Isuzu D-Max V-Cross: what’s new?

The D-Max range received a light update in early 2025, with a new front camera system boasting a wider field of view than before. According to Isuzu, both the lane assist and speed sign recognition have been upgraded, helping the D-Max to see other vehicles quicker than before. 

Part of this update included a minor cosmetic makeover with a restyled bonnet, front bumper, new headlights, and a new alloy wheel design. Inside, there’s an updated infotainment screen with new software. A new automatic gearbox was also introduced, which is capable of 25% quicker gear changes than the old unit according to Isuzu. 

A new off-road driving setup was also added. Called Rough Terrain mode, this setup makes the D-Max more capable on muddy tracks and in icy and snowy conditions. 

What about the specs and rivals?

Underneath the D-Max’s refreshed design sits a ladder-frame chassis, a refreshingly old-school setup – as if it works – why change it, right? Power comes from a 162bhp 1.9-litre turbocharged diesel engine, which produces 360Nm of torque. In V-Cross spec, power goes to all four wheels via either a standard six-speed manual box or an optional automatic, with the latter specced in our test car, along with a switchable drive system that allows you to run in rear-wheel drive for normal road use. 

The top spec V-Cross has a long list of standard equipment onboard as well. Highlights include 18-inch alloy wheels, Bi-LED headlights, and folding mirrors. Inside, there’s a refreshingly unobtrusive 9-inch infotainment screen, along with such niceties as leather-trimmed seats, front heated seats, wireless Apple CarPlay and Android Auto, a litany of USB ports, and a comprehensive suite of safety tech.  

The towing and load figures are competitive, too, with a 3.5-tonne braked towing capacity and a 1085kg payload capability when specced with an automatic gearbox. Opt for the manual, and the payload increases to 1105kg. 

Direct rivals include the Ford Ranger, the Volkswagen Amarok, and the Toyota Hilux. Which all offer the same towing capacity and very similar payload specs in their higher double cab models. 

Is it good at pickup things?

Yes, the vast load bed is cavernous. Want to do a tip run? Well, the D-Max has you covered with the rear bed measuring in at 1520mm long by 1530mm wide, meaning it is capable of swallowing vast amounts of cargo and things. Access is also easy thanks to a powered metal tonneau cover, which retracts at the touch of a button. 

While we stayed away from any serious off-road routes, we did take the D-Max on some light private green lanes where it made light work of them. Once four-wheel drive and Rough Terrain mode are selected, it simply marches onwards making light work of any terrain in its path. Off-road the auto box made it simple to keep going, as it’s a case of managing the throttle while the gearbox and drivetrain systems sort it all out for you ensuring there is minimal loss of traction for quick progress. 

But it’s a pickup, surely it cannot match a car for refinement?

Given its workhorse-like design, it’s fair to say that the D-Max cannot match a regular car when it comes to refinement. As soon as you fire up the engine, there is no doubt that it’s diesel powered, with a fair amount of clatter making its way through to the cabin. 

However, once the engine is warmed up, it quietens down. On the move, it’s obvious you’re driving a diesel, but refinement is good overall for a commercial vehicle. The suspension damping is competent enough on minor imperfections, but on rougher surfaces it does crash and thud a fair bit, with larger bumps making their way through to the cabin. Again, not entirely unexpected for a vehicle of this type. 

What about the interior?

The leather-trimmed seats are both comfortable and supportive, with a wide array of adjustment, and the heated seats were useful in the cold weather experienced during our test. Overall, the cabin’s logical layout makes it simple to operate while on the move. This ease of use is aided by the chunky physical buttons used to activate all the regular functions you need, together with a good-sized infotainment screen which is easy to read and operate. A refreshing change from rival models that have done away with buttons in favour of a vast tablet-sized screen on the dashboard. 

The cabin feels ruggedly constructed with good-quality materials throughout. There were very few squeaks or rattles on our test truck, and overall, the inside of a D-Max is a comfortable place to spend time. 

There’s masses of space inside as well, enough to accommodate even the tallest of people in the front. It’s the same story in the rear seats, with ample space for adults and children.

