Mercedes-Benz is demonstrating their new Mercedes-Maybach SL with a diverse brand experience at Pebble Beach Automotive Week 2024

LUX travelled to Monterey and Pebble Beach, to join Mercedes-Benz for the worldwide launch of the new Mercedes-Maybach SL 680, a super-luxe open-topped touring car aimed at bringing 1960s St Tropez glamour to a new generation of wealthy consumers. Fabienne Amez-Droz joined them in her best Hermès headscarf and Ray-Bans

The annual Monterey Car Week and the famous Pebble Beach Concours d’Elegance attracts many car enthusiasts and some of the biggest automotive brands of the world. On the western edge of California, lounges from the most renowned car brands were set up and displayed some of their best and newest car models.

Follow LUX on Instagram: @luxthemagazine

Among them was the Mercedes-Benz Star Lounge, where visitors could admire various historic Mercedes-Benz cars. But it didn’t stop at just looking at cars – you could even borrow a vintage Mercedes and test it along Highway 1 towards Carmel Valley.

Sunny California seems like a good place to launch the V8 convertible Maybach car. The Monogram Series is launched in either White Ambience or Red Ambience specification

Driving the 1971 Mercedes 280 SL convertible, surrounded by California’s scenery and the not-so-well-functioning radio music, it felt like a little time travel, making me feel like I was in an old school music video – so much I had almost lost track of time.

Read more: Electric dream: Mercedes-Benz EQS 450 review

After all the impressions of the Mercedes Benz star lounge, the highly anticipated evening launch event took place. Mercedes-Maybach introduced its SL 680 Monogram Series, a luxurious two-seater convertible defined by intricate patterning and striking two-tone finishes.

The Mercedes team notes that driving the SL Monogram Series is as smooth and quiet as can be expected from a Maybach. A noise-optimized exhaust system and top-notch insulation make sure of that

The spectacle was held in an ultra-modern private house in the middle of Pebble Beach. What immediately caught my eye was the huge “car runway” in the garden of the house. At the start of the runway was a car, covered with a giant cloth.

Read more: Mercedes-Benz On The Art Of Creating Desire

After a few glasses of champagne and canapés, all the guests were called to the runway, where Daniel Lesco (Head of Mercedes-Maybach) and Michael Schiebe (Mercedes‑AMG ) heightened our anticipation for the car’s unveiling. They shared their vision for the new design and explained “what makes a Maybach a Maybach.”

Inside the car, drivers can expect a luxurious interior – It is covered in crystal white nappa leather. Other unique touches include a Maybach-branded steering wheel, stainless-steel pedals, and custom door sill trims

Finally, the new Mercedes-Maybach SL was revealed, driving down the runway. Its two design concepts, “Red Ambience” and “White Ambience,” set the tone for Mercedes Maybachs new level of luxury. While many Maybach owners favor classic designs, others prefer a more flamboyant display of their wealth, as Daniel Lescow says, “Customers who buy this car know that it is a statement car and they want that. We wanted to combine top technology, comfort and luxury”.

The car’s designs took inspiration from high-end, logo-covered handbags. The goal was to achieve a similar aesthetic by offering an optional hand-painted logo pattern on the hood and rear of the Monogram Series.

The hood, featuring the Mercedes star, also comes with an optional hand painted Maybach pattern in graphite grey and the headlights are covered with rose gold accents

The car comes with a special illuminated Maybach grille, headlights with rose gold details and 21-inch wheels. Even though the Maybach is a sports car, it is quite comfortable and drives quietly. With the push of a button you can drive more dynamically up to 260 km/h.

The interior of the car is trimmed in Crystal White Nappa leather. It has a Maybach-specific 3-spoke steering wheel, stainless steel door sills and pedal set. The dashboard is dominated by a massive OLED touchscreen, blending luxury with futuristic digital control, which can seem complicated in the beginning but once you have figured it out, it can do nearly anything you want. The MBUX system allows for voice commands and some of the advanced driver-assistance tools make long roadtrip drives more relaxing.

The Maybach SL680 Monogram Series will arrive in Europe first ahead of other markets. That’ll be in spring 2025, in time for next year’s car week

All quite something, and all the car you’ll need for wafting between Pampelonne Beach and Portofino, or indeed Pebble Beach and Newport Beach, next summer. Just don’t forget the Hermès headscarf and Beach Boys cassette. Wait, there’s no cassette deck? Oh well, no car can be perfect.

www.mercedes-benz.co.uk

Share:
Reading time: 4 min

Since 1948 Land Rover has been manufacturing 4x4s across different models: Defender, Discovery, Discovery Sport, Range Rover, Range Rover Sport, Range Rover Velar and Range Rover Evoque

Range Rover was the original manufacturer of SUVs, Is it still among the best? We drive the slick new Velar, to find out

In the world where every car seems to be a large sport utility vehicle with four-wheel-drive, and enormous amounts of horizontal lateral and vertical space, it’s hard to believe that not that long ago there was really just one SUV you could buy.

The Range Rover was the preferred car for English countryside aristocrats, who used it to navigate the private lanes on their muddy estates. It had the height to avoid rural obstacles and the powerful V8 engine to get it out of mud holes. And quite a lot of comfort and style besides.

Velar, a Latin name that means “to veil”, “Velar” also could’ve been an acronym for “Vee-Eight Land Rover,” as the original prototypes all had eight-cylinder engines

That was then. But what about now? Presumably the tsunami of SUVs from every type of car manufacturer, from Lamborghini to Hyundai, means the original has been sidelined? What would a Range Rover’s USP be now?

Quite a lot, as it turns out, we discovered when driving the Velar.

Great cars always have a distinctive characteristic that is retained down the generations, regardless of evolution. The Mercedes-Benz S class has its own luxurious style distinctive and superior to all of its rivals. The Porsche 911 has a character and precision that it retains even though its current models are unrelated to the originals in the 1960s.

Follow LUX on Instagram: @luxthemagazine

Similarly, a driver of an original Range Rover from the 1970s would instantly recognise the current model – in a good way. Driving down a road – even a normal urban road – if you feel a sense of security, authority and comfort, as if driving your favourite armchair. The security also arises from the knowledge that this is a famously capable car off-road, even if you never venture down your own muddy farm track.

The Velar relies heavily on electronics and brake intervention for off-road control

Other powerful SUVs hurtle, the Range Rover Appears to waft, Jeeves like, even when it is going very fast.

The interior is British luxurious, that is to say not focused on design-function like some competitors, but all about comfort. While it is an extremely accommodating car for passengers, as a driver you felt like you had melded with it and simply never wanted to get out.

Read more: Rolls-Royce Presents Cullinan Series II In Ibiza

We doubt any Range Rover drivers will be taking their cars for a sports car style blast: they will have other cars for that. Still if you’re pressing on, it retains its composure and comfort, although if you are a super enthusiastic driver, you may well find more sharpness in some of its competitors.

Costumers can tailor their own Range Rover Velar: From different colours on the outside, wheel and roof options. The outside colours vary from Zadar Grey, Santorini Black to Fuji White and more

Some current SUVs work in certain markets, where flashy cars are applauded: however if you live somewhere where discretion is more the word, the Velar will probably suit you more. Although big, and imposing, it has an understated confidence to it that does not invite aggression from other drivers. A worthy successor to the original.

www.landrover.com/range-rover/range-rover-velar

Share:
Reading time: 3 min
red car
red car

The Ferrari 275 is a series of front-engined V12-powered grand touring automobiles with two-seater coupé and spider bodies produced between 1964 and 1968

Sweden is not the first country that comes to mind when thinking of automotive nirvana, but Paris-based auction house Artcurial has found a treasure trove there that it is putting to auction in Monaco this week. The main feature is a selection of beautiful Porsche 911s from the pre-1997 switch to water-cooled engines: there’s something for every Porsche aficionado, at almost every budget. There are some deliciously specified examples being sold on behalf of a Swedish collector with impeccable taste. It is also cleverly marketed as a no-reserve auction, with some eye-catchingly low estimates: a surefire way to attract interest. Go, enjoy, but beware of overpaying in the heat of the no-reserve moment.

Matthieu Lamoure from Artcurial says:

This W Collection, owned by Staffan Wittmark, is exceptional because it represents the culmination of a man’s lifelong passion for creation. As European importer of the ready-to-wear brand Gant and the brand’s artistic director, he studied design and put together the models in his collection with a rare aesthetic sensibility. His 26 Porsches, presented in the sale, work by color pair, for example, and by model. He defined the codes of his collection by growing up on the streets of Stockholm with a taste for line and design excellence. For this reason, three major brands have marked his passion: Porsche, Ferrari and Mercedes. For him, the lines created by Pininfarina for Ferrari represent the pinnacle of aerodynamic elegance.

Follow LUX on instagram @luxthemagazine

car

The Mercedes 300 SL Gullwing is a two-seat sports car that was produced by Mercedes-Benz from 1954 to 1957 as a gullwinged coupé and from 1957 to 1963 as a roadster

The second important parameter of this collection is that Staffan Wittmark has decided to entrust his collection to the market, with no reserve price. He is turning the page like a collector who has reached the end of one project and is ready to start another. We will therefore start the auction at 50% of the low estimate, allowing all buyers to try their luck. What’s also exceptional is the condition of the cars. They are either fully restored, like the 9 Ferraris certified by the Ferrari factory, or the Mercedes 300 SL Gullwing and Roadster.

car

The Mercedes-Benz 300 SL was capable of reaching speeds of up to 263 km/h (163 mph), earning it a reputation as a sports car racing champion and making it the fastest production car of its time

Read more: BMW XM Review

To find 44 cars offered by a single owner gives the ensemble a wonderful provenance. and in such restored condition is a rare element in any collection.

Quality, provenance, exclusivity and passion are the watchwords of this fabulous sale!

car

The designation “SL” is an abbreviation of the German term “super-leicht,” meaning “super-light,” a reference to the car’s racing-bred lightweight construction

 

Share:
Reading time: 2 min
Green sports car, boats in background

LUX drives the latest iteration of one of the world’s great supercars, the V10 engined, open-topped Huracan Spyder

Green sports car, boats in background

It may look good outside the yacht club…

The latest evolution of the flamboyant Italian car company’s brilliant two-seater looks like something run by an avatar from a games console, more mini-spaceship than vehicle. With the roof down (Spyder is Lamborghese for convertible) it looks more like a pair of aliens (driver and passenger) are taking a little tour of Earth.

Colour is a fundamental element of cars like these. If our Huracan had been green, purple, orange or any of the other eye-popping colours Lambo drivers like to choose, it would have been one kind of statement of personality: perhaps the most attention-grabbing car in the world in an attention-seeking hue. But in a dark metallic grey, it looked intriguing: more space vehicle, less boulevard poser. The interior was also restrained, black leather with blue piping, although the company’s design flair was everywhere, playing on hexagonal patterns and forms. This is not a car that could be mistaken for any other.

Follow LUX on Instagram: luxthemagazine

The Huracan has a V10 motor that howls on startup and growls its way around town, quickly turning again to a howl when you find a patch of open road.

Green sports car on empty road

…but the Evo Spyder is happiest on fast, empty roads

With the wildness of the shape and the sound, you may expect the Huracan also to be wild to drive: like trying to tame a bucking bronco, or the raging bull that is Lamborghini’s emblem. And here, you would be in for a positive, or negative, surprise, depending on how you like your steeds. While it’s sensationally fast, corners flat and steers racily, the Huracan is underpinned by the latest driving technology engineered in association with its parent company, which also owns more sober brands like Audi and Bentley.

Shoot out of a roundabout into an unexpectedly tight curve and the car just clings on, happily. Accelerate through a wet corner and hit a patch of slippery leaves? Lamborghinis of earlier generations may have skidded or bucked, heartstoppingly for the driver; the Huracan just uses its four wheel drive system and fancy electrics to keep you zooming on track.

It makes for a thrilling experience for a passenger, who can enjoy the sounds and feel and looks the car receives, without feeling like they are in peril.

green drop top sports car

The Huracan Evo is powered by a V10 engine, of a kind that will never be made again, that makes a characteristic howl

Read more: Ferrari F8 Tributo and F8 Spider

And let’s spend a final moment on that engine. It is what the motoring world calls a “naturally aspirated” V10, with no turbocharger to help it. That means that its noise and punch get steadily more thrilling as you rise up through the rev range: maximum yowl means maximum acceleration, and you have to get there either by whipping down through the gears with the paddle shift by the steering wheel, or allow the revs to build up in each gear. It’s something that even current hyper efficient petrol engines, with turbos or electric hybrid help, can’t offer, let alone electric motors. And given the tiny mileages these cars tend to cover, you don’t even need to worry about whether you are being green.

 

Find out more: lamborghini.com

Share:
Reading time: 2 min
Blue car going fast on a road

We drive the ultimate incarnation of Aston Martin’s four wheel drive SUV supercar

A blue SUV car driving on a road in the country side

The Aston Martin DBX707 offers a luxury nexus of dynamics, effortless style and performance © Max Earey

Not many of the glamorous supercars from what some people refer to as the golden age of motoring have remained. You can’t buy a new Jensen, Bizzarrini or De Tomaso now. One brand that somehow managed to overcome many bumps its historical road, and remain proudly independent – rather than simply a brand extension of a large conglomerate – is Aston Martin. After teetering on the brink of extinction in the 1980s and 90s, the company is now going through something of a golden era of its own, with the hyper wealthy fighting to get hold of the astonishing Valkyrie hypercar, and the Vantage and DB12 sports cars now appealing to new generations of young, affluent professionals and enthusiasts.

Times have changed, though, and every car company, however sporting its origins, needs to have in its portfolio a type of car that would make its own historic racing drivers cringe. The SUV, a type of big, high, spacious and powerful vehicle, is, arguably, more relevant than a sports car for a new generation of newly minted in countries which are nearly acquiring wealth themselves. Often for good reason: a place with a challenging road infrastructure, or conversely with newly laid roads in a straight line grid, it’s not a place to enjoy a low-slung, hard, riding, agile, high-performance sports car originally aimed for the track.

 Follow LUX on Instagram: luxthemagazine

That’s where the versatile SUV comes in, and our example of Aston Martin’s own take on this kind of car is in keeping with its history of making cars that stand out. Ours was in bright orange, with a lavish, black and orange accented cabin. The shape may be very different to a classic sports car, but for the moment anyway, one key element remains: a roaring V8 engine with 707PS under the bonnet. This type of engine, which emanates a compilation of wonderful cacophony, depending on how hard and fast you are driving it, is perfect for a sports car where you want to get to that point on the sweeping road where you can push it between 5000 and 7000 rpm.

For a huge SUV, it certainly has the power and the thunder, although arguably, this kind of engine will be less missed an SUV with everything goes electric, than it will in other cars which positively encourage high performance driving.

black car interior

With 900Nm of torque, this SUV provides a sports car acceleration and high speed

What is a DBX also has his sharpness – in its looks but also in the way it handles, something that is always a challenge for these big cars with high centres of gravity. It is an SUV that actually enjoys being aimed down challenging driving roads. Perhaps not narrow twisting lanes, as it’s quite big and wide, but it would be very much at home on the broad, sweeping curves of Bavaria or southern Tuscany.

There, you can revel as the engine tears through its different tones as it approaches the top of its rev range, rushing you forward ever faster – this is a very speedy car, although all luxury SUVs now are, whether electric or petrol powered. And then, back in the urban environment in which most of these cars spend most of their time, it’s back to being a menacing and rather fun designer tool.

And what about Aston Martin‘s natural home in the stately home-lined lanes of England? We would recommend a different combination if your life is based there: one of Aston Martin’s gorgeous convertible sports cars for high days and holidays, and a 50-year-old rusting Range Rover for the winter months. That way you will stay true to the aristocratic values of this fabled British brand.

 

Read more: Audi TT RS Review

 

Find out more: Aston Martin DBX707

Online Editor: Isabel Phillips

Share:
Reading time: 3 min
A yellow Porsche on a country road with fields in the background
A yellow Porsche on a country road with fields in the background

The Porsche 911 GTS is a sportier addition to the model lineup

Porsche has a unique place in the automotive canon. Its history, racing and heritage, combined with a stream of some of the most evolving and precisely engineered cars, mean it is beloved by collectors. And in recent years, the company has made approachably-priced sports cars that are still a paragon of excitement for those who cannot or do not want to stretch to the more exotic offerings. It has also branched out into family cars, SUVs and the highly dynamic electric Taycan. In a tribute to a brand which is synonymous with German engineering and carries with it a geeky spirit that appeals to those who might collect mechanical watches, in this series we review some of the company’s most interesting contemporary offerings

The greatest consumer products are not those which undergo brilliant reinventions, but those which quietly evolve while remaining seemingly the same. A Birkin bag, a bottle of Château Latour, and an iPad are easily recognisable from their predecessors 40, 20 and 10 years ago.

The Porsche 911 stands at the pinnacle of this list when applied to the automotive world. It was a bit of an anomaly when it first emerged in the early 1960s, with is engine in the back, just in front of the bumper, and a bug eyed look. Porsche had plans to replace it with a completely different model, the 928, in the 1970s. Yet 20 years later, it was the 928 that disappeared into the history books, while the 911, continually refreshed every few years.

Follow LUX on Instagram: luxthemagazine

The 911 itself has spawned many different variants: from race specials that only ever increase in value, to increasingly mainstream standard cars that can be driven by anyone and have no shortage of supply. Somewhere between these categories, of the ubiquitous “standard” 911 and the rare GT models, is the GTS.

The steering wheel and controls inside a Porsche 911 GTS

The Alcantara and cloth interiors of the 911 GTS

To drive, the GTS is traditionally somewhere between the company’s more exotic offerings and its mainstream sports cars. The logic behind the GTS is that you wouldn’t want to drive a collectors car every day on the school run or to go shopping. Though having driven the three first iterations of the GTS since it was first introduced in 2010, we can attest that if these excellent cars were made in limited quantities, rather than as a main manufacturer run, we have no doubt that this car would be bought over by collectors in years to come.

And here is the fourth iteration: the 992 GTS, 992 being the model designation for the latest variant of the 911.

Get into the latest 911 GTS after driving the next model down, the Carrera S, and the subtle, iterative, intriguing, differences, are almost immediately apparent. The interior has touches of Alcantara and cloth, and appears more bespoke, less factory made. As soon as you go round the first corner, the steering, good enough in the standard car, feels a little bit more taut, more sharp.

Read more: Porsche Reviews Series: 718 Cayman GTS and 718 Boxster GTS

The GTS is also more responsive around a series of corners, both in its engine response and the way it handles – and the way it sounds. It’s a bit faster and punchier, has more aural sensation, has a more muscular frame, or so it seems, while still being virtually as easy to drive as the standard models. The more specialist “GT” models, in comparison, take commitment and effort, ideal if you are racing around but much less fun in everyday reality for most of us.

Meanwhile the differences with the base cars are subtle, but just like the 911 evolution, many subtle differences add up to a big difference. We think the latest GTS is as compelling as any of its predecessors and its the 911 we would be buying if we were in the market now. You can even get it with manual transmission, unlike a Ferrari or a Lamborghini, if you are a truly committed driver; or as a convertible, unlike its more “collectible” sisters. Enjoy now while we are permitted.

Find out more: porsche.com/uk/models/911

Share:
Reading time: 3 min

Courtesy of Porsche

In the third part of our Super Powers series from the Spring/Summer 2023 issue, LUX’s car reviewer gets behind the wheel of a Porsche 911 Carrera GTS

The Porsche 911 is an example of a design that has succeeded precisely because it is wrong. No car designer would come up with this car now. It is neither a two-seater nor a four-seater, it has an engine where the boot usually goes and a strangely situated storage space between the front wheels. No one else has created anything like it and nor are they likely to. But this endearing design has been with us for 60 years, initially updated slowly, latterly more quickly.

The latest generation, introduced a few years back, still has the car’s distinctive design features, but is as technically sophisticated as any other luxury sports car. The newest iteration, also known as the 992, is remarkably quiet and refined when driven slowly around town – too much so for some, who say it has been overtamed in search of ever broadening markets.

Follow LUX on Instagram: luxthemagazine

We at LUX count ourselves Porsche 911 fans, yet, while we are in awe of the technical abilities, design and performance of the standard 992, we also felt it could offer a little more in terms of engagement and excitement. So we were pleased to be given the keys to this GTS model. Porsche typically produces some race-oriented 911 versions for enthusiasts, but they have certain compromises, including a lack of back seats and a handling set up that, while suitable for a smooth race track, is not ideal if you live in the actual world, as you find yourself rattling over potholes and scraping over bumps.

The GTS is a halfway house between the two. It is the 911 you buy if you drive every day but crave a little edge. As such, it is really a tweak of mainstream 911 models rather than anything spectacular, but Porsche engineering means the GTS models feel more special than they should.

The Porsche 911 Carrera GTS adds a frisson of extra excitement to an already practically perfect and endearingly distinctive supercar

First impressions were of a car that is a little more tuned and willing than the standard model. Everything is incremental: the engine sounds racier and is keener to engage; the steering is more lively. When we took our first roundabout, we felt the car spoke to us in a way standard models do not. On fast country roads,
the differences amplified. Our car had manual transmission – Porsche’s automatic gearshift is smooth and easy to use, but, for engagement, we like a manual when we can find one. Infamously, Ferrari has stopped making them, so raising the values of its last manual-transmission models.

With this and the other GTS enhancements, this car is a joy along country lanes. Acceleration is immediate and rapid: turn the steering wheel a fraction and it responds a fraction; exit speedily from a corner and you feel the back of the car tighten, which lovers of all 911s will appreciate. The GTS feels like a standard 911 that has taken a Chenot detox alongside Pilates and musclebuilding, like a friend who has been working on their fitness. We found it even more fun than the faster and more expensive 911 Turbo, which is a hoot for its “Look how fast we are going!” value, but less precise and delicate than this.

Read more: Lamborghini Huracán STO Review

So, the perfect Porsche? At everyday speeds, you won’t let out a rebel yell, as you might in some of its less sophisticated but popular competitors. And you will not love the manual transmission in town – always a compromise. But for adding an edge of excitement to an already beautiful, competent and desirable car, the GTS is as good as it could be. Get yours with rear-wheel drive, a manual gearbox and Michelin Pilot Sport 4S tyres for a car true to the spirit of the model.

LUX Rating: 18.5/20

Find out more: porsche.com

This article was first published in the Spring/Summer 2023 issue of LUX

Share:
Reading time: 3 min
A white Ferrari by a river and hills
A white Ferrari by a river and hills

Ferrari Roma

In the second part of our Super Powers series from the Spring/Summer 2023 issue, LUX’s car reviewer gets behind the wheel of a Ferrari Roma

Creating an association with Roma from the Ferrari brand is an idea so obvious it is surprising the company hasn’t done it before. The company has made cars named after California, the chic Italian port of Portofino and its hometown of Maranello. But never Rome.

So what kind of car could we expect from the Ferrari Roma? Looking at the exterior in the first instance, we though the sweeping, long, elegant design fitted quite well with the Dolce Vita image of Rome that the company would evidently like to project. With its long nose and contemporary curves, and the swept-back nature of the cockpit, the Roma looks like a classic grand tourer, updated for now. It is also one of the prettier Ferraris of recent years.

Follow LUX on Instagram: luxthemagazine

Inside, this quality is both amplified and somewhat dissipated. It is amplified by the view our over the bonnet, where buttresses on either side help you aim the car for a long distance, touring in mind. It is dissipated because the interior, while bristling with electronic gizmos, does not have the classiness of Ferraris of old, or the sheer razzmatazz of some of the Roma’s current Ferrari siblings. True, the controls in the centre console do mimic the gated manual gearboxes of older Ferraris, but the rest of it feels up to date without being particularly glamorous. This is not a Ferrari that comes dripping in leather, although there was a generous amount of Alcantara, the mock suede favoured by many sports cars, in evidence.

a Ferrari steering wheel and controls in the Roma with the yellow Ferrari logo in the middle of the steering wheel

Combining a classic grand-tourer sweep with a hyper-responsive dynamic drive, the Ferrari Roma makes for a particularly intriguing new model

However, as soon as you start driving it, any impression that the Roma is a slightly laid-back but high-performance grand tourer quickly goes out of the window as fast as the rubber on the tyres touches the tarmac (the tyres were Pirelli P Zeros in our case, which do not do the car’s handling justice). This is a car with a focus on raciness, not refinement. The steering is super sharp, almost hyperactive. The accelerator responds if you even think about touching it. On a country road it is highly engaging, around sharp bends it feels both enormously capable and highly entertaining. This is a car that involves the driver for every second, and is rather surprising because of it.

Why? Because many very fast and expensive cars – Ferraris among them – have become more and more remote, even as they become more and more capable, in recent years. A feeling that you are driving a video game has become prevalent.

Read more: Lamborghini Huracán STO Review

But not in the Roma. Here you know you are driving a very fast contemporary Ferrari, even along a country lane at normal speeds. The car feeds back to you thought a concoction of noises and feelings – not that it is noisy – but the Roma is not a car designed with comfort in mind. It has enormous performance and dynamism, and tiny back seats, which are useful for shopping. Altogether, it is an intriguing addition to the Ferrari model line, the first of what may be a new dynasty of cars.

Most Ferraris to date have a lineage dating back through decades of predecessors, but the Roma is a new concept. We found it highly entertaining, but also wonder if it is just a little bit too focused on involvement. A more relaxed side to its character might have fitted everyday use a little more, particularly given that its shape is more that of a day-to-day elegant sports car than something you want to go and thrash. But nobody can doubt this car’s ability and excitement factor.

LUX Rating: 18.5/20

Find out more: ferrari.com

Share:
Reading time: 3 min
a man and woman walking in a vineyard
a man and woman walking in a vineyard

Pierre Seillan has crafted Vérité wines since 1998. Under Pierre’s leadership, Hélène Seillan stepped into the role of assistant winemaker at the estate to ensure the legacy of the wine is maintained for the next generation

The French-American father-daughter team running Vérité make some of the world’s most sophisticated red wines, inspired by French classic styles, from vineyards in Sonoma, California. Darius Sanai catches up with Hélène Seillan to sip through a glorious portfolio

Like with most luxury goods, France has long been the global reference point for fine wine. If you are hosting a banquet for a monarch, your default is to serve something French; similarly, if you are gifting a wine to someone whose tastes you don’t know, the default is to go French.

a green vineyard with a path through the middle for walking

Knights Valley Vineyards

And yet, just like the rest of the luxury world, there are major players from elsewhere. Red wines from California and sweet whites from Germany, to give just two examples, can command the same or even higher prices than great French wines. And they are made in different styles.

Follow LUX on Instagram: luxthemagazine

So what would a tasting of one of California’s most celebrated red wines, with a French name, Vérité (meaning “truth”), with individual wines called La Joie, Le Désir and La Muse respectively, conjure up? To add further intrigue, Vérité’s founding vigneron Pierre Seillan is French, and our tasting was conducted by his daughter and the current custodian of the estate Hélène Seillan, who is entirely bilingual, her life straddling her family’s native Bordeaux and her adoptive homeland of California.

Three bottles of wine in a wooden box

Vérité’s 20th Anniversary Gift Pack

Vérité’s wines are made not in California’s celebrated wine valley of Napa, but in the next valley along, closer to the Pacific Ocean, Sonoma. Each of the three is made with Bordeaux grapes: Le Désir is based on Cabernet Franc, La Joie is based on Cabernet Sauvignon and La Muse is based on Merlot. The wines regularly get top scores of 100/100 or thereabouts from the wine world’s critics.

Green vineyards and hills

Vérité was born through the friendship of Pierre Seillan and Jess Jackson when Jackson asked Seillan to visit Sonoma County in 1997

Hélène herself is delightful (like her wines) and sparkling (unlike her wines). She has the glamour and charm of a French luxury leader, but the easygoing directness of a California winemaker.

Hélène says working with her father is both inspiring and enjoyable, and she shares his view that “the most important part is the vineyard”; that soil and nature are essential to the creation of a fine wine.

Would the wines be the same blend of French sophistication and California brilliance? In a word – yes.

A house with a large terrace

The home of Vérité in Sonoma, California

A tasting of Vérité wines with Hélène Seillan; tasting notes by Darius Sanai

Vérité Le Désir 2019
A 1970s Chanel ball gown, worn down the flowing staircase of a Loire château, still owned by its pre-Revolution aristocrat. This is a wine that will live forever.

A vineyard with a path and greenery

Vérité Jackson Park

Vérité La Joie 2019
A classic 80s power suit worn by a woman CEO breaking through the glass ceiling: complexity, intrigue, delicacy, balance and nerves of steel, and a harbinger of many things to come. We would buy and keep this for decades.

Vérité La Muse 2019
An astonishing wine that you would serve to a president at a banquet at the Élysée Palace, and also happily drink at Le Club 55. Delicious and rich and striking.

A room full of barrels

Pierre Seillan has challenged himself with crafting wines from diverse terroirs, using the same approach to capture the unique expressions of Sonoma County, Bordeaux, and Tuscany in each vintage

Vérité La Joie 2013
With a few more years, La Joie is the same but with more layers, more experience. The intriguing thing about these wines is that, while they are as complex as almost anything from Bordeaux, they don’t go through those very French adolescent periods of being difficult, uptight and grumpy.

Read more: Tasting with sustainable Napa wine producer Beth Novak Milliken

Vérité La Muse 2007
Wine snobs don’t think it’s OK to have favourites – you can say a certain wine “shows better” than another. Hélène is no wine snob, though, because I told her this was my favourite wine of the tasting and she laughed. Maybe it’s the age, a sweet sixteen, but it had the freshness and richness of the first four, with a kind of perfumed soulfulness that was all Billie Holiday.

A sunset on a vineyard with green vines and hills in the distance

Sonoma County is one of the most diverse wine growing regions due to its proximity to the Pacific Ocean and the climate flows from West to East

1998 Vérité
This is a library wine, no longer easily available, showcased in this tasting. For me it tasted like an aged Grand Cru Burgundy (even though those are made from a different kind of grape), silky, subtle, gently revealing itself. At 25 years its no longer bold, like the others, and merits sipping over foie gras (or grilled chanterelles on a biscotte-type toast, if you prefer) while musing out of the French windows of your chateau in La France Profonde, looking at the rain washing over your long lawn, in the autumn.

www.veritewines.com

Vérité wines are occasionally available from stockists around the world: check www.winesearcher.com for details

Share:
Reading time: 4 min

CEO Guido Terreni. Courtesy of Parmigiani Fleurier

LUX speaks to Guido Terreni, CEO of Swiss Watchmaker Parmigiani Fleurier about the definition of luxury and the key values which distinguish the classic brand

LUX: What drew you to the world of horology and made you pursue a career in this industry?
Guido Terreni: My girlfriend was living in Switzerland. I decided to join her, and later she became my wife. At that time, I didn’t imagine that I was also getting married to watchmaking.

LUX: What are the core values of the Parmigiani Fleurier brand, and do you believe these have changed over time?
GT: Parmigiani Fleurier is founded on 2 very important values that are embodied in its founder, Michel Parmigiani, who is a living legend of restoration.

The first is a deep cultural knowledge of watchmaking history, and with it, its different crafts across all eras and all components. The second is discretion, because when you are a restorer, even with the highest of skills like Michel, your ego has to disappear. This is because your work is about giving a second life to the work of another creator.

These values are eternal, and our responsibility is to keep them at the heart of our Maison for the pleasure of our clients.

Follow LUX on Instagram: luxthemagazine

LUX: In the two years since you were appointed CEO, sales at Parmigiani Fleurier have seen dramatic improvement. What is your business strategy and why has it been so successful?
GT: Indeed, we are experiencing a fantastic momentum that originated from the unveiling of the Tonda PF Collection at the end of 2021. The centre of the strategy is designing a pure and contemporary collection that respects the brand’s values of high horological content and understatement, to please the refined and non-ostentatious watch purists of tomorrow. Everything else, meaning distribution and communication, must be consistent with this desire, where quality over quantity is always respected.

Parmigiani Fleurier’s founder Michel Parmigiani in the restoration workshop. Courtesy of Parmigiani Fleurier

LUX: Your recently released Calendar Watches Trilogy reflects a number of different civilizations and cultures. Can you tell us about the importance of global or cultural approaches to watchmaking?
GT: Global and cultural approaches are part of the same game. The brand is always consistent when it expresses its creativity, whether to the world, or to a specific audience. Authenticity, deepness of the idea and excellence in the execution must always be there. When you address a different culture, what is deeper than interpreting a different way of mastering time?

It is not a commercial exercise. It is a cultural one, that starts from respect, understanding others and putting the Swiss watchmaking culture at the service of another one, while keeping the Parmigiani touch in doing so.

LUX: How can watches tell the stories of people?
GT: A timepiece is probably the most intimate object we accompany ourselves with. Apart from collectors that evidently have a watch for every occasion and every mood, the majority of watch lovers wear their watches for quite a long and continuous time. It is the only object you don’t think about when you choose your outfit in the morning. It is therefore always right for the owner, because it reflects his or her personality. That’s why you can tell a lot of things from how a watch is worn.

The Parmigiani Fleurier Manufacture. Courtesy of Parmigiani Fleurier

LUX: How do you balance honouring the history of traditional watchmaking techniques while also looking to the future and continuing to innovate?
GT: Personally, I value tradition as our roots. They forge your thinking and your craft, but if tradition becomes an obsession, it becomes a cage, a rail from which there is no escape or evolution.

Luxury, to me, is about evolving excellence. Innovation might not be technological, as the quartz watches, or more recently, the smartwatches have demonstrated in failing to supersede the traditional mechanical technology. You can innovate while respecting tradition. You can refuse to accept that everything has already been invented in watchmaking. That, to me, is interesting and creative and pushes our quest to be world premium. Luckily, there is no recipe to express an innovative luxury experience, it’s a question of sensitivity and balance.

LUX: What sets Parmigiani apart from other renowned watch brands, and how do you maintain a competitive edge?
GT: We create discrete high horology, where superior crafts and refinement must respect the non-ostentatious values of our clientele and our Maison. We maintain our competitive edge by aspiring to present innovations that are interesting, and that can become lifelong companions, like the Xiali Calendar, or reinterpreting important functions like the GMT with our GMT Rattrapante, or exploring new functions with the Minute Rattrapante.

LUX: What role does the restoration of watches and other artifacts play in shaping the brand’s philosophy?
GT: To quote Michel: “Restoration is our source of knowledge.” It is important not for the sake of replicating the past, but to acquire and keep alive that sensitivity to the mechanical art that moves us.

The Parmigiani Fleurier Maison. Courtesy of Parmigiani Fleurier

LUX: What are the key challenges facing the luxury watch industry at the moment and how should these be addressed?
GT: The luxury watch industry has become a very big market. The bigger it gets, the more mainstream it becomes. The risk for the industry is to lose contact with the true luxury experience, which has little to do with the size of the budgets at your disposal, but a lot to do with the ideas you have in mind.

Read more: Bovet’s Pascal Raffy on horological artistry and engineering

LUX: Looking to the future, what can we expect from Parmigiani Fleurier as it continues to evolve as a brand?
GT: The Tonda PF has just been born. We have to work with discipline and make the collection become iconic.

We will continue to be true to our values and we will continue to be creative, innovative and assure a supreme execution, while aiming to always being interesting.

Find out more: www.parmigiani.com

Share:
Reading time: 5 min
Green and white glass sheets in a room
Green and white glass sheets in a room

Lexus Design Awards 2023 was presented in the Tortona district during Milan Design Week

Against the backdrop of the vibrant and bustling Milan Design Week, Lexus presented the four winners of their coveted annual Design Award, now in its 11th iteration. Trudy Ross visited Milan’s Superstudio Più to find out more

I was an awe-struck first-timer at Salone del Mobile this year, the world’s most prestigious and well-attended design fair. The city was brimming with life, with throngs of fashionably dressed professionals walking over clean, sunbaked streets, the city’s many restaurants and cafes full of old industry friends reuniting and the chatter of business meetings over fine wine. On every corner you were met with an eye-catching new installation, ready to become the venue for yet another glamorous party by the evening.

Follow LUX on Instagram: luxthemagazine

The Lexus Design Awards, presented in the Tortona district, was the perfect introduction to Salone, embodying the fair’s guiding principles of creativity, beauty, innovation, sustainability, and a focus on the potential of young designers. The competition was launched in 2013 by Lexus to give a platform to the next generation of designers. Displayed in the bright and airy Superstudio Più, the winning designs were accompanied by architect and artist Suchi Reddy’s immersive 3D collage, Shaped by Air, inspired by the Lexus Electrified Sport.

Reddy told LUX, “It all started from a drawing. I started finding these shapes that were very beautiful – I thought that if Matisse had designed a car, this would be the car…because we were inside, I had the opportunity to really play with reflection, and create this idea of a forest; you can see how the light dapples, creating shadows and unexpected things. There’s a richness to walking in a forest because you never know what shapes to expect – everything fits but it’s always different.”

A woman wearing a black dress and white top standing next to green and transparent sheets of glass

Suchi Reddy with her installation, ‘Shaped by Air’

Her installation of glass and movement was the perfect intermingling of beauty, technology, and nature to reflect the winning designs, which used technology to look to the future and to create elegance, but also prioritised purpose, practicality and the natural world. While there is usually only one winner, this year the award was expanded to comprise four winners, all of whom were given an opportunity to work with Lexus’ handpicked mentors, four leading figures from the design world: Marjan van Aubel, Joe Doucet, Yuri Suzuki, and Sumayya Vally. A public vote was then held to determine the People’s Choice winner, the design which most impressed and resonated with viewers.

Swedish designer Pavels Hedström was announced as the Your Choice winner for his innovative design, Fog-X, a high-impact hiking jacket that transforms into a tent/shelter – but its real ingenuity is not shapeshifting. The device can catch fog, even in the most arid areas of the desert, and transform it into up to 10 litres a day of drinking water. Hedström told LUX that he has always been interested in solving the big global challenges. When it came to drinking water, he was inspired by plants and animal species which can survive in the Atacama desert. He found that one of the ways they do this is by catching fog, saying his design is “basically the same principle”.

