Top Gear (2002) s23e06 Episode Script

The Porsche 911 R

1 'Tonight, I get dangerous' Not really dangerous but, you know, dangerous enough.
'.
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Sabine tastes the local brew' '.
and Matt gets a bit too into' - Oh! - '.
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his latest review.
' Oh, that's nice! I'm good.
Hi, welcome to Top Gear.
So Do you remember what happened when Honda asked Ayrton Senna to help them develop a sports car? They came up with this -- the iconic NSX, the underdog that went head-to-head against the big dogs from Italy.
Indeed it did, so having pulled that off once, they thought, "What the heck? Let's have another go.
" Honda was always a pioneering car company.
It took risks, pushed boundaries.
In the 1960s it became the first Japanese team to enter, and win, in Formula 1.
By the late '80s, their engines dominated the sport.
Then there was the revolutionary all-aluminium NSX.
Developed by Ayrton Senna himself, it took the fight to the likes of Ferrari.
Speed became practical.
Reliable.
If you wanted it fast and brilliantly engineered, you went to Honda.
But then, after the turn of the millennium, it all started to go a bit wobbly.
Honda's faster, more stimulating cars were replaced by a beige parade of stuff your gran would drive.
Like this one.
Truth is, we've not seen a proper Honda sports car in a decade.
Now, though, Honda has a new revolution with a familiar name.
The new NSX is here.
Here, but not especially Japanese.
In fact, this new NSX was designed and built in America.
Which is why I've come stateside to test the first one.
And why it's wearing this funny badge.
In America, posh Hondas are called Acuras.
When this comes to the UK, it will be called a Honda -- do not worry.
So now that's cleared up, what exactly are we looking at? Behind my head there's a 3.
5-litre V6 turbo petrol engine, driving the rear wheels through a nine-speed gearbox.
And that's not all.
There's a battery under here that provides electricity to one motor at the back and two more at the front.
So it's a four-wheel-drive hybrid powered by four motors.
If that isn't complicated enough, the brakes aren't actually connected to anything.
Much like the youth of today, they only communicate virtually.
Basically, the NSX brakes by Snapchatting and it does its steering via Instagram -- or something.
Doesn't sound promising.
So .
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have they gone and made a mess of it? 60 -- under three seconds! 100 -- three seconds later.
120, 130, 140.
150! Combined, that V6 and those electric motors provide 573 horsepower.
That's not sports-car power, that's supercar power.
Top speed is supercar speed as well -- 191mph! Wow.
The technology may be complicated but the effect is brutally simple.
That is fast.
Really fast.
But the best part of this hybrid set-up? It doesn't feel disjointed and digital.
The brakes me be e-brakes and the steering may be e-steering, but it gives you a real sense of what's going on.
Obviously you can't skid it about like a Ferrari 488, cos those electric motors are always trying to drag it straight.
But you can skid it about.
Oh, yes, you can! Wow, it's way more fun than I thought possible for something that was so complicated.
Look at that! So, Honda's new NSX really does have genuine supercar credentials.
But before you go and trade in the Lambo, there are one or two things to point out like the interior.
OK, they've made a great effort, but it's still recognisably Honda.
If I'm being a real nit-picker, I don't like the way these paddles move.
They feel a bit cheap.
It should feel like turning the bezel on an expensive watch -- and it doesn't, it just feels like you're pulling a plastic paddle on a 40-quid gaming steering wheel.
And as for the styling -- well, it does look a bit like an R8 and a Maclaren have face-swapped.
But I think it's stunning.
Here's the thing, though -- the NSX feels like it's been engineered, been calibrated by people who care about driving.
And that's what Honda was always about.
Some people, they're going to make the mistake of saying it's characterless -- but, do you know what, they're wrong.
I think it's dripping with character.
There's nothing else quite like it.
It's awesome.
Really special.
Special, however, does mean expensive.
The new NSX is £130,000.
But don't think of it as an expensive Honda, think of it as a cut-price Porsche 918 Hypercar -- because that's what it is.
OK, so it isn't as brain-poachingly fast as the Porsche.
It is, however, the same technology, and the same trick of using that technology to warp your sense of what's possible in a fast car.
It's a machine that's greater than the sum of its parts.
The NSX is a pioneering supercar .
.
its creators once again pushing boundaries.
If you want it fast and brilliantly engineered at last, you can go back to Honda.
And here it is, the brand-new Honda NSX, reimagined -- how very dare they? Have they pulled it off? Absolutely.
It's been a long, long wait, but totally worth it.
