Bite-sized Performance Car Reviews

A very short review of what you should know about any car before owning one. Listed in alphabetical order.

"Performance Car" has been arbitrarily defined as having more than 150HP per 1000kg, typically 2 seats.

All cars driven & evaluated by the authors with subjective notes. There are several cars which would be nice to test if the opportunity arises: 911 RS 2.7, Lotus Elan (original), Caterham 7, Ferrari Dino, 911 993.

Alfa Romeo 4C (MY 2016) with Alfa Works steering modifications

1.75L I4, turbocharged, 240 HP

FOR: beautiful styling, has all the headline details one would want like a carbon fibre chassis and dual-clutch gearbox

AGAINST: everything else; the handling is inversely proportional to the styling: surprisingly compromised; carbon fibre chassis feels like it seriously lacks torsional stiffness (bordering towards scuttle shake of 1990s Saab and Audi convertibles), unassisted steering dead on-centre and too heavy when loaded up in corners, gearbox kicking down too many gears on full throttle (feels like it's trying to slip the clutch to cope with excessive rev flare), in general a poor execution of a Lotus Elise formula and the car would drive better with Power Assisted Steering and a manual gearbox

BUY TO KEEP?: No, maybe buy to look and not drive?

Alpine A110 Pure (MY 2020)

1.8 I4, turbocharged, 249HP

FOR: lightweight delicate handling, good ability for regular roads (ground clearance etc), stylish and uncluttered interior, comfortable seating, good brake feel

AGAINST: received excellent reviews but doesn't seem like anything more than a sensibly sorted car, turbocharged engine lacks directness (noticeable despite low vehicle mass), paddle gearshift is great for some people and boring for others

BUY TO KEEP?: Depends if you like the Pure or the S

Alpine A110 S (MY 2020)

1.8 I4, turbocharged, 288HP

FOR: feels immediately different due to stiffer springs and anti-roll bars which do not particularly hamper the ride and handling, steering feel in normal mode feels the best (Sport mode adds more steering effort but no additional information to the palms), additional power at the top of the rev range makes it more entertaining when pushing

AGAINST: not much, just the lack of manual gearbox option, styling less beautiful due to darker wheels and different badging (the Pure in pearlescent white colour with silver wheels look cannot be ordered exactly like that for the S model)

BUY TO KEEP?: Yes

Aston Martin DBS V12 (MY 2010)

5.9 V12, naturally aspirated, 510HP

FOR: the next best V12 after the Ferrari 6.3 (sorry Aston), timeless styling, luxurious interior, excellent GT abilities; gets good reception (it's respected, not resented)

AGAINST: not as visceral as a Ferrari but then again it's not trying that game, maybe just the paddle-shift gearbox is not super-slick like the Ferrari ones (not a big deal) and the manual gearbox has the lever in an awkward position

BUY TO KEEP?: Yes, come on, it's the Bond car!

Aston Martin Vantage (MY 2018)

4.0 V8, turbocharged, 503HP

FOR: excellent turbocharging technology, no noticeable lag, very capable performance

AGAINST: still a front-engined platform so it can't match what the Ferraris and Porsches can offer in terms of balance, would be even better with a manual gearbox (ok, the 8-speed auto is great but...)

BUY TO KEEP?: Yes and no, maybe a previous gen Vantage with a manual might be a more interesting long term proposition (less depreciation also)

Audi R8 (MY 2007)

4.2 V8, normally aspirated, 410HP

FOR: very well built, nice engine bay and presentation, exceptionally well calibrated engine (very tractable), best gearbox in class (same goes for the Gallardo)

AGAINST: clutch foot-rest gets in the way of the clutch pedal (VW pedals are the very similar to a 997 but the position and rest is different), steering has the same feel as any Audi saloon which is disappointing, gaited shifter is more slick than the equivalent in Ferrari and Lamborghini but can make changing gear old-fashioned compared to a 911, seating position not the easiest to 'get right', there are more exciting and playful mid-engined cars out there

BUY TO KEEP?: Maybe as an asset or well built car; No as a pure drivers car (similar issue with the Gallardo) because it could get a bit boring

Audi R8 V10 (MY 2010)

5.2 V10, naturally aspirated, 518HP

FOR: built for those who find cross-plane V8s too 'muscle-car', all the same qualities of the V8 model

AGAINST: boring steering (no matter what Jacky Ickx says), the balance of the chassis is somewhat affected by the extra weight of the engine, again seating position can be neither here nor there for some people

BUY TO KEEP?: Yes for the engine but you'll have to remind yourself not to sell it when those 488s start to become affordable

Audi R10 V10 Convertible (MY 2018)

5.2 V10, normally aspirated, 602HP

FOR: tidy and purposeful styling, handling feels more genuine compared to the "video-gamey" feel of the Huracan (same chassis), very strong engine, good interior build quality (again less tacky than Huracan), strong stability and grip, low levels of buffeting (good aerodynamic design), perfect car for a sunny sunday drive

AGAINST: starting to feel a bit too wide and large, you may at some point get bored of all the capability and decide you want a car with more organic feel like a 997 C2S; restricted boot space (located at the front) means it's not a practical car for a week-end away; R8 and Huracan seem to be used as a status symbol and purchased via PCP

BUY TO KEEP?: Yes for a fast convertable but no for long journeys with luggage

BMW M2 Competition (MY 2019)

