWING ARM DISC BRAKE FENDERS FRONT INDICATORS HEADLIGHT BRAKE LIGHT