Read more: Photo London’s Fariba Farshad on Fotografìa Maroma

While the jacket itself might not currently be affordable for many of the people living in desert communities with a lack of water, he championed the Fog-X app made alongside the jacket, which anyone can use to determine and track the areas with the most potential for moisture generation. He added, “privileged people like us take for granted that we have water on the tap. We need to rethink how we get these resources, because our relationship to nature is pretty imbalanced. If we use the jacket, I hope it will also change our mindsets and our appreciation of nature.”

A man wearing cow print trousers and a black top standing next to an orange bag

Pavels Hedström, the Your Choice winner for his innovative design, Fog-X

The other designers included Temporary Office, a duo made up of Vincent Lai and Douglas Lee, who unveiled 3D topographic puzzle Touch the Valley. Designed with the visually impaired in mind, the puzzle allows people to play and learn through touch rather than sight, with each piece carefully contoured and sculpted to engage tactual sensation. When assembled, the pieces can become a model of a major mountain range or famous landmark. Beyond a tool for the visually impaired, the product can be enjoyed by all and double as an elegant coffee table piece with an interesting story to tell. Perfect for the explorer traveller who doesn’t just want to go to Yosemite, but wants to hold it in his hands.

Two men standing next to a screen showing a presentation

Vincent Lai and Douglas Lee, founders of Temporary Office

Jiaming Lui from China designed the Print Clay Humidifier, a 3D-printed humidifier made with recycled ceramic waste. This household appliance requires zero electricity or energy and is made from materials left over from industrial processes. Indeed, the product itself can be recycled at the end of its life after any damage or breakages to reform as it was initially. Lui looked to natural resources to replace the plastic, energy-using devices many of us have in our homes and created a stylish, effective and sustainable alternative.

A man standing next to a product and a screen with the words LEXUS above him

Jiaming Lui with his print clay humidifier design

Finally, and perhaps the most directly relevant to many of our own lives was Kyeongho Park and Yejin Heo’s Zero Bag, a new alternative to plastic packaging for food and clothes, made from seaweed. It looks like plastic, but rather than being an amalgamation of artificial chemicals, it actually fights them. The packaging dissolves in water and contains either a detergent for clothes, or a baking soda film which removes chemicals and pesticides from food. Kyeongho and Yejin, both currently students majoring in industrial design at Hanyang University’s ERICA campus, expressed hope for their idea to expand across regions and become adopted by major retailers.

Two men in beige jackets standing next to a screen showing a presentation

Kyeongho Park and Yejin Heo with their Zero Bag design

The theme for this year’s competition was ‘Design for a Better Tomorrow’. If these young designers are any indication of what tomorrow might look like, it seems the future will make space for both technology and for nature, cultivating the beauty of both.

Find out more: discoverlexus.com/lexus-design-award-2023

Share:
Reading time: 5 min
A man standing in a whiskey factory wearing jeand and a grey jacket
A man standing in a whiskey factory with large gold bells wearing jeand and a grey jacket

Utsava Kasera at the Glenfiddich distillery

LUX’s Contributing Whiskey Editor, Utsava Kasera, shares his six top whiskies to celebrate big or small achievements, raise a toast to milestones or just to savour the moment

Macallan James Bond 60th Anniversary release

coloured cases of the Macallan James Bond 60th anniversary whiskiesThis one is to have your own Bond moment when you take a trip to the Scottish Highlands or simply whilst watching any Bond film. It was created to celebrate 60 years of Macallan’s association with James Bond and is done in distinct Macallan sherry style, with a touch of suave. A very hard whisky to get hold of, but if you do, it’s a treat.

www.themacallan.com/james-bond-60th-anniversary-release

Deanston Organic Barley

A glass of whiskey next to a bottle and case of Deanston WhiskeyDeanston is one of my favourite distilleries in terms of creativity and unique whiskies. This special limited edition is made from certified organic barley and the whole whisky making process from start to finish is organic. At cask strength, it packs a punch and is maturated in organic bourbon casks giving it their signature waxy character. The organic sherry finish rounds up the whisky nicely with a hint of spice and cream.

deanstonmalt.com/deanston-organic-2000-whisky

Follow LUX on Instagram: luxthemagazine

Glenfiddich Cognac Cask

A whiskey bottle next to its blue case with gold writingThere is a lot of experimentation going on with finishing the whiskies in various casks in recent years. Finished in French Oak casks for last 2 years, this 26 year old limited edition Glenfiddich is a shining example of a cognac cask whisky done to perfection. It has an aroma of oak, dried fruits, plums and a sweet finish of honey layered toasted nuts with brown sugar and cream.

www.glenfiddich.com/grande-couronne

Yellow Spot 12 years

A bottle with a yellow and white labelThe spot whiskeys from Ireland have made a name for themselves in the whisky world amongst serious drinkers. The barrels at the distillery are spotted in the colours Blue, Green, Yellow or Red indicating the age they will be matured for. Yellow spot on barrel was aged for 12 years and it is perhaps my favourite of the lot. The finish in Malaga cask does the trick for the beautiful sweet finish with honey sweetness, red apples and peaches that lingers on throughout the palate. This whisky is a must own for all connoisseurs or even people starting their journey in whisky world.

www.spotwhiskey.com/yellowspot

Redbreast 27

A red bottle next to a matching caseThis is another gem from Ireland which has won several accolades from experts around the world and is becoming very hard to source, due to limited availability and skyrocketing demand. It is the oldest Redbreast in the regular range, with tropical fruit flavours from the Ruby port casks and a very long finish with fruits and spice which tell the story of its three decades of maturation.

www.redbreastwhiskey.com/redbreast-27-year-old-whiskey

Read more: Four Seasons Ten Trinity Square, London, Review

Glenturret 7 year Peat Smoked

Two frosted glasses with whiskey in them and a bottle of whiskey beside themGlenturret is the oldest distillery from Scotland and has been recently revamped, following its takeover by Lalique. They are the only distillery to have a Michelin star restaurant on site. This peat smoke is a perfect balance between American sherry sweetness and the peat smoke. Either neat, with a dash of water or in an old fashioned cocktail, this is dangerously delicious.

www.theglenturret.com/7-years-old-peat-smoked-2022

Share:
Reading time: 2 min

In the fourth part of our Driving Force series from the AW 2022/23 issue, LUX’s car reviewer gets behind the wheel of the Maserati Levante Granlusso

As the car industry moves into its new phase focused on electric and, in due course, autonomous motors, presumably there will be shifts in priority for consumers. Previously, you may have chosen a car for its exciting engine noise and performance advantage over rivals. In an autonomous, electric-car future, these factors will be uniform: all cars will go at the same speed and make the same (lack of) emotive sound.

So how will they be distinguished? Or will they not be distinguished at all? Will cars become like road-going versions of train carriages, the space inside them hired out by passengers?

It would be logical to presume that personal (as opposed to shared) automotive transportation will continue for the wealthier consumer and, with differentiation in the performance stakes no longer possible, design and luxury will come more to the forefront.

Follow LUX on Instagram: luxthemagazine

Designing a car’s interior to look striking is not as simple as creating a fashion collaboration for a sneaker, though. Like a plane’s, the interior of a car has to adhere to specific stipulations for safety, space, comfort and security. Materials also need to handle years of being sat on and scraped by (luxury) behinds. Which is why, we reflected, as we sat in the Maserati Levante Granlusso, it is rare to see an interior with this much style. The most luxury car interiors are fairly interchangeable. Not so this one.

It was designed by the Italian fashion house Ermenegildo Zegna – a special edition that is worth seeking out. There were swathes of what looked like men’s suit fabric along the seats and doors, and it had a delicious boudoir feel.

We subjected the Maserati to a longer test than usual, over a period of weeks rather than days, because this is a car designed as everyday luxury transportation, just as your Birkin is designed as an everyday luxury carrier of stuff. If you’re going to be using the car every day and will be seeing a lot of its interior, then it deserves serious consideration on this alone from anyone in the market for a mid-size luxury SUV. Everyone who experienced the car – friends, relatives and so on – commented on the interior. It’s a comfortable car under any circumstances, but the design touches give it a distinctiveness that is unique to this edition.

brown and leather and black car seats and a steering wheel

Embodying function and Italian flair, Maserati’s new mid-size luxury SUV is particularly distinctive for its fashion house-designed interior

Before we go further, let’s elaborate on the term “mid-size luxury SUV”. A few years back cars came in simple categories. Now there’s an infinite variety of what the industry calls “crossovers”: vehicles that are fluid in terms of categorisation, sometimes the better for it, too, and sometimes not, if you look at the more curious attempts at merging luxury, high-performance and bling. Fortunately, Maserati does not fall into this trap. It is a relatively simple, medium-sized (that is to say, pretty big by European standards and quite small by American standards), sporting off-road vehicle, the type seen on school runs and in luxury shopping streets globally.

Its shape is more quiet and harmonious than out-there and ostentatious, and all the better for it, unless your primary aim is to be noticed. It has a touch of Italian flair – more so than its Germanic rivals, like the Porsche Cayenne and BMW X5 – but not so much that it shouts at you. Unusually for an SUV, it attracted many compliments from people we encountered, and no inner-city anti-car hostility.

To drive, it felt a bit bigger than it is. The flowing shape means that it is hard to judge where the ends of the car are (the 360-degree camera was an advantage here). In a car with a Maserati badge, we expected something focused on performance and agility (as much as possible for a large, tall car) but, actually, the Maserati is aimed more towards the comfort end of the spectrum. This was fine most of the time, except occasionally the ride did get more lumpy than in a true luxury car, such as a Mercedes E-Class, and it was a shame not to have a bit more excitement on a twisty road. That is the essential compromise of these sport- utility vehicles – they encompass engineering challenges for the way they drive and ride. Still, it hasn’t hurt their sales and it would be a very sensitive driver or passenger who noted this.

Read more: Driving Force: Porsche Panamera 4S E-Hybrid

One thing you may notice, depending on how mechanically aware you are, is the engine. If you are part of a (now dwindling) demographic for whom an Italian car brand means a glorious, smooth and powerful engine, you will need to readjust for the diesel engine. It gets the car around effectively enough, but it’s not going to make you feel like a racing driver. It is functional, which is slightly out of kilter with the car’s flair.

And it is flair that we keep going back to. In a world of increasingly homogeneous cars notable for their efficiency, Maserati has succeeded in making a comfortable, functional, spacious everyday car with a splash of luxury. That is an attractive trait in itself, and a very nice place to be when you are sitting in everyday traffic surrounded by your Zegna-fabric interior.

Find out more: maserati.com

This article first appeared in the Autumn/Winter 2022/23 issue of LUX

Share:
Reading time: 4 min
red car driving in nature In the second part of our Driving Force series from the AW 2022/23 issue, LUX’s car reviewer gets behind the wheel of the Audi R8 V10 Spyder.

We at LUX are not engineers. We leave analysis of the technical side of motoring to our specialist colleagues in the automotive media. What we do know, though, as motoring enthusiasts, is that a mid-engined car should be fun to drive.

With only an elementary knowledge of physics, we know that placing an engine – a car’s heaviest part – behind the driver instead of in front, should make a car easier to pivot through a turn. And while LUX readers may not often do their own grocery shopping, anyone who has tried to steer a shopping trolley full of bottles of, say, Dom Pérignon, will know how much harder it is to turn corners than when the trolley is empty. The same principle should theoretically apply to a mid-engined car, where the space under the bonnet is air, not engine.

Driving through a series of sharp corners in the latest Audi R8, we were delighted to feel this theory being put into practice. The R8 is a fine-looking car, making the most of the engine placement. It has a short, aggressive-looking front end and a fat, squat rear, suggesting speed and intent. Then there is its handling. Steer into a corner and the reactions are instantaneous: there is no mass, no trolley full of Dom Pérignon to turn ahead of you. In fact, it turns so quickly you need your wits about you or you will overdo it, steering too much and aiming onto the wrong side of the road. You feel the car’s four-wheel drive getting its claws into the road as the engine shoots out of the curve, ready for the next one. It may be an Audi, but this is one hyper-responsive car, as sharp as a Ferrari or a McLaren. 

Follow LUX on Instagram: luxthemagazine

You also have no doubt that the engine is just a few centimetres behind your head. It is a special engine. As you accelerate out of a corner, its howl grows, like the sound of a Formula One track getting closer. The revs continue to rise and the F1 track continues to increase in volume, the engine getting more and more urgent, until you hit the rev limiter at 8,700rpm. It is an exciting experience, and, combined with the concentration required to keep the hyper-responsive steering pointing in the right direction, makes for real fun and engagement.

Most sports cars today that have not turned electric or into part-electric hybrids are powered by turbocharged V8 engines. They are, by and large, very fast, and the engine response in many cases is even swifter than in this car. However, they lack the character and drama of the now old-fashioned V10 engine, as it gains revs and power mid-howl – something to treasure.

This all makes the R a brilliant car to drive. Unsurprisingly, over the years that its similar-looking predecessor was made, it was highly successful and remains highly desirable. If you feel a caveat coming, you are correct – it involves a mystery. This is an unquestionably rapid and exciting car to drive, even more thrilling on a twisty road than some of its acclaimed rivals. However, there is a slight snobbery towards it from some. Both rivals we mentioned have, we think, slightly higher status in the car-collector world, whereas the R8 V10, for all its brilliance, is considered a little more nouveau.

steering wheel of car with open roof

We can’t give a definitive answer as to why that might be. The R8 isn’t perfect, of course – a two-seater sports car rarely is. Even by the standards of this car type, though, there is very little storage space, either in the front boot or the cabin. If two of you were off for a weekend away, let’s just say that even if there were enough room for your bags, there would be none for souvenirs.

It is also true that the cabin suffers from the excellence of Audi’s corporate design. The shape of the interior is as you might expect from a low mid-engined, two-seater sports car. It is beautifully put together and clear in a Bauhaus-for-the-21st-century way, but the materials and interior design don’t feel special. It feels exactly what it is, a premium two-seater sports car from the people who bring you premium saloons and estate cars. However, the exterior shape, which we think looks better than anything else in its class, makes up for the lack of interior flair. 

If you did need further storage space, the Porsche is more practical and spacious, with small back seats that are suitable for humans over short distances. But these are not supposed to be practical cars and, as a racy weekend machine, the R8 is superb. It manages what some much more expensive supercars don’t: it is reactive and lively at low speeds, and you don’t have the feeling – common in some over-capable supercars – that the car is taking everything in its stride and not giving much fun or feedback. 

Read more: Ionic cars are transforming classic cars for an electric future

In the R8 you have the best engine in its class, combined with handling that lets you know you are in a supercar, while keeping you hyper-alert. The steering could have more feel, although that is a common complaint in this era of electrically assisted steering and giant tyres. Importantly, the R8 is the last of its kind. With emissions regulations, Audi will not make another V10. We recommend it, and, for extra fun, opt for the Spyder over the coupé, so you can open the roof and hear the engine even more.

LUX rating: 19/20

Find out more: audi.co.uk

This article first appeared in the Autumn/Winter 2022/23 issue of LUX

Share:
Reading time: 4 min
Red car driving on road
Red car driving on road

The latest Porsche Panamera, a comfortable, high-performance SUV, is less lumbering than other fast SUVs and provides genuine driver satisfaction

In the fourth part of our supercar review series, LUX gets behind the wheel of the Porsche Panamera 4S E-Hybrid

Mitteleuropa (middle Europe) is a semi-mythical territory that has always fascinated us. It is, decisively not the same as central Europe, the web of countries to the east of Switzerland and to the west of Romania. Its German name suggests it incorporates a part of Germany, but it cannot include the brisk North Sea coast or the Hanseatic ports, which belong to the Baltic. And we felt we were entering Mitteleuropa when a sign on the motorway in eastern France (that’s right, France) declared that we were in Lorraine. The signs on the motorway exit boards changed tone, as did the scenery. The place names became Germanic, and the flat fields of the Champagne region gave way to forested hills and ridges.

Follow LUX on Instagram: luxthemagazine

Here, the Porsche Panamera felt in its element, as it headed back to its homeland. The straight-line motorway that had been a feature of the route to date turned into long, beautifully engineered curves, taken at high speed in this long wheelbase, semi-electric, large sports sedan. It was enormously satisfying, with subtle growls from the V8 engine upfront and the steeliness of the car’s sporting suspension making you feel like a pilot more than a chauffeur.

front black seats of car

This is the aim of the Panamera: a comfortable, high-performance vehicle intended to be genuinely satisfying for the driver, without the compromises of a high-sided SUV. As we drove past one mini mountain, the clouds burst open in a Götterdämmerung of rain, which rapidly flooded the road. The four-wheel-drive of the Panamera felt as if it was vacuuming up the water and spitting it out the back, wanting still to go faster, as if on a wet race track, when it would have been irresponsible to do so.

wheel of a car

We spent the night in Phalsbourg, eating at a French restaurant on a terrace on its wide central square while being served beer brewed in the Black Forest, in neighbouring Germany, by staff who spoke French and German, as if the two territories were one.

Between Phalsbourg and the Black Forest lie the Vosges mountains. The roads here were narrow, tight, still damp and the car clung to them through the gears, the electric and petrol engines working in unison to propel us forward. The Panamera is not a sports car by any traditional definition, it is too wide, too heavy. But if you’re used to driving a fast SUV and hanker after something less lumbering, while still having a lot of space, this is for you.

Read More: Style And Substance: Bentley Bentayga Hybrid

In the Black Forest the autobahn between Stuttgart and Lake Constance has no speed limit in many places, and its trail snakes through the mountains. At normal speed, the curves are gentle, barely noticeable, and you have the ability to admire villages pinned into the surrounding woods. But when you go much faster, on an empty road, each corner feels like a racetrack, and the car on its limit is muscular, secure, reassuring but sharp, made to maximise its capabilities on these roads not so far from its birth town of Stuttgart. At 160mph (257km/h), there is no time to admire the scenery.
We finished the day with a glass of the same local beer offered to us hundreds of miles away in Phalsbourg, while sitting in a little café on Lake Constance, Switzerland, a series of green bumps across the lake in front of us, Austria a couple of grey spikes in the distance to the left. Middle Europe, and the ideal car to conquer it.

LUX Rating: 18/20

Find out more: porsche.com

Share:
Reading time: 3 min
bentley car driving amid mountains
bentley car driving amid mountains

The new Bentley Bentayga Hybrid is a lighter-feel luxury SUV that’s a wonderful mix of refinement and muscle

In the third part of our supercar review series, LUX gets behind the wheel of the Bentley Bentayga Hybrid

If you need an example of how the attributes of heritage luxury car brands have to change in the new world of sustainability and electrification, look no further than Bentley. This is a company that has been making cars that are primarily distinguished by their immensely powerful and vocal petrol engines for more than 100 years. Taking the petrol engines out of Bentleys would be like taking the leather out of a Chesterfield.

This latest model we drove is not electrically powered, but it’s a halfway point. The company’s luxury SUV is typically distinguished by its massive 12-cylinder engine (although there are models available with a V8). Here we have a hybrid version, with a six-cylinder petrol engine accompanied by an electric motor.

Follow LUX on Instagram: luxthemagazine

Does it work? That depends: if you’re listening for that V12 ‘whoof’, and expecting the distinctive power characteristics – speed and responsiveness to increase in tandem – you may be disappointed at first. In fact, the sound is the most notable characteristic of this car, as going from a Bentley V12 to this is rather like going from wild to farmed beluga. Still good, but not what you’re used to. But, given that in a few short years no engine will make any sound at all apart from a faint hum, this is really a moot point.

Bentley beige car interior

One other characteristic a traditionalist will welcome is the lighter feel: there is less engine in the nose of the car. It feels quite alive around corners on country lanes on the way to one’s architect-redesigned Oxfordshire manor house.

Black car dashboard

That is the kind of lifestyle this car is aimed at and it does an excellent job. The interior feels like sitting in a well-appointed bank vault with windows onto which the outside world is projected. Unlike some very powerful SUVs, it doesn’t feel like it wants to race every car from the traffic lights. It’s not exactly serene – it’s a Bentley after all – but it’s a wonderful mix of refinement and muscle. If you’re an enthusiastic driver, you won’t complain about the relatively agile handling, excellent roadholding and responsiveness at speed. You may wish for a little more feedback and involvement, though, as this car is set up more at the luxury end of things.

Read more: Why You Should Get Your New Car Ceramic Coated

Your passengers will enjoy the crafted feel of the interior, which really does feel a cut above almost any rival. It may not feel as passionate as the SUV offerings from Lamborghini or the Mercedes G 63, but it aims to do a slightly different job, rather more grown-up. It is also a car you could get in to drive from the Cotswolds to ski in St Moritz in one day, and arrive refreshed and ready for the slopes. And the fuel savings from the new electric-petrol engine will pay for a couple of drinks at Pavarotti’s.

LUX rating: 17.5/20

Find out more: bentleymotors.com

This article appears in the Summer 2022 issue of LUX

Share:
Reading time: 2 min
An old green Lamborghini in front of palm trees on a roof
red and white leather interior of an old classic Ferrari

Interior of the 1955 Ferrari 250 Europa GT Coupé

Maarten Ten Holder, Managing Director of Bonhams Motoring, tells LUX his top picks at Bonhams Quail Auction in California, ahead of the sale on Friday 19th August 2022. A sale which features cars being sold up to $3,400,000.

It may not be winter, but the West Coast is calling and the classic car world is gathering in Northern California for Monterey Car Week. This Mecca for serious car collectors includes the world-famous Pebble Beach Concours. Bonhams Quail Auction takes place in tandem with the equally glamorous Quail Motorsports gathering garden party this Friday (19 August). Our 25th silver anniversary sale offers a host of precious metal.

Follow LUX on Instagram: luxthemagazine

1963 Jaguar E-Type Lightweight Competition, estimate on request

An old white car with the number 14 on the side on a track

1963 Jaguar E-Type Lightweight Competition

Owned by that giant of US motor racing, (and Americas Cup winner) Briggs Cunningham, and driven at Le Mans no less, this is one of the most important early racing Jaguars.

It’s a rare beast too – one of only 12 Competition cars, built with aluminium bodies and hard top and alloy 3.8-litre engine (hence it’s Lightweight label), sold exclusively to Jaguar’s preferred customers.

Significantly restored in the 1980s yet retaining its original bodywork and matching-numbers engine, this E-Type is eligible for the world’s most prestigious concours and historic races.

1938 Type 57C Atalante, estimate $2.8 – 3.4 million

black and yellow classic car in front of a garage

1938 Type 57C Atalante

This supercharged art deco masterpiece, designed by Jean Bugatti, was the supercar of the golden age, reaching a top speed of 120mph, when most cars aimed for 50 mph.

One of only five aluminium 57Cs, the Bugatti was the 1938 Paris Salon display car but has largely been under wraps for much of its life, firstly hidden during the Second World War, then kept for many years without turning a wheel in the garage of a later keeper’s chateau.

1969 Lamborghini P400S Miura, estimate $1,75 – 2,25 million

An old green Lamborghini in front of palm trees on a roof

1969 Lamborghini P400S Miura

Eternally young, the Lamborghini Miura was the car that put Lamborghini on the map and is often called the most beautiful car of its age. Gandini’s svelte design for Bertone is complemented by the evocative soundtrack from its Lamborghini’s brilliant V12 engine, placed behind the driver. landmark in the history of Italian sports cars. This 1969 P400S Miura, estimated at $1,750,000-2,250,000 and offered with no reserve.

1955 Ferrari 250 Europa GT Coupe, estimate $2.25 – 2.75 million

A white car driving on a road

1955 Ferrari 250 Europa Coupé

The great rival to Lamborghini is represented by seven models at Quail, including a trio of early cars led by the very last Ferrari 250 Europa GT built. This landmark model is regarded as the first of the iconic Ferrari GTs.

Styled and built by Pinin Farina, this car was first exhibited at the 1956 Brussels Motor Show and raced in period at Spa Francorchamps. In the late 2000s, the matching numbers car was the subject of a superb, factory-correct restoration, while retaining its original bodywork and chassis and is Ferrari Classiche ‘Red Book’ Certified.

1956 Mercedes-Benz 300SL Gullwing Coupé, estimate $1.4 – 1.7 million

a red car with the doors opening over the roof

1956 Mercedes-Benz 300SL Gullwing Coupé

Instantly recognisable – not just to car enthusiasts – the 300SL is considered the greatest sports car of the 1950s, with famous successes at Le Mans, Targa Florio and of course the 1955 Mille Miglia, won by Stirling Moss and Denis Jenkinson at a record average speed of just under 100mph.

Read more: The Style And Substance Series: Porsche 911 Targa 4S Heritage Design Edition

This superb example has been kept by the same family from new, originally used as a daily driver by its first owner, Greek shipping magnate George C. Makris, then latterly stored by his children in a climate-controlled environment. Superbly restored while retaining its original engine, bodywork, desirable Rudge wheels and original Becker Mexico radio, the 300SL has covered under 22,000 miles over its lifetime.

Ex-Steve McQueen 1971 Husqvarna 400 Cross, estimate $130,000 – 180,000

a red and black motorbike

Ex-Steve McQueen 1971 Husqvarna 400 Cross

The King of Cool was a known petrolhead (think of his passion project film ‘Le Mans’) and a motorcycle enthusiast, famously riding on screen in The Great Escape and On Any Sunday, the bike movie in which Husqvarnas featured heavily.

This ‘Husky’ was one of McQueen’s favourite off-road bikes and was kept by the actor until his death in 1980. The lovingly preserved, authentic machines offered in “as last ridden by McQueen” condition and still scarred with all the dents and dings from his regular rides.

Bonham’s Quail Auction will begin at 11am PDT/ 7pm BST on Friday 19th August

Share:
Reading time: 3 min
a red convertible Porsche parked in front of a green field
a red convertible Porsche parked in front of a green field

This special Heritage Design Edition of Porsche’s 911 Targa 4S is the perfect compromise between a fixed-roof and a convertible- but your hair may still get messed up

In the first part of our supercar review series, LUX gets behind the wheel of the Porsche 911 Targa 4S Heritage Design Edition

One of the most important decision-making factors for anyone contemplating any sports car is hair. As in, “Will my hair get messed up when I ride in that?”. Get the decision wrong, and you could be in for a world of pain, and many stressful driving experiences.

Follow LUX on Instagram: luxthemagazine

In a convertible car, where the roof lowers completely and leaves the passengers exposed behind the windscreen, forget any ideas you may have about looking like Grace Kelly or Leonardo DiCaprio. Any expensive hairstyle turns into a kind of 1980s plugged-into-the- socket-style frizz.

White leather seats and red hardware in a car

The alternative is to buy a car with a fixed roof, which are also more highly regarded by car geeks as they tend to be better to drive. But since when were geeks ever correct about any matter of style?

The 911 Targa 4S is Porsche’s answer to this pressing question. Press a button and the (hard) rooftop section lifts itself up, while the rear windscreen also lifts and swivels backward rather alarmingly. The top section disappears into the middle of the car, and the rear windscreen comes back and fixes itself to the ‘Targa hoops’ that encircle the top of the car.

The net effect is that when the roof is open you are surrounded on three sides by glass, the area above your head, where the roof would be, open to the sky. That stops wind blowing in sideways and should, in theory, keep all hairstyles and wigs as perfect as the day they left the salon.

a red convertible Porsche with a white circle on the side of the car, driving by a green field

The motorway north out of Basel into this car’s native Germany is wide, flat and has no speed limit. Taking these factors to their logical conclusion, we can report back that, at a road speed of more than 150mph (255km per hour), even someone with a closely cropped cut of their own hair will end up with a 1980s plugged-into-the-socket-style frizz. So don’t be fooled. If you want perfect hair, take your Bombardier.

In other respects, this is a stylish and satisfying car. The extra roof engineering makes the car notably heavier than its lightweight sports car Porsche 911 stablemates. For most driving experiences, that doesn’t matter at all. What does matter is a modern, technical- looking and practical interior, which we think looks best in the lighter colours of the Heritage Design Edition model we tested here (a limited edition that is no longer available, but the regular 911 Targa 4S is the same car aside from the design detail).

white leather car seats

Being in a sports car usually both works ways and it is particularly the case here. Your journey will be notably noisier and less relaxed then if you had taken the same route in a luxury sedan. But on the right roads, you will have more fun: the latest Porsche 911 is a fast, exciting car when pushed hard, and more practical to live with than a Ferrari or Aston.

Read more: Philanthropy: Nathalie Guiot, The Culture Booster

You will feel more alive than in an SUV or a sedan, and with the roof on you feel as secure as you do in a fixed-head (coupé) car. With the Targa roof off, you have the opportunity to get a suntan, show off a bit and your hairstyle will be – well, we can’t lie – messed up.

LUX rating: 18/20

Find out more: porsche.com

This article appears in the Summer 2022 issue of LUX

Share:
Reading time: 3 min
Two cars
Art

Original digital art by Mercedes-Benz at Design Essentials IV: The Art of Creating Desire

LUX stops off at the Mercedes-Benz Design Centre in Nice to hear about its latest projects – from EVs to NFTs, and everything in between 

Few places can evoke desire like the Cote d’Azur. Home to the world’s superelite and their superyachts, it is where the most exclusive communities migrate in summertime – and where the aspirational go to see them.

All of which made it a fitting backdrop for Mercedes-Benz’s latest Design Essentials instalment, ‘The Art of Creating Desire’. Presented between their Design Centre in Nice – a cylindrical, spaceship-like structure hidden in the pine forest of France’s tech hub – and the newly-opened Maybourne Riviera, the showcase featured the marque’s latest projects and outlooks on the future of luxury.

Building

The Mercedes-Benz Design Centre in Nice

‘We aspire to design the most desirable cars in the world. With Design Essentials, we illustrate how we approach this privilege in concrete terms,’ explained Chief Design Officer Gorden Wagener. ‘The venue – our Design Centre in Nice – plays a central role in this. I see it as a creative melting pot where we forge ideas for the luxury cars of the future.’

Follow LUX on Instagram: luxthemagazine

That future, according to Mercedes-Benz, is digital. The marque has joined as the fifth and final founding member of the Aura Blockchain Consortium – a non-profit association of luxury brands investing in blockchain solutions for the industry – alongside LVMH, Prada Group, OTB Group, and Cartier, part of Richemont.

Car interior

Mercedes-Benz is expanding into in-car digital art experiences

‘Every product going forward will have a digital twin,’ explained Daniela Ott, General Secretary of Aura. ‘This is for all the use cases you can imagine, from traceability and provenance to resale and second-hand, NFTs and using the physical products you own in the metaverse’. In Mercedes’ case – the first and only premium automotive manufacturer to have joined the consortium – this means providing new digital art experiences both in-car and beyond.

Elsewhere, the marque is strengthening its commitment to the global fashion scene with the concept Mercedes-Maybach Haute Voiture, an S-Class reimagined through an haute couture lens. The car, which is expected to appear in 2023 in a limited release of 150 units, features a two-tone midnight blue and champagne exterior, and a nappa leather interior with bouclé fabric and gold trim.

Car interior

The limited edition Mercedes-Maybach Haute Voiture

We also had a sneak peek of the new Limited Edition Mercedes-Maybach. Soon to be available in a 150-unit run, the model was borne out of Project MAYBACH, the off-road EV concept created in collaboration with the late artist and fashion designer Virgil Abloh, which was presented at the Rubell Museum during Miami Art Week. The limited edition model marks the third and final collaboration with Abloh, whose Project Geländewagen set a benchmark for fashion and automotive collaborations in 2020.

Two cars

The Mercedes-Maybach by Virgil Abloh (left) and Project MAYBACH (right)

The grand finale took place over aperitifs at the Maybourne, where we were introduced to the Vision AMG, Mercedes’ new, all-electric sports car concept, slated for release in 2025. The car offers a preview of the all-electric future of Mercedes’ performance brand, having embarked on an electrification plan which will see electrified alternatives in every segment by the end of 2022, and an all-electric fleet by 2030.

Read more: Octopus Energy Founder Greg Jackson On The Green Revolution

Car

The Mercedes-Benz Vision AMG

Speaking of the formal aspect of the Vision AMG, Wagener said, ‘it continues to write the history of the VISION EQXX and raises it to a completely new level’.

If the future really is electric, we want to do it in the Vision AMG.

Find out more: mercedes-benz.com

Share:
Reading time: 3 min
red classic car by a lake
A palace in the mountains with trees around it

Gstaad Palace

Maarten Ten Holder, Managing Director of Bonhams Motoring, tells LUX his top picks for The Gstaad Sale in Switzerland ahead of the sale on 3rd July 2022. The sale features cars being sold up to £1,900,000

When you handle some of the world’s rarest, most exotic and most valuable collector cars, it makes sense to sell them in the most beautiful locations. Bonhams is fortunate to have salerooms at the Grand Palais in Paris, overlooking the Grand Prix circuit in Monaco and on the lawns of the world-famous Monterey Car Week. To this glittering roster, we have added the chic Alpine resort of Gstaad where we will be hosting our eponymous sale on Sunday 3 July.

Follow LUX on Instagram: luxthemagazine

The venue for this boutique sale is the Gstaad Palace, celebrity haunt for the likes of Elizabeth Taylor, Grace Kelly, Roger Moore, and the perfect backdrop for the automotive art we will be presenting – what is more, the general manager is a classic car enthusiast, so we will be in good company!

silver 2010 Lamborghini Reventon Roadster 6 with a pile of orange stones behind it and mountains in the background

2010 Lamborghini Reventon Roadster

Rather fittingly for our jet-set audience, our sale is led by a jet-inspired hypercar – a 2010 Lamborghini Reventon supercar (estimate CHF 1,850,000-2,200,000). This was the most extreme Lamborghini to date when unveiled in the late Noughties. Its aeronautic styling is matched by blistering performance thanks to its 6.5-litre V12 engine. It has a top speed of 205mph and accelerates from 0-100km/h in 3.4 seconds and even has a G-force meter for that ‘Top Gun’ moment. This Reventon is as new, having had only two owners, the second, the vendor, never having driven it!

A red 1991 Ferrari F40 on a track with grass

1991 Ferrari F40

Lamborghini’s great rival, Ferrari, also features in this sale, with no less than six supercars and grand tourers offered. Looming in the Reventon’s rear-view mirror is a 1991 Ferrari F40 (estimate CHF 1,600,000 – 2,000,000), considered one of the last great ‘analogue’ supercars.

Red Ferrari on a road with stones by it

1972 Ferrari 365 GTB:4 ‘Daytona’ Berlinetta

Introduced to celebrate Enzo Ferrari’s 40 years as a motor manufacturer, the F40 was the last model to be personally overseen by ‘the old man’ before he died in 1988. A thinly disguised racing car, with its panels of carbon fibre and that unmistakable high rear aerofoil, the F40 was the first production passenger car to have a top speed of more than 200 mph. It’s no wonder that F40s have been owned by the great and the good from Formula 1 champions such as Nigel Mansell and Alain Prost to Il Maestro, Luciano Pavarotti.

Black and white 2020 Porsche 911 GT2 RS Clubsport with green mountains and clouds in the background

2020 Porsche 911 GT2 RS Clubsport

Another racing-derived car is a 2020 Porsche 911 GT2 RS Clubsport, (estimate CHF 390,000 – 500,000). The high-performance version of the evergreen 911 was produced to meet the regulations for GT2 sports car racing. Th even more powerful RS version set a new lap record at the infamous Nürburgring last year.

This one-owner example has covered fewer than 300 kms and has never been raced, although it is fully-equipped for motorsport with its ‘Clubsport’ package including FIA rollcage, Recaro racing seat and racing dampers.

Read more: Switzerland, our top pick for summer

Classic models from the motoring world’s most prestigious marques, such as Aston Martin, Mercedes-Benz, Rolls-Royce and Bentley, will also be gracing the Gstaad Palace this weekend.

A black Monteverdi 1969 in front of a green garage

1969 Monteverdi 375S Coupe

However also lining up is a less familiar name: Monteverdi, a Swiss marque of the 1960s and 1970s – the brainchild of BMW dealer Peter Monteverdi. Wanting to produce a Swiss rival to Ferrari, he matched American power with European styling and luxurious interiors. Two of these rarities will be offered, including the 1969 Geneva Salon show car, a 1969 575S Coupé.

red classic car by a lake

1956 Alfa Romeo 1900C Super Sprint Barchetta

And there are more Swiss-made cars. The country may be more famous for watchmaking but has had a thriving coachbuilding industry in the 20th century, Representing its golden age is a 1956 Alfa Romeo 1900C Super Sprint Barchetta (CHF 300,000 – 400,000), its Ghia Aigle coachwork designed along the lines of a Riva speedboat with wraparound windscreen. Apparently, the Ghia was ‘banished’ into storage for 30 years by its first owner’s wife when she discovered the car had been bought for his mistress.

A black Renault 1981 on a pavement

1981 Renault 5 Turbo

My final highlight is a seemingly humbler car – a 1981 Renault 5, at one point France’s best-selling model and the first car for many. However, this special and increasingly sought-after high performance Turbo version has had only one owner from new, Catherine Larson, widow of Formula 1 driver Didier Pironi. The 5 has an estimate of CHF 130,000 – 150,000, making it one of the most valuable to be offered but surely one of the most perfect for tackling the twisting mountain roads!

The preview for the Gstaad Sale will be held at the Gstaad Palace Hotel from 1 to 3 July, with the sale from 15.00 on Sunday 1 July.

Share:
Reading time: 4 min
three bottles of whisky with glasses filled with whiskey
three bottles of whisky with glasses filled with whiskey

Aberlour, Deanston and Bruichladdich whiskey

Launching his new column for LUX, whiskey collector, Utsava Kasera advises on the perfect whiskies to suit your Father’s Day plans

It is the best of time and it is the worst of time for whisky. What was considered as a drink for older generation is now being revered by the world savvy dandies as their drink of choice. While the whisky boom in the last decade has made the consumers spoilt for choice of their dram, it has also created cult figures like Macallan and Yamazaki. Sometimes even having deep pockets is not enough to get hold of some of the finest collectibles, which either go under the hammer or just reach the drawing rooms of the select few.

A man in a tartan jacket drinking whiskey next to a cask in a whiskey shop

Utsava Kasera

With fathers’ day approaching, I’ll share some suggestions for a tipple with the old man to go along with some stories. Whether you decide to go on a hiking trip with him, play a round of golf or just sit in the garden on a glorious summer afternoon, one of these whiskies will be a pleasant companion for those engaging conversations or silences between them.