3.0L I6, turbo-charged, 400 HP

FOR: smaller and lighter than the M3 (although not necessarily but many kgs!), tidy styling if not necessarily of fine beauty, well balanced handling and weight distribution, good damping for UK roads (despite fairly stiff setup), good steering feel although rack could be slighly faster for the more demanding drivers, great sound from the M-division engine (the standard M2 does not have an M engine, it has a modified production one), practical and usable

AGAINST: gear linkage feel is somewhat "rubbery" compared to a 911, overall grip is not great (but that makes it more fun to slide around), nothing much else

BUY TO KEEP?: Yes, don't sell an M2C

Ferrari 308/328 GTB (MY 1980)

2.9 V8, normally aspirated, 255-270HP

[coming soon]

Ferrari 328 Turbo (MY 1985)

2.0 V8, turbocharged, 250HP

[coming soon]

Ferrari 355 GTB (MY 1996)

3.5L V8, normally aspirated, 375 HP

FOR: beautiful styling, well balanced handling and weight distribution, very good damping (for its age) on all road surfaces, light controls make driving less tiring than 348, great sound from the engine especially with a sports exhaust (standard exhaust is too muted), silky smooth engine calibration with no stutter or flat spots (performance of a Ferrari and smoothness of a Merc), engine revs cleanly all the way up to the limiter

AGAINST: rear tyres rather wide and low engine torque makes it difficult to play with the back end in dry weather unless you try hard, shift gaiter looks great but makes changes slower if you are used to the slick Porsche 911 gearchange, normally aspirated engine may not feel like it has 375HP if you are used to a 911 GT3 or Noble M12 (lacks "shove in the back" and torque so don't be upset if 911 C4S's keep beating you off the lights), the need to replace cam belts every 3 years can become an annoyance, plastics can start to go "sticky" with sun and moisture exposure and leather will probably need a refresh

BUY TO KEEP?: Yes, never sell a 355 (just keep paying those cam-belt bills!)

Ferrari 360 Challenge Stradale (MY 2003)

3.6 V8, turbocharged, 419HP

FOR: delicate steering (not as feelsome as a 911 GT3 but better than most), incredibly responsive engine (also very loud), race-car feel of the interior is nice

AGAINST: first generation "robotised" gearbox is slow and requires a very precise off-throttle coordination (too little and the gearbox is slow, too much and the gearbox gets confused), worth the asking price for collectability but not necessarily for the driving experience

BUY TO KEEP?: Yes if you are happy with the slow paddle-shift gearbox, it's a cult car

Ferrari F430 (MY 2007)

4.3L V8, normally aspirated, 483 HP

FOR: more torque from the larger displacement engine, the 4 valves per cylinder engine actually breathes more easily than the more complicated 5-valver, sharp (ish) steering, suspension an improvement on the 355 and 360, improved chassis torsional rigidity

AGAINST: front styling tries to remember and evoke the Phil Hill shark-nose F1 car but the matt insides of the intakes look cheap (Scuderia 16M styling a noticeable improvement), rear lights look too small compared to the perfect ones for the 355, gearbox might occasionally get clunky if overheating in stop start traffic, it's an ok car but not necessarily one to cosset and cherish (the 458 made a complete step change for the better)

BUY TO KEEP?: No, buy a 355 or a 458

Ferrari 458 Italia (MY 2012)

4.5L V8, normally aspirated, 560 HP

FOR: once again beautiful styling, arguably the proper successor to the 355 (360 and 430 date rather easily), very playful and accessible handling, light controls as with any V8 ferrari, excellent engine sound (far superior than the turbocharged McLarens), very quick dual clutch gearbox makes gear-shifting a joy

AGAINST: despite the dynamic dampers the damping on pot-holes is not as good as the McLaren 12C or 650S but it gets better on smoother tarmac, steering is so light that it can feel a bit video-gamey compared to a 997 GT3 however it fits with the personality of the car, no other criticism since it's an excellent supercar

BUY TO KEEP?: Yes, keep it as one of the last naturally aspirated berlinettas

Ferrari 488 GTB (MY 2017)

3.9 V8, turbocharged, 660HP

FOR: the best mid-engined dual-clutch-transmission supercar at the time of its release, good styling of front and rear (the side air vent not to everybody's taste), does not feel at all large or wide, smooth and very fast gearbox (faster than Huracan gearbox), good sounding engine that does not display any noticeable turbo-lag (when compared to the laggier McLaren 720S), very neat interior (compared to the sometimes childish interior of the Huracan), good steering feel (although not quite at the level of the 997 GT3's hydraulic setup), excellent levels of grip and balance front to rear, very feelsome brakes, generally agile and keen to get into gaps and turn into corners (hard not to have one of these cars in the garage)

AGAINST: suspension should be an improvement over the 430 and 458 which it is but it can steel feel like the software does not make much adaptation at very low speed secondary ride: cracks in asphalt and bridge joints etc are better filtered out in the equivalent 911 and definitely in the 720S; paddle shift gearbox is necessary for this level of power but the driving purists could certainly have enjoyed a manual gearbox

BUY TO KEEP?: Yes if you like the turbocharging, no if you prefer the 458

Ferrari 550 Maranello (MY 1998)

5.5 V12, naturally aspirated, 478HP

FOR: nice low down torque, timeless styling, nice simple GT interior, 'bullet proof' by most standards (if you treat the car well, it will be one of the most reliable Ferraris)

