Having looked at the Ferrari 365 GTB/4 (otherwise known as the Daytona) in the first film (see it here https://www.youtube.com/watch?v=yFj5nAgtNBk ) , this time it’s the turn of the 550 Maranello. Once again, it was sourced by Bell Sport & Classic and seeing the two cars parked up outside their showroom I was surprised that the 550 didn’t look vastly bigger than the Daytona given the decades between them. To my eyes it’s not as attractive as the earlier front-engined, V12 supercar, but as soon as you get into the Maranello it is obvious how much things moved on between 1973 and 1996.
The whole interior is vastly better laid out and the car feels smaller and more intimate as a result. Get going and the 550 immediately feels possessed of a totally different level of performance, too - right up there with more modern machinery, in fact. It might have ‘only’ 478bhp and 420lb ft of torque (131bhp and 102lb ft up on the Daytona but 134bhp and 141lb ft down on the current junior Ferrari, the Roma) but the 550’s 5.5-litre V12 has an incredible muscularity and flexibility to it. I was genuinely stunned by just how strong it feels.
Like the Daytona, the Maranello has wishbones all round with anti-roll bars front and rear. However, the trick up the 550’s more modern wheel arches is the electronically controlled variable dampers. There are only two options, Normal and Sport, but the change in character when the firmer setting is selected is noticeable and welcome. It’s still not that firm by 2022 standards, but with a bit of extra support and control in the corners the 550 really comes alive, feeling as playful and easy to drive as an M2 CS. The fact that you can currently get one for similar money to the BMW makes it an absolute bargain in my eyes.
The Daytona is undoubtedly the more iconic car, but I think we have a huge amount to thank the 550 Maranello for. It successfully brought back the front-engined V12 Ferrari supercar at a time when mid-engined really seemed to be the only way forward. Without the huge success of the 550 we wouldn’t have had the 599, F12 and 812 Superfast and I think the motoring landscape would be a slightly poorer place as a result.

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Spectre is the first all-electric Rolls-Royce and Drew Stearne got to have a first look at it in person. Get his first impressions on what might be the most important Rolls-Royce Ever.
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00:00 Intro
00:40 Range
01:10 The Platform
01:20 The Grille
02:33 The Front Design
03:22 Profile Design
04:33 Rear Design
05:50 Interior


Despite an overall shape and profile akin to the now-dead Wraith, Rolls-Royce describes the Spectre as the spiritual successor to the Phantom Coupe of the 2000s in terms of market positioning, and it's certainly imposing in size. Its 214.6-inch overall length and 126.3-inch wheelbase are 7.2 and 3.8 inches longer than a Wraith, respectively, while the Phantom Drophead measures 6.2 and 4.4 inches longer in each respect than the Spectre. The Spectre's fastback roofline is similar to the Wraith's, but the EV has much more dramatic proportions with a longer hood and rear overhang, with the rear trunklid coming to a sharper point. The Spectre also features the crispest lines and surfacing of any Rolls, with fender lines coming to sharply lit peaks and more drastic shadows falling on the bodywork.

The Spectre has the sleekest interpretation of Rolls-Royce's Pantheon grille yet, made from a single piece of aluminum and fit nearly flush into the front end. It's also the widest grille ever on a Rolls, and the inner vanes have a flusher fit that aids with airflow. The hood is topped by a redesigned Spirit of Ecstasy hood ornament that helps make the Spectre the most aerodynamic Rolls ever made, with a drag coefficent of 0.26 equalling the radical BMW i8. Rolls-Royce is the latest automaker to go with a split headlight design, but I think it's extremely effective on the Spectre. A super-thin LED running light is aligned with the top of the grille and fender cutlines, while the main beams are inset below in a sculpted panel. And remember, the 2003 Phantom and its spin-offs had double headlight arrays you thought were weird at first, too. Best of all, the sandblasted vanes of the grille are backlit by 22 LEDs.