Aberlour 16-Reserve Collection

A bottle of Aberlour whiskey with a glass of whiskey on the table

Aberlour 16-Reserve collection

Aberlour produces some fine whiskies but what stands out is their reserve collection.
If sherry is your thing, this is an absolute gem. The nose reminds me of walking in a room full of sweet spices while the palate is a dark chocolate cake with sour cherry, cinnamon and liquorice. At 55 percent ABV, it does set some fireworks at the first sip but grows on you while you continue the evening.
Offered with optional engraving to write that special message.

Find out more: www.aberlour.com/distillery-reserve-collection

Deanston Port Cask 2002

Deanston whiskey bottle with a glass of whiskey

Deanston Port Cask 2002

A rising star in the whisky world, Deanston is getting rave reviews for their whiskies. Under the master distiller Brendan McCarron, they do some interesting experimentations creating delicious spirits with distinct waxy characteristics. Deanston Port Cask is a distinct one as the waxy style is enhanced by flavours of toffee, juicy pear and pineapple. At ABV 51.1, this is a surprisingly easy whisky to drink. Hard to find, but if you’ll go an extra mile, it’ll be a very special gift.

Find out more: deanstonmalt.com

Bruichladdich Black Art 9.1

Black whiskey bottle with a star on it and a glass of whiskey on a table

Bruichladdich Black Art 9.1

Nestled in the beautiful west coast of Scotland, Bruichladdich distillery on Isle of Islay is one of my favourites. Isle of Islay is known for producing peated whiskies but Bruichladdich offers some incredible unpeated choices too. Black Art 9.1 is one of their masterpieces for its sheer complex flavours. This whisky is a honeyed Christmas cake layered with tropical fruits and a hint of sweet vanilla. Savour it to start the evening, finish the evening or just save it for a special occasion, this dram will not disappoint.

Find out more: www.bruichladdich.com/-black-art-1992-edition-09-1/

Share:
Reading time: 2 min
A bottle of champagne and a wine glass on a wooden table outside
A bottle of champagne and a wine glass on a wooden table outside

Argonne Aÿ Grand Cru 2013

Ella Johnson visits the oldest family-owned champagne house, Henri Giraud, to taste some of its celebrated cuvées, and hear about the importance of the use of sustainable oak from local forests in its unique ageing process, with twelfth-generation owner Claude Giraud and winemaker Sébastien Le Golvet

Henri Giraud has been producing champagne since 1625 and is still owned by its founding family – a rarity among Champagne’s oldest houses. Together, twelfth-generation owner Claude Giraud, and winemaker Sebastien Le Golvet create their celebrated (and very expensive) champagnes which combine richness, freshness, and saline qualities, from their vineyards in Äy, on the southern cusp of the Montagne de Reims, in the heart of the Champagne region.

A man standing next to a vineyard

Claude Giraud, CEO of Henri Giraud is the 12th generation to lead the estate

The richness comes from the pinot noir grapes, which are warmed by the sun on the south-facing slopes of the Montagne. The River Marne, flowing past the property, provides their wines’ freshness; and saline and mineral qualities come from the 200 metres of pure chalk beneath the soil.

Follow LUX on Instagram: luxthemagazine

But their champagnes have something else. They are fermented and matured in oak barriques (small barrels) sourced from the Argonne Forest, which stretches from the flatlands of the east of the Champagne region to the hilly border with Lorraine. The forest has been at the heart of European history for millennia and, for each bottle of the Argonne cuvée sold, Henri Giraud plants new two-year-old oak trees and maintains them for five years to replace the oaks they fell to create their barriques.

Oak barrels in a room with coloured lights on the walls

Henri Giraud is committed to replanting and maintaining the same number of oak trees that they use to create their barrels, in order to ferment their champagne

So-called ‘kings of experimentation’, Giraud and Le Golvet have identified ten different terroirs in the Argonne Forest, which they use to intensify the complexion of their wines. They know that if they create barrels from the oak trees which come from a plot called Les Châtrices, for instance, the wine will have a lot of “sharpness and tension”, they tell me. If they use another terroir in the forest, Lachalade, “it will be richer and rounder”.

Sébastien Le Golvet has been making champagne at Henri Giraud since 2000

Le Golvet prefers to vinify the majority of his wine in these oak barrels. He meticulously tastes and memorises each one – 1,200 in total – in order to produce the perfect blend. It would be more efficient to produce the Maison’s 300,000 yearly bottles of wine in tanks, of course, but efficiency is not the endgame. ‘When Sébastien creates his wine, he is like an artist in front of a painting. He can create different colours. The result is just in a bottle,’ says the Maison. The remaining ten percent is vinified in egg-shaped amphorae, made from sandstone, which provides the fruitiness for which the Henri Giraud Dame-Jane rosé cuvée is famed.

A wine bottle next to its cask

Fût de Chêne MV17

Champagne Henri Giraud has changed since Le Golvet took the winemaking reins from Claude Giraud in 2000. ‘Claude’s wine was much richer.’ I am told. ‘Sébastien is more precise, young. He has a different style. The more difficult the vintage, for Sebastién, the better it turns out. It’s the challenge. But both want to try new things each year, to discover more and more terroir’.

Read more: A tasting of Dalla Valle wines with the owners

It is fitting, then, that neither Le Golvet or Giraud is able to choose their best wine to date. ‘I like to say that the best wine we have ever produced is the wine we will produce tomorrow. The wines become more precise each time.’

A green vineyard

Henri Giraud has been producing the finest champagnes since 1625

We sample their Fût de Chêne MV 17 and Argonne Aÿ Grand Cru Brut 2013 in their tasting room. These are huge, rich champagnes despite the balance and limpidity, and Giraud breaks out a box of the perfect match for them. Not foie gras (which we would in any case have declined) or an aged Pecorino Romano cheese (which would have gone rather nicely), but some Cohiba Behike cigars. The king of cigars went rather well with this, Champagne royalty.

Find out more: champagne-giraud.com

Share:
Reading time: 3 min
red, green and black lamborghinis parked in front of a mountain
red, green and black lamborghinis parked in front of a mountain

Our fleet at the foot of the Cervino (Matterhorn) in Cervina, Italy

You might associate Lamborghinis with Dubai, Cannes, Los Angeles and London, shooting down city streets or parked outside expensive restaurants and hotels. Candice Tucker visits Sant’Agata Bolognese, Italy, the home of the brand, and drives, and is driven in, the company’s latest models to a village high in the Alps

Like many, I find I can be easily distracted by a Lamborghini’s sleek shape, often ostentatious colours (most famously green, yellow and orange) and of course, the sound the engine makes when someone speeds past you.

Visiting the factory, watching the cars being made, altered my perception of the brand.

Making our way up into the Alps in convoy

Take a quick tour around the factory, in central Italy, and you can begin to see why these cars are some of the most expensive in the world. There are rows of stations, and clocks on each row that don’t say the time, but the amount of minutes each worker has left to work on their station. 33 minutes. That’s how long each worker in the main Urus factory has to do their part in the making of each Lamborghini. From the door fitters to the needle workers on the leather seats, everyone is under a timer to move their part onto the next station. The robots are only used to assist rather than replace the human hand. Your green status symbol is indeed hand made.

Follow LUX on Instagram: luxthemagazine

The Lamborghini factory has been CO2 neutral since 2015

The future is electric cars, and it’s difficult to imagine what this means for Lamborghini’s distinct sounding engines, but this hasn’t stopped them pursuing a hybrid transition with gusto. They expect by 2023 to create their first hybrid series production car and by the second half of the decade, Lamborghini has committed to creating a fully electric model.

The Lamborghini V12 is the brand’s flagship engine

After the factory came the journey, in various Lamborghinis. I started mine in the ‘beast’, also known as the ‘Urus’. Lamborghini’s SUV (large 4×4) is huge and extremely powerful. Driving it, you feel as if you are in the emperor of SUVs. Very big, very fast, and you can alter driving modes like in a supercar. “Corsa” mode felt wicked – Corsa means race in Italian.

Lamborghinis parked in a semi circle inside a fort

Lamborghini makes a full-on supercar, the Aventador; a more practical two-seater sports car, the Huracán; and a powerful SUV, the Urus. All are available in a variety of specifications – and colours

If you want to take a step further into raciness mode, the Huracán STO or the SVJ Aventador might interest you. The Aventador is futuristic and showy from the outside. Inside, the SVJ is stripped of all its finer comforts, and you sit in unforgiving carbon fibre seats. It’s all about speed, which is no surprise given it is renowned V12 engine, which was deafening particularly when you drive through tunnels, the sound drilling through your ears. The STO is slightly lighter to drive and the exterior of the car is as close as you’ll get to looking like a race car on the road. Both cars offer the same extreme performance, but the STO allows you to remain cocooned in luxury by comparison.

The Urus was the most sold Lamborghini model in 2021, with 5,021 deliveries

Having travelled across the motorway, through the ancient part of the village of Bard in the Aosta valley (where cars are normally prohibited) and up the mountains to Cervinia, Lamborghini demonstrate that their cars are fit for purpose on any terrain. Whilst I wouldn’t suggest driving on icy roads, we put the STO and the Huracán EVO to the test, driving on an ice ring. The STO being a rear wheel drive, made this slightly more difficult to manoeuvre, but the EVO retained its speed and control.

Huracán EVO spinning on the ice track

The ultimate experience for me was the Huracán EVO Spyder. This is a convertible 640 horsepower supercar. Scaling the Italian Alps with the roof down, enjoying the fresh mountain air casting over your face was fun. With no space for a suitcase or even a hand luggage, the EVO wouldn’t be the car for your family ski holiday but it’s perfect for a day trip. The lightness of the car made it very agile up the mountain.

Read more: A tasting of Dalla Valle wines with the owners

Driving through the streets of the village of Bard, in the Aosta valley, where cars are usually prohibited. You can see why

There were no other Lamborghinis of any colour in Cervinia. It’s not that kind of place. It’s all about cows, mountain air, and the shadow of the Matterhorn. But what an adventure getting there in four of the most exciting and eye-catching cars in the world.

Find out more: lamborghini.com

Share:
Reading time: 4 min
Mercedes in black
Mercedes in blackProper ceramic coating, after a thorough paintwork correction, is the only way to make your new car look properly new, as LUX discovers with its recently purchased high-performance convertible

When you’re choosing a new car, there are many questions to ponder. Electric, hybrid or petrol? (The eco-friendly answer requires some research in each case.) Which brand? Exterior colour, interior colour, options? Which wheels? Did you think about tyre brand (a whole other world)? Are there any extras that will help with resale? (The short answer: you won’t get the extra couple of thousand you pay for the head-up display or the carbon fibre steering wheel back, but the right options make it easier to sell).

Very few people ponder one fundamental issue. Your brand new car is likely to be delivered with paintwork that is scratched and pitted, and it will only get worse unless you do something about it.

This is not due to some plot by manufacturers. But whether you buy a Ferrari or a Cinquecento, a Tesla or a Lamborghini, from the point it is painted at the factory, your car will spend weeks or months being transported to you, during which point it will (hopefully) not receive any plainly-visible scratches or marks. But it will be wiped, cleaned, dried and “valeted” on various occasions, and those actions, done in a hurry with the best of intentions, leave swirls and scratches on your paint, clearly visible on close inspection. And without further protection, that will only get dramatically worse during your ownership.

That’s where a proper ceramic coat comes in. Ceramic coating is to old-fashioned polishing and waxing what an iPhone 12 is to a Nokia, and here LUX hands over to Ahmed Al-Wajih, director of 1080, who was responsible for the shine on our Mercedes C63S Cabriolet Brabus 600 in these photographs, courtesy of products by market-leader G-Techniq.

red white and silver paint bottles

LUX: What happens to unprotected paint on a car under normal circumstances (without ceramic coating)?
Ahmed Al-Wajih: Unprotected paint is exposed to elements in our environment, such as oxidation from the sun, contamination from pollen tree sap and bird droppings. These can be very harmful to your vehicle’s paintwork if not addressed immediately and safely. An unprotected surface has a much faster wear rate than a protected surface.

LUX: Can you describe the science of paint – that what most people think is a scratch in paint is actually in a clear coat?
Ahmed Al-Wajih: Traditionally vehicles had a single stage paint, which was oil based and was just paint onto of the panel. Today we have three-layer paints on most panels, if not all. It consists of primer, base coat and the clear coat. The base coat is the actual colour that you see and the clear coat is a transparent layer that adds the final finish to the paint. The clear coat also provides a layer of protection to the base coat. Therefore the swirls, holograms, dullness in the paint are typically imperfections on the clear coat and not the base coat. Deep scratches that can be felt by your fingernail usually mean that the damage has gone beyond the clear coat and into the base coat or primer.

LUX: What does ceramic coating (and the other protection you supply) do?
Ahmed Al-Wajih: A ceramic coating for the paintwork is designed to protect the vehicle’s surfaces. The main purpose of a ceramic coating is to bond with the clear coat to make it harder, therefore more resistant to swirls and light scratches, as well as to provide protection against oxidation. It also provides high levels of gloss and hydrophobic qualities.

For the interior, chemicals were used to protect the floor mats and carpets. The purpose of this is to protect the carpets from stains caused by liquids and dirt that can become imbedded into the fibres. A sealant was used to protect the leather from dye transfer and to help clean the leather much quicker.

LUX: What is the difference between ceramic coating and traditional wax?
Ahmed Al-Wajih: The main difference between ceramic and wax to the paintwork is durability. A ceramic coating is a long-lasting coating that bonds within the clear coat particles. For example Gtechniq’s flagship ceramic, the Crystal Serum Ultra, is warranted for nine years. It will not wear away with aggressive washing chemicals, or even machine polishing, the only way to remove it is by sanding down the panel. A wax coating on the other hand may be topped up by layers, however an aggressive chemical will take the wax of the surface.

Tape and paint tools hanging on a wall

LUX: What exactly did you do in the process of coating our car?.
Ahmed Al-Wajih: First step in our process is to decontaminate the vehicle and strip off any sealants that are on the vehicle. This is a crucial part of the process as we need to ensure that the paintwork is clean and without any contaminates before we can move onto the next stage. Once the vehicle has been decontaminated and dried, we worked on the interior, again ensuring that all surfaces were clean.

The vehicle was then put on our ramp and we safely raised the car and removed the wheels. The wheels were then taken to our wash bay to be cleaned once again. The wheel arches were also cleaned again. Once the wheels were dried, they were protected using Gtechniq C5 wheel armour. The callipers were also protected using the C5 wheel armour. The interior was then protected using Gtechniq’s L1 leather guard for the leather surfaces and I1 Smart fabric for the carpets, alcantara and floor mats. The I1 Smart fabric was also used on the soft top.

We then inspected the vehicles paintwork and identified specific areas that needed extra attention and correction. We masked the vehicle and began our correction of those areas. Once this was complete we gave the vehicle a one stage enhancement process with the aim to further enhance the depth of the Obsidian black and ensure that the paintwork is in the best possible condition.

Once this process was complete we began prepping the paintwork using a panel wipe. The purpose of this process is to clean the panels and ensure that they are free from anything that may contaminate the application of the ceramic coating. Once this process was complete we began applying the Crystal Serum Ultra. Once we completed this process we left the ceramic to cure overnight. The following morning we inspected the paintwork to ensure that the ceramic had bonded properly. We then applied C2 Crystal laquer which acts as a top up coating for the ceramic. We also protected the glass using Gtechniq’s Smart Glass. Once we were happy that the ceramic to the wheels, body, interior and glass had cured we safely put the wheels back onto the vehicle and ensure that the wheels were torqued back up to the manufacturer’s specification.

Once again the vehicle was moved to our final inspection bay [with all round flourescent lighting] and we gave the vehicle a final inspection to ensure that it met our standards.

interior of a mercedes

LUX: Why use Gtechniq products?
Ahmed Al-Wajih: Gtechniq is a leader in the world of ceramic coatings. They put a lot of research and development into their products and stand by them. There are many different brands for ceramic coatings but there are very few that have the same international recognition.

LUX: There are detailers offering clients mobile ceramic coating in hours. Your process takes three days. What is the difference?
Ahmed Al-Wajih: There are different levels of ceramic coating, There is a liquid ceramic coating which is very easily applied, you spray it on and wipe it off. There are also ceramic coatings which are not semi-permanent which can also be applied without the risk of causing much damage as removing the coating is easy.

Once you get to the semi permanent coatings such as the five year or nine year coatings, you need the paintwork to be perfect before you apply the coating as any imperfection will be locked in for the duration of the ceramic coating. It is not impossible, however it puts the person applying the coating at a big disadvantage.

We have a studio where we are able to control the lighting, temperature, and positioning of the vehicle. All of this helps us to produce incredible and consistent results.It would be a big disadvantage trying to correct a car with poor light and bad weather conditions.

LUX: People buying a brand new car may not believe their car needs paint correction (ahead of protection). Tell us what you find on brand new cars.
Ahmed Al-Wajih: Believe it or not I have yet too come across a brand new car that is without imperfections. To the untrained eye the car may be glossy and shiny but to a trained eye, there are swirls, light scratches from where the vehicle has been valeting prior to delivery. The vehicle may have been in transport and exposed to the elements. causing etchings on the paintwork Many people do not see the imperfections and are happy to live with it, but if you are going to project your vehicle, you would really need to perfect the paintwork, because if you see it over the coating, there is not much that can be done.

A man in a black uniform working in a car paint shop

LUX: Why choose a ceramic coat over a clear paint protection film wrap?
Ahmed Al-Wajih: If you are after protection, then the best form of protection is PPF (paint protection film). It protects the paintwork far better than ceramic. However PPF is costly and can cost more per panel than if you were just to have that panel painted. Also the level of shine and depth does not match that of a ceramic coating, although having said that, technology in PPF has come a long way and the quality is getting better.

LUX: For classic cars, you may still suggest a wax instead of a ceramic coat. Why?
Ahmed Al-Wajih: When recommending a product, we try to identify the purpose of why your vehicle is with us and what it is that you are trying to achieve. If you have a classic car that is garaged most days in the year and sees the odd outing to an event, chances are that the vehicle would not be exposed to a lot of contaminants. In addition tot his the paint may be very thin from previous years and a correction would not be suitable. A carnauba wax finish in this instance would be more suitable. The vehicle would still have protection, the paintwork would still have gloss and depth in the colour and more layers can be added on. If that same vehicle was to be parked on the street and driven daily thence would suggest a ceramic coating.

Portrait and product photography by Isabella Sheherazade Sanai

1080london.com

gtechniq.co.uk

 

Share:
Reading time: 9 min
green and black car
old yellow car

1938 Bugatti Type 57 C Stelvio Cabriolet

Maarten Ten Holder, Managing Director of Bonhams Motoring, tells LUX his top picks at Les Grandes Marques du Monde in Paris, ahead of the sale on Thursday 3rd February 2022. A sale which features cars being sold up to £2,100,000
a man standing by a black car

Maarten Ten Holden

Les Grandes Marques à Paris, Bonhams’ European season-opener is an event I look forward to every year. Traditionally held at the Grand Palais, located between the Champs-Elysees and the Seine, this venue is one of the more spectacular settings for our many international car auctions.

This year, the sale has relocated to the Grand Palais 2.0, le Grand Palais Éphémère, a stunning temporary building which is serving as the city’s exhibition space during the restoration of the original. Located on the Champs-the-Mars, right at the foot of the Eiffel tower, this modular, sustainable structure is not only environmentally friendly, but through its design and location, might even outshine its historical sibling.

But there is more: inspired by the glamour of Éphémère, we decided to add a new luxury sale of more than 125 watches to our series of sales in Paris, which is the perfect complement to our regular line up.

We will present more than 100 of the most exquisite collectors’ cars, from the pioneers to contemporary supercars. Creating a shortlist has proven a tricky task, but here are just a few of my top picks…

Follow LUX on Instagram: luxthemagazine

1964 Porsche 904 GTS, estimate €1,300,000 – 1,600,000
One of the biggest racing stars of the 1960S, the mid-engined Porsche 904 GTS sportscar was owned by a star: the Hollywood great, Robert Redford, who drove it for nearly a decade. The model was called the ‘giant killer’ for its success in such famous events as the Monte Carlo Rally.

A green car

Robert Redford’s Porsche 904 GTS

2015 Ferrari LaFerrari, estimate €2,000,000 – 2,500,000
The F1-inspired hybrid hypercar was described by Ferrari as its most ambitious car, with its electric motor and V12 petrol engines combining to create a staggering power output of 950bhp. This rare yellow example has only driven 930km from new.

A yellow ferrari in the snow

2015 Ferrari LaFerrari Coupé

‘Le Patron’ 1938 Type 57C Special Coupé, €1,600,000 – 2,000,000
The Paris sale always showcases the finest French cars; and this Art Deco beauty is truly special. Known as ‘Le Patron’ it was named after and used by company founder Ettore Bugatti himself and its bespoke coachwork is believed to be the final design created by his son Jean.

green and black car

‘Le Patron’,1936 Bugatti 57C

1996 Bugatti EB110, estimate €1,100,000 – 1,300,000
The most modern of the five Bugattis offered in Paris, the record-setting EB110 supercar was the brainchild of Italian businessman Roman Artioli who revived the brand. The era’s fastest series production sports car has a top speed of 340km/h thanks to its turbocharged V12 engine. This example is one of only 95 GTs produced.

A blue Bugatti by the sea

1996 Bugatti EB110 GT Coupé

1902 Panhard & Levassor Type A2 7HP Tonneau à entrée par l’arrière, estimate €300,000 – 360,000

From the dawn of motoring, this is a remarkably authentic example and one of the best survivors of its genre. It has retained its original engine, coachwork and even leather trim. This car also has successfully completed the famous London-to- Brighton Veteran Car Run with its owner.

an old style black car

1902 Panhard & Levassor Type A2 7HP tonneau à entrée par l’arrière

Read more: ADMO: Alain Ducasse & Dom Pérignon’s Ephemeral Dining Experience

Michael Schumacher’s 2010 Mercedes-Benz C63 AMG Estate, estimate €50,000 – 100,000 (No Reserve)
This was the daily driver of a true motorsport legend, seven times Formula 1 World Champion Michael Schumacher. It was his company car when he joined the newly formed Mercedes GP Petronas Formula 1 Team in 2010. Not surprisingly, this top of the range C63 was equipped with €20,000 in luxury options.

A black Mercedes-Benz

Michael Schumacher’s 2010 Mercedes-Benz C63 AMG Estate

A preview of Les Grandes Marques du Monde will be taking place on Wednesday 2nd February 2022 and the auction will be held on Thursday 3rd February 2022.

Share:
Reading time: 3 min
yellow sportscar
yellow sportscar

Ferrari F8 Spider. Photo by Max Earey

In the second part of our supercar series, LUX’s car reviewer gets behind the wheel of Ferrari F8 Tributo and the F8 Spider

That’s it, folks. Ferrari fans, please shed a tear as, for all the right reasons, these two cars are the end of the bloodline for Ferrari’s celebrated mid-engined V8 series of cars.

For many, this series personifies Ferrari: Magnum PI drove a red one in the 80s TV series. The ancestral line of two-seaters grew in power and capability, though not always beauty, from the sleek 308 of the 1970s and 328 of the 1980s, through the more wedge-shaped 348 and 355 of the 1990s (not always everyone’s cup of tea, but very much of their era), to the more rounded 360 and 430 of the 2000s, and the recent evolution through 458, 488 and F8.

Follow LUX on Instagram: luxthemagazine

The engine has always been a V8, and for some years has been an artwork visible through a clear cover behind the driver. From now, for the best of environmental reasons, the V8 will be replaced by a hybrid engine, and so the F8’s engine represents the pinnacle of Ferrari petrol engineering. We tried it out in both the fixed-roof (Tributo) and convertible (Spider) versions of the F8. It’s a glorious piece of machinery, giving a surge of power which grows to the typical Ferrari climax and you shoot towards what would be take-off velocity in a plane.

blue sportscar

Ferrari F8 Tributo. Photo by Max Earey

Every Ferrari handles well, but we couldn’t help feeling Ferrari had engineered some extra joy back into the F8 from the 488 which preceded it. There was a sense that Ferraris were getting too brilliant for their own good, beyond comprehension in the abilities they offered to a driver, but less engaging than of old.

Read more: Catherine Mallyon on the Royal Shakespeare Company’s Success

The F8 engages the driver again, the sharper steering and more involving suspension meaning you really feel like you are driving the car rather than being at the helm of a video game. Crucially, it does so at low speeds, so you don’t feel like you need to be taking it onto a racetrack for it not to be bored – a complaint we have with a number of supercars. Back when the V8 Ferrari bloodline started in the 1970s, the cars were not recommended at low speeds because they overheated and were hard to manoeuvre. More recently, they were easy to drive and reliable but a tad sterile. The F8 addresses this, and how.

steering wheel of car

The F8’s aerodynamic body and control-laden steering wheel are all about the technicality of driving at speed

Whether you go for the Tributo or the Spider just depends on your preferences. The closed-roof car is probably a tad sharper around a racetrack but it is impossible to tell the difference, roof closed, when you are not. We like an open-roofed car so we will take the Spider.

Is it a must-buy V8 Ferrari, the last of its generation? Some would say that moment came with the 458, which was the last to have a non-turbocharged engine, with less power but more glory in its sensations and noise than the F8. Others would point to its predecessor, the 430, the last with a traditional metal-gate gearshift, which has a rawness and sharpness which even the F8 hasn’t quite gained back.

What’s certain is that it’s notable in itself for its sheer tearing thrust, the sharpness and brilliance of its handling and its joie de vivre. Ferrari really is on a roll, and Ferrari fans everywhere will be hoping it continues as the company moves into a more electric future.

LUX rating: 19/20
Find out more: ferrari.com

This article was originally published in the Autumn/Winter 2021 issue.

Share:
Reading time: 3 min
white mercedes parked outside a hotel
white mercedes parked outside a hotel

The Mercedes-AMG G 63 is part limousine, part sports car and part SUV, with its lavishly appointed interior, sheer pace and rugged details such as the extended wheel arches

From supercar to supreme cruiser, our reviewers sample some of the latest and greatest from the automotive world, starting with the Mercedes-AMG G 63

Rain; hail; wind; floods. The north European summer offered it all this year. So, we decided to do a country drive with a difference by calling on the AMG G 63. If you have been to a big metropolis recently, you will have seen these, often driven by gentlemen from major oil-producing regions (and we don’t mean Norway). Don’t let that put you off, though, as the G 63, cartoonishly tall and square with rounded-off corners, is a cool-looking bit of design.

The details are even cooler. Doors have been engineered for the opposite of ‘soft-close’: they need to be shut with a slam, and make a satisfying whump on doing so. You have to climb onto a sill to get into the car, and the noise on start-up sounds like a dozen hungry Rottweilers.

But this is not a car only for poseurs. Its passengers agreed it was the most comfortable SUV they had sat in (and these are connoisseurs of the high-end SUV). Smoother than a Lamborghini Urus, less floaty than a Rolls Cullinan, and utterly distinctive and fun.

Follow LUX on Instagram: luxthemagazine

The same could be said for the driving: bumbling out of London, it felt like driving a very nicely engineered small house. A fast one, too, as putting your foot down reveals comical acceleration, aided by well controlled suspension that doesn’t lean too much, but also doesn’t bump you around, either. A very hard trick to get right and one which most manufacturers of fast SUVs don’t manage.

Once we were in the countryside, and since this was a road trip in supposedly one of the most adept off-road vehicles in the world, we had to resist the temptation to head off across the fields to test its abilities. We suspect the car would have been fine (it was even wearing Scorpion all-terrain tyres!), the farmers less so.

Fortunately, it rained on our country hotel retreat. Chewton Glen, in Hampshire, is a hotel that has been around long enough, and been reincarnated enough, that it knows what to do in the rain: big indoor pool with picture windows, big hydrotherapy area (indoors and out), and plenty of salons inside in which to chill out.

But, as the rain poured down, sending mini-streams across the windows and the tarmac, there was only one thing to do. Take the G 63 out along country roads.

car interiors

To say it was in its element would be a gross understatement. It seemed the car grew even stronger and more grippy in the driving rain. Several centimetres flowing across one part of one road didn’t phase it, with not even a tricky twitch of the wheel; braking and accelerating was not just managed, but done with aplomb.

For us, the most important observation was not on the night of the heavy rains, but ahead of the journey home the next day. This tall, quirky looking, idiosyncratic machine is not just super-fast and capable. It is exceptionally comfortable to be in over long distances, which is something we didn’t expect, and, most refreshing and unexpected of all, it’s genuinely fun to drive.

We expected it to be a hoot in town, due to its height, its power and the way instant reactions have been programmed into its being. As a city car you may wish to take into account its size, height (for car parks) and the attention it commands, most of it good, some of it less so. But it is also a highly enjoyable companion on a long drive. And it still looks super-cool on a run around town, particularly if you place a two-metre-high, two-metre wide man in stubble, wrap-around shades, and a shiny suit with a bulge in the passenger seat.

Find out more: mercedes-amg.com

This article was originally published in the Autumn 2021 issue.

Share:
Reading time: 3 min
car event at Italian villa
car event at Italian villa

The new Rolls-Royce Boat Tail was unveiled at Concorso d’Eleganza, Villa d’Este, Lake Como

Rolls-Royce unveiled the world’s most expensive new car at a glamorous event on the shore of Lake Como last week. A recreation of its iconic 1932 model, the Boat Tail comes in a series of three bespoke commissions for clients, believed to be $28m each. Ella Johnson reports

With its wooden hull and sail-like wings, you’d be forgiven for thinking Rolls-Royce Boat Tail belonged on water rather than land. Unveiled at a private ceremony on Lake Como last week, the car’s nautical appearance certainly befitted its watery surroundings; yet this is a car destined to be driven on land – by a very wealthy owner.

The Boat Tail is the latest creation from Rolls-Royce Coachbuild, the division of the UK-based, German-owned manufacturer devoted to making extremely exclusive, limited-run, hand-finished creations for some of the world’s richest people.

Follow LUX on Instagram: luxthemagazine

It certainly looks striking, and suited the surroundings of its launch at the Concorso d’Eleganza, the elite classic car show at the Villa d’Este. Standing beside his creation, Rolls-Royce Head of Coachbuild Design Alex Innes described the Boat Tail as ‘transcending mere conveyance’ to ‘become the destination itself’.

There are certainly worse places to be sitting while in the summer traffic jam to get to Club 55 in St Tropez (although the Boat Tail owner would also doubtless have a fleet of helicopters, plus a superyacht and tender, at his disposal for such occasions). The car’s in-built hosting suite at the rear stores two chilled bottles of champagne (platinum-wrapped Armand de Brignac at the launch event, if bling is your thing) plus rotating cocktail tables, leather stools, and a parasol – perfect for that sunset in Malibu. There is also a custom Montblanc pen in the glove compartment and his-and-hers BOVET 1822 timepieces, which can be used as wristwatches, desk clocks, or pocket watches.

car with boot open

The Boat Tail on display took four years from concept to completion, with the close involvement of its owner. It is also the second offering from Rolls-Royce Coachbuild, inaugurated in 2017 with the launch of the dramatic Sweptail, which evoked memories of the dramatic grand touring cars of the 1930s. Rolls-Royce say that Coachbuild, an invitation-only service for its top clients, is designed to satiate the appetite of clients who want to commission and curate personalised cars – described by the marque as ‘the automotive equivalent of haute couture’.

Read more: The eco-art organisation making a stand at Frieze

As Rolls-Royce CEO Torsten Müller-Otvös commented to the gathered connoisseurs and collectors at the launch, the Boat Tail is ‘the most ambitious commission we have ever undertaken, in terms of technical complexity, innovative bespoke detailing and sheer creative audacity’.

The company is planning on releasing a coachbuilt car every two years, with the next two editions already in advances stages of creation and production. We suggest anyone who is interested in becoming a client buys a few Phantoms, Ghosts and Cullinans in the next few months, and works their way onto the invitation-only list from there. See you at Lake Como.

Find out more: rolls-roycemotorcars.com

Share:
Reading time: 2 min
man with glass decanter
whisky bottle and case

Gordon & MacPhail’s Generations 80-Years-Old from Glenlivet Distillery with decanter and case designed by David Adjaye

On the 3rd February 1940 John Urquhart and his son, George, created a spirit at the Glenlivet Distillery, producing a bespoke Gordon & MacPhail cask, only to be sipped in the following millennium. 80 years later, on 7th October 2021, encased in an oak pavilion designed by David Adjaye, the first bottle is going to auction at Sotheby’s Hong Kong. Candice Tucker reports

Generations 80 Years Old from Glenlivet Distillery, Gordon & MacPhail’s latest release and the oldest single malt Scotch whiskey ever bottled, will go on auction this week along with the number one decanter and casing designed by Sir David Adjaye.

Follow LUX on Instagram: luxthemagazine

“Maturing a single malt Scotch over eight decades is an art, similar in many ways to architecture where you are creating something that needs to stand the test of time,” commented Ewen Mackintosh, Managing Director at Gordon & MacPhail. “Both Sir David and Gordon & MacPhail share a commitment to invest in the future. We both see the significance of creating something exceptional; leaving a legacy for future generations.”

man with glass decanter

Adjaye with the crystal decanter

The British-Ghanian architect’s casing takes the form of a pavilion-like structure made from oak while the crystal decanter was hand-blown at Scotland’s Glencairn Crystal Studio with two cut lenses that magnify the liquid inside and a darkened oak top. “I wanted to create a design that pays tribute to the role oak plays in transforming liquid into an elixir with almost magical properties,” explained Adjaye.

Read more: Milk Honey Bees Founder Ebinehita Iyere on youth work & creativity

The highest bidder at auction will also receive one-of-one signed lithograph of Sir David’s original, concept drawings and a whisky tasting experience for four in London, conducted by Gordon & MacPhail’s Director of Prestige, Stephen Rankin and attended by Sir David Adjaye, in addition to the framed original cask head of Cask 340 which cradled the spirit for eight decades.

For more information, visit: gordonandmacphail.com, sothebys.com

Share:
Reading time: 1 min
classic cars
classic cars

The Lamborghini section of the visitors’ car park featured classic and modern

Last weekend saw the return of one of the world’s most glamorous classic car festivals, at one of the most spectacular venues, the grounds of Blenheim Palace, former home of Winston Churchill, outside Oxford. LUX visited – twice. Photography by Isabella Sheherazade Sanai

In some parts of the world, life is returning to an approximation of the world before the pandemic. Events which were merely interesting before 2020 have become thrilling because of the novelty value; and if you are a lover of classic cars, events like Salon Privé, at Blenheim Palace in Oxfordshire, have always been more than just “interesting”.

Follow LUX on Instagram: luxthemagazine

cars outside a palace

The rare gated manual transmission Ferrari 575M Maranello, in Tour de France blue over tan, owned by LUX Editor-in-Chief Darius Sanai.

red racing car parked outside marquee

Porsche 904 GTS, winner of Le Mans in 1964, one of the stars of the show at Salon Privé

This year LUX staffers were wowed by Ladies Day on the Friday, an anachronism perhaps but a glamorous one; and the awards on the Saturday. The latter featured some of the world’s most beautiful classics inside the enclosure in the Palace grounds; and a pretty stunning array of visitors’ cars, arranged by marque, in the car park at the front of the palace.

Read more: A Luxurious Escape to The Ritz-Carlton, Abama

race car

Classic racing Ferraris are now almost priceless and tend to change hands off the market only

classic red car

Legendary Mercedes-Benz 300SL Gullwing

A very refreshing day out, whether you were out to buy a £1m Porsche 993 RS or just gaze at an array of Ferraris.

Find out more: salonpriveconcours.com

Share:
Reading time: 1 min
red car on the road
red car on the road

The BMW M5 Competition may retain the conservative form of the 5 Series, but the car’s capabilities say otherwise

In the final part of our Fast & Luxurious car series from the Summer 2021 issue, LUX’s car reviewer takes the BMW M5 Competition for a spin

For an older generation of car enthusiasts, BMW’s M5 has a particular and hallowed heritage. There is intense debate about which generation of M5 history will judge best, whether it’s the original 1980s flavour, the 1990s editions with the souped-up engines, or the 2000s edition with the F1-like V10 engine. It’s a debate that is unlikely to end soon, even with the apparition of this, the latest M5. As usual, it is more powerful, faster and more luxurious than the generation before.

Follow LUX on Instagram: luxthemagazine

On driving it down an empty country lane, it is also evident that BMW’s engineers have tried to keep true to the memory of the original in terms of handling. The company may put its ‘M’ for motorsport label on all its fast cars these days, but the M5 has a precision of steering, and a purity of balance, that is unique and highly impressive for a four-door saloon car.

car interiors

The faster you go, the sharper the curve, the more the car feeds back, feels lighter, at ease. The transformation from big and slightly anonymous car around town – you could be driving more or less any large-ish BMW – to sports car that feels like it just wants to be on a racetrack is quite striking.

Read more: Spanish architect Santiago Calatrava on light and space

The car’s interior and overall experience for passengers is one of a smart, comfortable saloon car; unless you are taking the car to its limits, they are unlikely to notice they are in anything much different to the executive sedan that shuttled them from the airport. The engine note from its twin-turbo V8 is muted, almost unnoticeable. The ride is firmly controlled and solid. With the driver settings on comfort mode, anyone could drive it anywhere and not know they are in anything special.

car steering wheel

That is the way it has always been with the M5. Even the earliest model, in the 1980s when car bodykits and show-off wings were all the rage, was deliberately dressed down to look like a normal BMW; there was even a slower model in the range, the M535i, that looked more showy about its speed. For us it was heartening to see that, despite its size (this car feels enormous), the M5 hasn’t turned into a straight-line drag racer. If your life involves driving down a twisty country lane, this is still the best car in the world.

LUX rating: 18.5/20

Find out more: bmw.co.uk

This article was originally published in the Summer 2021 issue.

Share:
Reading time: 2 min
silver sportscar
silver sportscar

Image by Mark Fagelson Photography

In the third part of our Fast & Luxurious car series from the Summer 2021 issue, LUX’s car reviewer gets behind the wheel of Porsche’s powerful SUV: the Cayenne Turbo S E-Hybrid

When we were younger, we had a dream idea of what the perfect SUV would be. An effortless, go anywhere car with endless performance and the ability to take both motorways and winding roads (and on-roads) in its stride, without skipping a beat.