AGAINST: engine sound somewhat muted with the standard exhaust (a fruitier exhaust is a must), chassis not the most torsionally stiff, noticeable scuttle shake over uneven roads (not a big drama, the car is from the mid '90s), engine takes some revs before you can feel the power (the car is not heavy but not light either)

BUY TO KEEP?: Yes, despite the scuttle shake (deal with it)

Ferrari F12 (MY 2013)

6.3 V12, naturally aspirated, 730HP

FOR: the best V12 in the industry (revs high, makes great power and torque), lighting fast dual clutch transmission, strong traction and adjustable chassis, comfortable and spacious interior, competent electronics

AGAINST: starting to get 'a little large' (although the 599 was possibly larger), steering is quick but maybe too quick for the mass on the front axle (it feels like a typical Ferrari/Lamborghini trick to wow the drivers), the power assistance could be dialled down a little to gain more feel, the car only really comes alive when being thrown around in larger roads so other than the fantastic engine it's all a bit 'normal' at low speeds (which is what a GT is for but we think a manual gearbox car would definitely be more appealing)

BUY TO KEEP?: Not in the long term, either get a manual or prepare for each DCT car to up-stage the previous one

Ford GT40 continuation

7.0 V8, normally aspirated, 510HP

FOR: beautiful looks (both Mk1 or Mk2 bodies), great engine sound, comfortable alcantara seats and simple unfussy interior; has enough torque to get moving in 2nd gear, gearbox is nice to use if well adjusted (gaiter and linkage), clutch pedal is heavy but free of stiction (good hydraulic set-up); period-correct monocoque chassis is well made and of excellent quality, suspension looks very professional

AGAINST: unless you always drive classic and 1960s cars you will have to adjust to the un-assisted steering, suspension is robust enough to take pot-holes but it doesn't 'sound' like it's happy; noticeable lack of chassis torsional rigidity over pot-holes (it's a 1960s car), requires a dedicated driver to drive long distances due to heavy controls

BUY TO KEEP?: Yes if you have strong arms

Honda NSX (MY 1991)

3.0 V6, normally aspirated, 270HP

[coming soon]

K-1 Attack (MY 2006)

3L V6, normally aspirated, 245 HP

FOR: lovely 6 cylinder metallic engine rasp due to thin bulkhead behind the seats (imagine Boxster with no sound deadening and louder), more noise filters into the cabin compared to Noble M12, quick and agile, low to the ground hence feels like a mini supercar

AGAINST: slow steering rack is the biggest defect, makes it a bit hard to catch oversteer at times, the typical things of a small volume production car like lack of TC or ABS

BUY TO KEEP?: Yes as an interesting car, no as an investment or driver's car (unless you can change the steering rack for a faster one)

Lamborghini Diablo VT (MY 1992)

5.7L V12, normally aspirated, 492HP

FOR: Low front weight and good rack makes steering feel like a 2WD car despite actually being 4WD, completely hides its 1500kg weight in the way it turns sharp corners, perfect weighting of clutch-brake-accelerator and correct spacing for heel and toe, rear and side glass gives surprisingly good 3/4 rear visibility for a car that seems utterly impractical, closely spaced gearbox feels great after having warmed up, gearchange gaiter has shorter throw and is a little nicer than the gaiter of a 355 for example, superb sounding engine that gets better the more load you apply, scissor doors quite practical and easy enough to get in and out

AGAINST: too wide and long, lacks light weight and torque of the F40, isn't the best car to practice oversteer

BUY TO KEEP?: Yes, but buy the 2WD version

Lamborghini Gallardo (MY 2006)

5.0 V10, normally aspirated, 493HP

FOR: a compact sledgehammer, very sharp throttle response, perfect gearchange lever feel (does not require long to warm up and is never notchy), very firm brake feel that works with foot pressure rather than pedal travel, starts up and idles cold with a crazy noise like a tractor mixed with dragster (a mix of exhaust baffle rattle when cold and multi-cylinder combustion

AGAINST: conventional doors not as dramatic as Diablo or Murcielago, steering not as razor sharp as F430 due to 4WD and steering geometry setup, brake and throttle pedal spacing correct for heel and toe but relative pedal movement a bit different (not bad but can trick you into braking harder than you wanted), front of car does not feel as light on toes as Diablo but the flipside is the rear does not feel like a steel anvil

BUY TO KEEP?: Yes if you like its practicality, no if you want a driver's car where the 458 is better

Lamborghini Murcielago (MY2003)

6.2 V12, normally aspirated, 580HP

FOR: better build quality than Diablo, great engine sound, steering feel becomes good once pushing the car at greater cornering speeds

AGAINST: arguably not as pretty or cult-classic as a Diablo, plastics and leather can age badly, engine sounds great but lacks torque compared to more practical cars like Porsche 997 GT2, gearbox takes long time to warm up and gearshifter+gaiter feel "clackety" to begin with, lacks agility and playfulness of Gallardo or low down torque of a simple 997 Turbo S

BUY TO KEEP?: No, buy a Diablo and drive it on open roads (looks better)

Lamborghini Aventador (MY 2011)

6.5 V12, normally aspirated, 690HP

FOR: excellent build quality, engine sound (different exhaust valve settings), prodigious power and grip, surprisingly comfortable seats and driving position, good all-round visibility despite the wide rear haunches