Does it drive like a truck?

Obviously, yes. But this is no bad thing. The 1.9-litre diesel engine delivers a good torque spread from low down the rev range, giving you plenty of pulling power from the off. The optional six-speed auto box shifts seamlessly with a quick kick-down, too, making it easy to progress on the road with minimal fuss. 

It’s not fast, with 0-62mph taking 13 seconds, but it never feels underpowered. Acceleration is quick enough, with plenty of pulling power available to make getting up to speed on faster roads an easy task. 

It drives competently, too. While the steering lacks feeling like most modern cars, it is accurate enough. The handling is what you’d expect for such a large and high-up vehicle with a somewhat lazy feel to it. Yes, the D-Max cannot match the car-like driving dynamics of the class-leading Ford Ranger, but its chassis setup makes it feel secure and capable on the road. 

One minor point was the safety systems. At times these were overbearing, resulting in false alerts. Particularly the front AEB system, which detected a few phantom crash hazards when the road in front was completely clear. Also, the tiredness monitor would ping on occasions minutes after starting a journey. More slight annoyances than anything. 

But can really use a D-Max to ‘do it all?’

Pretty much, so long as you’re adept at parking. The D-Max measures in at 5280mm long by 1870mm wide, making it a bit of a behemoth. Meaning that parking on paper at least, is a bit like trying to steer the Ever Given down the Suez Canal. However, parking it is made easier by the litany of cameras and sensors dotted around the bodywork. Meaning that with a bit of patience, parking the D-Max is straightforward enough. Notably, it sits at 1790mm tall, which is low enough to fit into most normal multi-storey car parks. 

Given its vast dimensions and 2015kg kerbweight figure, you’d be forgiven for thinking that fuel economy would be an issue. Here, we were pleasantly surprised, returning a figure of 34.9mpg achieved after a week of careful motorway and urban driving. A number that beats the official combined economy figure of 31.4mpg by a small margin. 

Will it be reliable?

Isuzu offers the D-Max with a standard five-year/125,000-mile warranty complete with UK/EU roadside assistance. The Volkswagen Amarok gets an identical length warranty period with 124,000 miles of coverage, while the Ford Ranger sits behind its rivals with only three years and 60,000 miles of coverage. 

Additionally, the D-Max’s turbocharged 1.9-litre diesel engine features a steel timing chain, which Isuzu says is better for durability and longevity and is part of the brand’s commitment to making their vehicles reliable. Compare this to the rival Ford and Volkswagen models which feature a wetbelt (a cambelt housed in oil) that is known to be a weak point that is very expensive to fix. The fact that Isuzu has kept their powertrain simple is another plus point for the D-Max. 

Verdict: A pickup that can really do it all

Want a rugged go-anywhere-and-do-anything pickup? Isuzu has nailed the brief completely. While it is true the D-Max is down on power compared to some rivals, it more than makes up for it with a strong dual capability consisting of copious amounts of rugged ability mixed with decent on-road manners that make it a usable and practical daily driver fulfilling the ‘do it all’ mantra.

Adding to its appeal is the extensive warranty and Isuzu’s commitment to making it reliable, along with the well-specced cabin that features usable rather than overwhelming tech, along with all of the niceties you’ll ever need.  

For the £40,800 starting price when equipped with the optional auto box (subject to 20% VAT), the D-Max V-Cross is a strong all-round performer that’s as equally capable as its direct rivals from Ford, Toyota, and Volkswagen.

2026 Isuzu D-Max V-Cross test: full gallery

The post 2026 Isuzu D-Max V-Cross review: the true ‘do it all’ daily driver appeared first on Southern Group of Motoring Writers.

Latest from the SGMW: 2025 Kia Driving Day: a day of heritage thrills and electrifying fun

It shares similar underpinnings to the Hyundai Ioniq 5 N, but is the refreshed GT a match for the car it’s based on? As part of the Southern Group’s Kia drive day, we took one for a spin to find out. 