Follow LUX on Instagram: luxthemagazine

The first drive in a then new 1990s Range Rover put us to rights. It was quite powerful, and comfortable, and could certainly go anywhere across a field. But at the moment it started even looking at a corner, the whole car would lean over as if it were going to fall on its side, and the general squishiness of its performance made it feel like driving a marshmallow on roller stilts. Not an edifying experience.
Things have moved a long way in the right direction since then, with technology, so often blamed for hampering a successful car experience, providing all the gains.

Now, it is possible to build a huge, luxurious, powerful SUV with the kind of road presence beloved of purchasers of this type of car, and a high centre of gravity which would have made a previous generation of cars lean over in corners. Due to electronics, everything stays flat.

Nowhere is this more apparent then in our spirited drive of the Cayenne Turbo S E-Hybrid. This Porsche SUV is top of the range, having enough horsepower to tow a small European country if required. There is a huge amount of room for five passengers and their luggage, and a high-tech interior that will please, and probably confuse, the most ardent technologist.

This Cayenne can win a drag race with almost anything else on the road, its excellent gearbox reading your mind as you approach corners in sport mode, and changing down ready for the next assault of a straight. And in the corners themselves, it stays flat and precise.

Read more: An exclusive tasting of Moët & Chandon’s Grand Vintage 2013

Driving it this way, you do wonder though whether such high-performance needs would be better served by a lighter, lower car like Porsche’s own 911. That car can’t squeeze in as many people and bags as this, and it certainly can’t make its way over a muddy field, but you wonder whether owners of Cayennes do that much real off-roading, or that much super high-performance driving. Most of them would be just as happy with a normal model Cayenne.

But if you want the best of the best, this is up there. Lamborghini’s Urus is even more wild and exciting to drive, but more ‘out there’ and perhaps too much for everyday driving. Bentley’s Bentayga and the Rolls-Royce Cullinan are different types of car, more expensive and more focused on luxury than performance.

In that sense the Cayenne Turbo S E-Hybrid is that ultimate SUV for the person who wants it all. Overkill, perhaps, but then what’s the car for?

LUX rating: 18/20

Find out more: porsche.com

This article was originally published in the Summer 2021 issue.

Share:
Reading time: 2 min
champagne drinking
champagne drinking

Image courtesy of Moët & Chandon

LUX joins Moët & Chandon’s cellar master Benoît Gouez, over Zoom, at Château de Saran for an exclusive tasting of the champagne house’s latest vintage release

It’s hard to imagine a more perfect setting in which to drink champagne than Château de Saran, Moët & Chandon’s grand 18th-Century hunting lodge in Épernay where close friends of the maison – celebrities, fashion designers, artists politicians and royalty – are invited for glittering dinners and intimate soirées. Sadly, due to pandemic restrictions, our tasting happens over Zoom, led by Moët & Chandon’s distinguished cellar master Benoît Gouez, who introduces and opens the Moët & Chandon Grand Vintage 2013 while seated in the château’s majestic drawing room. Meanwhile, we have our own bottle, along with the Grand Vintage Rosé, to sample, complete with two Moët & Chandon glasses.

Follow LUX on Instagram: luxthemagazine

First created in 1842, and now in its 75th iteration, each Grand Vintage cuvée is created from a selection of a single year’s most remarkable wine that reflects the cellar master’s subjective and emotional assessment of the personality and potential of each variety. Mr. Gouez explains that 2013 was a particularly cold and wet year, which resulted in a delayed harvest in October, followed by a cool spring and then, uncharacteristically warm summer. All of this, however, helped to create the sensuous, rustic aromas of the vintage – initial notes of fresh apple and pear give way to more textured, woody flavours. It might seem trite to say, but it tastes golden, bringing to mind the warm shades of autumnal leaves. By contrast, the Grand Vintage Rosé is more fruity and floral, with a slight hint of spice.

champagne bottle with two glasses

Moët & Chandon Grand Vintage 2013 Rosé. Image courtesy of Moët & Chandon

At the end of our tasting, Mr. Gouez leads us (virtually) through to the Château’s kitchen where Executive Chef Marco Fadiga teaches us how to prepare a dinner pairing for the rosé: poached lobster in a grenadine and grapefruit broth. Despite following the chef’s instructions carefully, our final dish, inevitably, doesn’t look (and most likely taste) anywhere near as delectable as his, but the fresh bitterness and sweetness of the fruit with the meatiness of the lobster bring out the depth and richness of the rosé beautifully. By the end of the evening, we’ve almost forgotten that we’re not actually in a French hunting lodge overlooking miles of verdant green vineyards in the capitale du Champagne.

Find out more: moet.com

Share:
Reading time: 2 min
White car on the road
White car on the road

The Mercedes-AMG GT 4-Door Coupé transforms a sports car into a high-performance saloon

In the second part of our Fast & Luxurious car series from the Summer 2021 issue, LUX’s car reviewer takes the Mercedes-AMG GT 4-Door Coupé for a test drive around England’s country lanes

Fast, four-door saloon cars used to be among the most exciting things on the road, believe it or not. In the 1980s, BMW produced its first M5, with the racing engine from its M1 supercar. At the time, it was a car that had it all, speed to match the Ferrari of the day, but comfort and reliability and space as well.

A tuning company in Germany called AMG started doing similar things to solid, dull, respectable, comfortable Mercedes cars of the time. They took one and made it something called the Hammer, which became a legend, so rare and desirable that it is now an expensive classic car.

Follow LUX on Instagram: luxthemagazine

Since then, technological advances have made this category swell to the point of mundanity. A Tesla is now as fast as a Ferrari, without claiming to be ‘sporting’ in any way – in fact the whole concept of what constitutes a sports car is being eroded, but that’s a different matter.

Every prestige manufacturer now produces a very fast car that can fit the whole family and its Irish wolfhound, and generally these machines are astonishingly capable and often astonishingly unremarkable to drive.

car interiors and steering wheel

As a consequence, we approached the AMG GT 4-Door (yes, that’s its name) with mixed feelings. AMG was purchased and absorbed into Mercedes 20 years ago. Within this range from this single manufacturer alone, there are more than 20 cars which can easily go faster than you could possibly imagine going, unless you have a private race track or autobahn at your disposal.

Meanwhile, the AMG GT, the two-door sports car on which this big saloon is based, is very rapid, and exciting on the right day, but a bit uni-dimensional. It wants to be loud and go fast. All. The. Time.

How would that translate into a four-door, four-seater car whose raison d’être is to be versatile? And aren’t there enough fast, spacious AMGs already?

Read more: LUX’s Editor-in-Chief Darius Sanai on media

Press the start button and – ROWWF. This is a big car with a big heart, its turbocharged V8 very much telling you it is there. It doesn’t take long to work out what kind of car this is. The steering is direct and responsive and has a little bit of feedback – rare in these years of electrically assisted steering. Mercedes does an excellent job in this area, best of any of its direct rivals. Which makes it a very satisfying car to drive, even at low speeds.

On the open highway, the car settles into a comfortable cruise, rumble from the engine telling you that it wants to play, but it is neither restless nor intrusive. The ride is comfortable. The interior is sculpted, luxurious and highly digital. It feels like taking a big but friendly dog out for a walk – straining at its leash a little but well trained.

The big surprise, though, comes when hurling this big, super-powerful car down a country lane. It feels neither big nor heavy, instead as eager as a large puppy.

car tyres

It burns down straights and lollops around corners delightedly, always enthusiastic, highly capable, and highly enjoyable. It feels faster than any of the other hyper-saloon cars on sale, although there is no way anyone would be able to feel that different on a public road, apart from in a couple of instances over a couple of seconds each time. But most importantly, it feels fun, in an almost old-fashioned way. It is not clinical, like so many cars.

Interestingly, this does not come with any significant compromises. The seats are the best we have tried in any saloon car. It may not be as quiet as some cars, but it is far more relaxing to drive than its two-door sibling.

It’s only real drawback is that it is priced at a higher category to cars like the current BMW M5. That is completely justified, for its combination of even higher performance, more comfort and sophistication. But at that price level, you are into the world of even more prestigious brands, where a name counts for as much as anything else in the ownership experience. So while this is probably the best big super-saloon car ever made we are not sure whether it will find a big market. It deserves to.

LUX rating: 19/20

Find out more: mercedes-amg.com

This article was originally published in the Summer 2021 issue.

Share:
Reading time: 3 min
convertible sportscar
convertible sportscar

The Porsche 911 Carrera 4S Cabriolet. Courtesy of Switzerland Tourism/André Meier.

In the latest iteration of our Fast & Luxurious car series, LUX’s car reviewer tries out four new versions of well-established models from Porsche, Mercedes-AMG and BMW. First up is the Porsche 911 Carrera 4S Cabriolet

The sequence of events that led to this story is as follows. (1) At an early age, watch the James Bond classic Goldfinger, and be entranced by the sequence where Sean Connery’s Bond drives his Aston Martin DB5 in a chase up the spectacular Furka Pass. (2) Soon after, be driven up and down said pass as a small child, with family, in quite a slow, unremarkable car, whose engine and brakes overheated. Wonder what it would be like to do the same without family, in a proper car, or a proper mission. (3) Many years later. Finish business meeting, sitting outside by the eastern shore of Lake Geneva, on a hot day, clear blue sky, mountains looming all around. Say goodbye to business contact, hit the key button of the car to open roof, sit in car, and look at map (old-fashioned fold-out Michelin map) to plot a route for the rest of the day.

Follow LUX on Instagram: luxthemagazine

My next business meeting was at breakfast the next morning in Andermatt, the swanky new resort development in the middle of the Swiss Alps. The car’s satnav and Google on my phone told me the same way to get there. Around 90 minutes on the motorway looping around the north side of the Alps past Bern, turn right on the motorway to Lucerne, along the east side of Lake Lucerne, and up the valley to Andermatt. Around 3.5 hours all told, a simple route, a scenic one, too, as I remembered, with the Alps constantly keeping you company in a panorama on the right as you traced the semicircle.

However, for every circumference of a semicircle, there is a diameter also. A more direct route. And according to my old fashioned map, the direct looked like an even better bet. Unlike some direct routes in the Alps, it was not only navigable by helicopter or eagle. Instead, I would drive along the very good highway up the Rhône valley, past the towns of Martigny, Sion and Visp, a route that is well known to anyone skiing in the Valais region. It was the last part of the road that was more of an unknown: along the very top of the valley past the source of the Rhône, and then a quick climb up the very same Furka that had appeared in my youthful dreams, and on the other side where Andermatt was literally sitting and waiting for me, with a cold beer in its hand.

lakeside road

La-Tour-de-Peilz, with the Rhône valley in the distance. Image by Darius Sanai

Even accounting for the fact that the mountain-pass road would be slower, it all looked to be a little more than half as long as the Google and satnav route. It was a no-brainer.

What’s more, I could not have chosen a better car in the world to put to bed the memory of the old, slow, overheating family steed. I was sitting in a Porsche 911 Carrera 4S convertible, the latest generation 992 model Porsche 911, with the upgraded engine sported by the S model, a drop top and four-wheel drive. It had been a fantastic companion on my way down from the UK, sitting more happily than a sports car has any right to do on the open road and never feeling fidgety, and then being highly rewarding on the occasional detour on the twisty lanes in central France. And in Geneva, transmission in automatic mode, while taking a conference call over Bluetooth, it had been as docile and hands off as any car could be.

Read more: Sophie Neuendorf on why tokenisation is the art world’s new frontier

The motorway from Vevey to the eastern end of Lake Geneva stands on a viaduct high above the lake, clutching the mountain side to the left. I caught the occasional glimpse of a spectacular sunset on the other side of the lake over the Jura Mountains. The road dropped down at the end of the lake to meet the gaping mouth of the U-shaped Rhône valley – a study in primary school geography. Flanked by steep mountains either side, the motorway swept along the flat valley floor past pastures, small towns and the occasional industrial unit. Fears of rush-hour traffic proved unfounded: the only time the traffic here gets busy is winter when crowds swarm to the Alpine resorts.

Roof down, slightly chilly air pushing down from the glaciers, sun set, the 911 was in its element as I switch the heated seat on and gently cooked the heating up from its lowest setting. It had been a hot day.

I stopped for petrol just after the last town on my route, Brig. All the roads leading to Alpine resorts were behind us, and the route to the Simplon Pass and Milan had also just been passed. The road was now a simple, well-kept main road, no longer a motorway. Curiously, though, there were no signs to Andermatt, Lucerne, or points beyond. How could that be, for what must be a major Alpine pass? The Furka itself was signposted, by a small, rather apologetic sign, as if it was a destination itself. Curious. Still wondering why no destination was signposted along the route, I pressed on.

mountainous road

The sinuous road up to the Furka Pass. Courtesy of Switzerland Tourism/André Meier.

As the Rhône valley rises towards the source of the river that flows through Lake Geneva, Lyon and into the Mediterranean near Marseille, it remains relatively straight but turns into a V-shaped rather than U-shaped valley (geographers will be interested to note). The forests rushing down either side meet in the middle, and the bottom of the valley is nothing more than a fast-rushing big stream.

This meant the road became entertaining as it swept along the valley sides, occasionally entering a couple of bends as it climbed. After a couple of villages, the gradient became steeper. As there was no other traffic at all on the road, this meant the 911 was really in its element.

Read more: Spanish architect Santiago Calatrava on light and space

There are multiple improvements in this new model of Porsche 911. There is its docility in town, which makes it relaxing and effortless to drive at slow speeds – too effortless for some enthusiasts, doubtless. At the opposite end of the driving spectrum is the way it shoots its way into corners. Previous 911s, for engineering and physics reasons related to the fact that the engine is placed behind the back wheels of the car, would happily zoom along the straight part of a country lane, but then require you to brake a bit more than you would in other sports cars before turning into a corner. At that point, you could use the car’s traction and thrust to power your way out. A required technique and highly entertaining, but it also meant you needed to cramp your style a little when entering corners.

Somehow, they have engineered that out of the new model. This car lashes into corners and lashes out of them again, as I discovered as I climbed higher and higher up my road (there was nobody else there, so it was definitely my road). Tear down a straight, brake, turn and be amazed by the sharpness of the steering into the bend, and then tear out, engine howling in the open air behind you. When the car is really going, there is an intimacy of communication, balance and brilliance to it, a complete contrast to its unassuming nature at urban speeds. I found it more accessible, more entertaining and simply more competent than the 991 model that is its predecessor.

Taking a break to admire the view (I had now climbed quite high into the centre of the Alps), I sat in the car, sipping on some caffeinated energy drink. I noted that the interior of the car had also advanced considerably from the previous generation. The design has been simplified while going a couple of notches in quality, feel and sophistication. It feels like a highly grown-up sports car now, and the previous clutter of plasticky switches has disappeared in favour of a well-located touchscreen.

Car on a road above a lake

At rest above Lake Zurich. Image by Darius Sanai

Andermatt was now only 30 or so kilometres away as the crow flies (still no signs on the road) so, relishing the idea of my end-of-day beer, I tore on, expecting the road to start winding benignly downwards towards the Andermatt valley. Past a closed hotel that announced its views of the Rhône glacier now sadly so depleted it is no longer visible from the old building. And then suddenly the beautifully surfaced road turned into a narrow strip of tarmac with no barriers. And why is there a wall in front of us?

It was now dark, with no street lights, no cat’s-eyes or anything to light the way apart from the car’s headlamps. I drove gingerly towards the wall, which appeared to be in the middle of the road, only to find myself staring at a hunk of mountainside, with the road doing a 90° turn to the left. Like a cartoon character, I tilted my head backwards up the mountainside, clearly visible in front of me through the open top of the car. The road did not go around this wall; it went up it. And it never seemed to stop.

This was why it wasn’t marked as a through road. This was no longer the time to enjoy the 911’s fabulous steering, precision and cornering joy, as a little too much of that joy would result in the 911 being converted briefly into a flying car before it made a reference to another classic film, The Italian Job, which sees its Lamborghini-driving opening star end up at the bottom of an Alpine precipice, very much not alive.

Around half an hour of inching along in the blackness later, I reached the top of the Furka Pass, at nearly 2,500m as high as a top lift station in a ski resort. Here was the symbolic heart of Europe. Behind me, the rivers flowed south, to the Mediterranean. In front of me, they flowed north, to the North Sea. Peeking out of my side window for the first time, I wondered which remote huts or settlements the pinpricks of light I could see to my right belonged to, before realising that I was looking at stars.

Andermatt now beckoned, a cluster of lights clearly visible in the distance, but unnervingly far beneath me. The way down the other side was similar to the last part of the way up, down a steep wall of a mountainside, doubtless being stared at by some curious ibexes in the darkness. And then the road turned into a far better strip of tarmac at the bottom of the wall, and the car covered the last couple of kilometres in less than a couple of minutes.

There is no better car in which to relive the fantasy drive of your youth. But try and do it during daylight.

LUX rating: 19/20

Find out more: porsche.com

This article was originally published in the Summer 2021 issue.

Share:
Reading time: 9 min
mountainous landscape with lake in distance
mountainous landscape with lake in distance

The whisky trail in the Scottish Highlands

Tod Bradbury is head of rare and collectable whiskies at the renowned fine wine and spirits merchants Justerini & Brooks, London. Here, he tells LUX about the company’s elite collection of casks and why whisky is about the experience

man in whisky cellar

Tod Bradbury. Photograph by Gary Morrisroe

1. Can you tell us about the concept behind the Casks of Distinction programme?

The buying of malt whisky by the single cask is the pinnacle of collecting. There is nothing more bespoke, more personal than buying your own unique cask and having it bottled to your very own specifications. The Casks of Distinction programme does just that: it is the private sale of individual casks of rare and exceptional Single Malt Scotch Whisky. Each Cask of Distinction is chosen on the basis of its quality, representing the most exceptional and singular expression of the distillery’s character.

Follow LUX on Instagram: luxthemagazine

Buying a cask of whisky is a personalised journey, guaranteed to provide an unforgettable experience. For casks from silent distilleries (those no longer in production) it may even be a once in a lifetime opportunity as these are produced in tiny volumes and supplies are fast dwindling, but with the Casks of Distinction service, they are occasionally within the reach of the individual collector.

whisky bottle and glasses

Whisky tasting at Justerini & Brooks in London. Photograph by Gary Morrisroe

2. How do you select which whiskies will be included in the Casks of Distinction programme?

Once a year, at the liquid library at our archives in Scotland, the Casks of Distinction selection team gathers, led by our four Master Blenders (Dr Craig Wilson, Dr Emma Walker, Maureen Robinson and Dr Jim Beveridge) who have more than a century of combined experience. Their judgement and knowledge is highly regarded and sought out by whisky connoisseurs across the globe. The group of experts select which casks should be considered for the esteemed Casks of Distinction list. They employ their collective understanding to identify the rarest and most exceptional casks to be put forward for evaluation and inclusion to the programme. Many of these casks have been watched closely for years with the group waiting until they reveal a distinctive quality that sets them apart. Others are chance findings of a rare gem, but one that makes a lasting impact on the finder. Each is entirely unique.

Through repeated tastings, each cask is held to the utmost scrutiny by the experts in their analysis of the specific nuances and character of each whisky. No cask reaches the final list without unanimous agreement by all four Master Blenders.

Read more: Product designer Tord Boontje on sustainable materials

3. Where are the casks normally stored after purchase?

If you are one of the privileged few to own a cask, you can rest easy knowing that your individual cask is stored in our warehouse facility at Royal Lochnagar distillery on the Bergeldie Estate nestled near the gates of the Balmoral in the Highland whisky-producing area of Scotland. This ability to get hands on with your own cask during its slow maturation gives a privileged few individuals peace of mind.

Once your whisky has matured, it will be ready for bottling which is where the next stage of the Casks of Distinction journey begins. Some collectors want to store their bottles to be appreciated later in which case we can arrange storage in our subsidiary company Cellarers Ltd, at Octavian Vaults —a bomb-proof storage facility where safekeeping is guaranteed. Other collectors might want to gift bottles to friends and loved ones, or simply have them sent home to take pride of place in their cellar. This, too, can be arranged.

coastal building

Port Ellen distillery isle of Islay, Scotland.

4. Have you noticed a distinct difference in the types of whiskies enjoyed between the sexes?

The whiskies are as individual as the people who consume them and they can be enjoyed by anyone equally. I am always under the impression that everyone likes whisky. It is just a process of finding out which one. At the start of a cask ownership journey, we always begin with consultation. In these conversations, we will build up a picture of a client’s taste profile. The kinds of foods they like, cookery styles preferred, even the variety of tea they drink – these subtle nuances will give form to their preferences. Customers will often come to us with a set idea on the type of whisky they like but our discussions can lead them to some unexpected new discoveries. I’m also of the view that whisky can be enjoyed however you like – whether that’s with water or without, on the rocks or even in a high-ball.

5. What distinguishes an exceptional whisky from a good one?

For me, an exceptional whisky is just as much about who I am with, when and where, as it is about the actual age and quality of the whisky. Whisky is for sharing. An exceptional whisky is one that transports you back to that moment. So pick an excellent group of friends and pull the cork.

6. Which is the most unusual distillery you have visited?

The most unusual Scotch whisky distillery for me would be Mortlach for its fiendishly complicated distillation in which the liquid is actually distilled 2.81 times creating this heavyweight, viscous and “meaty” new make spirit.

Find out more: justerinis.com

Share:
Reading time: 4 min
vineyards
vineyards

Harlan Estate’s vineyards in Napa Valley, California

Will Harlan is the second-generation managing director of California’s iconic Harlan Estate, maker of some of the most expensive and desirable red wines in the world. Over a Zoom tasting of the winery’s flagship wines, Harlan, who took over from his father Bill this year, talks to LUX Editor-in-Chief Darius Sanai about how to create a business for the generations

LUX: Your father Bill Harlan, who founded Harlan Estate, got into the wine business almost by accident.
Will Harlan: Yes, Harlan Estate is the first wine endeavour that my father founded, it got started in the early 80s and his vision for Harlan Estate evolved over the course of his life. He grew up in Los Angeles, not around wine, or anything, but he had the opportunity to go to Berkeley [part of the University of California].

During his college years, that he had heard about this place up north, where you could taste wine for free. They wouldn’t check your ID and he really enjoyed going up there as a college student and kind of developed this very fuzzy dream that someday, if he could ever afford it, he would love to find a piece of land, plant a vineyard, make a little bit of wine, start a family.

Follow LUX on Instagram: luxthemagazine

He graduated and did a number of different things, but it wasn’t until he approached his forties where he finally had the wherewithal to be able to start thinking more seriously about this dream of coming to Napa. It was probably in the late 70s that he started coming up here and looking for vineyard land, not knowing anything about the wine industry, and through a certain series of events, he tried to purchase a piece of property.

man looking out over vineyards

Will Harlan, second-generation managing director of Harlan Estate

[Napa wine legend] Robert Mondavi really took my dad under his wing, wanting to show him the potential of Napa and that not all land in Napa is created equal. Robert understood how fuzzy this original dream that my father had was and maybe how naïve it was too, but he also recognised that my dad was genuinely interested in doing something in wine and wanted to help.

Mondavi says, “Bill, I know you’re interested in buying some land in Napa Valley, but not all land is created equal. I want to send you to France and really show you what some of the great wines of the world are all about, pieces of land that they’ve been able to capture and what sets them apart.” So he organised a trip for my dad to go to Bordeaux and Burgundy, made the introductions. At the time I don’t think the French wine producers were particularly excited about welcoming random Americans into their homes so it was really important that Robert was able to set this up. My father returned to Napa Valley with this drive, this new vision of wanting to create a “first growth” of California.

LUX: What is your personal vision for Harlan Estate?
Will Harlan: I’m very excited for the future. I feel like there’s so much potential. As a region, I think we’re really coming into our own, in terms of an international kind of understanding and recognition, but I also feel that there’s always the opportunity to understand your land better.

Read more: Product designer Tord Boontje on sustainable materials

LUX: How does Napa Valley compare to Bordeaux, or specifically your wines to top wines from Pauillac (home of chateaux like Lafite, Latour and Mouton-Rothschild)?
Will Harlan: We never like drawing comparisons. They are all different expressions of Cabernet and I think that’s wonderful. We have quite different climates. In Napa Valley, we have almost no rain during the growing season, but we have plenty of sunshine and the humidity is very low so we don’t have mildew issues. We have vines that get quite dry by the end of the growing season so we’ve got to focus almost all of our efforts on ensuring that all of our vineyards are used to this low hydration environment by forcing them to grow very deep root systems for example.

It’s very easy for us to ripen fruit. It’s never really a question whether or not we’re going to achieve ripeness. For us, it’s about aligning that ripeness at an earlier stage in the season before acidity begins dropping off and before sugars start to rise too much.

At the end of the day, the character of the two regions is quite different and I feel that the best thing you can do is to try to really understand your plot within your region and make it the best version of itself.

wine tank room

The Harlan Estate tankroom

LUX: We know some wine collectors who think about buying wine estates and then decide against it, saying they will be a money-pit..
Will Harlan: I’d say they’re probably right! It requires a lot more investment than people expect, but mainly, a lot more time. People who are very wealthy tend to understand return on investment timelines very well and once they start understanding what that means in the wine world, they think, “Right, you wouldn’t touch this.” So, I think it really comes down to what are your motives? Are you doing this because you happen to love wine and you love drinking wine and you think it would be fun and interesting? I would probably say  that’s not the ideal lens to approach getting into the wine industry. But if you’re ready to devote your life and your time and your effort, and probably more capital than you might think, then okay.

Read more: Is Germany the next global art hub?

LUX: How much harder is it to make a great wine at this level than a good wine? And what do you have to do differently?
Will Harlan: It probably comes back to my feelings on character versus quality. First of all, it’s about finding a piece of land and being able to capture that land to create a very distinctive wine. It takes a lot of time and resources, but you also need to recruit a team that has the capacity to really dive in and understand the land. You have to have one of the better teams around, but you also have to understand that it takes time, decades, even generations for people to truly connect to the land, to become familiar with the properties, the growing seasons and how they react to different weather environments.

LUX: We are tasting the 2006 Harlan Estate today – is that the year you started being involved in the family business?
Will Harlan: In ‘06, I was almost 20 years old. So, I wasn’t as involved in the family business yet, but I was always a little bit curious about the wine industry. I didn’t actually think I was going to go into it. I don’t think I had the perspective or the context at that age. On the other hand, it was the first year I worked harvest which was the start of my experience.

family on a lawn

The Harlan family on the lawn of the estate

LUX: And then we have the 2012. By then, you were then fully involved. Is that correct?
Will Harlan: I had started working on a little side project. I was living in San Francisco, working in the tech space and the consumer internet tech space. It turns out San Francisco is just close enough to Napa Valley to feel that gravitational pull I had already started to feel. I was curious about wine, and I was starting to attend a lot of the blending sessions that we had.

I had this idea of wanting to create my own little bottling. It didn’t have a label or a name. I was just bringing it to different social events. I ended up building that into its own proper label called “The Mascot”, which is made from the younger vines by different properties. That was the spark for me: getting to see that I could find my own entrepreneurial path within wine and the family business.

So, that’s what drew me in, but of course, I didn’t really have any credibility in wine world. You have to have worked a proper harvest. 2012 happened to be the year that I got really serious about joining the family business and so I spent that growing season in the winery. It was so rewarding and so fascinating to really understand the production side of things.

Read more: The gastronomic delights of Suvretta House, Switzerland

LUX: Was there ever a possibility given how close you are to Silicon Valley, that you might have just ended up there?
Will Harlan: Very much, that’s what I thought my life was going to be. So, I’m glad that I found my way back to wine, but the tech world has always been very interesting to me.  I got to forge a few really strong friendships there with folks that were at the beginnings of their path.

LUX: There’s quite a strong link between Silicon Valley entrepreneurs and Napa Valley vintners…
Will Harlan: There is. I feel like we have two speeds: Silicon Valley moves extremely quickly and Napa Valley moves at the pace of the seasons. I think Silicon Valley oftentimes yearns for something that is connected to the land, something that is physical, something that has a visceral core to it, that connection to nature. But at the same time, Napa Valley can learn from the Silicon Valery approach to work. So, there’s a wonderful connection between the two.

LUX: Bernard Arnault [owner of LVMH and Chateau Cheval Blanc, Dom Pérignon and Krug champagnes, and many more] or Francois Pinault [owner of Chateau Latour, Clos du Tart, and many more] come to you and say, “Name your price. I want your winery.” What do you say?
Will Harlan: We never built any of this with the intention of selling.

LUX: I’m offering you $2 billion.
Will Harlan: We’re not doing this for the money. Before my dad was in wine, he was in real estate development. You can make a lot more money in real estate development than you can making a few thousand cases of wine. It’s never been our driving motive. And as I said before, you only really get into wine if you truly love it.

wine bottle

Harlan Estate 2006

The Wines (tasting notes by Will Harlan and Darius Sanai)

Harlan Estate 1994

Will Harlan: It’s always had a certain energy and an incredible density. It’s a very tight weave, not necessarily a heavy fabric, but the weave is very fine. It’s just beginning to soften, showing you a little bit of detail. We think it’s going to be one of our very long-lived wines.

Darius Sanai: Initial impressions are of a full bodied, fruit-led wine, but after a few seconds this dissolves into an array of lacy micro-flavours, from meats to dried fruit via summer blossom. Remarkable. As good as any top Bordeaux, except different, less stern and reticent, more talkative, but just as much of a polymath. Serve at a dinner with guests including Ptolemy, Queen Elizabeth I, Einstein, Jane Austen and Audrey Hepburn.

Harlan Estate 2006

Will Harlan: A cooler vintage. It’s taken a bit of time for this wine to relax. It’s still in the phase of being a little bit introverted. It has a certain herbal quality that I always recognise and I feel there is some wonderful detail in there and some higher notes.

Darius Sanai: This wine is all about potential. Like dining with a group of star PHD students from Oxford and Stanford. Enjoyable company now – it’s not closed down or dull – but you just know how much more it will have to say in 10 or 20 years.

Harlan Estate 2012

Will Harlan: This is a vintage very close to my heart. It was a very good growing season Wonderful. It always had this welcoming generosity. It is almost this kind of spherical experience on the palate. Very, very welcoming, very approachable and very seductive in a sense. Very plush and velvety tannins.

Darius Sanai: One to open when receiving the Marquise de Pompadour in one of your rooms at Versailles.

Harlan Estate 2016

Will Harlan: In the long run, I feel that this will be recognised as one of the great vintages of Harlan. It’s kind of like the 1994 in a certain sense. The winter before the 2016 vintage, we finally got some much-needed rain. It shows you so much detail and complexity, even though it’s quite young. It’s special.

Darius Sanai: An intellectual and a seducer: rich and rigorous at the same time. It doesn’t taste young, and it’s delicious now, but you know all its complexities will develop over the eras. A wine for the President to open to celebrate the US Tricentennial in 2076.

Find out more: harlanestate.com

 

Share:
Reading time: 11 min

The 2019 Mille Miglia

The Mille Miglia, once the world’s most challenging road race, is now a historical recreation with the original cars and their avid collectors. On the eve of 2021’s race, we take a trip down memory lane
classic racing car

The 1948 AMP Prete

A 1955 Mercedes-Benz 300 SL ‘Gullwing’

classic car race

A 1928 Bugatti Type 37A

Mercedes-Benz 710 SSK from 1929

A 1948 Ermini Tinarelli 1100 Sport

The Mille Miglia 2021 takes place from 16th to the 19th of June. For more information, visit: 1000miglia.it

This article was originally published in the Summer 2021 issue

Share:
Reading time: 2 min
oak barrels of wine
man standing by wine bottles

Axel Heinz is a winemaker and the estate director of Ornellaia and Masseto

Axel Heinz is Italy’s most celebrated winemaker, responsible for star Super Tuscan wines Masseto and Ornellaia, among others. Over three vintages and on Zoom, he gives Darius Sanai a private tasting and insight into what makes his estates, by the Tuscan coast, so special

If you were to meet Axel Heinz without knowing his trade, you would likely guess that he is a university professor, an academic of some kind criss-crossing his way through a cosmopolitan spiderweb of colleges. His conversation has an international feel of the old school: his perfect, lightly-accented English is pure boarding school, his manner is enquiring, sharp and kindly, all at the same time.

Follow LUX on Instagram: luxthemagazine

But Axel is not an academic, although his knowledge base and expertise would instantly see him propelled to a professorship in his relevant field. He is a winemaker, and now estate director of Ornellaia and Masseto. This means this German winemaker with an English education and French roots is responsible for the creation of two of the greatest wines our readers will know, at arguably the greatest wines estate of Italy, and among the greatest in the world. Neighbouring each other, they sit on a slight plateau sloping down to the coast of the Maremma, in Tuscany; you can see the sea from the vineyards. Behind are the forested mountains of the Colline Metallifere, which bring a coolness and freshness to the summer nights, a little like the forest leading up to the plateau de Langres does for the Cote de Nuits in Burgundy (although the Colline are higher, at more than 1000m compared to around 600m for the high ridge in Burgundy).

We always enjoy our private dinners with the ever personable, thoughtful Axel. In the current climate, we sat down with him for a tasting, one-to-one over zoom, with him at the estate in Bolgheri in the Maremma and us at the LUX office in London, of some of the great vintages of Ornellaia, sent to us directly from the estate. Below are his detailed thoughts on each wine, followed by our own reflections.

wine bottles

Ornellaia 2018 La Grazia Vendemmia d’Artista with label designs and artworks by Belgian artist Jan Fabre

Ornellaia 2018

Axel Heinz: I always like to taste youngest to oldest, so you know how the younger wines will develop. 2018 was a rainy year, so the wine is a bit lighter than usual, balanced and fresh. I like to use a narrower glass than most sommeliers recommend; not too wide, in order to get the best from the wine. This seems a particularly open, vibrant wine. It’s already quite delicious, even so young. I would have it with a rare bistecca alla fiorentina (Tuscan T-bone steak).

LUX: Zingy and fresh; if your idea of Tuscan wines is big, punchy beasts, think again. Quite delicate, balanced, and complex with cherries and bags of mixed herbs. Refreshing, for a super Tuscan.

Read more: How will the art industry change post-pandemic?

Ornellaia 2008

Axel Heinz: This was an astonishing vintage. It was incredibly hot all year and then there was a dramatic drop in temperature from 38 degrees to 18 degrees and it stayed that cool all through the second half of September and all of October. It means the wine has the boldness and exuberance of a very hot year, combined with the tight frame which indicates the weather in the second half of September.

The wine is 15% alcohol, but one of the pieces of magic of Bolgheri [the area where Ornellaia and Masseto are made] is that it is rich and opulent but also balanced, with refreshing acidity and a bit of firmness. It’s a privilege that we have something that saves us, which is the closeness of the sea and the cool air. Because if it were just about us keeping the alcohol level down, you would notice some under-ripeness. That’s the beauty of this place. And the refreshing acidity is part of the terroir..which means there are a few things about making wine that we are unable to explain. It may come from our closeness to the sea or the hills behind us that catch moisture and coolness.

LUX: Rich and multilayered, but still fresh; unlike other Tuscan wines from this year, it doesn’t taste of alcohol or jam. A wine for a long, stimulating, thoughtful evening with an old friend you haven’t seen for years – but with the ease at which it disappears, you will need a couple of bottles.

Wine estate

The Ornellaia wine estate

Ornellaia 2000

Axel Heinz: This is similar in character to the 2018, so maybe the 2018 will taste like this in 18 years. This is all about lace and silk, delicacy. I would drink it with something not overpowering, maybe mushrooms or something slow-cooked. It’s ready to drink now, but great wines plateau for a long time.

LUX: A dual-character wine, easy to drink if you feel like something that just vanishes from the glass, but interesting if you want to think about it, with that unique Ornellaia character, fresh, herbs and grilled lamb overtones, and very clean, neither too dry nor too jammy on the finish. Like the others, a unique style of wine, first made only a couple of decades ago, but destined to be one of the world’s great wines for centuries to come.

Find out more: ornellaia.com

Share:
Reading time: 4 min
bottle of whiskey

bottle of whiskey

Before founding J.J. Corry Irish Whiskey in 2015, Louise McGuane worked at LVMH, Diageo and Pernod Ricard in New York, London, Singapore and Paris. She is now based back on her family farm in Cooraclare, County Clare where she matures new make spirit in a purpose built bonded rackhouse and blends it with mature whiskey to create the brand’s signature style. Here, she speaks to Candice Tucker about the whiskey bonding process, the advantages of being a woman and the rising demand for Irish whiskey

woman holding bottle of whiskey

Louise McGuane

1. What made you decide to focus on bonded whiskey rather than the native traditional processes?

Irish whiskey bonding is a native traditional process but it was one that was lost. It was once a vital part of the thriving Irish whiskey industry. Bonders were located in every town in Ireland and rather than distilling whiskey they sourced it from local distilleries and created bespoke bends and flavours for their customers. The practice died out due to the near collapse of the Irish whiskey industry in the early 1900s. We went from having hundreds of distilleries on the island to only two or three. These distilleries cut off the bonders and began to mature, blend and bottle themselves. I felt that my contribution to the rebirth of the industry was to bring back this lost art and when I discovered the J.J. Corry brand which was a well-known bonder in my county in the 1800s I decided to bring the lost art of whiskey bonding back!

Follow LUX on Instagram: luxthemagazine

2. Have you faced any challenges working in a field which has traditionally been male dominated?

Of course, my experiences will be shared by all women who work in such industries, but I think it’s very powerful to be underestimated. Irish whiskey continues to be a mostly older male environment and most of them scoffed at me when I started the business, but I went on to launch the first ever design led luxury Irish whiskey and this year made Drinks International Top Ten bestselling Irish Whiskey list, so who’s scoffing now? When you are underestimated you can fly under the radar and achieve incredible things without anybody standing in your way as you are not perceived as a threat.