AGAINST: gearbox while feeling very exciting the first few times ends up feeling too harsh: every gearchange causes a bobbing forwards and backwards of the occupants head which really affects the overall appeal of the car

BUY TO KEEP?: Probably no. Buy a Diablo SV in blue or a 550 with a manual gearbox

Lamborghini Huracan LP610-4 (MY 2016)

5.2 V10, normally aspirated, 600HP

FOR: good build quality, engine sound on mid to full throttle (although the firing order and crank angles mean the sound is not as pure as the original 5.0 V10)

AGAINST: very "video-gamey" due to low levels of useful feedback from the steering when compared to a GT3 or 488, only really exciting when putting the foot down and by then it's too powerful and you run out of road, some seats feel very hard on the spine (seating position not as immediately spot on as in 488, feels like it will depreciate faster than a 488 and will never achieve cult/classic status (due to paddle shift and not-so-memorable vehicle dynamics)

BUY TO KEEP?: No, easily made obsolete by upcoming models

Lotus Elan (MY 1967)

1.6 I4, normally aspirated, 130HP

[coming soon]

Lotus Elise 111S + upgrades (MY 2006)

1.8L I4, normally aspirated, 190HP

FOR: Very direct steering, perfectly spaced pedals, zero inertia, as close to a formula car as you can get except for an Ariel Atom

AGAINST: can deceive you in very cold conditions because its ability to give you confidence means you are travelling that much faster, not as light as the Gen 1 models, Rover engines not the most reliable when tuned (head gaskets often fail and soft material in the head can warp)

BUY TO KEEP?: Yes, always worth keeping an Elise

Lotus Exige V6 (MY 2016). Review by Antoine E.K.

3.5L V6, supercharged, 345HP

FOR: aggressive styling, well balanced handling and weight distribution, very good damping (for essentially a track car) on all road surfaces, great sound from the engine (volume increases from touring to sport to race), direct and precise steering feel, engine revs cleanly all the way up to the limiter and pulls hard with a nice flat torque curve, aero helps plant the car as speed picks up, inspires confidence, great drivers car

AGAINST: Lack of power steering makes low speed manoeuvres difficult, engine noise can get tiresome on longer journeys, not ideal as a daily, cabin quite cramped, gear change a little loose and not as precise as I thought (MX5 feels better), not great for taller drivers, maybe a little too raw an experience

BUY TO KEEP?: Yes, one of the best driver's cars

Lotus Exige Sport 410 (MY 2020)

3.5L V6, supercharged, 410HP

FOR: direct relationship with the road, with plenty of power on demand

AGAINST: steering is heavy for anyone who is used to power steering, level of steering feedback is useful but not necessarily a reason for avoiding PAS; engine has power but does not feel particularly eager compared to a GT3 3.6L or M12 2.5L; generally it is still 'rattly' for a car of the 2020s; the car is low but the engine feels like it does not have a particularly low centre-of-gravity

BUY TO KEEP?: Yes if you are happy without power-assisted-steering

Lotus Evora S (MY2010)

3.5L V6, supercharged, 345HP

FOR: good levels of suspension damping, good levels of engine torque

AGAINST: lacks agility and hooligan personality of Noble GTO3/3R, steering has precision but lacks feel of Porsche 996 & 997, engine lacks high end power and sound, gearchange mechanism feels low cost, styling not as pretty as Elise/Exige (the car looks too tall and narrow when parked next to a McLaren 12C for example)

BUY TO KEEP?: No, keep an Esprit for the kudos

Lotus Esprit V8 GT (MY 2002)

3.5L V8, turbocharged, 350HP

FOR: looks, feels and drives like a supercar, forget loose and worn old Ferraris, the Esprit drives like a maxi go-kart, if fitted with an upgraded dual plate clutch the on/off action makes getaways as eventful as a Koenigsegg, gearbox needs warming up like old-school supercars, induction noise on driver side changes before and after the turbo spools up, surprisingly strong brakes, carefully tuned power assisted steering leaves much of the feel intact

AGAINST: definitely rear heavy and not as well balanced as the lighter 4 cylinder cars, pushing at the track begins to show the lack of chassis torsional rigidity (reason why spring rates and anti-roll bars cannot be any stiffer)

BUY TO KEEP?: Yes as investment, no as a driver's car (buy the S4s instead)

Lotus Esprit S4S (MY 1997)

2.2L I4, turbocharged, 286HP

FOR: very well balanced chassis and informative steering, feels light and playful like a sportscar should, slightly less power steering assistance than in the Noble GTO, very little turbo lag due to the shorter pipework and cooler intake temperature by using a water intercooler (charge-cooler), hence surprisingly linear delivery for a 2.2 turbo 4 cylinder with 290HP, bullet proof engine so long as maintained correctly, engine maintenance typically not overly complex when carried out by an experienced specialist, decent size boot, getting in and out not difficult for a person who is less than 180cm tall, glass roof a nice touch which makes the interior feel very roomy and uplifting compared to many coupes, incredible performance for typically £14,000 for a good example

AGAINST: chassis can be felt to flex slightly when cornering quickly and over large bumps (this is a known design characteristic which also prevents the car from responding to stiffer springs than standard), definitely feels its age when compared to the more supple ride of the Noble M12, dashboard layout still the older square design which is not as simple and clear as in V8 model, front popup headlight recesses tend to collect water when the drainage holes get blocked by leaves so need frequent inspection, flyoff handbrake needs some practice to operate correctly, gearbox can take the torque of the 2.2 turbo engine but does not respond well to engines tuned over 320HP and can fail prematurely

