BANNED CAR ADS: CENSORSHIP 101

The whys and wherefores of car advertising are pretty arcane. Who knows what motivates the censors? We picked six of our faves.

This one is superb. In a phallic kind of way. Mature petrolheads would have run out and bought an M5 after seeing this.

This on the other hand, is cute, cuddly and perfect for idle parents:

And here’s one for the Grand Theft Auto generation:

And this, well. DO NOT WATCH IF BAD LANGUAGE OFFENDS!

This puts Harry Hill to shame:

And you never thought the KA could be cool, right?

September 11, 2014 0

FORD MODEL T – CAR SONG

Stumbling across this highly amusing clip of the great Woody Guthrie, we were amazed at how perrenial the car fetish is.

The great bard of the American dustbowl knew a bit about the road – and his little ditty in homage to car culture is absolutely quaint – and absolutely indicative of the power of the idea of the open road is.

I mean, if Woody could sing about it, then it’s all right by us.
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But when you think of the 100 odd years that exists between the advent of Ford’s Model T and the latest Golf R – it’s amazing how much has changed –

and how much has stayed the same.

tagged Model T, Vintage

September 11, 2014 0

HONDA NSX: TAO OF TECH

HONDA NSX: THE TAO OF TECH
In a project as big and complex as the development of a new supercar it’s hard to isolate the influence of an individual. As time passes the Honda NSX seems to be seen more Ayrton Senna’s supercar than Honda’s.

In truth, the NSX didn’t occupy much of Ayrton’s time and it’s unlikely that its engineers made it fifty per cent stiffer purely on his say-so after his first drive in a prototype between F1 pre-season tests at Suzuka in February ’89.

But he did drive it, and gave his opinion, and drove it again to assess the all-aluminium double-wishbone suspension settings once the design had been frozen.

It was the only road car he had any input into, and he ‘owned’ at least two examples, of which one, with his personal plate, remains in family ownership in Brazil.

And for Honda and Senna fans, that’s enough: the car is the embodiment of the relationship between the utterly un-Japanese Brazilian, and the essentially Japanese corporation with whose engines he won world championships, and which loved him for it.

And Honda’s engineers didn’t really need the help anyway.

Their 3.0-litre, quad-cam transverse V6 with variable valve timing making 270bhp at 7100rpm was hailed, from launch, as ‘one of the world’s finest engines’.

The NSX benchmarked the Ferrari 348 – not a particularly tough target – and ended up the benchmark for the brilliant F355, so it plainly caused Maranello to raise its game.

Younger readers might not remember the years when a Honda regularly, naturally featured in car magazine group-tests alongside Ferraris and Porsches, and beat them. But in its day, the NSX wasn’t just the competition; in many respects, it was the standard.

September 10, 2014 0

Honda and F1

Honda’s F1 history dates back to the early sixties when the company looked to translate its motorcycling success onto four wheels.

Honda tried to strike a deal with Lotus and Colin Chapman, which had won the world championship with Jim Clark in 1963 but when Chapman decided against it, the Japanese pressed ahead with their own car and engine. The Honda RA271E, with a load-bearing transversely-mounted V12, made its debut at Nurburgring in 1964 with young American Ronnie Bucknum driving.

Starting a trend that would continue, F1 Hondas were prodigiously powerful if sometimes heavy. The RA272 gave around 230bhp, estimated to be 10% more than its rivals, and allowed ex-Ferrari driver Richie Ginther to win the company’s 11th race, the 1965 Mexican GP, the last race for the 1.5-litre F1 category.

The new 3-litre V12-engined car ran second on its debut in ’66 and the following year Honda elected to run a single car for John Surtees — the only man to win world championships on two wheels and four – who had fallen out with Ferrari. Lola’s Eric Broadley designed the RA301 chassis, dubbed the Hondola, which first raced in the ’67 Italian GP at Monza. Surtees battled with Jim Clark and Jack Brabham and when one ran out of fuel and the other ran wide, the car won its first GP having led the one and only lap it would ever lead!

In 1968 there was pressure to run an air-cooled V12 to promote air-cooled road cars and the RA302, using lightweight magnesium parts, was built. On testing it, Surtees declared it dangerous and refused to race it. Honda France brought in Jo Schlesser to drive it in the French GP after Johnny Servoz-Gavin turned it down. The unfortunate Schlesser died in a horrible fireball accident when he crashed on the second lap of the last F1 race to be run at Rouen. Surtees finished second in the RA301. Surtees again refused to race the 302 at Monza and shortly afterwards Honda announced a ‘temporary withdrawal’ from F1.

That lasted until 1983, when Honda returned as an engine supplier with the new Spirit team, which graduated from F2 amid F1’s turbo era. The RA163E engine showed enough promise for Williams to do a deal to run Hondas the following year. Keke Rosberg found on/off turbo power delivery and a flexing chassis a tricky combination, but took the Williams-Honda to victory in Dallas.

At the end of 1985, Rosberg and Nigel Mansell won the last three grands prix in Williams-Hondas. The team was dominant in ’86 as Mansell and Nelson Piquet won nine races and the constructors championship but lost out in the drivers championship to Alain Prost when Mansell suffered a spectacular tyre blow-out 18 laps from the end of the season finale in Adelaide.