3. How do you differentiate your bonded whiskey from others?

I have built and am continuing to build the most comprehensive library of flavours of Irish whiskey in my rackhouse. We operate in a similar way to a perfumer: we build a whiskey by blending layers of flavours together. By ensuring I have styles of whiskey from multiple craft producers I have a really vibrant pool of flavours to pull from. This results in utterly unique whiskies and styles.

whiskey rackhouse

The McGuane farm and rackhouse in County Clare

4. What trends have you noticed in the whiskey industry in the last 10 years?

Whiskey is having a moment, people are moving away from traditional scotch and bigger brands and are seeking out authenticity. Whiskey drinkers want to understand who makes the product they demand transparency and they are willing to try non- traditional flavours. Irish whiskey is no doubt the stand out in terms of growth in popularity, it is becoming incredibly collectible.

Read more: Sampling Cristal’s latest vintage

5. In 2019, you launched The Chosen, which at £7,000 a bottle is the most expensive Irish whiskey in history, and yet, it sold out in less than an hour. Why do you think it was so popular?

It was the first ever design led Irish whiskey. I worked with contemporary luxury crystal maker J. Hill Standard and luxury cabinet maker John Galvin and inside was a superlative 28-year-old Single Malt. Only 100 were crafted and their desirability I think centred around the craftsmanship that went into them and the emerging collectability of Irish whiskey.

6. Where is the most memorable place you have tasted whiskey?

It is without a doubt sitting on a 30-year-old Single Malt sherry cask that I sourced in the rackhouse I built myself on my farm to mature my whiskey, enveloped in the scent of whiskey maturing in casks I have travelled all over the world to find.

Find out more: jjcorry.com

Share:
Reading time: 3 min
a horse in a vineyard
a horse in a vineyard
Cristal is the champagne of champagnes, and the new vintage is both brilliant and biodynamic. Give yourself a home-made health cure by buying and sampling, says Darius Sanai

Beetroot Kombucha. Acai beaker with a shot of charcoal. Turmeric, aloe vera and spinach booster shot. To these health drinks, we can add another: Cristal 2013.

Follow LUX on Instagram: luxthemagazine

Cristal, as you all know, is the creme de la creme of Louis Roederer champagnes, made in a clear crystalline bottle, as famously favoured by Tsar Nicholas II before he graciously made way for 70 years of communism and prudishness. The bottle comes with its own UV-protective wrap (UV light is the enemy not only of your face on that yacht in Mustique, but of champagne) and in a presentation box; and probably unlike all the ingredients in those health juices, it is 100% biodynamic and organic.

bottle of champagne

Cristal 2013. Image by Emmanuel Allaire

Short of joining Elon Musk on Mars, there is no better way of looking after the soil than farming biodynamically. Not only are all pesticides banned as they are in organic farms; biodiversity is positively encouraged in Roederer’s biodynamic vineyards. Bugs and minibeasts roam free. Vineyards are ploughed by horse and fertilised by, ah, natural horse fertiliser. “It brings us close to the soil,” says winemaker Jean-Baptiste Lecaillon. Can the same be said of the spinach farms producing your green juice?

We were sent a bottle of this new release to taste. Rich and feather-light at the same time, it grows and grows as you taste it and is probably best sampled with a lightly sauced, line-caught sea bream at, say, Oswald’s. Cristal at best is a wine that improves for decades; and 2013 is Cristal at best, according to Lecaillion: “The Cristal of Cristals. It will age beautifully.” As long as you avoid being overthrown by some cultural revolutionaries in the interim.

Find out more: louis-roederer.com

Share:
Reading time: 1 min
Man standing against pillar
Man standing against pillar

Matteo Lunelli, CEO & President of Ferrari Trento

Italian sparkling wine producer Ferrari Trento was founded in 1902 and is now under the leadership of the third generation of the Lunelli family. Following the recent announcement of the brand’s partnership with Formula 1, LUX speaks to CEO and President Matteo Lunelli about respecting tradition, sustainability and the challenges of the pandemic

1. How do you become Official Toast of Formula 1, as Ferrari Trento has just become?

Ferrari Trento has already been celebrated at many of the world’s most prestigious events. This includes being the Official Toast of the Emmy Awards in Los Angeles for the past five years and of the BNL International Tennis Tournament in Rome in 2019. The Formula 1 podium is one of the most iconic moments in the world of sport and has been a dream of ours for a long time which we are thrilled to now see come true. Formula 1 chose Ferrari Trento, firstly, because we share common values of passion and excellence, and also because Formula 1 is centred around innovation and looking to the future. This can be seen through this decision to go “beyond” the traditional choice of champagne, with a brand that not only offers a guarantee of quality but is also an ambassador of Italian style. We are thrilled to embark on this project as we strongly believe in the future of Ferrari Trento and in the dream that Giulio Ferrari, our founder, started over a century ago.

Follow LUX on Instagram: luxthemagazine

2. You are the third generation of the Lunelli family to keep Ferrari Trento alive, and you have maintained many historic practices within the company. Are there any notable traditions that you needed to let go of?

Our goal is to innovate, but respect traditions. There are certain things that will never change at Ferrari Trento like the pursuit of excellence in every detail and the intimate link with our territory, because all our wines are made exclusively with grapes cultivated on the slopes of the Trentino mountains. On the other hand, we need to adapt to a market and a context that changes rapidly and, therefore, we constantly aim to innovate our business model. Over the years we have embraced digital media in our communication strategy, we have expanded to new markets abroad in order to grow our export sales, and we have moved to organic viticulture, putting strong emphasis on sustainable production.

Formula 1 sparkling wine

Ferrari Trento is the official sparkling wine of F1

3. Ferrari’s Trentodoc sparkling wines utilise environmentally friendly systems which heavily reduces water-consumption in vineyards. Is the wine-industry more broadly taking steps to become more sustainable? Should it do more?

We can certainly say that in the past few years the wine industry has significantly increased its attention to sustainability and I believe that this trend will continue even more in the future. This is especially important for high end consumers and wine lovers who not only look for excellent wines but also ask our companies to maintain an excellent behaviour towards stakeholders and to protecting the environment.

Specifically, the Ferrari winery is located in such a wonderful location that we feel even more duty to protect it and preserve it for future generations. Our strong commitment towards sustainability can be seen (amongst other actions), by the organic certification of all our estate vineyards and by the work carried out on biodiversity. Regarding water, as you mentioned, we utilise an innovative system of precision irrigation in order to reduce water waste. This system, developed together with a start-up called Blue Tentacles, uses a remote control to open and close the valves on the field, and optimise the use of water collecting data of the temperature and humidity through sensors located in vineyards.

Read more: Sophie Neuendorf on building a more sustainable art world

4. What are the biggest challenges that the sparkling wine industry faces today?

Sparkling wines are traditionally associated with conviviality and celebrations, which is the opposite of “social distancing”, and why the pandemic had such a strong impact on our industry. In addition, on trade is the most important channel for the Lunelli Group, and bars, hotels and restaurants being closed for such a long time in many countries has of course had an inevitable impact on our sales. We partially compensated the loss of the “outside of home” by increasing our retail and online sales for domestic consumption, however, we strongly believe that conviviality will soon come back, and we look forward to celebrations where people can spend time together again.

Vineyards

Ferrari Trento’s vineyards

5. Is Italian sparkling wine underrated?

Italian sparkling wine has witnessed an extraordinary growth worldwide in the past years, but I would say that sometimes the quality and excellence of Italian sparkling wine is underrated. Most consumers still do not fully recognise the diversity of our sparkling wine denominations which are made in different regions and with different methods.

It is by now evident between wine opinion leaders that in the sparkling wine space, just like in the still wine space, excellence is not a monopoly of one territory in the world. Italy, with the region of Trentino in particular, is in “pole position”, as shown by the results achieved at the Champagne & Sparkling Wine World Championships which saw Ferrari Trento crowned as the “Producer of the Year” for three editions. In 2019, Italy overtook France in terms of awarded medals, while in 2020 the competition saw a draw with 47 gold medals each. We hope to further excel the reputation of Italian fizz as we share our luxury wines on a wider scale than ever before through our partnership with Formula 1.

6. Where and when (apart from a F1 race) is the best place to drink your wine?

During a trip to Italy you can have a glass of Ferrari in some of the best bars and the most iconic travel destinations, however, first of all I would have to say in Trento, visiting our winery and enjoying what we call ‘a tour between beauty and taste’ on a lovely summers day, perhaps during harvest time. Here, we invite guests to have an all-round experience of the world of Ferrari, which begins with a tour of our cellars, where our Trentodoc wines mature gradually under the careful supervision of our winemakers. You can then go up the nearby hills to visit Villa Margon a 16th century mansion which is a treasure of art. The special experience concludes at Locanda Margon, our Michelin starred restaurant in the heart of our vineyards, where you can pair Ferrari with the creations of chef Edoardo Fumagalli.

In general, I think that the best way to enjoy Ferrari is to pair it with high quality food in a great restaurant or during an “aperitivo” with friends. I also love to think about sipping our Trentodoc bubbles whilst watching the sun set onboard a boat in the middle of the sea. However, more than anything, what will make the special moment is always who you will share your wine and emotions with.

Find out more: ferraritrento.com

Share:
Reading time: 5 min
wine estate entrance
wine estate entrance

Spottswoode wine estate in Napa Valley, California

Spottswoode Estate is Napa valley wine aristocracy. Its wines, selling for hundreds of dollars a bottle, are in demand from collectors globally. Beth Novak Milliken, the estate’s second generation owner, is also a leader in sustainability and biodiversity and has secured coveted B-Corp certification for the estate. She speaks to LUX about her challenges and hosts a tasting of some of her finest wines for us over Zoom
woman standing on driveway

Beth Novak Milliken

LUX: Where does your sustainability ethos come from?
Beth Novak Milliken: It started in 1985, Tony Soter started to take us down a path that we really couldn’t have envisioned would take us where it is now. He was our founding winemaker and started making our wines in 1982. In 1985, he went to my mum and said that he really wanted to take over the farming of the vineyard. He made the suggestion of organic farming and as she trusted him a great deal, she said, “Sure, let’s give it a try!”

That was way back before people were talking about organics – we were amongst the first to farm organically here. We stuck with the organics and planted with that in mind, and never looked back.

Follow LUX on Instagram: luxthemagazine

Around 2000, we started planting the insectaries in the vineyard to bring some biodiversity to what is obviously a mono-culture. We set up solar power at the winery in 2007 and added solar  at the estate the same year. We get a great majority of our power from solar, and that which we don’t get from solar is from renewables. Then in May 2019, we came up with our core purpose statement, and all of a sudden everything accelerated.

vineyards

The Spottswoode vineyards

LUX: What are your aims and dreams?
Beth Novak Milliken: We want to inspire others. I’ve been looking to Yvon Chouinard, the Founder of Patagonia (he is truly my hero), what he has done and how he has pushed for environmental causes in such an amazing way. We joined 1% for the Planet in 2007 and since then we’ve given a minimum of 1% of gross revenue every year to environmental causes that we believe in (it’s usually more than one percent) and it’s a remarkable; you start to feel like your business is something greater than just yourself.

I am the second generation of what will, hopefully, be a long-term multi-generational family business and our biggest threat to continued success is climate change because we are agriculturally based and that really brings it home. In ’17, ’18, ’19 and ’20, we had the highest heats we’ve ever had. We had 117° F (47 C) one day – that’s desert heat!

We have had historic fires that just seem to keep coming, and it is a consequence of climate change. It is is hotter, drier, warmer, windier, and a lot more variable. It’s a remarkable time, and we feel like we really need to act to inspire others.

Read more: A glamorous escape to the Lanesborough

LUX: Was there ever a choice, long-term, between quality of wine and sustainability, or sustainability versus keeping the business going?
Beth Milliken: Never. The two are completely compatible.

LUX: Tell us more about the B-Corp certification and why you decided on it?
Beth Novak Milliken: B-Corp is the gold standard for a business that operates for good, that operates because it cares about its community, the planet, its employees, everything really. It’s how we’ve been operating anyway, so this was really just taking that and putting a certification on it.

It’s a very rigorous process. There are many questions about how you treat your natural environment and how you treat your employees, everything from pay to wellbeing. We feed people here everyday, we always have, and it’s always organic food. We’re minimising waste, and taking care of our community.

LUX: In terms of the sustainability side, what’s next? As a wine-producer, what must you do?
Beth Novak Milliken: We are applicant members of International Wineries for Climate Action (IWCA). We are going to be LEED-certified on this entire property, and we’re working on our zero-waste platinum certification.

four wine bottles

A selection of Spottswoode wines

A tasting of a historical collection of Spottswoode wines, hosted by Beth Milliken over Zoom

Tasting notes by Darius Sanai

Spottswoode Cabernet Sauvignon 1985

Wow! The greatest aged Napa Cabernets have a unique character, completely distinct either from what they tasted like in their youth, or from aged Bordeaux made from similar grape varieties. On opening, this had a port/cognac “rancio” layer to it; after a few minutes, that diffused and we were left with this lifted, almost light, but nevertheless deep, earthy, woodland soil filled wine with a core of steely dark fruits. If I had blind tasted it I would have guessed it was a Grand Cru Chambertin from Burgundy – not a Cabernet Sauvignon. Amazing stuff and proof too much Napa wine is drunk too young.

Pair with: Cep mushrooms on plain polenta, while sitting on a mountainside in the Alto Adige in northeast Italy while having a chance meeting with someone you broke up with many years ago and are still in love with. Don’t ask why, just do.

Spottswoode Cabernet Sauvignon 1996

This is a wine to serve to the kind of narrow-minded snob who says all California wines are obvious, fruity and easy. It is as iron-clad as any Pauillac from 1996 (Pichon Lalande springs to mind), behind the curtain of tannin is an array of subtle savouriness. No fruit bombs here. One that will develop even more.

Pair with: Dinner with a client who proclaims only to like old-fashioned Bordeaux, at their house in Schwabing. Serve it blind and prepare to be amused.

Spottswoode Cabernet Sauvignon 2006

Roasting coffee! Almonds! Thistles! This is a wine with massive presence and subtlety, simultaneously. There’s some creamy fruit in there also but it’s at the back and very restrained, like smelling it in its packet rather than eating it. It’s 15 years old and needs another 15 years. But it’s very balanced.

Pair with: This one needs a muscular bavette or skirt steak, with apologies to our vegan readers; ideally at a steakhouse in New York City, with the guys at the next table hollering about the game or some deal they made or a girl.

Spottswoode Cabernet Sauvignon 2018

After concluding that the 1996 and 2006 are possibly too young to drink now, what about the 2018, from a stellar vintage? Ironically the 2018 is delicious, creamy-rich with bluecurrant (not a thing but that’s what it tastes like) and branchy tannins balancing themselves out on a see-saw on your tongue. Irresistible.

Pair with: Share with your closest friends at dinner by the shore of Lake Geneva in summer, over some aged Comte cheese and maybe very old Mimolette.

Find out more: spottswoode.com

Share:
Reading time: 5 min
mother and daughter in vineyard
mother and daughter in vineyard

Amélie Buecher, winemaker at Vignoble des 2 Lunes

LUX tries an at-home wine tasting experience with VIVANT, and discovers a group of women who are committed to producing and promoting organic wine

After a tiresome year of Zoom meetings, virtual exhibitions and product launches, it’s difficult to get properly excited by the idea of another digital platform, even if there is the alluring promise of real wine to drink at home, but – and bear with us here – VIVANT is actually doing something a little bit different.

Follow LUX on Instagram: luxthemagazine

Launched by American entrepreneur and investor Michael Baum, VIVANT is a super slick, ultra modern online market place/educational centre/streaming service for wine enthusiasts who not only want to drink great wine, but also learn about it from expert advisors and producers through interactive wine experiences and beautifully curated content.

wine tasting test tubes

VIVANT’s ‘Women in Wine’ tasting kit

There’s a wide selection of experiences to choose from, divided into categories such as ‘Food & Wine’ or ‘For Serious Wine Geeks’ with varying difficulties depending on your existing wine knowledge. We were invited to experience the ‘Women in Wine’ tasting event and about a week before kick-off (the events happen in real time), a beautiful, white box arrived by courier, containing six 100ml test tubes of wine along with the login details for the platform.

Eventually the evening rolled around, we logged onto the site, and the event began promptly at 6pm with the virtual appearance of our wine advisor Kateryna Dobbert. The format was impressively futuristic, resembling a kind of spaceship control panel with Kateryna talking in the centre of the screen and a message board running down the side where participants could enter questions, comments and ‘cheers’ other members by pressing a wine glass icon. Yes, it’s a bit cheesy, but it got more fun after a few (or several) sips of wine, and we realised that we could earn points through our interactions which contributed to our VIVANT level (although we’re still not entirely sure what that level equates to beyond self-satisfaction).

Read more: Olivier Krug on champagne and music

The experience was divided into a series of videos in which the producers of each wine talked about their processes and some of the challenges they faced as women in a traditionally male-dominated industry after which Kateryna guided us through a tasting with a few follow up quiz questions to test our knowledge. It was well-focused and fast-moving, with the whole experience lasting around forty minutes, but it could have been comfortably stretched out over an hour as we occasionally felt rushed through the tasting parts.

The wines themselves were excitingly varied and after the experience ended, the platform handily saved the corresponding bottles to our profile, avoiding the hassle of having to note down the names of our favourites.

women winemaker

Coralie Delecheneau, winemaker at Domaine La Grange Tiphaine

While our experience highlighted women in the wine industry, VIVANT is centred around promoting and supporting sustainable producers and organic wines. Each of their winemakers is required to sign the VIVANT environmental pledge, which, amongst other things, promises that no synthetic chemicals or additives will be used in the vineyards or wine making processes. The general idea is to create a global community of producers and consumers who are committed to making more environmentally-conscious choices and although the future remains to be seen, it feels like a good start.

Find out more: vivant.eco

Share:
Reading time: 2 min
man throwing champagne botle
Man holding two glasses of champagne

Olivier Krug. Image by Jenny Zarins

Olivier Krug, sixth generation director of the Krug champagne house, sits down for a tasting with a musical difference with LUX Editor-in-Chief Darius Sanai

Olivier Krug is smiling on a Zoom screen, standing behind a row of bottles in his office in Reims, Champagne. He has just been speaking about his family’s long-standing passion for music, which he has recently combined with the day job, making some of the world’s most celebrated champagnes at the eponymous Krug champagne house, in an initiative called Krug Echoes.

For Krug Echoes, the champagne house, now owned by luxury behemoth LVMH, has commissioned a series of musicians to create music to match its different, sublime champagnes.

Follow LUX on Instagram: luxthemagazine

Olivier says the idea was inspired by an executive at the company who went to a tasting of gourmet chocolate. Each different chocolate was accompanied by a different piece of music, and while they tasted very different, at the end it was revealed that the tasters had been eating the same chocolate each time: the music had triggered such different emotions that the participants’ perception of taste had altered for each.

The science of how emotion and mood, catalysed by music, affects taste is real but in its infancy: meanwhile Olivier Krug has stolen a march on it with the Krug Echoes initiative.

Below, Olivier explains his family’s long association with music; underneath which LUX Editor-in-Chief Darius Sanai, who tasted the champagnes and experienced the music over Zoom with Olivier Krug, gives his tasting notes.

man juggling champagne

Image by Jenny Zarins

“When I joined Krug 30 years ago I sat in front my dad, and I was expecting to have the 9 AM legendary glass of Krug that people get when they join the company. I did get it, and then I was expecting my dad to start a very technical explanation of this job. He said, “You know, Olivier, my job is very similar to the role of a conductor.”

I said, “What conductor dad, are you playing music, or making champagne?”

He said, “I am creating champagne, but my job is very similar to the role of the conductor,” and I said “Why?” and he said, “My job, my mission, every year is to recreate a music that was invented by Joseph Krug, your great-great-great grandfather, in the 1840s. He wanted to create a type of champagne, and type of music, that did not exist. A champagne that would not rely on waiting for a good generation of musicians, but would offer the fullest music of champagne every single year.”

Read more: Parisian jewellers GOOSSENS opens its first London boutique

Great champagnes rely on great years, this is why most of the great champagnes have a vintage, there is a stamp on the label telling you: “This comes from 2002, therefore, it is good.” You know nothing about the story of 2002, but you trust it is the better champagne. But we do not have a good year every year, and so in other years you have to deal with a quality which is more uneven.

That was not satisfying at all for my great-great-great grandfather, who had already spent, as a young German immigrant, ten years in a big champagne house, and despite the fact he had a good job, despite the fact he was married to someone from the family, and despite the fact he was 42 years old (which was old in the 1840s), he decided to leave to create his dream: a champagne that would offer, every year, the fullest expression, the fullest music of champagne.

man holding family portrait

Olivier Krug with a portrait of his great-great-great grandfather Joseph Krug. Image by Jenny Zarins

So how can you do that? Of course, every year is different. You have good years and less good years. Sometimes, you have two or three good years in a row, and despite the fact they are good they don’t look the same at all. It’s the same as when you take the top 20 musicians of the five best music schools in the country; you will have a year when you have 18 violins, but the following year the generation of violinists will be very poor, and instead, you will have drummers and flautists.

But for me, as a conductor, I want to be in a position, every year, to sit in my orchestra and see all these instruments. I want them to be individually, if not the best, then the purest, the most intense character in their field. If I have to wait every year to have a good generation of musicians, I will have a year led by violin, and the next year will be led by other instruments and the following year will be forgotten, because no one is good enough alone on stage.

Read more: Tiqui Atencio on the value of collecting art

But if I could put myself in a position to put aside the extra musicians that I have, the year where they will not be offered to me, I will able to call them back, and ask them back into the orchestra. For example, the year where I have 18 violinists, I don’t need 18 violins in my orchestra, I only need six or eight or four so I will call the lead violin, and I will ask the other one to be a spare, and probably next year, I will call back one or two or three of them, and ask them to play in the orchestra, because the next year will not be about violins.

So every year, whatever the quality of the year, I will be in a position to find the musicians that I need to play everything. And the example of this is Krug Grande Cuvée, this is the music analogy that my dad made at the beginning.

Music has always been strongly present in my family. At the beginning of the 20th century, my great grandfather had a Salle Domestique, a room which was entirely dedicated to his friends or family members who were playing an instrument, and since that room is next to the cellar, I believe that the good people were deserving of a good glass of champagne at the end of the recital, or even before, who knows. We’ve always been very used to music.”

The Krug Echoes Tasting with Olivier Krug

Tasting notes by Darius Sanai

Krug Clos du Mesnil 2006

This is a blanc de blancs champagne (100% chardonnay) but it has as much in common with a common-or-garden blanc de blancs as a Dior couture gown has with a fast fashion frock. There are so many layers to this, like a gastronomic experience in a glass: it combines a streak of freshness with a deep cluster of honeyed buttered croissant and the aroma of cycling through Fontainebleau forest in October, with a drop of Sorrento lemon. It’s fashionable to liken complex Chardonnay-based champagnes to aged white Burgundy wine but this is something else entirely, even more complex.

I first had the Clos du Mesnil while sitting in the Clos du Mesnil smoking a Partagas D4 in the early 2000s and this is the perfect Havana cigar champagne; perhaps to be accompanied by some agnelotti al tartufo with a little taleggio. Mixing cultures, why not.

Krug Echoes music match  Krug Clos du Mesnil 2006 by Ozark Henry – Meteor’s path

Krug 2006

Highly concentrated, tightly packed, layer on layer of flavours and richesse. The Krug house wasn’t (quite) around when Louis XIV had his audiences at Versailles but this is the kind of champagne I can imagine being served to the Sun King while he feasted on partridge, his audience watching on. Chamber music would work nicely, although the Krug Echoes choice is more original.

Krug Echoes music match: Krug 2006 by Kris Bowers

Krug Grande Cuvée 162ème Edition

Grande Cuvée is the orchestral composition Olivier was referring to in his fascinating musical history of the family. For me, if it were a symphony, it would be Beethoven’s Ninth, or perhaps a Mahler. It has drama, different levels of notes, and it is endless – in the best possible way. This is a champagne you keep tasting even after you have finished it. The Krug Echoes music choice is far more digestible than a Mahler symphony, of course.

Krug Echoes music match: Krug Grande Cuvée 162ème Edition by Ozark Henry

The champagnes for this tasting were provided to LUX by Krug: krug.com/playlist/krug-echoes

Share:
Reading time: 7 min
jewellery boutiqe
jewellery boutiqe

Goossens’ flagship London boutique in Mayfair

Parisian couture jewellery house GOOSSENS opens the doors to its first London boutique in Burlington Gardens, Mayfair

French jeweller Robert Goossens founded his eponymous brand in 1950 and is known for making jewellery and decorative objects for some of the most renowned designers of the last century, including Coco Chanel, Yves Saint Laurent and Cristóbal Balenciaga.

Follow LUX on Instagram: luxthemagazine

While the core aesthetic has stayed consistent since its inception, with a focus on tactile, handmade pieces, which combine metal with precious stones, the opening of the first GOOSSENS boutique in London marks a new chapter in the brand’s history under the leadership of Robert Goossens’ son Patrick (Director of GOOSSENS’ Heritage and Know-How) and as part of Chanel (the fashion house bought the brand in 2005).

jewellery display

The store itself is reminiscent of an art gallery with its white walls and minimal furnishings emphasising the bold beauty of the objects on display. Visitors can discover iconic heritage designs alongside new collections and six unique interior design pieces including two mirrors, a couture chandelier made in collaboration with interior designer Anne-Sophie Pailleret, and two wall lights.

The GOOSSENS boutique opens on 12 April 2021 at 3 Burlington Gardens, Mayfair, London W1S 3EP. For more information, visit: goossens-paris.com

 

Share:
Reading time: 1 min
man with handbags and watches
man with handbags and watches

Founder of Xupes, Joe McKenzie

Joe McKenzie and his father Frank founded Xupes in 2009, selling a handful of pre-owned Cartier watches from their home in Bishop’s Stortford. The company now sells a curated collection of vintage handbags, jewellery, art and design pieces alongside refurbished luxury timepieces. Here, he speaks to Candice Tucker about sustainable luxury, the rise of the digital marketplace and future collectibles

1. What inspired you to enter the pre-owned luxury retail industry?

I’ve always been interested in and participated in the circular economy. When I was 13, I was buying and selling clothes on eBay. I’ve always had an appreciation for nice things (but couldn’t afford them!) with an interest in engineering. Buying pre-owned gave me the ability to own and enjoy nice clothes for a few months and then, often sell them for double what I paid. When I was 15, I taught myself to repair airsoft gearboxes. Airsoft was an increasingly popular sport at the time and I imported parts from China to offer one of the first repair services in the UK. This was my first proper job that gave me the ability to save up some money. My parents have always taught me the importance of independence and I guess my entrepreneurship started from a young age inspired by my father and grandfather who both ran their own successful businesses.

Follow LUX on Instagram: luxthemagazine

The mechanics of watches always fascinated me (my great grandfather was a clock maker) and when I was lucky enough to be gifted one, I became immersed in the world of horology. With the knowledge and experience of buying and selling on eBay, I saw an opportunity to redefine a market that was growing and where others were not offering service or quality. I thought to myself: why shouldn’t the experience of buying a second hand (or pre-owned as we call it) luxury watch be the same or better than buying one new? This is how the idea of Xupes began, in my bedroom at university, and I set out to redefine the perception of buying a luxury pre-owned item. I was completing a degree in photography at the time, and I used this experience to focus on creating a brand that could become a leader in the sector.

watches

A selection of pre-owned luxury watches from the Xupes collection

2. Why are vintage watches becoming ever more popular at a time when everyone has a phone that tells the time and also a smart watch?

This is a topic which has been widely discussed. At first, people thought the smart watch would have a significant impact on the luxury watch market. But customers who own a luxury watch appreciate it for many other reasons beyond convenience. Smart watches provide a service and the technology that helps us streamline our lives day to day. A luxury or vintage watch is a work of art, something with history that tells a story and is an extension of our personality, that one day might be passed on to loved ones. They also can appreciate so have become collectable and in today’s world and alternative asset class. Often, for these reasons our customers have both for these very different purposes.

3. Have any watch brands become noticeably more popular since the pandemic?

The pandemic has had one major impact to our sector: it has accelerated a shift towards digital/online channels versus the high street, a shift that was happening already, but is now probably 5 years ahead of where it would have been had the pandemic not happened. At the start of the pandemic this created a rush of brands struggling to re-organise their businesses to be able to sell online, but it is only now, 12 months on, that many of them have managed to set this up properly whilst others are still developing their operations to cope with this change. I also think consumers are more conscious of the impact their purchasing is having on the planet, bringing a wave a focus on more sustainable luxury, within which the circular economy will play a huge part in years to come.

Read more: Uplifting new paintings by Sassan Behnam-Bakhtiar

This has all meant we’ve seen considerable demand grow across our most popular brands, which people couldn’t easily buy during the pandemic. Examples are Rolex, AP and Patek Philippe, but we’ve seen a new demand in vintage across these brands as well as Cartier, Omega, IWC, and Jaeger-Le- Coultre as customers start to diversify and deepen their interests and collections. Some of the more niche independent brands have also increased in their desirability such as FP Journe, George Daniels, Philippe Dufour, Laurent Ferrier and Moser & Cie. My personal belief is that next year will also be big for the Audemars Piguet Royal Oak as it is the model’s 50th Anniversary. I expect prices for vintage Royal Oak’s to increase significantly. Prices in the past 12 months have risen across the pre-owned sector in varying amounts driven by this shortage of supply.

4. What is the decision process when deciding which brands you choose to sell?

We created Xupes through interest and passion for what we do. Our whole service is built around experience and taking time to educate and often learn from our customers. We apply this to the collection we offer and only purchase around 5% of what we are offered. This is because we’re selective about quality, provenance and also the brands and models we select. We believe our collection of watches is one of the best in the industry. Whilst we want our customers to have the right variety, we won’t sell anything and everything and 75% of our inventory is focused across five key brands.

002_Daytona-Stainless-Steel-Gents-6239

A pre-owned Rolex Daytona Stainless Steel watch

5. Is there a clear demographic of the people buying pre-owned watches?

The demographic where we see the largest portion of our customers is 35-50 and 75% male as you might expect. The watches we sell are expensive items often purchased for a special occasion to commemorate a milestone in life or to celebrate a birthday or other event. It’s hard for our team to remember that people often work hard for years to treat themselves to a luxury watch. So many of our customers are professionals from a variety of walks of life. It’s important to add however we have seen an increase in our female customer base; one of our best customers is a female watch collector with over 150 watches in her collection. And we’ve also seen a shift new 20–35-year-old customers buying their first watch with a view to investment, something they can also trade up through our part exchange service.

6. Which contemporary watch brands do you envisage being future collectibles?

We’ve seen Richard Mille sustain huge growth in residual values in the pre-owned market over the past three years. Twelve months ago, we discussed whether this could and would continue, and whether it could be a fad and go out of fashion, but the demand and prices remain strong, and Richard Mille has done well to maintain demand. I believe some of the independent brands could become hugely coveted in the future as the watch market continues to grow. We’ve seen this with FP Journe and Laurent Ferrier as I mentioned as many pieces are made in such small volumes versus say Rolex or even Patek Philippe. We also witnessed the recent discontinuation of the Nautilus 5711 which saw prices spike by 25% in 24 hours in a market where this watch already commanded nearly 3 times premium on the retail price. Lange & Sohne’s release of the Odysseus was another example of a leading brand bringing out a steel “sports” watch which now commands a large premium. Rolex sports watches are always a safe investment and will have future collectability.

Find out more: xupes.com

Share:
Reading time: 6 min
man in vineyard
man in vineyard

Lamberto Frescobaldi is the president of Marchesi de’ Frescobaldi

Lamberto Frescobaldi is the 30th generation (yes, you read that right) head of Florence’s Frescobaldi dynasty which has done everything from build bridges and palaces in Tuscany to create one of the world’s most epic wine groups. In the first of a new series on leaders in the wine world, the owner of Masseto, Luce, Ornellaia and many other wines chats to LUX Editor-in-Chief Darius Sanai over a tasting of the Frescobaldi’s flagship Luce wines

Lamberto Frescobaldi:

“Frescobaldi is a family that goes back to 1000 when they showed up in Tuscany, and then arrived in Florence around 1100, so from a little village out of Florence to Florence. Then a gentleman called, like me, Lamberto, in 1252, built the bridge where now is Ponte Santa Trinita, there is a little square called Piazza de’ Frescobaldi, for the bridge that he built there and he owned all the houses there.

Follow LUX on Instagram: luxthemagazine

He comes up quite strongly under the light of Florence in that century. Then the Frescobaldi, began to do as many families of Florence did, they became bankers. Because in those days one of the things that was complicated was to ship money. Money was risky, has always been risky, and so funnily enough the first cheque ever invented was here in Florence by Francesco Datini, he invented the cheque, it was a revolution. Think of taking a piece of paper and writing a value! It was a total revolution.

vineyard estate

The Luce wine estate in Montalcino, Tuscany

And then they understand that it is important to move the paper, but not to move the money. So, the money was here and there. Then the Frescobaldi, around the 14th Century, they actually become important bankers through Europe. It was the aristocratic families of Europe, they were always fighting between each other. The Frescobaldi became bankers of the families of England. They actually moved to England, and they became very powerful because they were bankers of the king. And the king actually gave them the run, in Devonshire, of the silver mines. Then they became too famous and too powerful and then the king, I can’t remember which one, but he kicked them out of England. Then they came back to Florence, and from bankers they became farmers.

Read more: Durjoy Rahman on promoting South Asian art

wine cellars

Inside the Tenuta Luce cellars

So, long story short, I believe that my family have always been very forward-looking and innovative. And that is reflected in what happened with me and the Mondavi family (the legendary wine family of California, who have Italian origins). Around the mid 90s they show up in Italy, and they wanted to do something in Italy. They had moved from Italy 1908, and they went to America because Italy was a tough country in those days. And here they wanted to come back, and we got together, and there was again a beautiful relationship. This changed my way of doing my job, Mondavi opening up a window, a window opened giving me the opportunity to taste wines everywhere around the world. Sharing fears and also the beauty of producing a wine together. And now it is the 25th anniversary of Luce, the wine we created together.”

wine bottles

The Luce wine library

There follows a tasting of Luce wines, with Darius Sanai’s notes below each:

Luce 2013

A big, powerful, rich wine but also fresh and light, a remarkable combination. Plenty of fruit, plenty of tannin. I would drink this in five years with a pici al cingiale (thick Tuscan pasta with a wild boar ragu) on the terrace of the Villa San Michele above Florence at sunset.

wine bottle

Luce 2017

Luce 2006

Less power, more softness, an almost gentle wine but with a long backdrop of olive groves, fading into the olfactory distance. One to drink while perched on the old city wall of Montalcino, looking over the Colline Metallifere hills towards the sea hidden beyond, and across the endless forest.

Luce 2002

An almost gentle red wine, belying the Tuscan reputation for producing big reds. Yet there’s a persistence of dried berry, vanilla, and the kinds of herbs you sprinkle on pizzas that make it very moreish. A lunchtime wine, on the Piazza del Campo in Siena, looking at the people wandering past as another day disappears.

Luce 1998

Wow. You wouldn’t believe this wine is older than this millennium. Both powerful and zingy, it has a different character to the others, fascinating to see what can happen as great red wines age. Peppers, cherries, and also a waft of Bistecca alla Fiorentina, beautifully balanced. One to drink over dinner, in late autumn, in your Florentine palace, with your loved one; and like the Frescobaldis, I think this wine will last forever.

Thank you to Lamberto Frescobaldi for his time and the wines for this tasting.

For more information, visit: en.lucedellevite.com

Share:
Reading time: 4 min
Aston Martin DBS Superleggera Volante
Aston Martin DBS Superleggera Volante

Aston Martin DBS Superleggera Volante

In the final part of our supercar review series, LUX takes the Aston Martin DBS Superleggera Volante for a test drive

What is a sports car? In an era of AI and soon-to-be self-driving cars, the idea of driving as a sport is an anachronism. Everything from power steering to radar-controlled cruise control mean the elements of activity and chance in driving are being eroded. If ‘sports’ is a measure of speed, the fact that even the most anodyne of fully electric cars can accelerate as fast as many traditional sports cars only adds to the question.

Follow LUX on Instagram: luxthemagazine

One answer comes in the form of the Aston Martin DBS Superleggera Volante. Volante in Aston terms means convertible, and while this car has many modern accoutrements as a price tag of several hundred thousand pounds/dollars/euros would suggest, it is very much old school in that it is aimed at the pleasure of the driver and passenger, and not as an implement.

The Superleggera is powered by a 715hp V12 twin-turbo engine, which means that it has to be a monster. It is a striking-looking car and the carbon-fibre finishing on the exterior adds to the air of menace and poise. Roof down around town, it attracts a lot of looks, of admiration rather than hostility. This is a cultured car, and it makes a cultured noise. Unlike almost any other car with this power, it is also pleasurable to drive around town. Give a car more than 700hp and the ability to accelerate from 0 to 60 in the blink of an eye, and you often have something that is a bit of a pain to drive unless you are pressing on through an empty, fast road.

The Superleggera has a traditional automatic gearbox, rather than a F1-style manual gear shift (you shift gears with your hands on the paddles), meaning you can just stick it in D like a family school-run car and pootle around town quite happily. It rides firmly but doesn’t shake your brain out through your ears like some cars with extreme power specifications, and its medium-weighted steering makes it easy to manoeuvre. Roof down, you can see all parts of the car for parking – it’s a different story with the roof shut.

It’s the same with the accommodation. On a series of sunny summer days, we managed to cram four full-sized adults into the car for a two to three-hour journey each day. This is not what the car is made for: what you really want is to put the front seats back and drop your Bottega Veneta shopping bags in the rear. Still, when pressed, this supercar really can carry four adults, and some bags squashed in the boot.

Read more: LUX Loves: Richard Mille’s collaboration with Benjamin Millepied & Thomas Roussel

Conversely, the driver and front-seat passenger enjoy a wonderful experience. This is a car that can cruise at extremely illegal speeds, enjoyably and safely without too much breeze in the front. Some cars in this category excel at the racetrack, others are more aimed at high-speed comfort. The Aston is squarely in the middle, and actually succeeds in this difficult task rather well. Mashing the accelerator produces laugh-out-loud thrust all the way into those illegal speeds and beyond. Meanwhile it is a delight to steer through a series of fast, smooth bends.