BUY TO KEEP?: Yes, although the Noble M12 is still a better driver's car (need to own that one before an Esprit)

Lotus Esprit GT3 (MY 1997)

2.0L I4, turbocharged, 240HP

FOR: neat and tidy looks (no big wings), the James Thompson facelift of a classic shape (first Giugiaro and then Peter Stevens), rarity

AGAINST: the stickers may not be to everyone's taste although they are no more offensive than those on a 911 GT3, gearbox can be a pig when trying to find 2nd and 1st gear on the downshift, given that it's been often considered the best handling of the Esprits the authors found it to have no particular handling benefits compared to the more hooligan S4s, engine lack of torque can make you wish you simply went for the torquier S4s

BUY TO KEEP?: Maybe, the S4s is generally more fun to drive

Maserati Shamal (MY 1992)

3.2L V8, turbocharged, 322HP

[coming soon]

McLaren 12C (MY 2012)

3.8L V8, turbocharged, 590HP

FOR: innovative engineering when released, most notably the ProActive Chassis Control suspension (removes anti-roll bars and uses fluid connections left to right), powerful engine and capable dual clutch gearbox

AGAINST: rather boring and clinical styling, rear suspension (spring rates) feels too soft compared to the front and induces noticeable pitch in slow ride making the rear of the car feel even heavier than it actually is, definitely not the car to take sideways because its ESP and suspension and air-brake calibration don't work that well in conjunction: you can get the car to break traction and sidestep but don't expect to keep it there for long (like a 458 can) because it will typically snap back into line or fishtail or do subtle unexpected things

BUY TO KEEP?: No. Boring over the long term

McLaren 650S (MY 2015)

3.8L V8, turbocharged, 640HP

FOR: significant improvement over the 12C (as expected since the 12C was a massive push for the first engineering team in a short timescale), better refinement and performance overall, improved suspension and gearbox control

AGAINST: styling copies the front lights from the P1 which can be seen as family resemblance or un-necessary depending on opinion, engine still has a very tiring drone and set of frequencies which make it boring compared to the nice sound of the Porsche turbo flat six

BUY TO KEEP?: No, buy a 997 GT3 instead

McLaren 675LT (MY 2015)

3.8L V8, turbocharged, 666HP

FOR: the most sharply honed of its series, very good engine and gearbox calibration, fun dynamics and great levels of performance, with the correct tyres steering feel is probably the closest any car will get to a 997 GT3 and certainly better than the 458 steering feel

AGAINST: although the suspension is fun for track driving it does not in many respects perform its ride function like it does on the 720S, the fun factor in the 675LT is mostly achieved by reducing compliance and making everything (spring & damping, tyres) a little bit stiffer and grippier which is not rocket science but just tuning the car for smoother asphalt

BUY TO KEEP?: Yes, the 675 will always be a great supercar

McLaren 570S (MY 2015)

3.8L V8, turbocharged, 560HP

FOR: good proportions, cabin space and agile dynamics, feels fun to drive and has better steering feel than 12C

AGAINST: rear styling a bit too feminine, in the sense that the rear lights in the shape of eyes lack a bit of sharpness compared to the 720S

BUY TO KEEP?: Yes if you like the looks and yes if it remains below £90k

McLaren 600LT (MY 2018)

3.8L V8, turbocharged, 592HP

FOR: a sharp supercar in a compact format, purposeful interior if you're also used to Porsche ClubSport interiors, good levels of steering feel, conventional damping (not interconnected) is easier for the driver to read than that of the 650S and 675LT, quicker rack than the 570S, excellent brake pedal feel, well balanced grip front to rear, feels more fun to drive than 720S, stiffer engine and transmission mounts give it a similar feel to 675 LT (essentially they delete all the useful work engineers do to attenuate vibration), actually quite rare

AGAINST: engine calibration has noticeable lag compared to the near lag-less 488, so you end up having to anticipate the lag and then back off to bleed of excess pace (same driving style as the Huracan, which can become frustrating), engine note industrial like 720S (no change there)

BUY TO KEEP?: Yes, despite what the market and the critics might say. Excellent car

McLaren 720S (MY 2017)

4.0L V8, turbocharged, 710HP

FOR: finally a supercar worthy of wearing Bruce McLaren's name and following the F1, a much more interest styling direction (although front light cluster nostrils can divide opinion), very advanced suspension and chassis control, very good ESP and ABS performance, it seems to beat most cars on a drag strip while also beating many through the corners, improved ingress/egress with new doors and chassis tub sills, one of the best gearbox control systems in class

AGAINST: engine sound still a bit boring, other than that let's wait for the Longtail version

BUY TO KEEP?: Yes for the long term, the 720S will be remembered as the car with McLaren F1 levels of performance for reasonably attainable price

Mitsubishi Lancer Evo VIII (MY 2004)

2.0L I4, turbocharged, tuned to 350HP

FOR: practical 4 seater with a boot, light but feelsome steering, very supportive seats, gearbox feels nicely mechanical in a way that I've only found similar in a Bugatti EB110, absolutely full of grip, revs cleanly so that you're already at 2500rpm all the time and in the turbo zone (unlike a stock Nissan 200SX which is incredibly lazy until 2800), lovely Brembo brakes, suspension is not too harsh, accelerates pretty much as hard as a Skyline, even in 5th gear at 80mph on a motorway.