So, in your opinion is it better than the old NSX? It's sacrilege to say it, but I wasn't a fan of the way the original NSX drove.
I ought to duck before people throw rotten fruit at me.
So, yeah, in my opinion, that's a better, more interesting car.
Yeah, but this is a super-technological, super-complicated car with all kinds of systems on it.
Does that take away from the actual driving experience? No, that's the genius of this car, it takes the technology and it fashions it into something great -- so you've got front electric motors, you've got torque vectoring -- all that technology, more efficiency, but it's better fun to drive and, crucially, it's faster still.
All right, to find out how fast, we need to hand it over to our tame racing driver.
Some say his earwax is British racing green.
And that he has a pierced Brosnan.
- All we know is he's called - The Stig! The NSX and The Stig.
Complicated supercar, simple racing driver.
No wheel spin at the start there.
Not a lot of noise, apart from the tyre squeal, and plenty of lean.
The NSX tilting like a sailboat in a storm.
Secretive, brooding -- brooding, secretive.
That's The Stig.
You can run the NSX in electric-only mode, but Stig, of course, has petrol and battery power set to maximum attack.
No dramas through Hammerhead.
Time to rev that V6 out now to 7,500rpm.
And Stig.
Brooding, secretive -- secretive, brooding.
Wow, look at that -- big wobble before the tyre wall.
You don't often see cars get out of shape then.
Into the second last.
The NSX harvesting battery power now from the brakes, just like an F1 car -- clever.
Pushing hard round the final corner and across the line! All right, the Honda NSX.
What a lap! Load of fun there, and The Stig almost out of shape, especially on the last corner -- but not quite, of course.
So how's he done? We know that Honda targeted this rebirth of a legend somewhere towards the Ferrari 458.
That's now been supplanted by the 488, so it would have to be quicker than 1.
19.
1.
Is it? Yes, it is.
The Honda NSX -- 1.
17.
6! There you go.
Very good job.
Very beautiful car.
OK, let's talk great American inventions.
I don't want to boast, but US innovations have changed the world -- the swivel chair, spandex, dental floss, the spork.
And, most importantly, there's this -- the muscle car, the symbol of '60s optimism, cruising the highways, the freedom of the open road.
But how does Uncle Sam's finest fare away from Route 66 and on the A835 just north of Ullapool, Scotland? This This is as good as it gets, right here.
Open roads, blue skies.
Oh, and one of history's most iconic muscle cars -- the original Ford Mustang.
Of course, if you want to live the American dream you've got to be prepared for some pain.
This thing corners with all the precision of a greased hippopotamus.
And the brakes Well, I wouldn't go so far as calling them brakes, they're more like novelty items -- they are that bad.
But that's what Mustangs are about -- getting the blood flowing, the adrenaline pumping.
But the big problem with old Mustangs is this -- the steering wheel which, as you can see, is in the traditional muscle-car position the wrong side.
Which makes overtaking a complete nightmare.
I'm too young to die, I'm too young to die.
Oh, ho-ho-ho! But now maybe there's a way to have your main course of muscle car without the side order of terror.
Because for the first time in five decades Ford has given us a Mustang fit for Britain.
The brand-new Mustang GT.
As you can see, the steering wheel is in the right place -- on the right.
This is big.
The Mustang, the American patriot, it's a British citizen now.
Under this big bonnet is a proper Mustang engine, a five-litre, 412-horsepower V8.
And to deal with that whole "can't go around corners" issue this car boasts another Mustang first -- independent rear suspension.
In technical terms, that means the back wheels are no longer holding hands.
Each one can do exactly what it wants.
In non-technical terms, you now have a Mustang that can do this.
Look -- you can go around corners without all that inconvenient dying stuff.
And, I'm glad to report Sheep! .
.
the brakes are good, too.
Now, since we've stopped, I might as well demonstrate one of the Mustang's more childish features.
It's called line lock.
While I'm here, it gives me an opportunity to maybe talk about the interior.
It's kind of reminiscent of the old '67 Mustang, but a lot more futuristic.
Some of the materials are a little bit on the plastic side, but on the whole I like this.
Oh, and if you're wondering whether line lock has any purpose whatsoever? No.
So it's playful, sounds like a Mustang should, and comes with a steering wheel on the correct side.
It's affordable, too.
This car, massive V8 and all, is under £35,000.
That's less than half the price of a V8 Jaguar F-Type.
So, is this, at last, the muscle car to conquer Europe? Well, there are a couple of things.
It just doesn't actually feel that fast.