Convertible car

Interior of the Aston Martin DBS Superleggera Volante

It also means that it is not as exciting or capable on tight roads as a full-on supercar; the Aston is heavy and will lose composure if pushed through the gears on a bumpy, sharp corner. Nor is it a calm, quiet cruiser, and the cabin does not have the luxury finish of its competitors. More nicely finished air vents and a detail in front of the passenger (perhaps a Superleggera logo, as appears on the bonnet), along with some more exclusive-looking leather on the dashboard, would make all the difference in what is after all a low production-volume car.

Other elements, though, are unique: the bellowing thrust from the V12, the steering that is calm and talkative; and the feel-good factor of piloting a car that requires effort. It is great fun to drive, and has a feeling of cultured Britishness. It’s very much at one with the company’s history as a supplier of cars to James Bond.

In fact, we can’t think of a better car for James or Jane Bond to be driving down the Grande Corniche while chasing a master criminal in a Tesla that runs out of electricity. Before turning up for an evening of fun and frolic at the Grand-Hotel du Cap-Ferrat with his or her gender-neutral companion for the night. Expensive, but a perfect sports car for the times.

LUX Rating: 18.5/20

Find out more: astonmartin.com

This article originally appeared in the Autumn/Winter 2020/2021 Issue.

Share:
Reading time: 4 min
Orange Car
Orange convertible car

Bentley Continental GT V8 Convertible

In the third part of our supercar review series, LUX gets behind the wheel of the Bentley Continental GT V8 Convertible

Certain cars have visual drama. Other cars loom. Others still are artistic. The new Bentley Continental GT V8 has presence.

It’s a hard thing to do well in a car, presence. Any large car is literally more present than any small car, and the Bentley is on the large side for a car that doesn’t accommodate more than one large suitcase in its boot, But, recently re-designed, the Continental has a svelte way of going down the road, with a rather beautiful front, and balance in its looks. It is not imposing like a Rolls, its presence implies elegance.

Follow LUX on Instagram: luxthemagazine

This is a powerful, fast convertible that actually has proper room in the back for a pair of adults. It’s true that four adults, seated in the car and travelling in refinement at high speed accompanied by the mellifluous howl from the V8 engine would need to send all but their hand luggage ahead of them, as the boot could only accommodate some squishy Vuitton bags.

Inside Bentley Convertible

But that’s fine, because the Bentley is a car for being there and enjoying it, rather than getting there, as the name implies. Unless getting there involved a hypothetical world of traffic-free open roads with no speed limits and sinuous curves up mountain passes devoid of caravans and coaches. In which case, the Continental would be enormous fun. The engine has huge reserves of power from low down and makes a great noise as it punches forward. Perhaps it doesn’t have the bite of its 12-cylinder, bigger engined sibling, but you would only really notice if you were having a race. In the past, Bentleys tended to be bruisers of cars – capable and powerful, but not delicate, and sometimes rather awkward when pushed.

Read more: Anne-Pierre d’Albis-Ganem on championing artists

This car will canter at high speed through tight corners which would have left its predecessors losing grip. It’s also enjoyable to drive at low speeds, roof down, enjoying the scenery outside and the absolutely stunning detail of the interior. As cars have become luxury brands more than simply driving implements, the beauty of the finish in this car’s interior is what sets it apart from cheaper competitors that can match it on performance (think Tesla).

That, and its presence. Essential owning, if you have a home in St-Tropez or the Hamptons.

LUX Rating: 19/20

Find out more: bentleymotors.com

This article originally appeared in the Autumn/Winter 2020/2021 Issue. 

Share:
Reading time: 2 min
yellow sportscar

Lamborghini Huracán EVO RWD

In the second part of our supercar series, LUX drives the new and improved Lamborghini Huracán EVO RWD

Amid the current debate about cultural appropriation, we have a theory that many of the best things in life come from cultural mingling – which is not quite the same thing. Anyone who has visited the region of Alto Adige in northern Italy, which has been swapped between France and Austria over the centuries, will understand Italian culture and cuisine combined with Austrian efficiency creating a whole new world of design and lifestyle? Yes, please.

Follow LUX on Instagram: luxthemagazine

We have a theory that the same thing has happened at Lamborghini. This is, on the face of it, the most extrovert and Italian of carmakers. Its logo is a raging bull, created specifically to annoy Enzo Ferrari and his prancing horse. Its cars are not only era-defining design classics (look at the 1960s Miura, which featured in The Italian Job) or the crazy 1980s Countach. They are also, traditionally, loud (visually and aurally), outrageously designed inside, have posing value beyond any other car no matter what the price, and go very fast, if you can handle them.

But this was not all good. Perhaps you wanted something with a soul of a Lamborghini, which didn’t attract a crowd of onlookers every time you drove it. And perhaps you wanted something that you would actually look forward to driving, rather than bracing yourself for a task.

The calming influence on Lamborghini’s hairy-chest nature came in the form of the Volkswagen group, which acquired the company in 1998. Lamborghinis have had a reputation for being better built, more reliable and easier to use since then. But they have also started moving towards the other extreme of becoming efficient. You might have driven the previous model Huracán across Europe, for example, with great satisfaction, but would it have stirred your loins like a previous Lamborghini? The best cultural cocktails are a perfect combination of ingredients, and an alchemy creating something else out of the whole.

Read more: Anne-Pierre d’Albis-Ganem on the importance of championing artists

And this is where the RWD comes in. Lamborghini have taken their current Huracán EVO and taken away the drive from the front wheels, so the previously four-wheel-drive car is just two-wheel drive. They have also reduced the weight, made it more aerodynamically efficient, and, marginally, reduced the power. And they have reduced the price – although that is not likely to be very important to this market.

The reason behind this is to create a car that is not just brilliant on paper, striking to look at and efficient, but to create a car that stirs the soul. The ‘digital’ nature of some of today’s supercars is a reason why some models from 10 or 20 years ago have been going up in value. This Lamborghini is a more analogue car.

back of sportscar

The difference is evident even in the first low-speed corner. You are connected to the steering in a way you are not with its 4WD sibling. Approaching some higher speed corners once out of town, you feel a far clearer weight transfer to the back of the car and, on exiting the corner, you feel your acceleration is pushing the rear wheels out and helping you around the corner. And the steering is not interfered with by any tugging from power going to the front wheels at the same time as you are trying to steer. It sounds a little, but it means a lot. Suddenly, you are driving the car, rather than overseeing something that more or less drives itself.

The Huracán is old school in that it features a V10 engine, with no help from turbochargers or an electric motor. And given that typically these cars are driven short distances over their lifetimes, it will probably emit less CO2 than the average family car. Which is not to say that cars like these save the planet any more than they are not guilty of sacrificing it either.

Lecture over, on to the all-important Lamborghini feature of looks. Ours came in a spiffing shade of matt purple. It garnered stares from bystanders rather than a crowd of them like some Lambo models. If it’s attention you crave, better get an Aventador, this car’s big sister. If it’s driving pleasure, buy one of these.

It gets one of the highest ratings of any car we have ever tested. And if it had even more feedback to the steering, and even more dramatic looks (we like that kind of thing), it would receive a perfect 20.

LUX rating: 19.5/20

Find out more: lamborghini.com

This article originally appeared in the Autumn/Winter 2020/2021 Issue. 

Share:
Reading time: 4 min
red sportscar
sportscar

Ferrari 812 Superfast

In the first of our supercar review series, LUX enjoys an exhilarating drive in the Ferrari 812 Superfast

Ferrari is regularly voted the world’s most powerful luxury brand, and yet curiously there is some discrepancy in consumers’ perception of the company’s products. Mention Ferrari to most people, and they will think of a loud, exciting, flashy high-powered car. Something extroverted, stylish.

Getting into more detail, participants in your own personal luxury brand survey, depending on their age, might describe a car with two seats, an engine behind the driver, above the back wheels, in open view. Like the Testarossa in Miami Vice, or for an older generation, the 308 in Magnum P.I.

Follow LUX on Instagram: luxthemagazine

In reality, Ferrari’s flagship product has for the past two decades been something slightly different. Since the introduction of the 550 Maranello in 1997, the most expensive regular production Ferrari you can buy (as opposed to the limited edition special additions open to gazillionaires with contacts only) has been a two-door, long-nosed car with the engine in the front, far more conventional than perception would have it.

These were a continuation of the original front-engined Ferraris from the 1950s and 60s. But the visual quietness of the new flagship 550 in 1997 also coincided with an and sophistication of experience that is perhaps at odds with most people’s perceptions. The 550 and its successor the 575 would pass down any street without turning heads. They were intended to be driveable every day, not show pieces for show-offs.

And while their successors, the 599 of 2006 and F12 of 2012, turned up the dial in terms of performance, the flagship Ferrari was still not a show-off ’s car. The F12 in particular was a conundrum. Here was a car with 730hp, two seats and the ability to handle that power around the toughest of racetracks. Yet on the road, it was curiously refined.

front seats of sportscar

So, when Ferrari announced an updated and upgraded version of the F12 called the 812 Superfast, one might have expected even more of the same. But, for the first time since the F512 M of 1994, which was the ultimate incarnation of the legendary 80s Testarossa, here was a flagship Ferrari that looks like it really wants to be noticed. The 812 is not exactly beautiful, but it is extremely striking in the intent that its engineering and aerodynamics give it.

And the driving experience is also transformed. It has more power from a bigger engine, shorter gearing, rear-wheel steering, and an even faster and more sophisticated paddle-shift gearbox. However, none of these guarantees a more exciting driving experience – just a fast one.

Read more: Why The Alpina Gstaad is top of our travel wish list

From the moment you aim the Superfast around its first corner, you realise that something is up. The steering is sharp, the whole car feels alive and wanting to communicate to you. The faster you go, the livelier and more delicate it feels, and more exciting. Drive the F12 or the 599 down a good road at 70mph and the car shrugs its shoulders: “This is slow, boring, I can do three times the speed”.

The miracle of the 812 is that it is even faster yet feels more involving by a factor of five. At higher speeds it feels delicate, like a dancer, you can control it with two fingers on the wheel while feathering the accelerator pedal.

The star of the show is the engine. Ferrari, like the rest of us, knows that the days of the internal combustion engine are strictly numbered. So, it is a kind of act of brilliant defiance to create this 800hp, 6.5 litre V12. You don’t even have to move to appreciate it. With the engine warm, and gears in neutral, give the accelerator a tap with your right foot. Revs shoot up to 6,000 with a “VLAAP” noise straight out of a Formula One car, and down again instantly.

The interior, meanwhile, is a masterpiece of modern Italian design, minimal yet beautifully put together with Alcantara, carbon fibre, curves and angles.

Is there a downside? In a car-seat set up uncompromisingly for excitement rather than cruise and use, the ride will inevitably suffer and it does in the 812. This would be a tiring car to drive on a long trip; it is no grand tourer at all. It is, simply, a supercar.

We knew the 812 Superfast would live up to its name in being the fastest regular production Ferrari ever made. What we didn’t know was that it would be the most fun as well. Bravo.

LUX Rating: 19.5/20

Find out more: ferrari.com

This article originally appeared in the Autumn/Winter 2020/2021 Issue. 

Share:
Reading time: 3 min
dancers
dancers in the desert

Still from Within, directed and choreographed by Benjamin Millepied with music by Thomas Roussel. Photograph by Melissa Roldan

To celebrate the launch of their latest timepiece, Richard Mille invited choreographer Benjamin Millepied and composer Thomas Roussel to create a short film incorporating original dance and music. Here, Abigail Hodges takes a closer look at the performance and watch design
silver watch

RM72-01

The Richard Mille 72-01 Lifestyle In-House Chronograph is the brand’s first flyback chronograph made entirely in-house, and through its design it aims to weave together tradition and modernity – a concept which is also at the heart of WITHIN, a short film created by Benjamin Millepied and Thomas Roussel, set in the desert landscape of southern California.

Follow LUX on Instagram: luxthemagazine

The film brings together the physical wonder of a ballet performance and the powerful sound of orchestral music to celebrate the precise art of watchmaking and Richard Mille’s bold, contemporary design aesthetic.

dancer in the desert

dancers

Both images: stills from Within. Photography by Melissa Roldan

While Millepied’s choreography – performed by two dancers – reflects how classical structure and form may be artistically reinvented, Thomas Roussel’s composition blends orchestral and electronic elements to create a dramatic, vibrant soundtrack which was performed by the 50 musicians of the London Symphony Orchestra and recorded at St. Luke’s Church in London.

Read more: Philanthropist Keith Breslauer on combining business & charity

The watch itself aligns with Richard Mille’s avant-garde approach to time-keeping and design (the watch face, for example, features only the numbers three, eight and eleven), but it is also one of the brand’s subtler and more elegant models. Worn on the wrists of both dancers in the film, it pairs perfectly with their formal costumes and the stark, dramatic landscape.

Watch the film below:

For more information visit: richardmille.com

 

Share:
Reading time: 1 min
winery at sunset
winery at sunset

The vineyards of Château Mouton Rothschild. Photo © Studio Goodday. Courtesy Château Mouton Rothschild

This morning, Château Mouton Rothschild revealed its latest artistic collaboration with Xu Bing. We take a closer look at the Chinese artist’s label design for the 2018 vintage

Since 1945, Château Mouton Rothschild has invited an artist to design a label for its latest vintage. The collection of miniature artworks, which are transferred onto the wine bottles and also exhibited in a special gallery in the château, features some of the most famous artists from the past 100 years including the likes of Pablo Picasso, Salvador Dali, Francis Bacon, David Hockney, Jeff Koons, Gerhard Richter and now, Xu Bing.

Follow LUX on Instagram: luxthemagazine

One of China’s most renowned artists, Xu Bing is best known for his installations which often explore the relationship between image and language. His artwork for the 2018 vintage label is a continuation of his ‘square word calligraphy’ series which originally involved the artist organising English letters into structures that resembled Chinese characters. The idea was to break down cultural barriers by demonstrating the similarity of components in both languages and therefore, demystify the Chinese written language for non-Chinese speakers.

label artwork

Xu Bing’s label continues his ‘square word calligraphy’ series

For this artwork, the pair of elegant, stacked symbols once again appear to be an example of traditional Chinese calligraphy, but the characters are, in fact, composed of the Latin alphabet and denote “Mouton Rothschild”. 

Read more: Fashion entrepreneur Wendy Yu on creativity and charity

wine label

Château Mouton Rothschild’s 2018 vintage with label design by Xu Bing. Photo © Studio Goodday. Courtesy Château Mouton Rothschild.

The design’s inspiration comes from the layered experience of tasting wine, each character reveals itself as the reader engages more deeply with the image, but also with the idea of history, symbolism and reinvention. By reimagining the literary shape of the iconic winery, Bing symbolically suggests the possibility of new discovery in the old.

Discover Château Mouton Rothschild: chateau-mouton-rothschild.com

Share:
Reading time: 1 min
portrait artwork

Jimi Hendrix, London, 1967, Gered Mankowitz

With many national lockdowns reinstated across the globe, the majority of this year’s festive shopping is  taking place online. Launching her new monthly column for LUX, artnet’s Vice President of Strategic Partnerships Sophie Neuendorf discusses the benefits of buying and gifting art remotely

Sophie Neuendorf

Nothing is more enduring or powerful than a work of art. Throughout history, it has been artists who have documented the zeitgeist, from religious convictions to frivolous fêtes or times of social unrest and upheaval. It is also always artists who push boundaries and promote an atmosphere of tolerance and peace.

Follow LUX on Instagram: luxthemagazine

Especially now, at a time when we’re all forced to be secluded and are closing our houses and boarders, art has the power to open up a cross-cultural exchange and bring hope and light into our homes and our hearts. What’s more, art has the potential to provoke important discussions around current issues such as religion, gender, race, and politics. With the recent presidential election, and the ongoing Black Lives Matter, and Me Too movements, these topics will remain very current leading into this year’s holiday season.

For many of us, the holiday season is one of the most wonderful times of the year. 2020, however, is confronting us with unprecedented new challenges, and also an element of sadness and caution. Many of us will not be able to visit our grandparents; some of us won’t be able to travel home for the holidays; and a few of us will have suffered the loss of a family member or friend this year.

abstract art

Untitled, 1964, Sam Francis

So, the question is: how do we celebrate the holidays pandemic style? By surprising our loved ones with witty, thoughtful gifts to make them happy for months, and years to come! Thanks to online technology it has never been easier to buy and ship directly, allowing us to get into the spirit of giving without the anxiety of social distancing.

Read more: Three major art patrons and a fine art photographer are transforming London’s shopfronts into a pop-up gallery

Whilst sites such as net-a-porter.com and matchesfashion.com provide excellent browsing material, why not try something new this year and invest in an artwork? Buying art online isn’t as complicated as it might seem. Although the art market has been slowly moving online over the past few years, the coronavirus pandemic has accelerated this transition. Now, with the help of cutting-edge technologies such as AR or VR, you’re able to visualise an artwork within a room and to scale, to ensure that the piece you love is perfect for your home. You can also chat with a specialist throughout the research and bidding process.

artwork of forest

Study for Canadian Forest, Robert Longo

At artnet, for example, we offer a range of ongoing auctions which you can browse and bid at leisure from the comfort and safety of your home. From David Hockney to Richard Prince and KAWS, from Modern & Contemporary fine art to photography or abstraction, you’ll be spoilt for choice. It takes two minutes to register and then, you’re ready to go. Once you place a winning bid, your funds will be safely held by artnet in escrow until you or your loved ones receive the artwork in a perfect condition. And yes, there’s a returns policy. Now go ahead and treat yourself or someone else!

Sophie’s 5 top tips for buying art online:

1. Learn how to recognise quality and prioritise it over everything.
It’s much better to own one great artwork than five mediocre works. The beauty of bidding online is that it removes the time pressure of a live auction room. Take your time to browse, choose, and place your bid on that one piece you love.

2. Be patient and wait until a work of high quality within your budget comes up for sale. Then be prepared to act decisively and quickly. Don’t get discouraged if you miss out or end up being outbid; the next opportunity is always around the corner.

3. Study prices and the market extensively so you can spot good deals when they come up. At artnet, we have the art market’s most extensive and trusted price database, which is an excellent research tool. If you don’t have time, get advice from one of our specialists who are very happy to help, or work with a reputable advisor.

4. Take transaction costs into account prior to bidding. Buyer’s premium, shipping, insurance, taxes and duties can add significant costs to your acquisition. We can calculate all that for you at artnet.

5. Enjoy yourself. Art collecting is excellent fun!

Browse artnet’s current auctions via artnet.com/auctions

 

 

Share:
Reading time: 4 min
luxury pen
luxury fountain pen

Montegrappa’s online configurator allows full customisation of the brand’s iconic fountain pens

Responding to the ever increasing demand for custom-designed products, Italian luxury brand Montegrappa has recently launched an online configurator which allows customers to fully personalise their hand-crafted fountain pens. Here, the brand’s CEO Giuseppe Aquila discusses the rise of a collector culture, adapting to a new generation of luxury customers and how personalisation supports the artisanal industry
Man wearing blue suit on the stairs

Giuseppe Aquila

‘As a company that has remained dedicated to handmade production, a service like the configurator is something we had always aspired to offer, but the technology and market climate simply didn’t exist until relatively recently to make such a step possible.

After spending years reorganising and refreshing our supply chain, eventually we were encouraged by the efforts of a few luxury brands to sell and offer individualised services online. From the outset, though, we knew that our offer needed to be much more than simple monogramming.’

Follow LUX on Instagram: luxthemagazine

‘On the one hand, the generational shift in luxury is causing great upheaval. These emerging luxury customers have been nurtured on digital goods and platforms like Nike ID, so we must respond. On the other hand, people in general are much more interested in cultivating a personal style than adhering to fashion. To be different is the fashion.

Then there is the fact that acquiring truly scarce objects has become much more competitive in recent years – in almost all categories. Bespoke and custom production are avenues for collectors to expand their wish lists and secure ‘grail’ items on different terms. Collector culture is growing and diversifying – and will continue to do so.’

woman with a fountain pen

‘[Personalisation] is very welcome trend that allows artisanal industry to return to its roots. Of course, now our customer could be anywhere in the world; but in 2020, technology makes it possible to offer them a similar service to what a walk-up private client might have received in 1920. Unlike a century ago, though, production needs to be swift. This means that the modern atelier needs to be well stocked and perfectly organised.

Read more: Artist Yayoi Kusama’s designs for Veuve Clicquot celebrate joy and innovation

Personalised products also help craft businesses show their full repertoire. Many of the options found on the configurator are the result of experimentation and artisanal curiosity. Though beautiful and worthy, most would have considerably less opportunity to flourish if we were confined to offering our products within traditional distribution structures.’

fountain pen

‘The configurator is the only platform of its kind in the writing world, so it has been a been a real drawcard for our site and for Montegrappa in general. More importantly though, it has been tremendously helpful with attracting new customers: these are people whose desire to own a writing instrument is distinct from seasoned aficionados and collectors, and are interested in other paths of discovery.

Perhaps the most rewarding aspect has been the acceptance from established Montegrappisti. The configurator has been like a release valve for all their ideas – all the pens they have secretly wished to own. It has helped us make many good friends within the community, and to learn from them.’

Design your own Montegrappa pen: montegrappa.com

Share:
Reading time: 2 min
pink diamond

The Spirit of the Rose pink diamond, will be auctioned by Sotheby’s on 11 November

In celebration of an upcoming sale of an ultra-rare Russian pink diamond known as The Spirit of the Rose, Sotheby’s invited fashion editor Carine Roitfeld to style a contemporary ballet performance of the Ballets Russes’ acclaimed 1911 Le Spectre de la Rose. On the eve of the auction, Sotheby’s jewellery specialist Benoit Repellin discusses the historic relationship between jewellery and dance

‘Dance is an art and I think jewellery can also be seen as a form of art. As I generally say to clients, there are three things to look at when admiring a jewel or thinking of buying one at auction: nature, art and provenance. Nature being the quality of the stone; art being the jewel and the craftsmanship involved in the cutting of a stone or the making of a piece of jewellery; and provenance being the history of the piece.

Follow LUX on Instagram: luxthemagazine

There are several links between the different worlds of art, fashion, dance and jewellery. Between 1909 and 1929, the Ballets Russes really engaged all the disciplines and brought together artists from the different fields to work on a ballet. It was a social phenomenon, and jewellery designers attended ballet performances and took inspiration from the movements, the costumes and the decors to bring new vocabulary and motifs into jewellery.

women in changing room

three women

Carine Roitfeld (middle) with ballerinas Bianca Scudamore and Naïs Duboscq from Opera National de Paris

Charles Jacqueau, the main designer at Cartier, attended ballets, took details from the performances, inspiration from the dancers, the costumes, the colours, and translated them into amazing jewellery pieces. Van Cleef & Arpels took the motif of the ballerina and made brooches set with gemstones, in the late 1940s, and it is still one of their most popular design. I think the beauty and poetry of dance and jewellery are meant to be linked and it appeals to a lot of connoisseurs.’

rough pink diamond

The rough diamond was originally named Nijinksy after the ballet dancer. It was later renamed ‘The Spirit of the Rose’

‘The rough diamond mined in Russia in 2017 was named Nijinksy, a testimony and homage to one of the most famous Russian ballet dancer from the Ballets Russes company. The best-known performance and the one that’s most strongly associated with Valslav Nijinsky is Le Spectre de la Rose (The Spirit of the Rose), which premiered in Monte Carlo in 1911. This is the name Alrosa, the diamond company which mined and cut this exceptional, ‘fancy vivid’ purple-pink diamond, gave to the faceted stone.’

Read more: The Art of Listening with the APERIO Headphone System

‘The occurrence of pink diamonds in nature is extremely rare in any size. Only one per cent of all pink diamonds are larger than 10-carats and only four percent of all pink diamonds are graded ‘Fancy Vivid’ and display a rich, vivid colour. Having the opportunity to offer a large polished pink diamond of over 10-carats and with the richness of colour and purity of The Spirit of the Rose is, therefore, truly exceptional. The diamond’s character and immense presence is further enhanced by its oval shape. It is a truly mesmerising stone; a natural wonder, steeped in Russia’s century-long diamond tradition and cultural heritage.’

‘We’ve been wanting to work with Carine Roitfeld in some capacity at Sotheby’s for a while. A fashion icon and visionary creative, her voice was something that we wanted to bring to Sotheby’s in a way that would be disruptive and new. With this in mind, when the Spirit of the Rose came to us, we thought of Carine instantly. Not only is she half Russian, but she herself was once a dancer and her favourite ballet is in fact Le Spectre de la Rose, which was a favourite of Karl Lagerfeld’s as well. Bringing her eye and visual sensibility, we asked her to style Le Spectre de la Rose as a tribute to The Spirit of the Rose and to bring this magnificent diamond to life. It has not disappointed!’

Watch the teaser video of the ballet performance below:

The Sotheby’s live auction of ‘The Spirit of the Rose’ takes place on 11 November at 8:30 PM CET. To register and for more information visit: sothebys.com

 

Share:
Reading time: 3 min
man listening to music with headphones
man listening to music with headphones

Warwick Acoustics’ flagship headphone system, the APERIO, promises the ultimate listening experience. Image courtesy of Warwick Acoustics

British company Warwick Acoustics has developed a reputation for innovating and producing innovative audio technology. Their flagship headphone system, the APERIO, takes both sound quality and product design to the next level with a 24 karat gold hand-finished limited edition. Here, LUX discovers how the ultimate listening experience is achieved

Numerous studies have shown that listening to music can positively impact your mood, well-being, sleep quality and cognitive ability, reduce stress, and even ease physical pain, but is there such thing as a perfect listening experience?

‘Sound is definitely a subjective experience and what is considered ‘perfect’ for one person may not be for another,’ says Martin Roberts Director of the Headphone Business Unit at UK-based audio technology company Warwick Acoustics Ltd., whose products are designed to achieve an exceptionally high level of sound clarity. Their recently unveiled flagship headphone system, the APERIO (named after the Latin word meaning to uncover or reveal), follows the company’s Sonoma Model One (M1) electrostatic headphone system, and is the result of three years of extensive sound exploration and technical development carried out in their Warwickshire workshops.

Follow LUX on Instagram: luxthemagazine

‘Simply put: the APERIO is designed to reproduce audio content as pristinely and accurately as possible – revealing the details and complexities in the original recording without colouration or alteration,’ explains Roberts. A review in Hi-Fi News claims that the system possesses the ability ‘to deliver rare insights into your music.’ Whilst this level of sound quality is naturally more geared towards professionals in the music industry, the company hopes the product will also appeal to music-loving high-net-worth individuals as a high-functioning collectible item.

design workshop

Each APERIO is assembled by hand in the company’s Warwickshire workshops. Image courtesy of Warwick Acoustics

In terms of design, the company believes in American architect Louis Henry Sullivan’s ethos that ‘form follows function’, and aspire to create products that have a timeless appeal.

Read more: Why it’s important for banks to incentivise sustainability

The standard version of the APERIO, for example, is understated in sleek black with soft sheepskin leather and stylish detailing such as the curved metal patterning of the headphone grilles, which visually evokes undulating sound waves.

headphones

The APERIO standard version. Image courtesy of Warwick Acoustics.

The limited-edition Gold APERIO is more flashy, crafted from 24 karat gold (including the headphone grilles, hardware and Amplifier front panel) in England’s historic jewellery quarter in Birmingham. Limited to 100 units globally, the system is now available to buy in the UK exclusively from Harrods in Knightsbridge, London.

It’s not just the design that has been upgraded, however, the Gold system also utilises the highest grade Balanced-Drive HPEL Transducer (the component that determines the quality of sound reproduction) innovated by Warwick Acoustics to guarantee outstanding performance. That level of quality doesn’t come cheaply though; the Gold model retails at a cool £30,000/US$35,000 whilst the standard version is priced at £20,000/US$24,000.

gold headphones

The Gold Aperio is limited to 100 units, available in the UK exclusively at Harrods, London. Image courtesy of Warwick Acoustics.

But how exactly is audio performance or sound quality measured? Each APERIO undergoes rigorous testing, including at least three human listening tests, before the product is released from the company’s Warwickshire facility. ‘The APERIO is about listening to music as if you were there,’ says Roberts. ‘I remember when I visited a very famous recording studio in Los Angeles and a mastering engineer listened to a remastered recording by the great Frank Sinatra… He listened intently to the same track several times then just sat back and said, “Wow.”  When I asked him how his experience was he said, “Amazing, I have literally listened to that Sinatra track a thousand times and this is the first time I have ever heard him smacking his lips in the pauses between verses of the song…Simply astonishing detail”.’

Read more: Artist Yayoi Kusama’s designs for Veuve Clicquot

sound testing

Warwick Acoustics’ anechoic chamber where the headphones are tested. Image courtesy of Warwick Acoustics.

Attention to detail is at the heart of Warwick Acoustics’ engineering philosophy. The whole system is designed to work harmoniously together, rather than piecing together disparate components and technologies. In many ways, it’s a similar process to the development of a supercar or ultra-high-performance watch, and ultimately, that’s what you’re paying for: the experience. Listening to music is, after all, a process of immersion, of gradually getting closer to the sound, of being slowly transported into another place, self, or way of being.

For more information visit: warwickacoustics.com/headphones, or contact [email protected]

Share:
Reading time: 4 min
underwater photographer diver
underwater photographer diver

An underwater photographer wearing the Blancpain Bathyscaphe Flyback Chronograph. Image by Harald Hois

Swiss watch brand Blancpain has long championed the exploration and conservation of our oceans through their Bathyscaphe range of innovative underwater timepieces. Chloe Frost-Smith takes a closer look at the collection’s newest additions

Widely recognised as the luxury watchmaker for the underwater world, explorers, oceanographers and underwater photographers have worn Blancpain since their creation of the first modern diver’s watch, Fifty Fathoms, in 1953. The Swiss brand’s latest additions to the Bathyscaphe line delve into its deep-sea history while continuing its long-standing commitment to the protection of the oceans.

Follow LUX on Instagram: luxthemagazine

The Bathyscaphe Day Date Desert Edition and the Bathyscaphe Flyback Chronograph introduce an earthy aesthetic into the collection’s previously nautical palette, with two new colours in beige and green featuring on the strap and face of each model respectively.

underwater watch

The Bathyscaphe Flyback Chronograph

While the sandy tones of the Day Date Desert Edition might not immediately conjure up a connection to the ocean, they have been designed to evoke the Nevada Desert where Ernest H. Brooks II, a pioneer of underwater photography and contributor to the Edition Fifty Fathoms project, made a spectacular dive in 1962. Descending into the depths of Devils Hole in the infamous Death Valley in Nevada, Brooks photographed an endangered species of pupfish exclusively found in the Devils waters for the first time.

leather strap watch

The Bathyscaphe Day Date Desert Edition

Although vintage in appearance, the Day Date Desert Edition is undoubtedly modern in mechanism. Boasting a five-day power reserve and a 43mm satin-brushed steel case which is water-resistant to 30 bar, the latest Bathyscaphe model comes with all the essentials for a diver’s watch which are also useful for daily wear.

Read more: Nadezda Foundation’s Nadya Abela on running a children’s charity

watch on man's wrist

shark underwater

The Bathyscaphe Mokarran Limited Edition timepiece (above) and researchers with a great hammerhead shark. Image by Thomas Pavy

In addition to the brand’s annual support to expeditions and major oceanographic projects as part of the ongoing Blancpain Ocean Commitment, Blancpain is now dedicating a diver’s watch to the protection of the Great Hammerhead shark. The conservation-themed Bathyscaphe Mokarran Limited Edition is limited to 50 pieces, with $1,000 of each sale donated to the Mokarran Protection Society, a non-profit organisation that is committed to researching great hammerhead populations in French Polynesia. Fitted with a display caseback, the tropical green Mokarran is engraved with a hammerhead on the rotor of its caliber 1318 movement.

Find out more: blancpain.com

Share:
Reading time: 2 min
wine estate
wine estate

Château La Mission Haut-Brion. Courtesy of Domaine Clarence Dillon

For the cosmopolitan Prince Robert de Luxembourg, owning one of the world’s most celebrated wine estates, Château Haut-Brion, was not enough. The former Hollywood screenwriter is creating a world of fine wine and cuisine fantasy for visitors to enjoy in Bordeaux and Paris – and much more besides. Darius Sanai chats to the Prince about the future of Thomas Jefferson’s favourite estate

Chatting in fluent English about online retail and the Chinese social media app WeChat, Prince Robert de Luxembourg does not exactly conform to a preconception of a European prince who owns the longest established of all the great Bordeaux wine estates.

And yet since he took over Domaine Clarence Dillon, maker of Château Haut-Brion, in 2003, Prince Robert has transformed the company, taking it from being the maker of a couple of the most celebrated wines in the world (Haut-Brion and its sister, La Mission, and their second wines) but little else (and a little profit), to a business employing 200 people with five different wine ranges, a two Michelin-starred restaurant in Paris, an upmarket wine store next door, an online fine-wine retail business and a wholesaling arm.

Follow LUX on Instagram: luxthemagazine

To add a little tannin to the story, Prince Robert, despite being born into the family that owns Château Haut-Brion, was not even intending to run it. In his youth, he was a successful screenwriter, spotted by Creative Artists in Los Angeles, with one of his scripts optioned by Steven Spielberg. To this day, he looks as if he would be as comfortable sipping a margarita in Malibu as a glass of the legendary 1989 vintage of his wine in Bordeaux.

You also feel he has only just begun on his journey of creating a real enterprise around a gem that was previously, if not neglected then certainly not fully polished.

He insists that he will not, unlike Bernard Arnault of LVMH, luxury magnate and owner of the equally celebrated Château Cheval Blanc, be lending his wine’s name to a hotel group. But there is more in the offing, including a tasting, dining and museum facility at the château itself. Unlike Cheval Blanc, Petrus, Lafite and Margaux, Haut-Brion is easily accessible from the city and airport of Bordeaux, and it is a place where he is determined that any lover of great wines should be able to visit and enjoy.

man looking out of window

Prince Robert de Luxembourg. Courtesy of Domaine Clarence Dillon

LUX: What were your dreams when you were young?
Robert de Luxembourg: Like all of us, I had all kinds of different dreams depending on my age and some of them were realistic and some were less so.

LUX: Not many owners of Bordeaux First Growths lived in the US and were scouted as screen writers by Stephen Spielberg.
Robert de Luxembourg: I lived in the US only because I went to university there for a short while (at Georgetown) in Washington DC. I was there for under two years. We’ve always had family properties in Maine up in the north-east where I go every summer. Afterwards, thanks to my future wife, we became involved in screenwriting. She was very keen and had done some courses and was working on some ideas and had written a couple of films before I became involved with her, and we wrote a first speculative script when we were living all over the place, including France and driving around. That was the one that was picked up by Creative Artists in Los Angeles and we were signed as young writers; there was interest from Spielberg in that script but we ended up auctioning it to Columbia Pictures and then we worked with different people on it including Peters Entertainment, Original Film and David Heyman. We would come and go. Creative Artists would set up two weeks of meetings for us; and then Columbia and David actually hired us to write another screenplay.

Read more: Penélope Cruz on designing jewellery for Swarovski

LUX: Does a bit of you wish you’d carried on?
Robert de Luxembourg: You can’t do everything in life, and what appealed to me initially about that was I was working with my future wife, and then the realities of our lives made it a bit more complex. I loved the purely creative process. But I have been able to enjoy that in the work that I do in the wine industry throughout all kinds of different projects, whether it’s in the wine estates’ architectural projects or whether it’s developing business ideas. My need, I have come to understand over time, is to be able to develop projects and to basically be able to tell a story and then see that story come to life. So, I have been continuing to write these stories even if they are virtual and seeing them come to life whether it is at Le Clarence or La Cave du Château, or whether it is creating our wholesale business plans.

Vintage photograph men in wine cellar

Seymour Weller and Douglas Dillon, respectively nephew and son of Clarence Dillon. Courtesy of Domaine Clarence Dillon

LUX: Was it always inevitable you would go into the family business?
Robert de Luxembourg: In 1993 it was clear that we needed to have the involvement of a young family member in the business. My mother was older and my stepfather, her husband, who was also managing director of the company, was also older, so there was a definite need to bring in new blood. At the time my writing was going well, so I spoke to my grandfather because I could see my career moving away from the family business, and I said, “I’ve been led to believe that there might be interest in me becoming involved. If that is the case, it’s really going to be now or never”. I had moved back to Europe, I was starting a family, I had bought a property and was building a house and all the rest of it, and so I was physically present and I could do it.

I didn’t know to what degree it would become such a central part of my life or how time consuming it would be at the time, but I said to him I don’t just want to be a caretaker if I become involved. I didn’t want to be involved for the glory of being associated with a wonderful story which is Haut-Brion, but to look after the business and develop it, and so he agreed with that, and then I became involved.

wood-panelled library

The library at Château Haut-Brion. Courtesy of Domaine Clarence Dillon

LUX: What was your plan when you started?
Robert de Luxembourg: I had to deal with the most basic things, like branding for example. I also wanted to make sure that we had as much focus on La Mission Haut-Brion [the sister property of Château Haut-Brion, regarded by many experts as equally good] as Haut-Brion so that they were both treated as equals. The business had always been a folly, never a business, we never took any money out of it. It was really just about making exceptional wine. I recognised that was not going to be a way that we could maintain family ownership over the generations. You have to also have a vision, you have to also be able to develop the business, and eventually down the road have a realistic income stream for future beneficiaries.

The story we had to tell was just extraordinary. We wanted to communicate it properly to the outside world, including that Haut-Brion has the most extraordinary wine history of any of the estates in Bordeaux, and we didn’t talk about it enough. Haut-Brion’s red wine as we know it today was basically invented by the Pontac family, and we had this extraordinary story of how the first vines were planted there probably in the first century AD, whereas the Médoc [the main red wine region of the left bank of Bordeaux] was only developed in the 17th century, so 1,600 years later. We were really the birthplace of the great wines of Bordeaux.

Read more: Designer Ali Behnam-Bakhtiar on bringing dream worlds to life

The Pontac family started all of these technological advancements, meaning they were able to develop the new French claret (red Bordeaux wine) that became famous thanks to their extraordinary marketing tool of opening up the Pontac’s Head tavern in London in 1666 after the great fire of London, where all of the cognoscenti at the time would go; everyone from John Locke and Isaac Newton to John Evelyn and Samuel Pepys would be there.