AGAINST: atrocious fuel consumption due to short gearing, mapped cars can bunny hop at idle when cold but need just a little warming up and are otherwise ok, lacks the fun of a Nissan S15 due to the 4WD making everything that bit faster and hence more risky.

BUY TO KEEP?: Yes, never sell any well kept EVO

Mosler MT900S (MY 2006). Review by Lee Noble.

5.7L V8, naturally aspirated, 350HP

FOR: good handling provided the car is not running any aggressive aerodynamics and is fitted with softer springs, incredibly quick for those who upgrade the engine up to 550HP

AGAINST: too large for European roads, the factory aero & suspension setup requires rework for Europe to get the best out of the car, no longer factory supported (company non active any more)

BUY TO KEEP?: No. A car that you can do without

Nissan GTR (MY 2010)

3.8L I6, turbocharged, tuned to 600HP

FOR: very good ride and handling, feels very mechanical (not at all aloof or detached from the road), engine starts to boost from 2800 rpm and is very strong (a Litchfield Stage1 upgrade helps), good steering feel on straight ahead

AGAINST: styling has not necessarily aged that well (subject to opinion), feels a bit wide and heavy at low speeds, dual-clutch gearbox nowadays makes one wish there had been a manual option, steering weights up in corners which feels fine but it removes some information from the tyre/road interaction, rear seat space is usable only for children (adults will hit their head on the rear windscreen)

BUY TO KEEP?: Yes if you like japanese cars. No if you prefer 911 GT3s

Nissan Skyline (MY 1992)

2.5L I6, turbocharged, tuned to 450HP

FOR: fast japanese styling, always the original that paved the way for the Skyline cult, direct and fast steering (relatively quick rack compared to 200SX), low turbo lag thanks to twin turbo, easy to drive fast but also safe when drifting around a roundabout thanks to 4 wheel drive, supple yet stiff suspension if fitted with Tein, really puts a smile on your face when you press the throttle.

AGAINST: large car so not the most practical for everyday driving but can be lived with, getting a bit old so will require more attention, nothing else!

BUY TO KEEP?: Yes, they don't make cars like these anymore

Noble M12 GTO-3 & M400 (MY 2003, MY 2005)

3L V6, turbocharged, 344 HP

FOR: hooligan personality and levels of performance, very tidy and simple-to-understand handling, exceptional acceleration and braking due to its light 1080kg weight, good all round torque and power thanks to 3L turbocharged engine, whole car phylosophy simple and devoid of anything that is not needed, good steering weighting and precision, remarkably easy clutch for such power and performance, OEM Ford engine+gearbox+inlet gives it reliability (relatively) and parts availability, sensible servicing needs and costs due to the engine being transverse so things like spark plugs can be changed easily, GTO3 & 3R suspension good at absorbing bumps and roads

AGAINST: brake pedal too far from accelerator so making it difficult to heel and toe, frequent lateral play in accelerator pedal (not as solid a pedal as Sagaris or 911), spaceframe members intruding in floor, rather loose gear lever feel due to multiple linkages to reach gearbox, interior simple and a bit crude for some people, M400 suspension not so ideally suited to public roads (buy the 3R for road and M400 for the track)

BUY TO KEEP?: Yes, have a Noble alongside any 911 GT3, you won't need any Esprit or Nissan GTRs etc

Noble M600 (MY 2014)

4.4L V8, turbocharged, 650 HP

FOR: impeccable exterior, interior and mechanical detailing; comfortable seats and driving position; very good steering on-centre feel; good compromise between ride and handling (suspension); well spaced pedals; good visibility; prodigious power and torque

AGAINST: gear linkage feel a bit loose compared to expectation; brakes lack ABS; ride and handling still feels like that of a space-frame chassis

BUY TO KEEP?: Possibly, the rarity may eventually swing in its favour and it is a great driver's car

Porsche 964 Carrera 2 (MY 1993)

3.6L F6, 256HP

FOR: classic shape and handling; feels remarkably small compared to modern day cars; great air-cooled engine sound on start-up, very robust

AGAINST: floor hinged slightly heavy/sticky clutch not the easiest on long journeys across multiple countries, engine is now a few generations old and bit lazy to rev (heavy flywheel, compression ratio and fuelling technology of the day), updating flywheels and other components improves drivability but harms originality (you have to choose and accept the consequences)

BUY TO KEEP?: Yes if you find one that is not over-priced

Porsche 964 Carrera RS (MY 1992)

3.6L F6, 260HP

FOR: even better stance than the regular 964, rarity, nice mechanical feel to the gear lever (the throw is long but not vague in the slightest)

AGAINST: offset pedals and floor-hinged clutch means you will require small shoes and have to angle your foot to actuate the clutch cleanly, steering of the era does provide feel but it also tends to pull with road camber changes and ruts, the unassisted steering is not a particular revelation compared to a 996 or 997 GT3 (although it was probably good for the time), the steering effort in towns and villages tends to spoil the appeal of the car

BUY TO KEEP?: Yes if you have £160k+ and like heavy unassisted steering or can get a PAS conversion; otherwise drive a 996.2 GT3

Porsche 968 Club Sport (MY 1994)