2025 Kia EV6 GT: more than just an Ioniq 5 N with a Kia badge?

First up, and most obviously, this is an EV6 turned all the way up to 11. In GT guise, power comes from front and rear mounted electric motors that now produce a colossal 641bhp and 568lb-ft of torque, a significant increase over the pre-facelift model that produced a mere 577bhp and 546lb-ft. 

If these figures sound familiar, you’d be right. It’s exactly the same powertrain as you’ll find in the Hyundai Ioniq 5 N. Kia says the GT can sprint from 0-62mph in 3.5 seconds, exactly the same time as the old car, and one tenth slower than its Hyundai badged brother. Find enough road, and the EV6 GT will hit 161mph. Which is, you guessed it, exactly the same top speed as the 5 N. 

It’d be easy to conclude that Kia has simply borrowed all the bits that make up the Ioniq 5 N before slapping an EV6 bodyshell on top of it. However, dig a little deeper, and the differences become clear.

Firstly, there’s the simulated gearbox. The EV6 GT has two fewer ‘gears’ and a lower rev limit with a simulated six-speed paddle shift gearbox and a redline of 6,500rpm – down on the eight speeds and 8,000rpm redline you’ll find in the Ioniq 5 N. 

Kia also hasn’t replicated the yobbish pop and bang petrol engine soundtrack used in the Ioniq 5 N here; instead, it’s added its own synthetic ICE engine sound with three sound settings that growls away in the background as you drive. Adaptive suspension and a limited slip differential are also standard fit.

In the floor there’s now a larger 84kWh battery pack (up from 77.4kWh), the same size as you’ll find in the Ioniq 5 N. No surprises there. The 800V architecture is carried over from the old car along with the 250kW rapid charging capability. Kia says the GT can now manage up to 279 miles between stops, an improvement of 16 miles compared to the pre-facelift car.

Angry gran tourer looks and go faster bits

The GT part of the car’s name is literal – as in it’s more of a rapid grand tourer than an out-and-out hot hatchback. 

It gets all of the same design updates as the standard EV6 but with a more angry look about it. Tweaks include sportier looking bumpers, a new 21-inch alloy wheel design, and bright acid yellow brake calipers. 

Kia’s press car also got some added sporting appeal thanks to the ‘Yacht Matt Blue’ paint finish, which looks very purple in daylight, and the ‘EV06 HOT’ number plate – that very accurately describes this car to a tee.

Minor tweaks help lift an already great cabin 

Kia has also given the interior a small update too. There are more acid yellow accents dotted around the interior, with a pair of very supportive bucket seats – which are heated and cooled. The gloss black plastic of the old car has been replaced with classier looking steel-effect trim pieces – which is an improvement.  

When sitting inside, the cabin almost wraps around you with everything in easy reach and visible. The touch-sensitive control bar works well enough, and the infotainment is fast with a well-laid-out and simple to use UI. 

Can a grand tourer be fast and sporty to drive?

Yes, it’s blinking rapid on the road. In normal mode it feels quick enough, a bit like any fast EV. Engaging GT mode via the dedicated steering wheel button gives you access to all of the 641 horses, which feels plenty quick enough on the road. How quick? Prod the throttle hard, and it gathers pace at a frantic rate, pushing you back into your seat as you drive. So yes, it feels pretty bleeding quick. 

However, in GT mode, the car will only manage a 0-62mph time of 4.5 seconds. To unlock the quoted 3.5 second 0-62mph time, you need to engage the Launch Control which is a bit fiddly to do, as it’s buried in the menu. Essentially, if the car isn’t in the right mode with the assists switched off, it won’t do it. Meaning it’s best saved for the drag strip. 

Activating the new ‘virtual gear shift’ can be a bit of a faff via the menu too. But, it can be programmed to the star button on the steering wheel, which makes it easy to switch on or off at the touch of a button. A worthwhile feature that all modern cars should offer in our opinion. 