And currently averaging 13 miles to the gallon, it's not exactly economical, either.
This car makes Volkswagen look green.
Ford, though, know this is a problem, so they've come up with a solution.
Ladies and gentlemen, introducing the low-fat, dairy-free, gluten-free, no-added-sugar Ford Mustang EcoBoost.
Yes, they've gelded the Mustang and binned the V8.
This Envirostang is powered by -- are you ready for this? -- a 2.
3-litre turbo-charged four-cylinder engine.
But hold on, Billy Bob, it's not as bad as you think.
It has the same engine as the Ford Focus RS, over 300 horsepower, which also means 0-60 in five-and-a-bit seconds.
Because it's modern and clever, it will also do 30 miles to the gallon.
And it's four grand cheaper than the V8.
So you get pretty much all the fastness, all the Mustang-ness, but with a clear conscience.
This is it, then -- the perfect Mustang for Britain.
Well, maybe not.
The engine, it kind of grumbles, it tries its best to give you an aggressive sound, but it doesn't quite work.
And, at the end of the day, can you really see yourself walking into a dealership and saying, "Hm, yeah, I'll have the EcoBoost, please"? When your friends get in for the first time, they're going to look at you like, "You bought the wrong car.
" And that's the problem.
Maybe the new Mustang -- either of them -- is just too nice.
Yeah, it's fit for Britain, it's easy to live with, but if you want a Mustang that's easy to live with, do you want a Mustang at all? Ford's changed the recipe.
They've taken an American institution and added British flavour, like pouring gravy on apple pie.
So, which one would I have? Easy.
It's the one that's a complete nightmare, yet still somehow the stuff of dreams.
OK, you went for the old car, and that's great, but time for some consumer advice.
Which of these would you have, the V8 or the EcoBoost? V8 all day long, man.
The EcoBoost, it's just a cheap marketing exercise.
I agree, V8 for sure.
But over 400 horsepower for under £35,000? Yeah.
Sounds good on paper, but it's just not a great Mustang.
It's too simple, too accessible, too easy.
Part of the joy of owning a Mustang in Britain was having the pain of owning a Mustang.
You had to make sacrifices, be part of a club.
Nowadays it's becoming more like a BMW or an Audi, man.
Look, I don't want to live in a world where my mum would consider buying a Mustang -- and that is that Mustang.
Yeah, but on the plus side, there's your next Mother's Day gift sorted.
Let's give it up for Mrs Reid's new car.
It's time now for tonight's Stars In A Rallycross Car.
Please welcome Greg Davies and Patrick Dempsey! - Nice, right? - Very nice.
So you're both actors, and one of you is a racing driver.
What?! - I'm sorry -- he's genuinely a racing driver? - Yeah, he is.
- You kept that quiet backstage.
- Well, we just met.
He's driven at Le Mans.
Came second.
Great(!) I mean, essentially I've been asked on this show to be humiliated.
What car we driving? "A Mini.
Good luck, tall boy.
" Did you see me sitting in the car? They had to get me in with a giant shoehorn.
My face hasn't been that close to my genitals since I was 13.
OK, so, do me a favour, Greg, tell us why Patrick's here, please.
Patrick Dempsey stars in the latest instalment of the Bridget Jones saga, Bridget Jones's Baby - They love him, they love Bridget Jones.
- Oh.
Just seemed a strange place for the applause.
Here he is in a worldwide exclusive being irritatingly handsome.
Let's take a look.
Ooh! OK, I'm here.
OK, I can I can take it from here.
I'm here.
- I got this.
- Thank you! - I got this.
- Ooh! - OK.
- Oh! - Jesus! - Oh! - Jesus! - Ooh! Jesus, this is a two-man job.
- OK.
- Take her, take her! - OK, got her.
- So she has the baby? - She has the baby.
And it's either yours or Colin Firth's, yeah? Yes.
There's, I think, two or three different endings.
And you don't know yet either.
I didn't know when I was making it, who the baby was.
But we get told this all the time from actors that come in and there's a cliffhanger, and they say they filmed a million endings and we honestly don't know.
- Do you honestly not know? - No, I honestly don't.
What do you think? - I don't want to spoil it, but - But you know.
- I'm the father.
Well, thanks for the interjection.
It's out in September.
We're all so excited about this.
I had a good time making it, it was fun to be in England shooting it.
Were you a fan of Bridget Jones? Uh yes, of course I was.
Do you want to try that again? For your sake, let's do it again.