3.0L I4, 240HP

FOR: Very honest steering (not overly assisted or filtered), comfortable bucket seats, supple suspension, familiar gearbox feel to the 964 and 993 (slightly long throw but giving that feeling of actually swapping cogs), good low down torque, genuinely confidence inspiring in all weathers (the front axle is a million miles away from some 'glassy' front axles of other performance cars), invites the driver to engage with the steering and gearbox

AGAINST: engine can feel a bit 'lumpy' and not as eager to rev as a six-cylinder (it has the torque but lacks the 'zing'), one feels the car was crying out for a great engine to match BMW's S50 engine from the E36 M3, by 1990's standards the car was stiff enough but in modern days one can definitely feel some scuttle shake despite it being a coupe, 3-spoke steering wheel is beautiful to look at but the rim is somewhat fat in diameter which reduces some precision and feel (a 997 steering rim is the perfect diameter/thickness), normally aspirated power delivery and the body shape are very 'practical' but lack the excitement of other cars such as Esprit S4s or Noble M12

BUY TO KEEP?: Yes if you already have a Noble M12 or 911 GT3 or if you can buy one at a price that is still 'sensible'

Porsche 993 Turbo (MY 1997)

3.6L F6, 420HP

[coming soon]

Porsche 996 Turbo (MY 2002)

3.6L F6, 415HP

FOR: good compromise between comfort and performance; very good electronics such as ABS and Traction control; especially capable & fast on wet roads compared to its competitors; slick gearlever/gearbox feel

AGAINST: steering feels rather slow and over-damped when compared to a Noble M12 or 997 GT3; exterior and interior styling not to everybody's taste; feels its age compared to the more timeless 997 Turbo; good car for £25k but not necessarily when it gets to £40k

BUY TO KEEP?: No. Buy the 997 Turbo instead (manual)

Porsche 996.2 GT3 (MY 2003)

3.6L F6, 381HP

FOR: affordable (don't wait for dealers and collectors to steal it from you), all the Porsche engineers agree that the Mk2 was a useful improvement on the Mk1 in every way, the car feels compact, the steering tells you everything you need regarding under/oversteer, the chassis is agile, the front lights are tidied up, the engine is eager to rev, it's a joyful car to driveg

AGAINST: the interior of that time has dated easily, the suspension is probably suited to Germany but can get "crashy" on UK roads (the fault of local authorities saving money on roads), it lacks some of the looks of the 997 (but arguably has an air of more usability, it's less collectable hence you want to drive more miles)

BUY TO KEEP?: Yes, and the 997 GT3 also

Porsche 996 Carrera GT2 (MY 2003)

3.6L F6, 476HP

FOR: Excellent proportions for the road, feelsome steering, well weighted and spaced pedals, very slick gearbox makes gearchanges an absolute joy (compared to the Ferrari gaiter), prodigious power with turbo lag not being particularly noticeable, refined and quiet at low engine speeds meaning that you can drive it every day, bucket seats a perfect fit for somebody who is 1m75cm tall, engine and turbos are well developed and bullet proof if serviced correctly, optional ceramic brakes are strong even at low temperatures and provide as much feel as most steel setups

AGAINST: the controls are a heavier and slower than GT3 but this is to be expected, engine bay not much to look at, try not to notice the front "fried egg" lights too much, the car is closer to the Turbo in terms of overall dynamics than the lighter-on-its-feet GT3

BUY TO KEEP?: Yes as a cult car. No as a driver's car, the GT3 talks to you much more

Porsche 997 Carrera Turbo (MY 2006)

3.6L F6, 473HP

FOR: Everyday usable, very ergonomic interior, perfect seats, pedals perfect for heel and toe, 4WD does not detract from driving experience

AGAINST: control of the variable geometry turbos a bit like a switch (VTEC style), there is a definite point when more boost is delivered, turbo boost not as linear for the driver as the 996 GT2, no noticeable added torque at low revs from the VGTs compared to previous generation, 4WD setup and slightly overassisted steering dents feel, low mileage examples may have a tighter notchier gearlever feel to a 996, suspension a little soft for some so if you like the car to feel as solid as a lump of tungsten then go for the GT2, the downside to its practicality is that you may get bored after a while and wish you owned a GT rennsport

BUY TO KEEP?: Yes

Porsche 997 GT3 Clubsport (MY 2007)

3.6L F6, 415HP

FOR: Probably the best hydraulic steering and tyre combination of any car (when fitted with Michelin Cup 2 tyres), great yaw response and turn-in which feels natural to anyone who has ridden a superbike with a steering damper, very direct and mechanical "rifle bolt action" gear lever, perfectly weighted pedals, very well calibrated and balanced engine, excellent engine sound, good calibration of ABS & ESP electronics, it's the 996.2 GT3 with extra power and better looks

AGAINST: naturally aspirated engine lacks torque of many turbocharged hot hatches, springs and dampers don't like British roads (but they fare better on good asphalt in Germany), traction control is quite intrusive when ON (to be expected but not as seamless as the post 2015 generation of cars), gear lever action can sometimes seem almost too mechanical (especially when cold), Sport damping is actually "Track" setting, less affordable than the 996 GT3

BUY TO KEEP?: Yes

Porsche 997 GT2 (MY 2007)

3.6L F6, turbocharged, 530HP

FOR: Looks the daddy, and drives the daddy, it wipes the floor with any Ferrari or Lamborghini, comfortable on long journeys but sporty on intense blasts on country roads, has a lot of power (although you need to access it higher in the rev band than you might think initially)