With GT mode and the gear shifts activated, taking off quickly is easy. However, you actually have to drive it. Press the throttle and miss a gear change; it won’t change up for you, leaving you lurching forward in the seat as the car bounces off the rev limiter. Likewise, when changing down, the box occasionally decides not to give you a lower gear. Essentially, it accurately simulates all of the brilliance and annoyances of a real paddle shift gearbox. 

Compared to the standard EV6, the GT has a much faster steering rack, which is also heavier. It doesn’t have a lot of feel or feedback, but the added weight helps you judge the amount of lock required when cornering, making it simple to place the car accurately in faster corners. 

The adaptive suspension helps keep the car level when cornering, although, here, the front end feels a bit more relaxed when turning in compared to the 5 N, but still with a reassuring and planted feel about it. It also rides very well for a sporty model, with a slightly softer nature over its related Hyundai sibling. Overall, the chassis is well tuned for sporty driving and does a good job of absorbing rougher surfaces as well, making it mostly hushed and refined to drive when at normal speeds.

While brake-by-wire systems generally don’t lend themselves to driver’s cars, here, the GT’s set-up and tuning give it a capable pedal feel. The pedal feels more weighted than the standard EV6, but overall the brakes feel taut and deliver excellent stopping power when needed. 

Verdict: the updated EV6 GT is brilliant in its own right, and now a match for the Ioniq 5 N

Is it fun, like a GT/hot hatch should be? Yes, absolutely. The paddle shifts and engine noise add a layer of immersion sorely lacking in some fast EVs, making you grin more the faster you drive it. The cocooning interior, well-weighted steering, and burly brakes help make you feel a part of the action as well. Its core talent, alongside all of the speed and fury, is that when you just want it to be a car, it’s comfortable, refined, and practical, and it even has a respectable range figure – all for a price that undercuts the Ioniq 5 N.

Kia EV6 GT: full gallery

The post 2025 Kia EV6 GT review: a rapid and involving EV for the drivers appeared first on Southern Group of Motoring Writers.

Its arrival marks a significant milestone for the JCW badge, as the first proper electric model to wear the name. One that takes its origins from the regular MINI hatchback, with the promise of far improved performance combined with sporty driving appeal in an everyday usable package. 

To put it to the test, the lovely people at BMW/MINI UK invited us to the Cotswolds for the day to test it out.

The 2025 MINI JCW Electric: the full lowdown

In John Cooper Works guise, the normally humble-looking F66-generation MINI is transformed on the outside. To set it apart from the standard car, the JCW gets a sportier stance, bigger 18-inch alloy wheels and sportier looks thanks to a more aggressive-looking bodykit. 

Other go-faster design highlights include the deeper front spoiler, a rear splitter, a very angular rear spoiler, and chequered flag decals on the rear hatch. In the metal, it looks aggressive and sporty, exactly how a hot hatchback should be. Of course, being a modern MINI, there’s an array of personalisation options such as bonnet stripes, various roof decals, and a choice of six paint colours. If this isn’t enough there’s also a catalogue of JCW Performance parts available including aero parts, side skirts, alternative wheel designs, and decals. 

Inside you’ll find the MINI’s latest interior design carried over from the standard car with a centre-mounted circular OLED infotainment screen that spans over nine inches in diameter and the option of a heads-up display for the driver in place of a conventional dial cluster. Other JCW specific additions include sports seats in the front and more splashes of red trim dotted around the interior including a chequered flag decal on the dashboard. This is contrasted by bronze speaker grilles and door handles – a subtle styling departure from the usual grey or silver trim. 

Is it a real John Cooper Works underneath?

Power comes from a single front-mounted electric motor which sends a maximum of 254bhp and 340Nm of torque to the front wheels via a single-speed gearbox. While battery size has often been a source of criticism in EVs due to weight figures, here, the JCW Electric is powered by a 54.2 kWh battery, which is officially capable of 251 miles of range. With a kerbweight of 1,725kg, which is around 300kg heavier than the petrol JCW, the battery size is a decent compromise that offers respectable on-paper range with a bearable weight increase.