Since then, there has been the development of a new wine estate, Quintus, which really came into existence in 2011, so next year we will be celebrating our 10th anniversary. And then the creation of Clarendelle [high-quality entry-level white, rosé, red and sweet wines]. And that was an easy story for me to tell. I was a young man looking for a great bottle of wine that had a little bit of age on it where I wasn’t going to have to break the bank and have to store in a cellar in London because I didn’t have one. I could buy extraordinary aged Spanish wines or even some Italian wines but I couldn’t find anything from Bordeaux that had the regularity or quality at that price point. That’s where that idea came from.

LUX: With something like Le Clarence, the two Michelin-starred restaurant in Paris that opened in 2015, how do you decide that something which might be interesting to do will also be a good business?
Robert de Luxembourg:  There’s a little bit of a field-of-dreams scenario in some cases in that if you build something then they will come. Le Clarence was inspired by the Pontac family opening up this extraordinary restaurant in London in 1666 where they introduced the new French wines of Haut-Brion. It became the most hyped-up meeting spot in that city, and I also thought if they can do that in 1666 after the Great Fire of London, we could open something up in the heart of the most visited city in the world, Paris, a few feet from the most visited shopping street in the world, the Champs-Élysées. If they were successful then, why not now?

chef in the kitchen

fine dining

Le Clarence chef Christophe Pelé (above) and a dish of sea urchin with nasturtium. Courtesy of Domaine Clarence Dillon.

My wife told me I was absolutely crazy but I said why not do something a little bit different, I would like to design it myself, decorate it myself, build the team around it myself and do something that’s unlike anything else that’s out there. Because I could see the way that people would react when I would invite them to Haut-Brion; they would come to the château for lunch and you could see that people were charmed by that experience. It’s a home, it’s a family story, it’s a historical story and no one else can tell that story but us.

Today it is easy to find perfection in all of these designer restaurants in great hotels around the world that are designed by the same people oftentimes. But I think what’s truly priceless is finding a soul and also finding a perfection in imperfection.

LUX: And what about the idea of starting a wine shop in a city, Paris, that has no shortage of them?
Robert de Luxembourg: Once again, it was about how do you create a unique experience. You can see what Hedonism Wines did in London for example. You didn’t have a lack of wine shops in London yet what Hedonism did was unique and founded a new customer base. Also, Sotheby’s have done an amazing job with their wine shop in Manhattan. La Cave du Château is very specifically focused on the best French produce. My first job was writing letters to about 500 wine producers in France asking them and begging them if they could give us a few bottles to sell directly from the estate. And then creating an environment that was beautiful.

La Cave has developed into an e-tailer, a rather exciting new development that has been a lifesaver for us over the last few months.

Wine cellar

La Cave du Château. Courtesy of Domaine Clarence Dillon.

LUX: Walking around La Cave and Le Clarence, you feel that they are more private clubs than commercial entities.
Robert de Luxembourg: Ha, yes, I know, it does not look very commercial. But once again, that’s the ultimate luxury. You don’t want to be going to a place where you are right next to other people. For a lot of these people today the ultimate luxury is being comfortable, you don’t want to be overheard by the next table, you want to be in a place where you have space and a sense of privacy. The premise was to receive people the way we receive people at the château in Bordeaux, and to have a place where, before you go down to lunch, you can go and sit in the living room and have a glass of champagne, and after dinner you can go up and have a brandy as you would in the château, and if you want to go outside and have a cigar you can do so.

LUX: And we know you have more plans…
Robert de Luxembourg: Yes, we will be opening up private dining rooms in Bordeaux, with a visitors’ centre. We will have a new Cave du Château which we’ll open up in our visitors’ centre, managed by our retail arm. We will have multiple private dining rooms there, and they can have an experience like the one they can have at Le Clarence but with an extraordinary wine shop downstairs, right within the vineyards of Haut-Brion.

Wine glass and bottle

Château Haut-Brion’s acclaimed 1985 vintage. Courtesy of Domaine Clarence Dillon.

Prince Robert de Luxembourg’s desert island wines: Château Haut-Brion 1945, Château Haut-Brion 1989, Château La Mission Haut-Brion 1955, Château Haut-Brion Blanc 1989, Château La Mission Haut-Brion Blanc 2009, Château Quintus 2019

LUX: With Château Haut-Brion, you are the guardian of one of the world’s great luxury brands. How does that feel?
Robert de Luxembourg: I’d like to say it’s the greatest! I don’t know – it depends how you define a brand. I am not arrogant because I am not responsible for it.

LUX: Traditionally, awareness of the great Bordeaux wines was handed down from parent to child – unfortunately, usually father to son. Now there are so many new markets – how do you pass the message on to the latest generation of wine lovers, and how do you ensure that the status of the brand is clear?
Robert de Luxembourg: It’s a challenge for us. When I first got into this space, a real wine lover in New York or Singapore or Hong Kong would say how exceptional our wines were. But none of our competitors had the regularity of the past century that we had at Haut-Brion. That was something not really known by the greater public, and it was something I felt we needed to work on.

We continue to be active and interact with people. We were the first First Growth to have our own server and website in China or have a YouTube channel or a WeChat account for our wholesale business, or to open up Facebook, Twitter and Instagram accounts for our vineyards.

You will probably remember that it was considered that luxury brands should not be represented in this space, and it took away from the experience. I disagree with that because I think if you controlled the way you do it you can reach this audience, especially a young audience. Our client base was changing and we needed to adapt to the youth.

chateau building

The chapel of Château La Mission Haut-Brion. Courtesy of Domaine Clarence Dillon.

LUX: And what about the wines themselves? There are commentators who say wine now is better than it has ever been because of advances in winemaking techniques. And others who say that, for example, the 1945 vintage is still the best ever made.
Robert de Luxembourg: The 1945 is the finest Haut-Brion that I have had the pleasure of enjoying. I have only had it about three times in my life. We sold the last eight bottles for charity about ten years ago, and we have none left.

But the unfortunate truth is that global warming has been beneficial to the regularity of quality with wines we’ve produced, alongside the technological advances. If you look at a temperature chart of south-western France over the years, and the heat of those particular years, you will note that the better vintages like the 1945 and 1989 are always the hottest vintages. I don’t want to take anything away from our winemakers and their work, but their work is easier dealing with a 1945, 1959 or a 1961 vintage.

Read more: Meet the marine biologist pioneering coral conservation

Yes, it is helped by technology and science, and also by massive investment. We have been in a golden period for the great wines of Bordeaux, and so we have made more money and thus are able to invest more money in all of our businesses and we always try and push the envelope and do better every year. And then we’ve had the arrival of the wine critics who have always encouraged and helped us to a degree, because we have people looking over our shoulder so you can’t get it wrong today. So, yes, I don’t think we have ever made better wines over a period of time than over the past two decades, and our climate conditions have greatly helped us.

LUX: Many wine lovers, after starting their First Growth cellar with the likes of Château Lafite and Château Margaux, eventually gravitate towards Château Haut-Brion. Why?
Robert de Luxembourg:As a wine lover, and I consider myself to be a wine lover before a wine producer, you tend to gravitate away from things that are easier to understand towards things that are more subtle and more difficult to understand.

And that is a disadvantage for Haut-Brion when you are doing a blind tasting and you are not eating and your more easily able on a cerebral level to recognise bulky and more fruit-filled wines. As you age and you become more educated, you want to have a different experience I think you look for something that sets off multiple parts of your gustatory experience, hitting certain spots you are not able to reach with other wines. It’s the same with a painting or a piece of music.

You might find it shocking and enjoyable to see a Pop art piece but over time you maybe gravitate towards something that’s a little bit more complex and has a little bit more depth, with more layers. And Haut-Brion is an intellectual wine because of the terroir, but also because of the way the wine is produced. We have always had that at Haut-Brion and La Mission Haut-Brion. They are wines that are more difficult to understand, but when you want to grow as a taster, they are remarkable wines. You see that people eventually gravitate towards lighter extraordinary wines, and great Burgundies which I love also, and I think that is also explained by seeking out something very subtle, elegant and complex.

LUX: What are the unique opportunities and challenges of running a family wine business?
Robert de Luxembourg: Already just being in the world of wine, there is the notion that we aren’t doing anything for tomorrow. A decision that I will make to pull up a parcel of vines and replant it will probably still benefit my grandchildren if they are lucky enough to be involved in the business. We don’t anticipate being able to have a short-term return on many of these projects. We didn’t take a penny out of the business for the first six decades of running this company. It really was a folly of my great-grandfather [Clarence Dillon, who acquired Château Haut-Brion in 1935] that was then inherited by his children.

Today we can’t just sit on our laurels and think that we are managing a jewel of today and being proud of being the wardens or owners of this jewel. We have to have a business that makes sense for future generations and shows some evolutionary growth because otherwise you will immediately get frustrations from the generations to come that build up, and we know how that ends. So that’s a big part of it, great people keeping great people on board, sharing that message with them, making sure they buy into that and we’ve been able to do that with all our companies.

We’ve had relative stability across the board with the teams of people that I work with. Take Jean-Philippe Delmas, a third-generation winemaker at our estate. His family arrived at Haut-Brion in 1923, so they are about to celebrate their century with us, but his is one of multiple families that have been with us for generations.

country estate

Château Haut-Brion. Courtesy of Domaine Clarence Dillon.

Winemaker and Deputy General Manager Jean-Philippe Delmas on the greatest wines from the Domaine Clarence Dillon estates

Château Quintus red 2011
We acquired this property in June 2011, so this is a first vintage. It is located on a promontory overlooking the Dordogne valley at the south-west end of Saint-Émilion. This wine is blended equally between Cabernet Franc and Merlot. It’s a sublime marriage of the finesse and elegance of Cabernet Franc with the power, colour and sweetness of Merlot.

Château Haut-Brion red 1989
Certainly the greatest success of all the wines produced by my father. Its harmony is close to perfection with a breathtaking intensity and aromatic complexity combining cedar, eucalyptus, mint, roasting and Havana. The whole tannic structure is coated, giving this wine an unexpected sweetness. This vintage remains and will remain a reference.

Château La Mission Haut-Brion red 2003
This is a vintage when the summer was scorching, so we started the red harvest in mid-August, working at sunrise at the coolest time of the day with refrigerated trucks to preserve the freshness until the vat. It is one of the few Mission vintages where there is a majority of Cabernet Sauvignon. The magic of this terroir does the rest with an incredibly fresh wine.

Château Quintus red 2019
This is the latest addition to this beautiful property in Saint-Émilion. After almost a decade of meticulous work, we have succeeded in creating not only a new brand, but also a new wine with its own identity. Over the years, we have patiently drawn the personality of this wine and have achieved our goal with this vintage.

Château Haut-Brion red 1929
Of all the vintages made by my grandfather, this is the greatest. Even today, this wine has an amazing youth. The great density of this wine has allowed it to travel back in time. It has all the characteristics of the great wines that this terroir can produce – an aromatic signature, elegance and inimitable silky touch.

Château La Mission Haut-Brion red 2009
2009 seems to me to be the modern version of the legendary 1989. In this wine, we find all the characteristics of La Mission, with very rich, deep, spherical and coated wines. This wine charms you with its precision, a tannic structure counterbalanced by sweetness akin to velvet.

Find out more: haut-brion.com

This article features in the Autumn Issue, which will be published later this month.

Share:
Reading time: 20 min
vintage ferrari
vintage ferrari car

This 1995 Ferrari F512M Coupé will be on sale at the Bonhams auction in Zoute, Belgium on October 11

Modern classic cars, desirable machines from the 1980s onwards, are hotter than ever, with demand not damped by the pandemic or constraints against driving. So for that reason, LUX Editor-in-Chief Darius Sanai says he is reluctantly putting his beloved Ferrari F512M, one of the craziest Ferraris of them all, up at auction with Bonhams

The economic ramifications of the coronavirus across the upper echelons of the collecting market have been unpredictable. Walking home from an emptying office at the start of the lockdown in London in March, I bumped into a gallerist friend, who was in the process of locking up the doors of his famous gallery in Mayfair for a potentially indefinite period. What did he think would happen in the art market, I asked him (this was a time when I naïvely believed that people would knew the answers to questions like this). “Carnage!” he said.

Follow LUX on Instagram: luxthemagazine

Last week I was having a drink with another friend, one of the most significant collectors of contemporary art in Britain, and a good client of the same gallerist. My friend was bemoaning the state of his investments – not his stock market investments, which were doing very well, but the companies and people he has invested in directly. The companies are in the hospitality and retail sector, and having to let good people whom he knew and liked go was was eating him up, giving him sleepless nights, he looked drawn, despite his fitness regime and wealth. And how was the art market, I ventured, expecting more sharp intakes of breath, and of single malt. “Brilliant! I’m selling, and the prices are amazing!”

sportscar

2014 Bugatti Veyron 16.4 Grand Sport Vitesse sold for $1,750,000 at the Quail Motor Car Auction in August.

My friend’s observation was evidently a reflection of the specialised part of the top end of the market in which he is selling – abstract expressionism. The art world itself has been hit severely by lockdown. According to one survey, by UBS and Art Basel, art gallery sales fell by 36% in the first half of the year – although falling sales do not equate to falling prices for the most desirable works.

Another part of the collectibles market that could logically have been expected to collapse during the last ten months, but which has not, is that of classic cars. The sector has even more going against it than the art world at the moment. Announcements by governments that the sale of new fossil fuel cars will be banned during ever shorter time spans; ever stricter restrictions on driving in cities; coronavirus-induced road changes in favour of cycles and pedestrians.

vintage green sports car

1956 Lister-Maserati 2.0-Litre Sports-Racing Two-Seater sold by Bonhams for £575,000.

And unlike collectors of Rothkos, the classic car market is not restricted to ultra high net worth individuals who have seen the size of their wealth increase during coronavirus due to a boom in the stock market. Classic cars encompass everything from £5000 MGs to £50m Ferrari GTOs. And the different segments of this market, while separate, are not hermetically sealed. If the price of a Ferrari Daytona drops, then a Ferrari 355, at a tenth of the price, also tends to drop. Yet, despite everything, the classic car market has been doing well across some of its tiers.

Read more: British artist Marc Quinn on history in the making

“Despite the challenging circumstance, the collectors’ car market has fared better than other sectors,” says James Knight, Executive Director at auction house Bonhams. “Although some sellers were initially concerned that the timing was right for selling a valuable collectors’ motor car, our (online live auction) system has been successful. We have sold cars and have sold them well – many at pre-COVID level prices. This success has given others confidence and we’re seeing healthy volumes come to market and being sold for market-correct prices.”

Knight says the market has been doing particularly well in the “hot” area of modern classics, cars desired by the latest generation of collector. “We are seeing a trend towards more modern classics and supercars becoming ever more popular. The demographic of buyers is changing – younger buyers are entering the classic market and they are looking at the ‘poster’ cars of the 1980s, 90s and even of this century.”

Vintage red sports car

The Ferrari F512M had the final development of Ferrari’s famous “Flat V12” engine.

So, with this in mind, I have entrusted my beloved “modern classic” Ferrari F512M for sale at Bonhams auction in the swanky silver seaside resort of Zoute in Belgium on October 11.

After I bought it, in 2015, and drove it across southern England for the first time, I saw it as the last car in my small collection that I would sell. The F512M has all the elements of a true collectable. It is rare: only 500 were made, in 1994 and 1995. It looks striking, with the celebrated cats claw scratches down the sides, and a wide, flat rear straight out of an arcade game. It is the ultimate iteration, and technical pinnacle, of a famous model: the Testarossa, which was launched in a nightclub in Paris in 1984.

Read more: Four leading designers on the future of design

The Testarossa (Redhead) gained fame in Miami Vice, and was improved into the 512TR in 1991. Three years later, this evolved into my car, the F512M (“M” standing for “Modified” in Ferrari-speak). As well as a modernised front and rear (which does divide opinion – some found the original rear treatment more classic), it was the pinnacle of development of Ferrari engine and suspension of its time. The engine’s internal parts were made lighter by the use of rare metals, the suspension was modified for even racier handling, and the car in general was given the performance needed to be at the top of the Ferrari tree in the mid 1990s. The F512M was the fastest road car in the world, until the appearance of the special edition Ferrari F50, costing a multiple of the price, in 1996.

It is a quite astonishing thing to drive. The F512M has no power steering, And while it is a lighter car than its replacement, the 550 Maranello, it does as a consequence need quite an effort to haul it around corners in town. The flipside is there is nothing interfering with the communication of the road surface to your fingers, when you get out on to faster roads and the steering becomes both manageable and responsive. Power-assisted steering systems, and particularly the latest electronic power assisted systems, cannot compete in terms of pure road feel. And the F512M’s manual gearbox (newer Ferraris have the easier-but-less-exciting paddleshift) is such a thing that a senior Ferrari executive drove my F512M and tweeted about it in delight.

red sports car

Ferrari steering wheel

Bonhams director James Knight says this particular example has the “holy trinity” of superb condition, perfect provenance and low mileage.

The subsequent 550, and later V12 Ferraris, were tuned more towards comfort and cruising, attracting a broader selection of buyers than the hardcore purchasers of a F512M. And the focussed and rare nature of the 512 is reflected in its price: good examples retail for two to three times the price of its more modern, comfortable 550 Maranello successor. Indeed, the F512M is the the last of a monstrous line that began with the 365 Berlinetta boxer in 1973, a family of Ferraris with a 12 cylinder engine placed not under the bonnet, but right behind the driver and passenger’s head. The sound, from centimetres away from your ears, when accelerating at full spate, is quite frightening – as if you are inside the jaws of a ravenous Tyrannosaurus Rex.

There is something else quite special about the F512M. Every Ferrari made afterwards was equipped with safety devices like stability and traction control, which meant that if you were about to lose control of the car by accelerating too fast around a corner, the car would notice, and stop you from doing so, electronically.

vintage ferrari

The F512M being sold by our Editor-in-Chief was previously owned by one of Spain’s most prominent collectors, who kept it alongside the rest of his Ferrari collection in a heated underground garage. When we bought it, we put it though Ferrari’s official 101 point Approved car check, which it passed with flying colours

Not only does the F512M not have any kind of safety control “nanny”: it is also the most powerful-ever general production Ferrari with a V12 engine placed behind the driver. On the one hand, this means for thrilling handling: turn the feelsome steering wheel, and there is no engine weight over the front wheels to create inertia by creating momentum through its mass and resist the turn. It just turns.

The corollary of this is that when the back of the car also turns, a nanosecond later, the mass of the engine turns with it, and if you get your cornering wrong, will wish to continue turning, American-cop-car-in-street-chase-style, until you go round in a circle. Keeping this under control at high speed would be both a challenge and a delight – although to be fair, the advanced suspension and huge rear tyres mean breaking traction only really happens when you want it to. I’ve never done it.

Read more: How Chelsea Barracks is celebrating contemporary British craft

So why am I selling it? Firstly, I simply do not have the opportunity to take it out onto the road where it can be driven properly. This is a car that needs to be driven from London to Tuscany at high speed. I barely have time on a weekend to get from London to Oxford.

Also, in the little leisure driving time I have, I have become an increasing cultural fascist about convertibles. I believe cars with open tops are right, and everything else is wrong. Or something like that.

Vintage sports car

1959 Porsche 718 RSK Spyder, sold for $2,232,500 at Bonhams Quail Motorcar Auction in August.

Sadly, they did not make an open top version of the F512M. So, I want to sell it and put the money towards an open-topped V12 Ferrari. You will find full details of my magnificent F512M, which I purchased from one of the most prominent collectors in Spain, here.

As Knight himself says about this car: “The Testarossa is one of the modern Ferrari icons and the F512M was the final and the rarest version with just 501 examples produced. This is a very special motor car as it represents the ‘holy trinity’. It is offered in superb condition, having been exceptionally well-cared for; it has covered fewer than 20,000 kms and has the all-important provenance, which includes full Ferrari service history.”

If you’re the lucky buyer, please promise me a ride. I will miss her. And meanwhile, long may the market for collectibles thrive – after all, driving a two-seater Ferrari, you and your passenger are in glorious self-isolation as you hurtle towards your destination, enjoying every second.

For more information visit: bonhams.com

Share:
Reading time: 9 min
wine bottles
wine bottles

Ornellaia 2017 Solare Vendemmia d’Artista 6 litre with label designs by Tomás Saraceno

This week, Italian wine producer Ornellaia opened its 12th annual online benefit auction in collaboration with Sotheby’s and the Solomon R. Guggenheim Foundation, featuring vintages with label designs by Argentinian artist Tomás Saraceno. Chloe Frost Smith takes a closer look at the available lots
artist signing work

© Photography by Studio Tomás Saraceno, 2019

This year’s auction continues Ornellaia’s Vendemmia d’Artista project, which commissions a different contemporary artist each year to create an artwork for a series of limited-edition labels. The artist is given a single word description of that year’s harvest by the estate director, Axel Heinz, as inspiration. Last year, Iranian artist Shirin Neshat responded to ‘La Tensione’ with a series of monochrome photographs, and this year, Argentinian artist Tomás Saraceno has incorporated ‘Solare’ (‘radiant’ in English) into several aspects of his designs.

Follow LUX on Instagram: luxthemagazine

Renowned for his interactive installations that allude to new sustainable ways of living, Saraceno has created a striking set of labels which depict various phases of a solar eclipse for nine lots of Imperials, to be sold individually or in pairs. The auction’s most prestigious lot comes in the form of the Salmanazar sculpture, titled “PNEUMA 4.21×105”, an impressive 9-litre bottle of Ornellaia 2017 topped with a floating sphere anchored to the neck of the bottle. Reminiscent of the artist’s previous work on untethered flight, this celestial sculpture highlights the importance of the relationship between the Sun and the Earth, and of renewable resources more generally.

three wine bottles

Ornellaia 2017 Solare Vendemmia D’Artista, with various designs by Tomás Saraceno including the Salmanazar sculpture (centre)

Not only embodying ‘Solare’ visually, the labels are a tangible take on the concept – made from thermochromic paper, which changes colour according to the heat of a person’s hand. This sensory detail invites reflection on the impact of humanity on the planet, in keeping with the wider issue of environmental sustainability which is at the heart of both Saraceno’s artistic ethos and Ornellaia’s production philosophy, which has long focused on self-sustaining ecosystems and precision agriculture.

Bringing a sense of completion to the auction, a unique vertical of the last six years of Ornellaia is available, in twelve 750ml bottles featuring the customised labels in a celebratory wooden case, alongside six Ornellaia Bianco magnums from the last three vintages.

The auction ends on 9 September 2020. Register via: sothebys.com/ornellaia 

Share:
Reading time: 2 min
silver timepiece
silver timepiece

The new Oyster Perpetual Submariner, 41mm in Oystersteel. © Rolex/Alain Costa

LUX discovers Rolex’s striking new editions to the iconic Submariner, Datejust, Oyster Perpetual and Sky-Dweller collections

The New Submariner

Submariner Date © Rolex/Alain Costa

Rolex’s history with the world of diving dates back to 1926 when the brand invented the now iconic waterproof Oyster case. Following a series of experiments in collaboration with diving pioneers, the brand launched the Submariner in 1953 as the first divers’ wristwatch waterproof to a depth of 100 metres. Since then, the brand’s Submariner collection has gained iconic status with the Oyster case now guaranteeing waterproof to a depth of 300 metres.

Follow LUX on Instagram: luxthemagazine

The latest editions to the divers’ collection – the Oyster Perpetual Submariner and Oyster Perpetual Submariner Date – both feature a redesigned, slightly larger case in the classic aesthetic of Oystersteel. Other variations of both watches include a 60-minute graduated Cerachrom insert in coloured ceramic, allowing divers to monitor their dive times.

diamond silver watch

Oyster Perpetual Datejust 31 in white Rolesor. © Rolex/Alain Costa

The New Datejust

Four new white Rolesor (combining Oystersteel and 18 ct white gold) versions of the Oyster Perpetual Datejust 31 include a diamond-set bezel and aubergine dial with the three other timepieces fitted respectively with a mint green, white lacquer or dark grey dial.

silver watch

Oyster Perpetual 41 in Oystersteel. © Rolex/Alain Costa

The New Oyster Perpetual

Rolex’s Oyster Perpetual collection features direct descendants of the brand’s original 1926 Oyster waterproof case. The latest model, the Oyster Perpetual 41, is available with a silver or black dial, whilst updates of the Oyster Perpetual 36 feature a range of vibrant lacquer dials in candy pink, turquoise blue, yellow, coral red and green.

Read more: Paris-based artist Cathleen Naundorf on photography, fashion & activism

Both models are equipped with Rolex’s newly launched movement, calibre 3230, which offers gains in terms of precision, power reserve, resistance to shocks and magnetic fields, convenience and reliability.

gold black timepiece

Oyster Perpetual Sky-Dweller, 42 mm, 18ct yellow gold. © Rolex/Alain Costa

The New Sky-Dweller

The perfect watch for frequent travellers, the Sky-Dweller displays the time in two time zones simultaneously and has an annual calendar. This latest 18ct yellow gold version of the Oyster Perpetual Sky-Dweller is fitted with the brand’s innovative Oysterflex bracelet made of high-performance black elastomer, promising both durability and comfort.

Find out more: rolex.com

 

 

Share:
Reading time: 2 min
car on cliff side
car on cliff side

Bentley’s latest Bentayga SUV is more environmentally friendly, faster, more comfortable

LUX Editor-in-Chief Darius Sanai discovers Bentley’s new, faster and more environmentally friendly Bentayga model revealed earlier this week

You, dear LUX reader, have a transport conundrum. Your driver is self-isolating, and you have a desperate need to transport yourself, your latest husband, two very long adolescent offspring, and a large number of Louis Vuitton suitcases, from the private aviation terminal at Nice airport to your villa above St Tropez. (The husband does not do helicopters).

Follow LUX on Instagram: luxthemagazine

We are pleased to say that a solution is at hand, courtesy of British (well, British-based) automobile manufacturer Bentley and its new Bentayga SUV, announced this week.

You will naturally have been familiar with the existing Bentayga, which was pretty much the most luxurious way to transport a large family at frightening speed while taking up most of the Autoroute Provencale.

dashboard of car

The new model is more environmentally friendly, faster, more comfortable and has more room in the rear for those ever-growing adolescents, or alternatively your long-legged late night companions home from La Voile Rouge and, crucially, it looks better: sleeker, and less huge.

Read more: Two of London’s best restaurants in our home

car in parking space

Apparently, it drives better also, thanks to a wider track between the wheels and various other improvements that we won’t go into here. The key point is that you will feel like les genoux de l’abeille (the bee’s knees) as you hand the keys to the voiturier at Les Caves. Now, where’s the alcohol-free Dom Perignon?

Discover more: bentleymotors.com

Share:
Reading time: 1 min
classic car parked outside blue doors
classic car parked outside blue doors

ionic cars makes over classic cars with high performance, zero-emissions electric power

LUX discovers how UK start-up ionic cars is replacing the original engines of classic cars with zero-emission electric power

According to government figures, cars currently account for just over 18% of UK emissions. Aiming towards the goal of cutting emissions to net zero by 2050, there have been dramatic shifts towards the production of electric cars with Mini, the Vauxhall Corsa and the Fiat 500 most recently launching electric models. For classic car lovers, however, eco-friendly options are hard to come by, which is where ionic cars comes in.

Follow LUX on Instagram: luxthemagazine

vintage car

 

vintage car

The bodywork is refurbished and interiors are fully customisable

The UK-based start-up transforms vintage cars by removing the original high emissions ‘old-tech’ engines and replacing them with zero-emission power. The bodywork is fully refurbished and interiors are customisable with everything from vegan leather to heated seats and matching luggage. For those worrying about the car’s collectible value, the process is fully reversible, or the original engine can be refashioned into a bespoke perspex case coffee table. ionic’s models currently include the Mercedes-Benz Pagoda and Porsche 911 with plans to expand in the future.

For more information visit: ioniccars.com

 

 

Share:
Reading time: 1 min
Standing wine cabinet

Standing wine cabinet

Portrait of woman in white shirt

Lucy Hargreaves

British-owned business Spiral Cellars designs, makes and installs a range of luxury wine storage options from free-standing cabinets to bespoke wine rooms. Here, Managing Director Lucy Hargreaves shares her tips on choosing the best storage option, and explains why storing wine has become a greater priority for consumers

1. As an investor, what first attracted you to Spiral Cellars?

I started collecting wine when I was in my early 30s. What started out as an occasional case bought on a whim at a wine fair, soon became a more regular habit. I would go on tips to wineries and would send a few cases of my liquid finds back home. Trouble was, I was buying at a greater rate than I was drinking (despite my best efforts …) . The house was beginning to look like a wine merchants with boxes stacked everywhere, so when the opportunity to invest in Spiral Cellars presented itself, it was a no brainer.

Follow LUX on Instagram: luxthemagazine

2. How has the company evolved over the years?

In the beginning, we only sold the one product, our eponymous underground Spiral Cellar, but over the years, the range of products we offer has greatly expanded, so much so that we can now proudly claim to offer the broadest range of luxury wine storage on the market. Our portfolio of cellaring solutions now includes state-of-the-art contemporary glass wine walls, more modest yet still elegant freestanding wine cabinets, bespoke wine rooms and of course, our statement underground cellars. With the range of cellaring solutions we offer, we can create storage to suit a wide range of requirements, personal tastes, budgets and available space.

The expansion of our product portfolio was in response to changing customer needs and expectations. Wine storage used to be an after-thought, with bottles hidden away in the bowels of the house. But then, as more of us started to drink higher quality wines, coupled with the growth of home entertaining, wine storage underwent something of a renaissance. Suddenly, cellaring was no longer just a pragmatic storage solution, it became a highly desirable interior feature.

3. What sets your products apart?

Our products are born out of experience. Over the last 40 years, we have installed more than 4,000 cellars in the UK alone and numerous others around the world. It’s fair to say that this has given us a degree of experience and cellaring know-how that is simply unrivalled within the industry. Our clients can enjoy total peace of mind, confident their wine is safely and securely housed in a Spiral Cellar wine room, cabinet, wall or cellar. And as we all know, you can’t put a value on peace of mind.

Wine storage basement cellar

The company’s original product the Spiral Cellar offers a stylish and space efficient storage option

4. How important is it for your team to be knowledgeable about wine?

Wine cellaring is actually a very complicated business. It’s not easy to create the exacting environmental conditions required to aid wine maturation. Yes it’s important that our wine cellars, rooms, walls and cabinets look beautiful, but more fundamentally, it’s crucial that they provide the ideal environmental conditions in which to store both ready-to-drink wine and bottles that need longer term cellaring. To help our team appreciate the intricacies of wine cellaring, they need to appreciate wine. That’s why it’s a requirement that everyone in the company takes the WSET Level 1 course, the exception being our design team who must sit Level 2. I passionately believe that our designers build better cellars because they truly understand wine.

Read more: View James Turrell’s immersive light installations online at Pace Gallery, London

5. What advice would you give to a client considering a cellar installation?

The golden rule is to start with the wine, rather than the space. Take the time to really ask questions of your collection. What size is it currently? Is it likely to grow over time and at what pace? Will you be looking to store larger or unusually shaped bottles in your cellar? What about cases, spirits, stemware etc? Once the storage parameters have been set, it’s then time to think about the form and style the storage will take, and where it will be located within the home. Clients assume that the latter is an obvious decision, but you would be amazed at the number of times we are approached to design storage to suit a particular space, only for it to be positioned elsewhere having visited the client’s property.

6. What’s your favourite wine to drink at home?

I do have some favourites (you can’t go wrong with a decent Zinfandel), but my real love is trying new wines. I’m lucky to have friends in the industry who have introduced me to some absolute gems over the years. I recently had a bottle of Gaja Barbaresco 2008, a case of which was given to me by a grateful client. It’s by no means an everyday wine, but my goodness, it was special.

Find out more: spiralcellars.co.uk

Share:
Reading time: 4 min
Pastel coloured timepieces
Pastel coloured timepieces

Set with 50 diamonds, the new limited editions of Spirit of Big Bang are uplifting evolutions of the Swiss brand’s iconic collection

The colourful collection of new limited edition Hublot timepieces features an uplifting pastel palette, alongside some bolder takes on Spring shades. Chloe Frost-Smith selects her favourites

Big Bang Sang Bleu

Continuing the Swiss brand’s collaboration with Maxime Plescia-Büchi, visionary tattoo artist and founder of Sang Bleu studio, the intricate geometrical centrepiece of the Big Bang Sang Bleu is softened by a dusky pink face and matching strap. The option of a gold bezel adds warmth to the design whilst the stainless steel version provides a more classic look.

Follow LUX on Instagram: luxthemagazine

Watch with gold face and pink strap

Big Bang Sang Bleu with a King Gold bezel

Spirit of Big Bang

For a brighter pop of pink, the Pink Ceramic Diamonds Spirit of Big Bang is as fresh as it is traditionally feminine. Set with 50 diamonds, the delicate design details of this piece include a satin-finished case, and a white rubber and pale pink alligator strap. Also available in light blue, the colour options for this model are both cheerful and calming.

Pastel coloured watches

Spirit of Big Bang with two pastel variations and a king gold bezel

Spirit of Big Bang King Gold Rainbow

A sparkling showcase of the full colour spectrum, this vibrant edition features over 400 multi-coloured baguette-cut gemstones which make up the colours of the rainbow, a symbol of joy and optimism. The entire dial of the 39-mm model is covered with sapphires, rubies, topazes, tsavorites and amethysts to achieve the striking display. To complete this uniquely chromatic piece, the seven recognisable colours are also blended on the strap to bring the design full circle.

Read more: Isolation relaxation with Monterey Bay Aquarium’s live jelly cam

Rainbow watch with colourful strap and watch face

Spirit of Big Bang King Gold Rainbow

For more information visit: hublot.com

Watch this space: our upcoming Summer Issue features interviews with Hublot CEO Ricardo Guadalupe alongside Maxime Plescia-Büchi.

 

Share:
Reading time: 1 min
White convertible supercar on road
White convertible supercar on road

Bentley’s third generation Continental has the lot – power, handling, looks, and even a rotating display next to the dashboard

In the third and final of our supercar reviews, LUX sits at the cockpit of another super fast convertible: the Bentley Continental GTC W12

It used to be said that sitting in a Bentley was like sitting in the drawing room of a Downton Abbey-style British country house. Wood panelling, tastefully muted colours, and probably a butler with a silver tray of slightly stale sherry lurking on the back seat.

That market for Bentleys has largely died out, and, under the aegis of its German owners (the Volkswagen group), the august British company has undergone one of the most successful brand transformations in the history of the luxury industry.

Follow LUX on Instagram: luxthemagazine

If you doubt that, just sit in the cockpit of the new Bentley Continental GTC. I did, and found myself clutching a thick, two-tone steering wheel in black and cream. All around me were acres of quilted leather, more trapezoids than I could care to count, on the seats, and inside the doors. Above the leather on the doors, black lacquered piano would give it an oriental feel, above which was beautifully burnished British walnut wood. The fusion of colours and textures extended across the whole interior, and in between me and my passenger was the most lavish centre console I have ever come across, bursting with polished buttons, dials, and traditional looking air vents; all is as beautifully put together as a Swiss watch.

The positioning of this car is perfect: to the new generation of young, swanky drivers, as likely to be wearing a Hublot or Richard Mille as a Patek Philippe the previous generation has taken care of for you, it looks contemporary, super chic, but still has a nod to its heritage.

And to those who have always driven Bentleys – hey, what’s not to like?

Red interiors of a sports car convertible

We drove the top-of-the-range 12-cylinder convertible version, and the roof zips down in a few seconds leaving you and up to three passengers exposed to the sea breeze in Malibu, Monaco, Mayfair, Macau or wherever. The car sounds wonderful, in a deep, long, slightly rheumy way: it’s somewhere in between being fierce, like a Ferrari, and silent, like a Mercedes.

Click the switch into comfort mode and it lopes along happily, but move the dial into sport mode and the car tightens up and feels like it really wants to go and play. This is a big, heavy, powerful car, not a sports car, but it is immensely fun to drive. It changes direction faithfully – better than its predecessors, which always felt a little bit heavy – communicates well, flies along as it gets going, and is generally a hoot.

Along very tight, twisty country lanes – ironically, down which many traditional Bentley owners will live – you do start to feel its size, and width. But that’s part of the Bentley experience, as you imperiously wave at other vehicles to get out of your road.

Read more: Behind the wheel of the world’s most powerful supercars part two

On more open roads, it feels perfect, wailing its way up through its revs, always smooth, never harsh or unsettled. Its four-wheel drive ensures you always feel safe, and can power out the roundabouts, even wet ones, at comical speeds. And in a straight line, it never slows down. With a top speed of over 200mph, this is the fastest convertible in the world. Just warn your passenger not to get an expensive hair makeover before you try that.

But like any Bentley, its beauty is that it is not just here to be driven hard. You can spend your life pootling around and still enjoy the car’s many assets, most notably its beautifully appointed interior, its general presence and feel. It’s as easy to drive in town as it is down the highway – particularly if you don’t live in a town with very narrow streets. The only minor flaw we could find was that very wide centre console with all its gadgets impinged slightly on knee room for the driver and the passenger. But that just made it feel even more like sitting in the first-class seat of an international airline. Not that most owners would know what that feels like – and the Continental’s interior quality is certainly up to private jet level. We like. A lot.

LUX Rating: 18.5/20

Find out more: bentleymotors.com

This article was originally published in the Spring 2020 Issue.

Share:
Reading time: 3 min
red sports car shown on the road
red sports car shown on the road

Alfa Romeo Giulia Quadrifoglio

In the second of our supercar reviews, we test drive a road-burning Italian sports car suitable for all the family: the Alfa Romeo Giulia Quadrifoglio

One of the great conundrums for any current car enthusiast involves trying to work out why the country that produces the greatest supercars in the world has in general not produced anything nearly as outstanding to drive in the fast saloon car category.

If you’re looking for a racy two-seater, you’ll look first at Ferrari and Lamborghini. But if you want to carve similar performance and passion for four or five people, you would, in general, need to look to Germany’s Porsche, Mercedes-AMG, and BMW.

Follow LUX on Instagram: luxthemagazine

Meanwhile, Alfa Romeo were world-beating sports cars before Ferrari was even born. Its more recent history as (largely) a maker of saloon cars has been less exciting.