- Were you a fan of Bridget Jones? - I was a HUGE fan! - I could tell that.
- I watched it 12 times before starting production.
Excellent.
OK, why is our friend Greg here? Greg Davies is here because he's written and stars in Man Down -- - third season, I believe.
- That's right.
And there's a nice clip here where you wreak havoc on a bus.
Do you mind? Sorry? Oh.
No, this is my chair.
- You have to give up your seat for pensioners.
- You're not listening, the chair belongs to me -- it's my chair.
Give the lady the seat.
You don't understand, it's not a bus seat, it's my little chair.
Show a bit of respect.
What's wrong with his eyebrows? - I hate him! - He's got a rash! Hey, hey, hey, hey, hey! To be clear, if it's a bus seat I have to give it up.
But it's not! It's my little chair.
In fact, it's all I own.
So, with the greatest of respect, I'll be fucked if I'm going to give up my legacy so some old lady can have a lazy cruise to the bingo! I'll give you a bloody legacy, mate! Ow! Are you still persisting with the fact that Dan isn't based on you? Yeah! Come on! He was based on the 20-, 30-something me, for sure.
So what kind of fates befall him in this series? It's more what he does to other people in this series.
He accidentally ruins the career of a gay vicar, he sets fire to an American flag in front of an American embassy.
- No offence, Patrick.
- No, no, none taken.
He accidentally watches a middle-aged lady have a poo.
- OK.
- It's good family fun, Chris.
Not based on your life whatsoever.
Actually, that bit is! Shall I say that? I should say that.
I was up in my parents' loft when I was a kid and they were having a party and I realised there was a hole through into the toilet, and I thought I thought hijinks.
I'll have a look, and a lady came in and had a poo.
To this day she doesn't know.
- Now she does.
- Really sorry, Karen.
Now .
.
Jenkins.
All right.
Cars, boys.
Cars.
Oh, yeah.
First cars.
OK, Greg, I've got to warn you, Patrick's very much into his cars.
Patrick, your first car, please.
It was a 1963 356 Porsche Convertible.
Look at this! If that is your first car, don't tell me your first pet was a unicorn - and your first girlfriend was a supermodel.
- No.
I did a movie called Can't Buy Me Love, and my entire pay cheque went to purchase that car.
- It was the dream car to have.
- That was your first pay cheque? - My first pay cheque, and that was it.
- My first job was stacking peat.
I got £5 an hour.
So that's how I bought my first car.
Sorry, carry on.
I still have the car today.
Well, that's the thing.
He still has the car today! Look at that.
That's one of the coolest photographs I've ever seen.
I don't have a gay bone in my body, but I'm just saying.
What do you think? Oh, I'm in.
And I'm sure Patrick - Patrick will be delighted(!) - Yes! But, seriously, the coolest first car ever.
- The fact you've still got it is brilliant.
- Yeah, I love the car.
It's fun to drive and just incredibly reliable.
So, Greg.
It's awful! Greg, your first car, please.
It was, um lovely.
I'd been working digging peat.
I'd earned £15 and I thought I'll treat myself to a lovely Renault 18.
Perfect! Let's have a look.
Look at that.
A Renault 18, baby.
I can't remember how much I paid for it, but I know that I bought it, I drove it to a garage cos I think it needed a tyre change or something.
And I left it with him and, when I went back, the guy went He put his hand on me and went, "Don't drive this back to London.
"You can't! It's dangerous!" That was the first day I owned it.
OK, so best first car.
Let's hear it for -- please -- Greg Davies' Renault 181.
Come on! Or Patrick Dempsey's 1963 Porsche 356 -- which he still owns! Sorry.
100% fair fight.
But I fear it's only going to get worse.
So, Patrick, best car ever? - I think the RSR is probably the best one.
- OK.
So the Porsche 911 RSR.
Here we go.
Greg! This is the car that you race, the competition car.
This is the car that we won in Japan in the WEC, which is the World Endurance Championship, and were on the podium at Le Mans last year.
That's worth a round of applause.
Second on the podium at Le Mans.
OK.
Greg.
Congratulations(!) So best car ever against the 911 RSR? My best ever car -- and I'm so sorry about this, Patrick -- was a 1972 VW Camper van.
So, come on -- where, why, when, how? I think it was sort of in the early '90s I had it, and it's by far the most fun I've ever had in a vehicle.
I mean, we're all better than that, mate.
No, no, we're not.
There's a lot of people smiling here -- you've got them glowing.
- This is great.
- I stand by it.
OK, so let's hear it.
Best car ever.