Blocky lower air intakes in the front bumper, a streamlined rear diffuser and gloss black lower cladding aid the Spectre's futuristic look. The taillights are relatively tiny rectangular pods with dual vertical LED stripes that protrude from the bodywork like vintage tail fins -- I love basically any car with tail fins -- and the Spectre even has a bit of a Bangle butt in the way the trunk is more upright than the fenders that house the taillights. Rolls-Royce also picked a pretty wild spec in which to launch the Spectre, with sparkling mustard yellow bodywork paired with a metallic black finish on the hood, roof and upper trunk. The two-tone look really aids the Spectre's in looking sleeker and, dare I say, more sci-fi.

The Spectre is built on the same modular Architecture of Luxury platform that has underpinned everything since 2017 from the Cullinan and Ghost to the Phantom and the insane coachbuilt Boat Tail. Rolls-Royce designed the all-aluminum Architecture of Luxury to be ready for fully electric powertrains from the start. The battery is integrated into the structure itself, which makes the Spectre 30% stiffer than any Rolls before it, and the car's floor is between the sills instead of below or on top. There's a channel between the battery and floor for wiring and climate control piping, allowing for a lower seating position and a smooth underfloor. The battery also conveniently acts as 1,543 pounds of sound deadening.

Where other marques are locked into a battle of who can achieve the lowest 0-to-60 time or the highest EPA range figure, the Spectre is harking back to the days when Rolls-Royce would simply describe its cars' power figures as "adequate." While the brand isn't saying yet, the Spectre likely uses a pair of electric motors, with one at each axle for all-wheel drive. According to Rolls' current testing, the unknown electric motors provide a total of 577 horsepower and 664 pound-feet of torque -- conveniently the same torque output as the twin-turbo V12 used in the Ghost Black Badge, with only 14 fewer hp. The Spectre has an anticipated 0-to-60-mph time of 4.4 seconds, which is a tenth quicker than the Ghost, and it will reach a limited top speed of 155 mph. (A more powerful Black Badge model will come later.) We don't know the exact battery size yet, but Rolls-Royce says the Spectre is aiming for an EPA-estimated range of up to 260 miles, 14 miles better than a Porsche Taycan GTS.

Henry Catchpole drove the NEW Porsche 911 Sport Classic for Carfection for a road review.
00:00 Epic Intro
00:28 What is the Porsche 911 Sport Classic?
01:03 the price
01:30 Why should you buy the Sport Classic? + Epic roads
03:12 Interior
03:52 Engine and drivetrain
04:26 Key Stats
05:00 Is this as good as a GT2?
05:20 Driving impressions
07:35 The Story of the Ducktail
09:10 Final verdict
10:55 Thanks For Watching

