Even through higher speed stuff it remains neutral and composed. It’s best through slow and medium corners, where you nail the throttle and the RS3 exits with gusto, all four wheels slipping evenly. It’s 4WD, but each rear wheel has a computer controlled clutch pack that tries to send as much torque as possible to the outside, loaded wheel. It’s a synonym for cars that slide at the back more easily than you expect and don’t scare you half to death while doing so. The only other car it was linked to was the Ferrari 296 GTB. I know, in relation to an Audi RS product. ‘Playful.’ That was the word that kept cropping up. It’s taken a while, but the new one is a step change. Blunt brakes, blunt steering, handling that led from the front like a headbutt, everything thrown into that initial lunge, with nothing to follow on behind. The problem was never what the turbocharged five cylinder was capable of in a straight line, it was everything else. Ollie Kew reckons it’s “bizarre that the ‘underdog’ hot hatch at Speed Week has 400 horsepower”, but to be fair the RS3 has barely any more power now than a decade ago. Oh, and no one’s talking about the Audi RS3. I wouldn’t have the black bonnet, but the wing, the stance, the wheels. The Morgan stands out the most because no one else uses Biggles as inspiration, the DBX looks like it will struggle to adapt to Autodrom Most just as much as the Mog, but is at least the right scale for the place, and the Cayman. We’re blasé about it, but later, when we show them to the public, we’re reminded a supercar among ordinary traffic is optical flypaper. The Huracán is more altered than I expected, but still angry, angular and. What exactly is the aim of this 1,625kg coupe? The CSL dictates road appeal, but everything about it shouts track performance. It leaves me a little underwhelmed, but I think that’s due to its slightly confused mission statement, both hardcore and soft-centred. The MC20 is neat, but Maserati has no historic supercar design language, so this can’t be faithful to anything. I’d been driving out of London a few days earlier and spotted a stripe-less 296 GTB in oak green. We still haven’t got over the Ferrari’s paintjob, and even if it was more tasteful the way the stripe fattens over the whole nose is just clumsy. I’m sloshing around in the moulded carbon shell too – it’s built for bigger people. I resolve to solve it with spanners when we stop (in the end I just stuff a hoodie under my backside). I usually slam seats down as low as possible, but in this fixed bucket I can barely see the GT4 RS over the dashboard. Like Autodrom Most itself, it feels scaled up. It’s a good excuse to look at them alongside each other, the impact they have, the scale and size of them. Even two days later the 804bhp McLaren Elva and 819bhp Ferrari 296 GTB will remain demonstrably faster than anything else, hitting 165mph on the main straight, pushing so fast out of corners that they put you on different parts of the circuit to anything else, require different lines and approaches.īut we start with all the cars trawling round together for the cameras at 30mph. The next morning precisely no one makes a beeline for the 800ers. We’re cowed by its scale, the elevation and direction changes, the cresting blind entries. A full lap seems to take ages, we regroup at the end of the main straight and discover we’ve all come to same conclusion: Most is about 30 per cent bigger than we expected.
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