Let's hear it, first of all, for Patrick Dempsey's 911 RSR.
I think you might have this Let's hear it for Greg Davies' 1972 VW Camper! So let's talk about driving, shall we? I see no reason why I won't win this lap(!) - It was tough, though.
- Patrick, how was it out there? It was wet and muddy and a lot of fun.
It was great to be here.
- OK, how was it for you, Greg? - I mean, it was horrific.
I was a fat giraffe forced into a tiny car and I drove as fast as I could, but I suspect that was incredibly slow.
- Would you like to see the laps? - Yes! Greg's first, I think.
Here we go.
On the line.
Greg Davies, a big man in our not-so-very-big Rallycross car.
I mean, I'm extra weight.
The others should be given a handicap.
Stop whingeing.
Doesn't work like that, Greg, I'm afraid.
At least the tarmac's dry.
But we're going off-road for the first time and The mud is the best bit.
OK, this should be a water splash but it's just a river today, isn't it? Get your foot off the accelerator, you fat [BLEEP!.]
Taking it wide around Hammerhead.
Was that a tactic? I don't know what I'm doing.
I will not stop! You will not beat me! OK, let's have a look at the hairpin.
Nice bit of opposite lock there.
Very wide.
Clean the tyres.
Will he get any air? No air whatsoever! Zero air.
- Back onto terra firma.
- I saw Jesse Eisenberg and thought, "Yeah, I could do that.
I could beat that.
" Tyre wall.
Apparently not.
Through Gambon.
Final corner, here we go.
Windscreen wipers going faster than the car.
And across the line! What do you think? I thought I was flying round that track, and then you just see a man, a fat man's tits wobbling, as he drives through mud moderately quickly.
Well, it was touch and go, could be close.
- Would you like to see Patrick's lap? - Yes! Patrick on the line now.
The conditions are officially abysmal for both these laps.
Patrick off the line there.
Hollywood heart-throb.
Here we go.
Rain's picking up a little bit, which is always nice.
Facing the worst conditions in the history of our Rallycross course.
Honestly.
Look how wet it is there.
It's like driving in the swamps of Florida here.
Once again through the river that should be just one solitary water splash.
That is the splash there.
I can smell something funny.
I don't know what that is.
I might have just crapped myself, I'm not sure.
Nice and tight round Hammerhead.
Come on, that is cool.
Look at that line, that's very good.
This is much easier over here.
Don't speak too soon, Patrick, because we have the hairpin and Oh, very nice.
Very, very nice! Far too good.
And almost some air! No lift, no lift, no lift, no lift, no lift, no lift.
- Gone.
Through the tyre wall.
- Here we go.
First time.
Tight to the apex, very nice, very neat, very tidy and let's have a look at Gambon.
Sliding into the grass! And over the line! So, how was that, watching that back? It was tough.
Front-wheel-drive cars are a lot I'm used to rear-wheel drive, it's a completely different sensation.
But it was tough.
As soon as you hit the water everything slowed down.
I think you did really well.
Once again, honestly, the worst conditions, officially.
Not just saying this to make you feel better, Greg.
Yeah, which doesn't bode well for the time, does it? Paul Hollywood, last week, very wet, 2.
16.
4.
Jennifer Saunders, appalling, 2.
21.
6.
Honestly, your conditions were worse.
We thought they couldn't get any worse, but they did.
OK, so under three minutes -- I would be happy with that, Greg.
I would be happy with that! However No, don't Greg Davies, abysmal conditions 2.
27.
1! OK, so, Patrick, in monsoon conditions This is incredible.
2 12, dead.
Unbelievable! You're still there, but you're more up there than down there.
Happy? Yeah, I want to come back again! Let's hear it for Patrick Dempsey and Greg Davies! OK, so, I'm six weeks into my Top Gear job and I've done some memorable stuff.
I got hypothermia on a Gold Wing over the Alps, I got frostbite in a Rialto on the way to Blackpool, and I got sandblasted in Morocco.
Good times(!) But the one thing I haven't got is time on that test track out there in something fast.
So I sent a polite note pointing this out to the producers and they sent me one back saying, "Shut your face, LeBlanc.
" So I sent a slightly less polite note to the producers, and this happened.
I love those guys! Ask me to picture my ultimate road car and it might look something like this.
The Porsche 911 R.
It's a greatest-hits album of the greatest 911s ever made.
It has a 500-horsepower naturally aspirated engine developed by Porsche Motorsport.
It has a proper manual gearbox and it has rear-wheel drive.