The team won 11 of 16 races in ’87, with Piquet claiming his third drivers’ title. Honda, however, switched allegiance to McLaren in ’88 as the RA168 engine gave Ayrton Senna his first world title in a year that saw the Brazilian and team mate Prost win 15 of 16 races for McLaren-Honda.

It would have been a clean sweep had not Senna tripped over a backmarking Williams-Judd a handful if laps before the end of the Italian GP. In a great irony, the Williams was driven by Jo Schlesser’s nephew Jean Louis who, standing in for Mansell, who had chicken pox, was making his first F1 start on the eve of his 40th birthday…

In an era of continuing McLaren domination Prost (89) and Senna (90) took world titles with V10 Honda power, then Senna repeated the success and took his third and final crown in ’91 with the V12 Honda RA121E-engined McLaren MP4-6. At the end of ’92, however, with the active suspension Williams-Renault now dominant, Honda withdrew once again.

They were due to return with a chassis being tested by Jos Verstappen and developed by Harvey Postlethwaite in ’99 but the project was stillborn and Postlethwaite died shortly afterwards from a heart attack at a Barcelona test.

Again as engine suppliers only, Honda returned with British American Racing and Jordan, eventually buying out BAR in 04/5 and returning solely as the Honda Racing F1 Team in ’06. Jenson Button gave them a first win in nearly 40 years with the RA806 in a mixed-condition Hungarian GP, but the going was tough.

It got tougher still in 07-8 with no sign of a competitive car. Ross Brawn had been recruited, however, and early in a hopeless 08 season, the decision was taken to concentrate on next year’s car. During that time a Japanese aerodynamicist came up with the double diffuser that was key to the ’09 season. Suddenly though, in a shock announcement in December 08, with the worldwide recession taking hold, Honda pulled the plug. Button went on to win six of the first seven ‘09 races en route to the championship. Honda reputedly injected over £90m running budget to avoid having to close down the Brackley factory. The car though, ran as a Brawn and carried a Mercedes engine. If only they’d known…

September 10, 2014 0

THE ULTIMATE IN PHATNESS?

We’re not sure exactly what the racer in this picture is, but man alive, does it not want to make you go racing?

There’s something about the exposed mechanicity of the diff and the tubes and the pipes and the roll bar, crossed with the fat slicks and the way the shadoes of the sun fall on the grass – that makes this our favourite race car perspective.

If anyone can ident this car for for us, we would be truly, madly, deeply thankful.

September 10, 2014 0

MCLAREN: F1 TO M1

20 Years ago McLaren boss Ron Dennis said of the F1, that it was “….the finest supercar the world was ever going to see”.

The F1 represented a step-change in itself…

In Geneva recently he proudly unveiled the latest addition to the McLaren family: The 650S. And in a first season for Jenson Button since the death of his ever present father, the waxing and waning of the generations is sure to be particularly poignant.

But if there are any qualms over fatherly loyalty, Ron Dennis can let himself off on a hereditary technicality. This new machine is a full-series production car and is from a completely different familial line than the balls-out, stripped down and uncompromising, limited edition F1.

…but the coupé is, for us, the prettiest in the sector.

That said, like its F1 uncle, the 650S can trace its DNA right back to the crucible of top level motor racing and McLaren’s particular genius with power-to-weight-ratios.

From 1966, when they created in the M2B their first Formula 1 car in McLaren has always been an innovator with chassis design. By 1968 Bruce McLaren himself won at Spa in the M7A (see image at top of page). By 1981 a zenith was reached when they instigated a step change in Formula 1 by racing the first fully carbon fibre chassis in the sport.

It was, however, the 1988 season with Senna at the wheel of the most successful car in the history of Formula 1, that saw the conception of a new branch of the McLaren family tree with the development of the groundbreaking F1 supercar, bringing Formula 1 engineering to the streets in its rawest.

Scissor doors are a perfect twist.

The 650S learns from both the F1 and the recent P1 and like them is inspired and informed by the latest track developments and based around that carbon fibre chassis.

The 650 refers to the power output (650 PS) of the twin turbo V8 engine which will get the car from 0-100kph in three seconds and reaches a top speed of 333kph. The S stands for sport and harks back to the McLaren obsession with weight and handling.

650S Spider’s carbon acreage tells a tale…

This super lightweight model (1330kg) uses all the aerodynamic tricks learned from its forefathers to keep it on the road and to maximise agility while retaining a level of luxury and utility more at home in a high end saloon.

And just take a look at it. There’s everything that’s good with the combo of wind tunnel and CAD here: but there is, for us, more of an aesthetic loveliness about it than any of the previous McLaren issues.

So if you absolutely need Bluetooth technology in your Formula One precision engineered supercar, but missed out on the oligarch-only P1, this latest chip off the McLaren block should be up your street.

Ancient and Modern: McLaren has always known how to integate past and future…

650S Spider’s carbon acreage tells a tale…

and the signature lines are distinctive….

Retractable hardtop competes with Ferrari’s 458S

The McLaren 650S coupé is, for us, the prettiest in the sector.

Scissor doors are a perfect twist.