Other specific JCW-only changes to enhance the hot hatch feel of the car include a sportier suspension setup with a lower ride height and additional camber on the front axle. It also sits on sporty Hankook Ion Evo performance tyres from the factory which are specific to this model.  

How does an electric hot hatch drive?

Since the JCW Electric was unveiled, the “go-kart’ handling mantra has always been mentioned. And we’re happy to report that this new model delivers exactly that with a few distinctive hot hatch traits and a few compromises.

Pin the throttle hard in a straight line, and the car reacts with a flurry of hyperactivity, giving you plenty of torque steer. Initially, this behaviour leaves you gripping the wheel tightly to ensure the car stays straight. After a bit of practice, the torque steer is still very much present but controllable with a bit of careful modulation of the throttle pedal under hard acceleration. While modern suspension and electronic aids have sought to nullify this trait in most front-wheel-drive performance cars, it does add a bit of hot hatch character to the JCW Electric that forces you to be involved in driving it in order to make quick progress.

It’s not lacking in performance either. Learn to control the torque delivery, and the JCW Electric sprints to 62mph in 5.9 seconds. A figure 0.2 seconds quicker than the petrol-powered model and one that makes it the quickest production MINI ever. It produces 227bhp normally, but a quick click of the “Boost’ paddle to the left of the steering wheel adds another 27bhp (254bhp total), along with a video game-style 10-second graphic countdown on the infotainment screen, which we liked very much. To add to the excitement, you also get a distinct whooshing engine noise to let you know you’re in maximum velocity mode.

Without a petrol engine in the nose, and despite the extra weight, it feels accurate in the corners. Take on a quick corner and the turn-in is keen like an oversized go-kart with the tyres providing plenty of grip. 

The steering is very quick but has little feel or feedback, making it feel a bit disconnected at times. At first this left us struggling to work out the amount of turn-in required when cornering, with minor inputs needed to correct the direction of travel. However, once mastered, the steering makes it easy to accurately place the car in a corner, although the lack of feedback as to what’s going on does detract from the fun factor slightly. 

The suspension is also very firm, as are the sports seats. Normally in a hot hatch these are things you want, but here they combine to upset both the ride and the driver. As on several occasions during our test drive in the Cotswolds, the tarmac appeared to be fairly smooth at a glance, before the chassis decided to transmit almost every imperfection through to the cabin and the driver’s seat, resulting in the driver bouncing around in the seat.

When the road surface is smooth the chassis setup offers excellent accuracy when mixed with the ‘all at once’ torque delivery and the potent acceleration. Elements that combine to make the JCW Electric plenty of fun to drive on a twisty B-road

OK, it’s a real hot hatch, but what are the drawbacks?

As we’ve already mentioned, the ride quality is one thing that could be jarring on longer journeys. Also, being a MINI, and not entirely unexpectedly, full-sized adults will find the rear seats cramped and difficult to get into. 

The boot offers 210 litres of storage up to the parcel shelf, decent enough for a supermini hot hatch, and likely best suited for two people and luggage, with the MINI’s compact dimensions making it a challenge if you need to carry four passengers and luggage at the same time.

MINI claims the JCW electric can manage up to 251 miles on a full charge. During our test we managed 3.4 miles/kWh, which is a range of around 165 miles – some way off the official range figure. As a caveat, this figure was recorded after some somewhat spirited driving with the air-con on high on a warm day, meaning we’d expect it to improve during normal driving in cooler temperatures.

When a smaller battery is a benefit; charging

With a relatively compact 54.2kWh battery, charging should be a simple process. The MINI can be charged at speeds of up to 95kW with a 10-80 per cent charge taking around 30 minutes.

How much is all of this electric hot hatchery?

Prices start from £34,905. A pretty reasonable figure, considering the Abarth 500e Turismo started at nearly £34k and the much faster Hyundai Ioniq 5 N starts at around £65k.

Aside from the optional stripes and colours, buyers can choose from two main options packs for more kit. The Level 2 pack costs £1,300, adding useful comfort functions like heated front seats, wireless smartphone charging, and keyless entry. Other additions include adaptive LED headlights and a heads-up display, tinted windows and a panoramic sunroof. Opting for the Level 3 pack costs £3,800 and adds extra safety tech, including adaptive cruise control, lane-keep assist, a 360-degree parking camera and augmented-reality navigation.