AGAINST: if you've stepped out of the 997 GT3 with bucket seats then the chassis of the GT2 will feel like it has more DNA from the Turbo, the steering feels a fraction more damped and slower, the clutch is meatier (for the extra power) and the damping makes it feel like the heavier car that it is, it doesn't fall into corners like the GT3 does and the car doesn't seem to be adjustable in yaw with the same sharpness as the GT3 (maybe different ESP calibration affects this)

BUY TO KEEP?: Yes as a cult car and as a driver's car but you will probably enjoy the GT3 more (and the GT2 will stay in the garage more often)

Porsche 991 GT3 (MY 2014)

3.8L F6, normally aspirated, 473HP

FOR: Very good interior compromise between sport and comfort, strong engine and addictive engine sound (more "real" than the R8 or Huracan V10), steering feel is good except for the most sensitive drivers and purists (not as darty as the 997 GT3), definitely allows new levels of "attacking" the road (this car can lose your licence within the first 500m).

AGAINST: feels a bit too large sometimes (the 997.2 actually feels the perfect size), the paddle shift gearbox robs the car of some interaction with the driver

BUY TO KEEP?: Yes but the later generation with manual gearbox. Or have the PDK if you drive in traffic or at the track.

Spectre R42 (MY 1996)

4.6L V8, normally aspirated, 350HP

FOR: very rare, turns heads wherever it goes, mechanicals very well engineered with attention to detail, styling a bit dated now but a classic shape, steering feel is there although you can definitely feel the width of the front tyres, nicely trimmed and comfortable interior, reliable due to good quality of parts used and design simplicity, Ford Cobra engine parts easily available

AGAINST: engine at odds with chassis, feels like all the 350 horses need a long time to wake up, probably heavy crankshaft balancing and a conservative engine calibration map for US/UK emissions, could be a much better car with a TVR AJP 8 engine, clutch very heavy and pedal angle becomes quite tiring after some time, bodywork has more blemishes than some other small production sportscars

BUY TO KEEP?: No

Ultima MK4 (MY 1997)

6.3L V8, normally aspirated, 490HP

FOR: sub-1000 kg weight, instant forward acceleration despite most Edelbrock V8 engine's lazyness and heavy inertia, more grip than almost any car of the same age, feelsome and bullet proof Porsche G50 gearbox, original gear lever on right hand side provides the gear change experience of any car (very close to a Formula Ford or historic F1 car), mechanicals very easy to understand and work on

AGAINST: requires real muscle to turn the steering, unassisted steering design necessitates offset and kingpin inclination which make it behave entirely differently to any power assisted setup, there should be more feel but some of it is removed by the fact that the driver needs to impart a very large effort, seat bolsters impinge on medium to large steering inputs, clutch is Porsche 930 Turbo heavy, quite a risky proposition for anybody who enjoys power sliding since the steering effort will be difficult to handle

BUY TO KEEP?: No

TVR Sagaris (MY 2006)

4.0L I6, normally aspirated, 406HP

FOR: the best TVR to drive by far, clever and timeless exterior styling, nice interior detailing for indicator stalks and all the machined switches, comfortable seats, remarkably good steering feel, short brake pedal is good for heel & toe (works on pressure rather than travel), reliable gearbox with good gear-lever feel (remember to engage 5th before slotting reverse in order to avoid synchro graunch), chassis much stiffer and more composed compared to Cerbera (has complete steel roll-cage tubing rather than "just" the backbone)

AGAINST: engine does have the power but does feels a bit lazy to rev, engine sounds nice if you like something sounding like a Spitfire (lacks the zippy and smooth sound of BMW I6 or Subaru F6), floor-hinged clutch pedal has very long travel (although the weight of it is fine), generally feels an older generation and less playful car than the Noble GTO-3R although interior luxury is actually better than the Noble

BUY TO KEEP?: Yes if you want a TVR, it's the best one. No if you have a Noble or an Esprit S4s

Venturi Atlantique (MY 1998)

3.0L V6, turbocharged, 280HP

FOR: quite rare now, not known to be particularly unreliable, quick once the engine is above approx 2600rpm and very chuckable thanks to compact size (short overhangs), precise gearbox although lacking some fluidity, pedals well spaced for heel and toe, very accomplished car in terms of interior comfort and feeling of solidity, definitely not to be referred to as a frail french sportscar, more usable every day than the Esprit due to its less low slung seating position (was typically tested against the Porsche 993 in the years 94-96)

AGAINST: engine rather laggy for a 3L V6 and low tech compared to the chargecooled Lotus Esprit S4S unless you find the rarer twin turbo version, not as playful as the S4S on small throttle opening so definitely feels like a turbo car with its lack of propensity to oversteer at low revs, dashboard a bit tall for those of lower stature, many cars came with wood veneer and feel a bit too Jaguar or Rover inside so try to find one with the carbon fibre imitation instead, more expensive than an Esprit for what you get (an old engine design from Peugeot Renault Volvo with a big turbo strapped to it), finding parts now can take a while despite many coming from the parts bin of popular cars like the Peugeot 205 and various Renaults, not many specialists with experience of this car so helps if you're in the automotive industry as an owner to figure out small faults

BUY TO KEEP?: Yes strangely. This is such a unique car and not one to own for peformance but just for its petite appeal