Ooh, yeah! Hello! Oh, yeah! But, you see, I don't think I can drive this.
Because in my head this is perfection.
However great this car is, it's got to be a disappointment, right? I mean, it's got to be.
Yeah, I think I'll just leave it.
Yeah, I'll just leave it.
I'm sorry! I'm sorry! I'm so I'm not sorry at all! I have no willpower whatsoever.
None.
This thing is great.
The whole car is just sparkling with energy.
It's so mechanical, so oily, so good.
Whoo! With no turbos to dull its progress, the 911 R's four-litre flat-six spins up to a mighty 8,800rpm.
This is a full-fat, 500-horsepower sports car.
Deploy it on public roads with extreme caution.
Second gear will take you past UK motorway speeds.
Drive this thing hard and you are going to jail.
Which is bad news, because the soundtrack that comes with burying your right foot -- well, it's addictive.
Oh! Just listen to that.
Oh, that's nice! Really has that character of the older Porsches.
It has that raw, visceral feel to it.
You couldn't be more involved or engaged with this car if you were strapped under the motor.
Some people will tell you that, because the engine in this car is way out back, like it is in all 911s, that it's inherently unbalanced and butt-heavy.
I'm here to tell you they're wrong.
Sure, you have to adapt to the unique way 911s go around corners, but that makes them all the more absorbing to drive.
And by "absorbing" I mean engaging, inviting, exciting, awesome ing.
Yeah! Whoa! When you get it right it's so rewarding.
Whoo! My hand's shaking a little bit.
I'm good.
So, you've probably guessed by now -- I like this car.
But it does have a few problems.
Firstly, and ridiculously, Porsche hasn't developed an infinite gas tank yet.
Come on, Porsche, let's sort this out.
And while we're here, there's another little problem with this 911 R.
It costs £137,000.
That's That's a lot of pounds.
OK, have a look at this.
All that cash doesn't buy you a radio or air conditioning.
It does, however, get you a place to keep your sandwich.
Mm! Now, to be fair, Porsche will fit the air con and the radio at no extra charge if you want, but I'd skip the radio and definitely go for the air con cos it's hot enough to roast a chicken in here.
It's done.
But there is another, more pressing, problem facing the 911 R.
And it comes from Porsche.
That is the 911 GT3 RS.
This car's evil twin.
It has exactly the same engine as this car but it also has a giant wing, super-fast double-clutch gearbox, fatter tyres and a sharper suspension.
And how much more do you pay for all that extra track-bred performance? Well, that's the thing -- the GT3 RS is about six grand CHEAPER than this car.
I know, it doesn't make sense, does it? So, what happens when you put them head-to-head in a drag race? Don't be stupid, I'm not racing him.
That car does 0-60 in 3.
3 seconds, a full half-second quicker than this car.
It's faster round any racetrack you care to mention.
This car IS slower.
That's the whole point.
Manufacturers are so preoccupied with lap times these days they've forgotten about the most important thing -- us.
The ones behind the wheel.
Cars like the GT3 RS have become so fast, so capable, that you'd have to be a Stig to access the performance of the car.
Aw, look at him go.
They're too clever.
The driver has been dealt out of the equation, less of a cog and more of a weakest link.
He's not going to stop till he runs out of tyres.
He's run out of tyres.
Wonder how he's getting home.
I wonder if he has a home.
The 911 R is all about giving driving back to the driver.
This car relies on me to make the downshift, it relies on me to quickly up-shift so the revs don't drop too far, it relies on me to keep the butt in line.
You and the car work together as a team.
Missed the shift there, but that's OK.
The car needs me to be a good driver.
There's nowhere to hide.
It says, "OK, what you got?" I like that.
They say you shouldn't meet your heroes.
But they're wrong, you should totally meet your heroes.
I highly recommend it.
For years, fast cars have been getting faster and faster.
But they haven't necessarily been getting more exciting to drive.
The 911 R takes things back to basics, reminds us that sports cars aren't all about the stopwatch, but the sensation, the experience, the moment.
They're about making us feel connected, making us feel alive.
And maybe, just maybe, the 911 R is perfection.
You better not eat my sandwich! - Happy? Yeah? How happy? - I am very happy.
- I'm in my happy place.
- You're in your happy place? I can tell! Right, good for him.
So Matt's had his Porsche fix, time now for my classic Brit fix -- cars that have always looked gorgeous but never been so gorgeous to actually drive.
Until now.
In the past, cars were designed with the free-flowing hand of an actual human being.