2025 MINI JCW Electric verdict: rapid, fun, and slightly compromised

Rating 3.5/5

There is no doubt the JCW Electrics benchmark stats are impressive. On the road it’s capable, offers rapid performance, and is genuinely fun and involving to drive. Combine this with the hyped-up looks and decent official range figure, and it has the makings of a proper electric hot hatchback.

However, the unsettled ride quality and the lack of feel and feedback from the steering detract from the overall driving experience. While other issues, such as the lack of space for passengers and storage and that the range figure is potentially impacted by any kind of spirited driving, are likely to make it a hard sell for both enthusiasts and regular buyers.

2025 MINI JCW Electric: Gallery

The post 2025 MINI JCW Electric review: Electrifyingly fun and furious, but not flawless appeared first on Southern Group of Motoring Writers.

I was invited to attend the Mazda CX-80 event at Amber Lakes just off the M25 near Heathrow airport. I stopped to take some pictures in a lay-by on the complex before joining the public highway and noticed a display board on the edge of the lakeside.

SGMW Latest: SGMW 2025 NEW YEAR HONOURS AND THE WINNERS ARE…

This informed that it was the location of a scene from the 007 James Bond film View to A Kill, where the dastardly villains Christopher Walken and Grace Jones tried to dispose of the drugged unconscious bodies of Roger Moore and Patrick Macnee in a Rolls Royce.

But I digress. The CX-80 is Mazda’s new flagship model and the latest from the Large Product Group, which includes the CX-60 and both models share the same longitudinal front engine rear wheel drive mechanical layout, with the added bonus that all CX-80’s are 4WD.

This seven-seater has had the wheelbase increased by 250mm to accommodate those third row of seats, with the middle row coming in a configuration of three-person bench seat or two captain’s chairs with walk through ability or the option also of fixed centre console. It also gets its own heating/cooling controls and USB ports.

There is a choice of two engines, and I am pleased to see that Mazda for one has not completely thrown the diesel engine in the dustbin, by offering a silky-smooth 6 cylinder engine of 3.3-litre capacity. This e-Skyactiv D mild hybrid (MHEV) produces 254PS and 550Nm of torque. The other option is a plug-in hybrid (PHEV) with a 2.5-litre e-Skyactiv petrol engine with an EV range of 38 miles. 

As someone who tows a caravan, I was interested to see that the towing limit of 2,500kg is the same for both engine types and would personally prefer the diesel engine, although this would be the more expensive option. On a like-for-like basis, the base Exclusive-Line model prices are £52,205 (diesel) and £49,670 (petrol).

All CX-80 models feature Mazda’s new eight-speed automatic transmission with Normal, Sport, Off-road and Towing mode, with PHEV having an additional EV mode and the CX-80 is the first Mazda to feature a trailer hitch view camera. Each mode sees the instrument display change to a different colour, and it did amuse me that for Towing/Off Road it turns brown!

The range encompasses five trim levels of Exclusive-Line, Homura, Takumi, Homura Plus and Takumi Plus, with prices starting at £49,670, to the range-topping Takumi Plus at £59,165. Two new colours have been added in Melting Copper and Artisan red.

Driving the CX-80 is a pleasure. The auto box handles the engine power well and the diesel goes about its business in a more refined way than the petrol PHEV. 

My only gripe with the interior is that all the second and third row of seats do not completely fold flat for a level load space.

The interior is smart and well equipped and I like the heads up display and plenty of physical switchgear, rather than constant tapping of the 12in central screen. 

Amazon Alexa in-car voice control can take over a lot of these functions for air con control, sat nav destination, music and weather etc.  The equal-sized digital dashboard is clear and distinct.

The 360 degree view monitor with see-through view is a useful feature as it displays an image of front, side and rear and provides a display of the vehicle though it is transparent and is available as standard on Homura Plus and Takumi plus, and an option on others.