The Sport Classic is the most expensive new Porsche 911 you can currently buy, but is it worth its top billing? We went on a bit of a road trip to a spectacular Austrian mountain road to find out.
A big part of the SC’s appeal definitely lies in its looks and for some the duck tail spoiler, Fuchs-style wheels and heritage interior will be enough to justify the price tag on their own. It certainly garnered attention everywhere we parked and although I would delete (at no cost) the graphics, it really does stand out in a relatively subtle way.
If you think it needs a little more mechanical substance to make it seem worthwhile, then you’ll be delighted to hear that it has a unique drivetrain. Unlike the 997 Sport Classic that was really just a styling exercise this SC has had a much more thorough transformation, with the 3.7-litre engine lifted from the 911 Turbo. However, it gets more interesting because instead of delivering power to all four wheels as it does in the Turbo, in the SC the flat-six simply sends it to the rear. Its figures are 542bhp and 442lb ft of torque which are slightly down on the Turbo however this is because the Sport Classic also sets itself apart with a manual gearbox.
This might sound like a recipe for a bit of a wild child but in fact the opposite felt true on the road. This was an excellent companion for cruising on a long road trip, particularly with an interior that felt a distinctly more luxurious proposition than any other 992 I’ve been in. The down side is that it perhaps didn’t offer quite as many thrills as I would have liked on the really good bits of road at the end of our journey - a manual GTS would have been better for that.
I’m sure what will ultimately ensure that the large price tag is justified is the fact it’s only going to be produced in limited numbers, with just 1250 due to be built. Admittedly that’s five times the number of 997 SCs produced, but even so, with a level of exclusivity guaranteed, the latest Sport Classic is almost certain to be a future classic.
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Henry Catchpole drives on of the all time classic Ferraris, the 365 GTB 4 aka, Daytona.
Ferrari 365 GTB/4
There is always an intrigue in comparing generations of car from the same family. When a new 911 or Corvette comes out it is inevitable that you will want to draw comparisons with the one that immediately preceded it. But when there is a gap of 23 years between the end of production of one model and the start of the next, that makes a comparison a little more unusual.
That, however, is just the situation we have here. Ferrari produced the legendary 365 GTB/4 (better known as the Daytona) between 1968 and 1973. The next front-engined V12 supercar to appear with a Prancing Horse was the 550 Maranello which was made between 1996 and 2001. Can they be compared? Well, with the help of Bell Sport & Classic, we went to find out.
It made sense to tackle them in chronological order, so this first film deals with the Daytona. It has a 4.4-litre Colombo V12 under that long bonnet, putting out 347bhp at 7500rpm. When it was launched, Autocar figured it at 174mph flat out (a road test record that would stand for some time) and that was a true average speed taken from two runs in opposite directions. This lead to a quip from Dan Gurney after a victory in the 1971 Cannonball Run, when he said ‘We never once exceeded 175mph’.
The car in this film is a Daytona from later in the production run, identifiable by its pop up headlights. These replaced the earlier cars’ fixed lights in order to meet legislation in the USA. It is also one of just 156 UK right-hand drive cars and has the more modern five-spoke star wheels as opposed to the other option which was Borrani spoked wheels. The five spoke design is something you can see in the 550 Maranello, too, but we’ll leave further comparison for the second film…
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Even if you only consider the Porsche 911 segment of the restomod market, there is still a fascinating variety in the approaches taken to create something special. For example, both Gunther Werks (based in sunny California) and Paul Stephens Autoart (based in occasionally sunny Essex) use the last of the air-cooled 911s, the 993, as the basis for their creations. But place the end results next to each other and they could hardly be more different.
The West Coast car is almost cartoonish with its fantastically big arches and monster wheels. Meanwhile, most people would walk past the narrow-bodied Autoart 993R without realising the money and time that had been poured into it. Both, however, have their attractions.
The customer behind the 993R simply requested a 993 that had been improved by 25 per cent in every area and the result is certainly compelling when you drive it. With 330bhp from a 3.8-litre flat-six pushing around just 1220kg, there is more than adequate performance. But despite being lighter and more potent than a factory 993 RS, this 993R still feels nicely useable. Yes there are fixed-back Recaro Pole Position bucket seats and the windows have to be wound up and down manually, but it doesn’t feel race car raw.
Despite this particular car being a development prototype, it also felt incredibly well put together and dynamically impressively resolved. You might think it should be, being a Porsche, but that is to miss the fact that it has been completely stripped, with no bit of the body left untouched and every panel replaced in the interior. The end result is certainly at the subtle end of the 911 restomod spectrum, but as you can see from the video, it is perhaps all the more appealing for that, with lots for the Porsche aficionado to appreciate.