Curves were king, creations brimming with fantasy and escapism, genius and artistry.
The only problem was they broke down -- a lot.
They leaked a lot -- all over your drive.
They were noisy, they were cold and they were uncomfortable.
Nowadays, though, more and more companies are specialising in remaking old stuff better than when it was new.
Cars like this DB5 from Aston Martin Works in Newport Pagnell.
This exquisite being has enjoyed a full nut-and-bolt rebuild to bring it bang up to date.
Now, the engine in this spectacular specimen has been what they call "blueprinted" -- rebuilt from the bare bones of the original with loads and loads of clever tweaks and twists and tricks to massively improve performance.
But, most importantly -- in a classic car -- reliability.
You can even spec your 1960s Aston with power steering, air conditioning and satnav.
Unfortunately, all this heritage restoration business doesn't come cheap.
The cost on the road £1 million.
So how a about a less expensive alternative from Eagle, who provide a similar bespoke service for fans of the Jag? This E-Type was in intensive care for over a year for what they call a zero-mile restoration.
The result -- a car now superior to when it first left the factory.
But, again, the cost is £435,000.
And, yes, I know we've featured Eagle before on Top Gear but, frankly, I just wanted a go in one, because these cars are just awesome.
Whoo-hoo! There's no doubt that these are extraordinary cars, with equally extraordinary price tags.
However, you can get into this world for quite a lot less.
This is an MGB Roadster, a true style icon, reimagined and re-engineered by a company called Frontline, who are based in MG's original birth place.
Hence the name -- the MG Abingdon Edition.
But craftsmanship comes at a cost.
This MG is £100,000.
But for a quarter of the price of the Eagle, you get the same recipe -- classic face, modern pace.
This super roadster's brand-new 2.
5-litre engine produces 304 brake horsepower.
That means it's packing three times more power than the original 1.
8-litre MGB, which means it's quicker -- much, much quicker.
Where originally it would have done 0-60 in 11 seconds, now 3.
8.
And a top speed of -- wait for this! -- 168mph! Which means it also needs massively upgraded modern brakes.
But to really experience this car properly we have to return to its natural habitat.
And so you join us, the Abingdon and I, in the quintessential English countryside.
And straightaway I can sense the difference, the improvement, that all the mods Frontline have added make to this car.
The handling, for a start, is so unrecognisable as an MGB.
The modern dampers and springs and aluminium uprights have replaced all the tractor bits from the '60s that were originally on this car.
Tractor bits! The glorious result is an MGB that finally delivers the drive the looks always promised.
I think what I like about it most is that it feels old even though it's basically brand-new, and that's such a hard trick to pull off.
You know, no recreation or replica ever feels like that.
It's almost impossible, it's almost not allowed -- that's the one thing you're not allowed to achieve.
But this does achieve it.
It feels so authentic and dangerous.
Not really dangerous, but dangerous enough.
You know? You can definitely confirm that the live axle is still very much live, especially if you boot it a bit too much around a Erm a tight corner like that.
Sure, the MGB isn't as refined as the E-Type or the Aston, but nor should it be.
MGs were never about refinement.
This car remains true to its roots, a straightforward drop-top two-seater, built simply to put a smile on your face.
Four decades later, this is now the car MG wanted you to have.
I'm trying to find something that's wrong with this car, but it's pretty much perfect.
I mean, there's a speck of dirt on the windscreen and the wing mirrors are a bit too round and I think the clock might be a minute slow.
Even the heater works! The heaters never work in MGBs! Bet the demister doesn't, though.
That's impossible.
That would be a miracle.
Windy-road bit coming up.
Oh, yes, this is what it's all about, isn't it? This is the pure magic of wheels and pistons and petrol encapsulated in one gorgeous new-old MGB.
And I wish you were in this car with me now.
This is superb! Ace is what this car is.
Totally ace.
What a motorcar.
- That was good.
Is it fun? - I had a lot of fun.
- Yeah? - Yeah.
- You love it? I love this car.
This car is not only my favourite car of the show but of the series, ladies and gentlemen, I have to say that, because it's true.
However, bizarrely, also -- relatively, in a way -- the most expensive.
Because, this car, this DB5, this gorgeous DB5, unrestored -- half a million quid.
Restored -- £1 million.
That's double.
The gorgeous Eagle E-Type, which you love - Yeah, I do.
- Unrestored -- 100 grand.
Restored -- half a million quid.
That's five times.
This gorgeous MG, 168mph, 0-60 in 3.
8 seconds.
Unrestored -- five grand.