Safety features abound, with a plethora of airbags as standard. Lane keep assist, traffic sign recognition, blind spot monitoring are all included and making their debut on the CX-80 are cruising and traffic support, unresponsive driver support, smart brake support with new head-on collision mitigation and emergency lane keeping with new head-on traffic avoidance.

In addition, a new driver assistance system, the rear seat alert, notifies the driver of objects or passengers still in the rear seats when getting out of the car. 

I experienced two of these while driving the CX-80: The head-on collision mitigation, when a car was parked close to a junction I turned right into, and driver attention alert, and both are useful bits of kit to have onboard.

2025 Mazda CX-80: gallery

The post 2025 Mazda CX-80 review: flagship-worthy style, tech, and smoothness  appeared first on Southern Group of Motoring Writers.

This Jordan EJ12 saw action in the 2004 Formula One World Championship, a distinctive yellow and black competitor of the now iconic V10 era. Even today at 20 years-old, it still represents one of the purest expressions of automotive performance on Earth. A carbon fibre skeletal structure is encased in athletic bodywork sculpted by the wind tunnel. Its wings, channels, ducts and outlets manipulate the air to its designer’s will, something that serves as a great ally at race pace. An F1 car generates so much aerodynamic ‘downforce’ that it could theoretically drive upside down. The near 700bhp power unit resides mere inches from the driver’s back, reinforcing a sense of organic and mechanical fusion between man and machine.

Southern Group happenings: May 2024

NASA has trained more astronauts in its history than humans have piloted an F1 car. The opportunity to see the world from this high-octane perspective doesn’t come along very often. Lowering yourself into the almost claustrophobic cockpit you feel cocooned and physically bonded to the machine. Clamp the detachable racing wheel in place – a piece festooned with LEDs and buttons – then wait. And wait some more…

Considering the performance potential for outright speed, you do need to do a fair number of ‘pre-flight checks’ before the car is even fired into life. A team of mechanical nurses tend to this demanding vehicle with millimetric precision. While this EJ12 has had its fragile V10 engine swapped for a hardier Judd racing V8, it still requires fluids to be warmed before the motor will even entertain starting. Those wide slick tyres also need some special attention, as without temperature within their rubber construction to unlock their sticky properties, this car becomes a very costly yellow projectile.

A series of switch flipping and button prodding initiates a loud whirring before a violent splutter from the engine. Its somewhat intimidatingly high idle and continuous vibration certainly make things seem rather serious. Visor down, you’re signalled to join the track.

A few ginger laps to acclimatise reveal heavy but incredibly precise steering. Tiny inputs result in huge lateral leaps, neck-snapping in their immediacy, almost telepathically relayed from brain to car. Gearchanges from the wheel-mounted paddles are just as assertive.

Rounding the final corner and being presented with an open piece of tarmac was only going to yield one result. A firm twitch of the throttle pins your internal organs in place as this finely tuned specimen of sport accelerates towards the horizon. However, that distant horizon doesn’t stay distant for long, and a hard push on the stiff but feelsome brake pedal can generate up to 5Gs in race trim.

Sure, it predictably stops and goes with the velocity of a cat struck by lightning, but the real unshackling from the world of physics is delivered through the corners. The freedom of which an F1 car changes direction is unlike anything else. You can forget a McLaren Senna or even an Ariel Atom, the lack of hesitation, chassis inertia, and sheer speed this thing carries around a tightening bend is almost unfathomable. The only real limitation is the physicality of the driver behind the wheel and their strength to withstand the forces at play. There is a reason a modern Formula 1 driver has to be as fit as an Olympic athlete to last a race distance.

All too soon it was time to pit and bring the car to rest. The mechanical medics raced to the Jordan carrying life-support equipment for the demanding machine. A flick of a switch and the once vocal beast fell silent.

Awestruck and a little achy from the physical assault, my time behind the wheel of an F1 car was over.

The post Behind the wheel of a real F1 car appeared first on Southern Group of Motoring Writers.