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The New Porsche 911 GT3 RS is here and Andreas Preuninger takes Henry Catchpole thorough every single detail.
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For more information on 000 Magazine visit 000magazine.com
This film is the story of David Donner’s drive in the 100th running of the famous Pikes Peak Hillclimb this year. Donner has won Pikes Peak outright three times and remains the last American to be crowned King of the Hill. This year he wasn’t aiming for the overall, instead hoping to reclaim the record he once held for the fastest production car up to the finish line at 14,115ft.
The plan was hatched along with renowned Porsche magazine, 000. And the car chosen for the task was a Porsche 911 Turbo S. It really was a production street car as well, licensed to drive on the road. Champion Motorsport prepared the car, with Technical Director Tom Pelov overseeing operations and Victor Scanapico carrying out the modifications with real artistry. As you’d expect, various additions and alterations had to be made to meet the safety regulations and these included a cage (built to NASCAR specs in NASCAR country), a competition seat, the deletion of all carpets (for fire safety), a fuel cell, a fire extinguisher system and electrical cut off (with switches so beautifully set into the central cup holder that they look like a factory option).
There were just a couple of performance enhancing modifications that could be made, the first of which was a new exhaust from Sharkwerks. This was installed mainly to help with turbo speeds at the higher altitudes. Incidentally, some cars apparently had to replace turbos on a daily basis but the factory items on the Turbo S remained bulletproof throughout.
The ECU was also tuned and the car ran on race fuel, but other than that it was stock. No changes were made to the suspension, brakes, transmission, AWD system, wheels or aerodynamics. Even the tyres were street-legal Michelin Cup 2 Rs.
Actually, there was one other change that might have helped shave a couple of psychological tenths: The rather inspiring livery. Pete Stout, editor of 000, and his team came up with the idea to put pages of one of the magazine’s features (about a 930 Turbo) onto the car. `Very fitting. And just as you might assume you need an EV to be competitive on Pikes Peak these days, so there is a narrative in media that digital is the only way forward and ‘print is dead’. As such the combination of an internal combustion engine car and a successful print magazine is rather a pleasing union.
Anyway, the 911 arrived at Pikes Peak at the start of the week with just 40 miles on the clock. It had covered 340 miles by the time it returned, under its own steam, to Donner’s garage at the end. No consumables other than fuel and tyres were replenished, nor did it require any alignment work.
Yet its performance was hardly slow and steady. The weather for the 100th Pikes Peak was atrocious, which realistically put the record out of reach. However, in terms of the pure 2022 competition, the inclement conditions undoubtedly swung the odds in both the driver’s and the car’s favour.
Using all his skill and years of accumulated knowledge Donner put in an incredible performance. I can only assume that driving into that thick cloud must have been like running full pelt into dense white smoke and counting your paces in order to dodge the fire you know is in there. But even on the relatively well-sighted lower slopes the commitment and speed is spectacular, especially given the clearly slippery surface.
And given the speed it is very easy to forget that the car is a production road car. For just this reason I love it when the film switches to the over-the-shoulder camera angle as the view is of an almost entirely standard road car interior. The trim is all there on the dashboard along with the familiar central touch screen showing the tyre pressure monitoring display. The everyday competition car.
The end result for Donner and the Turbo S was a sensational second place. Not in class. Second place overall. They were only beaten by Robin Schute in his wild Unlimited class Wolf TSC-FS (which has Turbo S-rivalling 600bhp but weighs only a touch over 500kg). Obviously the Exhibition class win was Donner’s as well, the Turbo S over half a minute clear of the second place Tesla Model 3.
In fact, even with the atrocious weather, Donner was a mere 16 seconds shy of the record he set out to beat. Next year, maybe. Perhaps with even less stress and more fun.
00:00 Intro What Is pIkes Peak
01:14 Who Is David Donner, Pike’s Peak Winner?
02:27 2022 Porsche 911 Turbo S, the car to race at Pikes Peak
02:47 000 Magazine, how did they get involved?
03:45 The Special Livery
06:35 The 2022 Pikes Peak Hill Climb
07:44 Full Pikes Peak Run On-Board Cameras
18:46 Conclusion
19:10 Credits

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The Lotus Emira has supercar looks and a sportscar price but how it on a long drive across the country? Henry takes the Emira on an epic roadtrip to find out.
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Electrogenic has electrified the MINI, but has it taken away from it's mini-ness? Alex goy finds out.
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The Lamborghini Huracan Tecnica sits in between the Huracan Evo and the Huracan STO. Is it the best of both worlds or pointless?
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