- Restored -- 100 grand.
That's 20 times! - Oh, OK.
All right, so let me ask you, which one would you choose? To look at, this car.
OK? To drive, this car.
- OK.
- To look at and to drive, if I can only have one, - the E-Type.
- That sounds like a good plan.
- Talking of plans, do we have a plan for the end-of-series season finale? - As a matter of fact we do.
- Perfect.
OK, it's time for some end-of-term fun.
All series we've watched our stars in this Rallycross car take on our big jump, but it got us wondering -- which of us presenters could go the longest? - Love a presenters' contest! - Yes, it's long-jump time.
Winner gets, Eddie? The keys to the Mini for one last drive through the water splash.
While the other five get a pac-a-mac and a big old soaking.
The rules? There are no rules.
That way Eddie can't cheat.
Me? Cheat? Never! This is the Top Gear End Of Term Rallycross Sports Day Long Jump Challenge.
Six will jump.
Just one will triumph.
Now, your Coxes, your Joshuas, your Ramsays -- yep, your average celebrity -- gets pretty good air off this thing, so the competition will be fierce.
Harris said your Vmax is going to be higher here than over there.
- What's Vmax? - I don't know.
Did you know he was here all day yesterday practising? - No.
- It's in his contract.
- It's written in.
- No I was here TWO days ago.
Luckily, to keep us all in check Presenters, ready? Hey, look who's back.
First up, Rory.
- Driver, ready? - Ready man from Gladiators.
Three, two, one! - Wow! - OK, enthusiastic start.
- Great determination from Reid.
- Cut the corner.
Way to go.
This should be big.
Come on, baby! Yeah! Oh.
Come on! That felt good.
Well, he liked it.
What was the distance? Flash! D'oh! Oh, he's not going to like that.
That doesn't register as a jump.
Was it that bad? Well, it's a start.
Sabine up next.
And it looks like she has a strategy.
Little Mini, time to go on a diet.
Ah, yes -- less fuel, less weight.
Did she drink some?! No, she's good.
Now, as a professional racing driver, this should be something really special.
- Whoo! - Oh.
Oh, even shorter than yours? Oh, not even two metres? It wasn't a great jump.
I don't think it was a jump.
Oh, [BLEEP!.]
Apparently this is harder than it looks.
So I employed a two-stage plan.
Stage one -- even less weight.
OK, I think what you've got to do is you've just go to take the hairpin out of the equation.
He's actually stopped.
He's stopped.
Since there are no rules What is he doing? .
.
stage two -- a massive run up.
He's got more speed.
Yeah-he-he-he! It's huge! That's Rory taken care of.
Chris Evans is a dirty great big cheat.
Come join me up here, LeBlanc.
No problem.
Matt, you will go on my first whistle! Three, two, one! I've given this some thought, and you know what this competition needs? A bit of science.
I'm waiting on a nice tailwind.
Almost there.
Yeah, now we're talking.
Conditions optimal.
Here we go.
Oh, look at that! 8.
9 to beat.
That's not far.
Yeah, Chris beat him.
- Rory, do you think he went further than you? - Shut up! - Less than you? - I think a little bit less.
- Not bad for a fat American.
Well, so much for science.
Evans' lead is looking pretty unassailable.
Come on, Harris, what you got in the locker? You've seen your racing on the telly and it's all about aerodynamics, so I'm going to make some modifications to the Mini by getting rid of some of these panel gaps.
It could prove crucial between 20mph and 50mph.
Look at that.
Oh, and one other flourish -- wing mirrors in.
Sure, that'll help(!) Oh, now that is a big run up.
And it's looking fast.
Whoa! Oh, yes! Let's see that again.
14 metres! There goes my win.
Frankly, beating that's going to take a cunning plan .
.
the plan of a man whose entire career was built around strategy.
A plan honed in the cut-throat world of Formula 1.
Come on, Jordan, what is that plan? It's simple.
Start last.
Right.
Well, at least the driving should be good.
Three, two OK.
The jump, then? Come on, Eddie, let's go! Wow! Look at him fly! But in the end, the nine-metre jump from Eddie hands him second place .
.
making our long-jump champion Chris Harris! Sorry, Eddie.
I went too far into the grass.
- Give me a hug.
- Come on.
OK, so the undisputed king of the Top Gear Long Jump -- Chris Harris! OK, come on, everyone outside -- I want to get you wet, - and I'm not going to enjoy this too much.
- OK.
- Come on.
- All right.
- Have a great summer.
- Bye.
Thank you, everyone.