Alfa’s heritage still resonates strongly: as soon as the new high-performance Giulia Quadrifoglio saloon was announced, I had texts from excited Ferrari owners wondering if they had found their next potential family runaround in this four-seater high-performance car.

We took delivery of our Giulia in Zurich. The Quadrifoglio is the high-performance version of the Alfa saloon, and the first thing to note: it looks mean. Beautiful and flamboyant alloy wheels are wrapped in Corsa racing tyres, aimed for use mainly on the track and in dry weather. The car may be a four-door saloon, but it looks like it means business. It has a wide shouldered stance, and the racy feel continues inside, where the combination of bucket seats, carbon fibre and a focused dashboard say supercar more than family car.

Interiors of sportscar

So, the Giulia QF can talk the talk, but that’s the easy part. Can it also walk the walk? We are, after all, in an era where any good family saloon/sedan is comfortable, fast and capable. Standards are high, and if you are pitching yourself as both a practical, comfortable car and a sports car, it has never been harder to be at the top of the pack.

First impressions are very racy. This is a car with steering out of a two-seater track machine, and it is extremely bracing. Every millimetre of movement of your hands translates into an equivalent change of direction from the wheels, something that does not often happen with saloon cars which tend to have a lot of safety margin to avoid inexperienced or inattentive drivers wheeling them off the road in a moment of low concentration.

Read more: Behind the wheel of the world’s most powerful supercars part one

The engine sounds glorious; it is a turbocharged V6 with a feeling of being tuned for both sound and power. In a future era where cars are electric or hydrogen powered, the melody of a Giulia QF will be sorely missed. (And before this prompts anybody to write in about greenhouse gases produced by conventionally engined cars, a proper audit of the carbon footprint of every component of an electric battery car should bring you back down to earth.)

So, sharp steering, fabulous sounding engine, fun interior – and how does it drive? The Giulia zinged down the back roads above Lake Zurich with the kind of gusto and brio missing from many of the highly capable but emotionless fast saloon cars on the road today. This is a car that, like some kind of Alpine hound, wants to sniff out twisty roads with delicious curves and power through them, challenging the driver to get everything perfect, balancing their way through the corners before powering outwards
and upwards.

It’s very fast, too – but that is really a given for this category of car, and in a straight line it is neither perceptibly slower nor faster than any of its rivals. It’s more about the way it goes about doing its business with a sense of joy.

But is there a flipside to that, in terms of comfort and practicality? The short answer is no, not really. That Giulia is a good solid motorway cruiser, perhaps not quite as magisterially comfortable as its German rivals, but certainly not flawed. The boot is big, the interior is spacious, although the ride is a little bit bumpy on the big wheels and racing tyres. If you wanted to sacrifice a bit of its alertness for more smoothness, you could swap to Michelin Pilot Sport 4 S tyres, which in our experience come close to giving the best of both worlds.

But given that this is a car aimed at enthusiasts, the sharpness is really no sacrifice to make. For driving your family and friends around with a big grin on your face there really is no better alternative.

LUX Rating: 18/20

Find out more: alfaromeo.co.uk

This article was originally published in the Spring 2020 Issue.

Share:
Reading time: 4 min
Man holding glass of whisky
Man holding glass of whisky

As Head of Rare and Collectable Whiskies at Justerini & Brooks, Tod Bradbury works with both established connoisseurs and those exploring the category for the first time. Photograph by Gary Morrisroe

Tod Bradbury, Head of Rare and Collectable Whiskies at leading London wine and spirits merchant Justerini & Brooks recommends five prestige whiskies for LUX readers

Bottle of whisky with boxFor first-time drinkers: Johnnie Walker, Blue Label, Ghost & Rare, Glenury Royal Edition

Johnnie Walker is a name many are familiar with, and it’s a great starting point. This bottling is a limited-edition Blue Label featuring liquid from the now closed distillery, Glenury Royal. It’s the third in the ‘Ghost and Rare’ series, crafted using incredibly rare whiskies and won’t ever be repeated. A smooth, honeyed dram that will be sure to please.

Follow LUX on Instagram: luxthemagazine

Whisky bottle with boxFor whisky connoisseurs: Brora 40-Year-Old 200th Anniversary Limited Edition

Brora is one of those heralded ‘ghost’ distilleries. No longer producing whisky their stock is finite, which collectors love. In my mind, this bottling from 1978 is, to put it mildly, a magnificent whisky. Hailing from an era that has come to be known as Brora’s ‘golden age of peat,’ this is a whisky for any serious collector, and one that will never fail to impress.

Best value: Whisky bottle with boxLagavulin, 12-Year-Old, Islay, 2019 Release

If you have had Lagavulin before, you will be sure to remember it. It’s a smoky, peaty, heady whisky. Usually matured for a minimum of 16 years, this bottling is a classic stripped-down ‘acoustic’ Lagavulin. At 12 years old, it is pure in style with a wonderful freshness. This is a Lagavulin purist’s dream; wonderfully simple, and all the better for it, without the usual price tags that Lagavulin can command.

Read more: Behind the wheel of the world’s most powerful supercars part one

Bottle of whisky with box To give as a gift: Johnnie Walker, Blue Label, Ghost & Rare, Port Ellen Edition

The second in the series of the ‘Ghost and Rare’ bottlings from Johnnie Walker. This one is very special. Including liquid from Port Ellen, the revered and now silent Islay distillery. It makes a very impressive gift. Port Ellen is some of the most sought-after liquid for my customers and there is a good reason for it. This is a fantastic way to enjoy a little piece of whisky history.

For special occasions: Mortlach, 26-Whisky bottle and caseYear-Old, Speyside, 2019 Release

Mortlach is one of those distilleries that everyone should try. Known as ‘the Beast of Dufftown,’ this Speyside dram is magnificent in every way. At 26 years-old it is an epic, perfectly matured Mortlach of exceptional quality from first-fill Pedro Ximenez/Oloroso seasoned casks. Best enjoyed as it is, or with a dash of water. It will certainly go down well at a special occasion.

Led by Tod Bradbury, Justerini & Brooks’ team of whisky experts can help source whiskies from lost or ghost distilleries as well as limited editions, rare cask finishes, and limited or single cask bottling. For more information visit: justerinis.com

Share:
Reading time: 2 min
sports car on road at sunset
sports car on road at sunset

Aston Martin DBS Superleggera Volante

In the first of our supercar reviews, we take one of the world’s fastest convertibles for a spin: the Aston Martin DBS Superleggera Volante

What is the purpose of buying an expensive fast car? The manufacturers themselves have had plenty of focus-group conversation over glasses of Krug at owner events; and so have we at our own gatherings of friends and readers.

Two-seater fast cars generally fall into one of two categories: super sports cars, created to be able to go around a racetrack as fast as possible while remaining legal and reasonably comfortable to drive on the road; and what the industry calls grand touring cars, which can be just as powerful but are biased more towards comfort, theoretically for crossing continents.

Follow LUX on Instagram: luxthemagazine

The two categories are bound together by looks – all of these cars are designed to garner attention – and indulgent, hedonistic design. In reality, not many people use cars from either category for the purposes they were designed for. You are as unlikely to take a multi-million euro Ferrari LaFerrari on a race track as you are to test your gold Rolex Submariner at the oceanic depths for which it is designed. And if you want to cross the continent in comfort, you will jump in a jet, and ensure your car is waiting for you at the other end, rather than endure traffic jams and police speed traps.

Which brings us to the Aston Martin DBS Superleggera Volante. This is a car that looks as exotic as it sounds: long, wide, sculpted and slightly brutal. It is not a show-off car like, for example, a Lamborghini, which is guaranteed to get the whole street looking at you; nevertheless with the primordial roar of its engine and its sheer presence on the road, it is a car that tells everybody around that you are here, and that you have made it.

Convertible car interiors

It is also the most powerful regular production Aston Martin, a significant statistic in itself. Get in and steer it down the road, and it doesn’t feel quite as wild as the horsepower figure, which at 715 is around five times that of the average car, might suggest. The steering is superb, with feel and sharpness. Some cars in this category have so much engineering to manage their enormous performance, that the sensations of driving are dulled. Not in the Aston, the noise and handling of which immediately let you know that you are driving something very special. It feels sharper, more alive, and more connected than the previous generations of powerful Aston two-seaters, while remaining comfortable and civilised enough not to shake you around, and that alone should guarantee it some loyal customers trading up.

Read more: Gaggenau presents new series of super-sleek combi-steam ovens

But it is also very much a grand touring car. You don’t feel that every prod on the accelerator will send you hurtling over the horizon and off the edge of the world, as is the case with some supercars these days. The DBS works through its rev range a bit more like a V12 engine of old, gaining speed with momentum, despite having distinctly new tech using turbochargers to aid its power delivery. To appreciate what you can do properly, you need a long stretch of road, ideally with a Mediterranean beach café at the end. Put your foot down, feel the car gathering pace relentlessly as the engine sears towards its redline. It’s a supremely satisfying feeling, and slightly old school with its delayed gratification. It is not a car that tries to handle like a go-kart with a rocket on it. Its pleasures need discovering slowly. But it certainly has a hard, supercar edge to it.

Nobody buys one of these for comfort and practicality, but it does reasonably well on both. There is plenty of space for two in the front, and some shopping bags on the back seats; only a masochist would want to actually sit in the back, although we did fit one teenager in with their legs across both back seats and the roof down. They had a whale of a time.

In an era where cars, even at the very high end, have never been better, but also have never been more similar in terms of engines and general engineering, the Superleggera Volante (Volante just means convertible in Aston speak) has two things that make it distinctive: character and class. You can buy faster cars for the money, and flashier cars, but James Bond circa 1966, teleported to today, would recognise immediately that he was driving an Aston as soon as he shut the door and hit the start button. Priceless.

LUX Rating: 18.5/20

Find out more: astonmartin.com

This article was originally published in the Spring 2020 Issue.

 

Share:
Reading time: 4 min
Abstract artwork with digital screen
Abstract artwork with digital screen

Commissions by Audemars Piguet include Ryoji Ikeda’s Data-Verse (2019)

Olivia Giuntini is brand director at family-owned Swiss watch manufacturer Audemars Piguet, known for its thoughtful artistic collaborations. LUX travels to meet her at their HQ high in the Jura mountains to talk about art, fish and why women don’t just want diamonds
Portrait of a woman in a suit

Olivia Giuntini

LUX: So many brands are partnering with artists now. What makes you different?
Olivia Giuntini: We always want to push boundaries and pursue our own path with a free spirit. When we meet artists, we definitely see who has this spirit and who has not. For example, Ryoji Ikeda was not part of the plan historically, but we met him a few years ago. Some discussions happened and we finally met again two years ago and that’s the moment when he proposed his three-part audio-visual installation Data-Verse [the first part of which was shown at the Venice Biennale in 2019], and, we said, “Yes this is the right moment to do it”. But Ryoji is an artist unlike any other. He is a musician and composer, and he is also somebody who uses open data that is accessible to anybody. This accords with what struck me when I first met him – his work is dedicated to making sure that people don’t use their brains first so much as their emotions. He is a kind of free spirit, which is something that definitely links us. It’s about sharing common values. Jana Winderen is another example. She came here and made music from the sounds of our village of Le Brassus. She always wants to raise the awareness of sustainability, so she went onto the lake here to record those fish that nobody can hear and composed music from that.

Follow LUX on Instagram: luxthemagazine

LUX: Did you have any idea what the artist was going to do when you first spoke?
Olivia Giuntini: Composing music from the sounds of Le Brassus certainly wasn’t the brief. Not at all. We met her and she came back and said what she wanted to do. So we found a fisherman who was
prepared to spend hours on the lake with her so she could make the recordings.

LUX: Audemars is a fascinating family-owned company. Your chairwoman Jasmine Audemars, for example, was a campaigning journalist and edited the Journal de Genève.
Olivia Giuntini: We have really interesting discussions on the board. Of course, we still have to keep on building a future for Audemars Piguet that stays true to the founder’s vision. What Jasmine said to François-Henry [Bennahmias, the company’s CEO] when he was appointed seven years ago was, “I would like more people to know more about who we are. I would like people to respect us as we are.” And that’s what we need to do with this brand beyond the selling of watches and the crafting of amazing gardes-temps.

LUX: And are you looking to strengthen your relations with your existing collectors?
Olivia Giuntini: It’s funny, because if you talked to Michael Friedman, who is our head of complication, he will tell you there are no collectors in the world. But I agree with you – we do have collectors and we want to strengthen the relationship with them. We want to open other minds, too, such as women’s – I’m sure we’re not on their radar.

Abstract photograph of rock formations

Dan Holdsworth’s Continuous Topography (2016) was also commissioned by Audemars Piguet

Read more: Tailor to A-listers Nigel Curtiss on designing identity

LUX: Why is that?
Olivia Giuntini: Because everything has been done instinctively within AP and, apart from Jasmine,
this has been driven by men. The fact that I’m here today and that we want to recruit more women into top management is because we believe that we need to have a different angle. We sell 30 per cent of our collection to women. But it’s not just a question of figures; it’s about being more visible to women who don’t know us because we’ve been a kind of masculine brand.

Luxurious timepiece with leather strap

The new Frosted Gold Philosophique watch from the Millenary collection

LUX: Have watches always been considered male and a bit geeky?
Olivia Giuntini: Watches designed for women have been more like jewellery. And I’m constantly saying to men: don’t think that women are always looking only for diamonds. It’s not true. And I think that Audemars Piguet has a legitimacy there, in a field where we can offer female clients different kinds of finishes that are attractive and sophisticated. I’m convinced that many women are really interested in movements, but, honestly, it’s been a world driven by men and their preconceptions of women. It’s beginning to change, and we have a role there.

LUX: Is the aesthetic of the watch more important to women?
Olivia Giuntini: Of course, in a way. But I think that men are convinced that, for women, a diamond is more important than a movement. And I’m sure they’re wrong.

Find out more: audemarspiguet.com

This article was originally published in the Spring 2020 Issue.

Share:
Reading time: 4 min
Luxury watch shown front and back against blue background
luxurious timepiece pictured against a dark blue background

The Panerai Luminor Marina Bucherer BLUE in Titanium/DLC with proprietary automatic movement. 10,400 GBP.

The latest in a series of chronograph collaborations between Bucherer and Panerai pays tribute to its namesake colour in more subtle ways than its aquatic palette, says Chloe Frost-Smith

In the past the BLUE collection has included partnerships between Bucherer and the likes of Piaget, Chopard, and TAG Heuer, but this latest collaboration with Panerai takes a more laid-back approach to the luxury timepiece.

Follow LUX on Instagram: luxthemagazine

Originally created for the Italian navy’s submariners, the reinterpreted Panerai Luminor Marina Bucherer BLUE retains the oceanic origins of its Panerai predecessors in the model’s more traditional Italian design elements, alongside contemporary updates including an anthracite denim strap with beige stitching which gives the watch a more relaxed look and feel.

More modern still is the matte blue sandwich dial with vertical satin stripes enclosed within a DLC-coated titanium case, a combination which is unique to the model and a first for Bucherer. A handy strap-changing tool is also included for versatility.

For more information visit: bucherer.com

Share:
Reading time: 1 min
Private jet with ladder down on runway
Private jet with ladder down on runway

People are buying bigger and bigger planes, says Jetcraft’s Jahid Fazal-Karim such as the Global 6000 private jet pictured here

Jahid Fazal-Karim joined Jetcraft in 2008, and has since transformed the company from a primarily US-based organisation to a global trading platform. LUX Editor-in-Chief speaks to the Dubai-based businessman about the private jet market, why buying pre-owned makes sense and how the jet sharing business is creating future buyers
Man sitting inside private jet

Jahid Fazal-Karim

LUX: Can you tell us a bit about your background and how you got into aviation?
Jahid Fazal-Karim: I’ve always been passionate about aviation. I studied aerospace engineering in France and after that I did a master’s degree in air transport management in Crenfield. Then I joined Airbus in the marketing team. After that I moved to the US to work in marketing for a commercial aircraft there. I spent nine years in commercial aviation and then eight years in business jets. My last job [before Jetcraft] was at Bombardier where I was running the sales for private jets worldwide.

LUX: What led you to Jetcraft?
Jahid Fazal-Karim: I was 38 years old, and I come from a family of entrepreneurs. My father was an entrepreneur, my grandfather was an entrepreneur, and I came to the point where I’d been working for two big companies and I thought: ‘okay, it’s probably time for me to start something on my own.’ As I said aviation was my passion so that’s where I wanted to stay, and I love the private jet side because it’s much more diverse. On the commercial aircraft side of things, you know your clients and they all have the same issues. They’re airlines, they buy an airplane to make money, right? So it’s very methodical. They all go for the best deal that’s going to produce the most amount of profit for them. The business aircraft side is much more diverse. You have airlines like VistaJet and Flexjet that are more analytical, but you also have the emotional side, or the high-net-worth individuals who are just buying planes. Some people will just buy a plane because they like it or they won’t buy it because they won’t like it. It is what it is. I’ve had clients that won’t even go in the plane. I remember I showed a Challenger 604 once, and this client came in, he saw the plane and said, ‘It looks too fat.’ The private jet industry is more varied and that makes it fun and exciting.

Follow LUX on Instagram: luxthemagazine

LUX: What was your initial business model for Jetcraft?
Jahid Fazal-Karim: So here’s the thing about this industry. Nowadays, the industry is much more organised, and it it is getting more and more consolidated and organised. But 10 years ago when I left Bombardier, it was still outside the manufacturers, which were really professional companies that run proper businesses. But on the non-manufacturer side, nobody really looked at figuring out a way to make it a real structure for buying and selling. So when I left, I saw there was a gap there, and I started by doing a lot of deals by myself. It’s funny because I went from running an organisation with 300 people to doing everything by myself. I was getting a lot of business and at some point I had to either create a structure or buy into a good structure that I could grow. And that’s how, I ended up doing a deal with Jetcraft. At the time, I met Bucky Oliver, who was the owner of Jetcraft and I bought 50% of the company and it was a great company because he had the right pace. You know when you build something, you have to think about a pyramid, right? If your base is good, then you can start adding blocks. If it’s the other way around, it’s not going to work. The base of Jetcraft was really good, the culture was really good, the management team was good. So I bought 50% of Jetcraft and really expanded it to become a proper global structured company for sales and marketing. Essentially, we’re a sales and marketing company, but all I’ve done really is duplicate the OEM sales structure but into a non-OEM environment, and put some structure around brokerage, around buying, selling, financing and deals.

LUX: Is it purely a brokerage, or do you buy and sell yourself?
Jahid Fazal-Karim: Brokerage is one piece of our business because you have to be in the brokerage business to generate deals, but the main thing that we do that a lot of people can’t do is that we trade, we buy and sell. The other unique thing about Jetcraft is that we’re truly a global company, meaning that if you’re Chinese and you want to buy an airplane, you’ll be talking to somebody at Jetcraft that actually speaks your language, and so that allows us to be everywhere. Right now, for instance, the US is a pretty active market, so a lot of buyers are from North America, but outside North America there are challenges in Russia, China, Africa and so we have a lot of sellers from those countries. Now if you’re in the US, you’re a North American buyer and you want to buy a Chinese airplane, it’s actually a challenge for you to do it. And they don’t like to do it, because for them they think: ‘Oh no, it’s Chinese. I’m not going to touch the plane.’ So what do we do? We bridge that gap. We’ll go and acquire the plane from China, we’ll take it to the US, we’ll make it a US registered airplane, we’ll invest in the plane and we’ll make it proper US based airplane and then a US client can buy it. It’s all about being everywhere and arbitraging the sales side and the buy side.

LUX: Is the market driven purely by requirement?
Jahid Fazal-Karim: My background was working for manufacturers. So then you have to sell what you build, right? But the Jetcraft model is very different because it’s really customer centric. We actually provide what is best for the client. And like I said, some clients are very emotional people. They’ll say: ‘I want to buy that plane because it has three engines and I want to fly with three engines’, even when technically it doesn’t make a difference. It’s not less or more safe. But you know, if I had a client and that’s what he wants to buy, then I’ll find a way to get him the best three engine airplane that fits his needs. Some clients don’t know what they want so we’ll give them the choices of what’s available and list all the differences in all the different products.

We also focus on structuring a transaction that works for the client, because it’s not just about the airplane and the model and the brand. It’s also about how they want to buy. Some people are cash buyers, some people want to do tax deals, some people want to finance, some people want to be more confidential and they don’t want to be seen as owning a plane. So then you have to build different structures for them, and that’s been the big shift between working for Bombardier or Airbus and being at Jetcraft.

Private jet interiors with beige leather seats

Interiors of the Global 6000

LUX: So there’s a whole service element to it?
Jahid Fazal-Karim: Yes, but we don’t actually do a lot of the services portion ourselves. For instance, I don’t manage planes, I don’t operate them because there are enough people in the world that are actually doing that very well, but we know all of the good service providers, we have relationships all around the world to put the buyers in touch with the right service providers. We really focus on the asset, on the buying, the selling, or representing a buyer, or representing a seller, and structuring the deal around the asset.

LUX: Are your clients typically businesses or individuals?
Jahid Fazal-Karim: Our clients can be corporations, or they can be private individuals. It’s really a diverse space. Very often people ask me: ‘what do you really sell?’ And I tell people: at private aviation, we sell time. It’s about how valuable your time is. If you’re a billionaire, or you’re CEO of a big company, your time is so precious that you’re not going to go waste time going to an airport, doing a check in, arriving three hours before, et cetera, et cetera.  That’s where the private jet comes into play. And so most of our deals are with business people. They’re not for really private use. They’re for businesses, to be more productive. That’s why we call it a business jet.

Read more: Hirsh’s creative director on designing timeless jewellery

LUX: Why do you think clients choose you over other options?
Jahid Fazal-Karim: That’s a very simple question to answer actually. We are the largest in our field and we have the best experience advising clients to buy whatever they need, number one. Number two, we can probably structure a transaction that would be better than anybody else. And we’ll probably find the best airplane for you, at the best buy. Because if you talk to somebody else, maybe you’ll talk to somebody in London, you’ll have access to a few number of airplanes on the market, but your London contact isn’t going to know the right airplane that maybe selling out of Russia or China or Africa, which is going to be a better value. We’re everywhere and I think that makes a big difference.

LUX: Why would a client buy pre-owned jet rather than going straight to the manufacturer?
Jahid Fazal-Karim: When I advise clients, I always tell them that if you’re not biased against somebody else having flown the plane, then the pre-owned deal will always be a better economical solution because the pre-owned airplane has already taken the first depreciation. It’s like a car. Once the plane is new, you take it out of the garage, it’s already lost 10%. So let’s say you buy a three to five year old plane, which I think is a good sweet spot for a first time buyer, your depreciation risk over time will be a lot less than buying a brand-new plane. But there are also advantages of buying new planes. So then it becomes more of a personal preference.

LUX: In your opinion, what is the best business jet on the market?
Jahid Fazal-Karim: It depends on the category, how many people you want to fly, how far, how much money you want to spend.

LUX: Let’s say eight people, long-haul, unlimited spend.
Jahid Fazal-Karim: In terms of models, I would say there’s probably three main models. There’s the 7X/8X – they are very quick planes, very modern. On the Bombardier side, you have the global line, 6,000, 5,000, 6,500, 5,500 and then on the Gulfstream side, you have the G 500, 600, 650. Frankly those three manufacturers and those planes, they all have pluses and minuses. And it becomes a lot to do with preference and budget. If you have a limited budget, you’re probably going to go for either the Gulfstream or the Bombardier. If you have unlimited budget, you can probably go for the best one if you wanted to, but the three planes are pretty equivalent. I personally have a bit of a bias because I used to work for Bombardier and I sold the Global. I always felt that the Global was one of the best – it’s an amazing airplane, especially when when you’re inside the plane and flying. On today’s market, it’s probably the best compromise between size, range and comfort.

Exterior side of a private jet on the runway

The Global 6000 is a great compromise between size, range and comfort, says Jahid Fazal-Karim

LUX: What changes have you seen in the market in the last few years?
Jahid Fazal-Karim: The main change that I’ve seen is that people are buying bigger and bigger airplanes. The mix of small planes versus big planes has changed. When I started at Bombardier in 2001, so almost 20 years ago, there were a lot of lighter jets selling on the market and if you looked at the model mix, they were very few large airplanes available. Really it was a duopoly between Gulfstream and Bombardier. Today, even if you look at most of the OEMs, they all have bigger planes, such as a 7X, 8X. Everybody is going bigger and longer range, and now you see a lot of first time buyers that actually buy a Global or a 7X, or a G550 or 650 as their first plane. 18 years ago, you started with $10 million or $8 million, not a $15 million plane.

LUX: Have you noticed a change in the demographics of consumers? Where are you doing business?
Jahid Fazal-Karim: The United States are still the largest users of private jets by far. After that it’s probably Europe and Latin America, and then Asia. And then China is obviously growing. But China is interesting because it should be growing a lot faster in terms of the number of jets they buy, but they have these ups and downs, depending on the government and the policies.

Interestingly, Monaco is good place for doing business because people are in a relaxed environment and usually it’s when they’re relaxed and that’s when they think about purchasing a plane or a boat or a house. I have a lot of meetings in summer in Monaco and meet people in a very relaxed environment, have lunch with them or go to Le Club 55 in St. Tropez. I’ve done a lot of deals in those places.

Read more: Tim Walker’s portrait exhibition at Michael Hoppen Gallery, London

LUX: Is the jet share market affecting your business?
Jahid Fazal-Karim: I find the jet share market an enhancement to our business because it actually allows people to get into the private jet segment. In the old days when you didn’t have the FlexJet, the NetJets, the VistaJet, you had to go buy your jet, right? Not anybody could afford to just buy a jet. Today, you don’t have to, I mean you have to be wealthy obviously, but you don’t have to be super wealthy to fly private. So people get a taste of private flying a lot earlier, which means when they get more successful, and they can actually afford a plane, they’ll go and buy it.  But where we can play really well [with those companies] is when they resell, because when they replace their fleet they need people like us to move the products.

LUX: How are you considering sustainability issues?
Jahid Fazal-Karim:  I think any business that you try to develop these days has to have some form of awareness of sustainability. I think there’s a lot of misconception about airplanes because people think that airplanes pollute the planet. But if you think about the actual emission of airplanes, not just private jets, even commercial aircraft, they are actually very fuel efficient. The consumption of fuel per person is actually probably less than cars. Weight is a huge issue for anybody that is going to develop an airplane because the lighter you can develop an airplane, the farther you can fly, and the less fuel you’re going to consume. So efficiency is at the core of the design of an airplane, you can’t design an airplane with inefficiencies. And the industry is always researching ways of being more and more and more efficient. I think the technology is there and I think down the line you’ll see more and more efficient airplanes out there.

LUX: Finally, when you are travelling for pleasure, where do you go?
Jahid Fazal-Karim: My family and I try to discover new places. What’s funny is that I’ve been to a lot of places for business, but I don’t know much about them. So for instance, there was one trip that I took with my family in China. I used to go to China quite a lot and I still go now, but I’d never done a real cultural experience in China. So I went to China with my wife and one of my son for two weeks and we really discovered China. We went to see the terracotta soldiers, for instance, in Xi’an, and all the temples in the old city in Beijing. We’re thinking about going into Japan this winter because my older son loves Japanese food.

Find out more: jetcraft.com

 

Share:
Reading time: 13 min
Cinematic still featuring a bottle of champagne
Bollinger event with men in suits

Michael G. Wilson & Etienne Bizot from the Bollinger Family at Hotel de Crillon, Paris

Last week, Champagne Bollinger celebrated the 40th anniversary of its partnership with James Bond with a special event in Paris and a new limited-edition release

On Thursday evening last week, Champagne Bollinger welcomed the producer of the James Bond films Michael G. Wilson as guest of honour in Paris to celebrate the brand’s 40-year partnership with the legendary film series. Hôtel de Crillon played host to an exclusive list of invitees in celebration of the partnership, which dates back to 1979, when Bollinger became the official champagne of 007 upon the release of Moonraker.

Cinematic still featuring a bottle of champagne

The character Jaws opening a bottle of Bollinger R.D.1969 in Moonraker

Follow LUX on Instagram: luxthemagazine

Champagne gift set with luxury silver box

The Moonraker Luxury Limited Edition by Champagne Bollinger with a gift box designed by Eric Berthes

Following a speech by Bollinger’s chairman Étienne Bizot, the brand launched its latest release ‘The Moonraker Luxury Limited Edition’ complete with a space-shuttle shaped gift box designed by Eric Berthes and inspired by the shuttle originally created by production and set designer Ken Adam. Guests enjoyed a first taste of this 2007 vintage against a backdrop of design sketches and stills from the Moonraker film.

Find out more: champagne-bollinger.com

Share:
Reading time: 1 min
Vintage photograph of race track with Tag Heuer branding
Actor Steve McQueen wearing racing gear

Actor Steve McQueen wearing TAG Heuer’s first Monaco timepiece in the 1971 film Le Mans

TAG Heuer is celebrating the anniversary of its Monaco timepiece with a series of limited editions. Chloe Frost-Smith takes a closer look at the collection

Originally debuted as the world’s first water-resistant square cased chronograph in 1969 and made famous by Steve McQueen in the 1971 film Le Mans, the TAG Heuer Monaco celebrates its 50th anniversary this year with a series of five limited editions each alluding to a different decade in the iconic watch’s history as well as two additional timepieces featuring an entirely new in-house movement.

The 1969-1979 edition

Each timepiece is engraved with the brand’s original logo and features the Calibre 11, a modernised version of the first Monaco’s innovative self-winding chronograph movement, alongside a perforated leather strap which creates an automotive look and feel. The seventies edition, however, is the only watch in the collection to feature a brown leather strap, with a textured green Côtes de Genève dial accented with brown and amber touches.

Luxury Tag Heuer timepiece in a box

TAG Heuer Monaco 1969-1979 edition with a brown leather strap

The 1979-1989 edition

The 1980s-inspired timepiece is instantly recognisable for its racing red on the watch face and stitching, strikingly set against black and silver detailing. It’s a classic colour combination for motorsport aficionados.

Luxurious watch with red face and black strap

The 1979-1989 edition with a racing red watch face

The 1989-1999 edition

More traditionally Heuer Monaco in appearance, navy and red dominate the overall design of this timepiece whilst the grained, rhodium-plated silver-grey dial adds a contemporary edge.

Luxurious timepiece with blue strap and square clock face

The 1989-1999 edition follows TAH Heuer’s traditional Monaco colour palette

The 1999-2009 edition

Finished in an understated monochromatic scheme with flashes of red on the hands and markers, the 2000s edition is distinguishable by the white circular index which stands out against the black watch face, complemented by the black strap with white lining.

Luxury timepiece with monochrome detailing

The monochrome 1999-2009 edition

The 2009-2019 edition

The latest watch in the series is simple yet sleek with a minimalistic approach to the most recent decade, incorporating an unconventional sandblasted stainless-steel case and polished pushers. The charcoal-coloured sun-ray dial is adorned with black-gold-plated indexes, in keeping with the black lining and grey stitching on the strap.

Black watch with square clock face

The sleek and contemporary 2009-2019 edition

The 02 edition

Sporting a blue sun-ray brushed dial, silver opaline counters, and a navy blue alligator strap, this edition is set apart from the rest of the series as the first Heuer Monaco timepiece to feature the Swiss brand’s most advanced calibre movement.

Cut out image of blue watch with square face

The 02 edition features an advanced calibre movement

The Calibre 12 Final edition

Completing the collection with a classic palette of black, white, and red, the final edition features a unique brushed ruthenium dial which allows the watch face to change colour in different lights.

Cut out image of a black watch with square face

The Calibre 12 Final edition changes colour according to the light

 

For more information visit: tagheuer.com

Share:
Reading time: 2 min
Contemporary kitchen interiors with wine storage cabinet
Contemporary kitchen interiors with wine storage cabinet

Eurocave’s wine storage cabinets can be built into kitchen interiors, such as this cabinet from the Inspiration range

LUX Editor-in-Chief Darius Sanai shares his experiences of storing and spoiling wine, and explains why Eurocave cabinets offer the optimum storage conditions

Wine is a subject that can engage a vast cast of humans in discussion, from friends wondering what to drink on their terrace in St Tropez next summer that won’t give them a headache, to full-on geek discussions about the grape picking dates in the grand cru vineyards of Gevrey-Chambertin in 2017, via speculation on which wines will be the next to jump in price and provide a payoff for speculators.

But storing wine? I can’t remember the last time I spoke to anyone outside the wine trade about that. You buy it, you store it somewhere not too hot until it’s ready, then you drink it. What’s there to discuss?

Follow LUX on Instagram: luxthemagazine

Quite a lot, as it happens, as how you store wine is an essential element not just of ownership, but of the point of the stuff, which is how much you enjoy drinking it. There is an old adage that there is no such thing as a great wine, just a great bottle of a wine, and much of the truth in this emanates from the extreme sensitivity of wine – any wine – to how it is stored. Wine is fermented fruit juice, and some of the finest wines contain minimal amounts of (natural) preservative, so rely almost entirely on a natural process to improve in the bottle, and also not to spoil, like any other foodstuff.

The first rule of buying wine – any wine, whether it’s a case of Domaine de la Romanee Conti, or a bottle over dinner – is provenance, which means being as sure as you can that it has been stored correctly to date. A single morning in a hot warehouse, or lying on a wharf in direct sunlight on an August day in the Mediterranean, is enough to ruin a wine, permanently. Sometimes there may be telltale signs, like the cork pushing out through the capsule, or rivers of dried wine, escaped from the bottle when the liquid expanded as it heated. Often, though, there are no signs, which means you need to trust your consignor, or know you are taking a gamble with your money.

Read more: Why responsible travel means authenticity

If provenance is what has happened to a wine until you lay hands on it, storage is what happens to a wine after you buy it. If you happen to live in a country pile with a deep, windowless cellar, or have a professional cellar in your house – congratulations, there’s no need to read on. (But even you have a proper cellar in your main home, you may not have one in every place in which you serve wine.) If not, and you plan on keeping any wine or champagne in your house more than 24 hours, ask yourself if you would store any other perishable foodstuff in a rack by your oven, in a spare room, or in a garage.

Large standalone wine cabinet

Eurocave’s Royale cabinet can store up 122 traditional Bordeaux bottles or up to 50 magnums

My own enlightenment on wine storage came after many years, and many false starts, and thousands of pounds’ worth of spoiled wines, after trying almost every alternative to spending money on the highest quality storage cabinets for wine. Here’s what happened to me and why (actually, I present those two in reverse order for reasons I hope will become evident) – hopefully this will allow you to travel a smoother route to enjoying your wines as they were made to be enjoyed:

1. Heat kills wine.

And so does direct sunlight. Once, I took up a friend’s offer to store my wine collection in his country house basement. What could possibly go wrong in damp, cool England? I was horrified to discover, on paying a social call, that the dark, damp basement I had deposited the wines in during January became a bright, hot basement in July, as its high-level windows caught the summer sun and created a greenhouse effect. The result was a lot of French wine vinegar.

2. Even if it’s dark and never hot, temperature variation kills wine.

After the country house episode, I bit the bullet and bought some wine cabinets. Declining to buy expensive “restaurant” type cabinets, I purchased small, attractive and cheap wine cabinets from a fashionable homeware store. Six months later, every bottle I opened from these cabinets was nasty. Extensive investigation revealed that these cabinets only imposed a temperature ceiling, through cooling – they had no heat facility. They were placed next to a draughty French window at home, which, in winter, when winds came from the east, let in icy air. When the wind changed, the area of the house was the same temperature as the rest of home. A 15 degree variation, often in a single day. More vinegar. (Cold conditions by themselves can also damage wine, as the liquid contracts and the resulting vacuum can suck in oxidising air).

Read more: How Hong Kong’s M+ museum will transform Asia’s art scene

3. Sunlight kills wine.

Extensive laboratory testing has proven that even a few minutes of direct sunlight can irrevocably damage a wine. That few minutes can be the sun shining onto your meticulously installed home shelving for half an hour a day during a certain month, while you’re at work and unaware. This resulted in some very rank champagnes.

Finally, a few years ago, having spent years making significant investments in wine, only to see a fair amount of that destroyed by the above, I made an investment that changed my wine life. I bought the best specification wine cabinets I could find, and since have housed every bottle I own in them. Eurocave make the fridge-sized cabinets you see in restaurants and hotels.

Wine storage cabinet shown in living room

The Eurocave Tête à Tête wine cabinet stores up to 12 bottles

Eurocave cabinets work because:

a) unlike many other species of wine cabinet, they are made to both cool and warm the air inside them, allowing a constant temperature no matter what happens outside (mine are in a garage) – this is enormously important, per point 2 above, and buying a wine cabinet which can’t do this is like buying a chocolate teapot.

b) they are extremely well insulated. This means that the effect of any outside temperature variations, or a power cut, is minimised. A lot of wine cabinets have a metal wall between inside and outside – metal is an excellent thermal conductor, meaning it is a terrible insulator.

c) they have either solid or UV-tinted doors, meaning no spoilage due to light is possible.

Within the range, there is an enormous amount of choice in terms of size, capacity and function – you can have sliding shelves for individual bottles, or fixed shelves for piles of bottles of cases. They aren’t cheap, but nor are the wines I store in them. So until you buy the country pile, or install a full cellar room (Eurocave do those) in your house, buy one. Your wines, and your future self, will thank you.

Find out more: eurocave.co.uk

Share:
Reading time: 6 min
Courtyard party showing large monochrome artwork of hands
Courtyard party showing large monochrome artwork of hands

Iranian artist Shirin Neshat’s label designs on display at the closing ceremony of the Ornellaia auction at the Peggy Guggenheim Collection in Venice

Italian wine producer Ornellia’s 11th annual online benefit auction in collaboration with Sotheby’s and the Solomon. R. Guggenheim museum, featured vintages with label designs by Iranian artist Shirin Neshat. Digital Editor Millie Walton recalls the closing ceremony at the Peggy Guggenheim Collection in Venice

Photography by James Houston

Gliding along the Venetian canals as the sun sets is one of those rare moments when real-life seems to align with cinema. More than a couple of times during the evening, as we stood in the courtyard and then, on rooftop of the Peggy Guggenheim Collection sipping glasses of Ornellaia vintage, someone compared the evening’s scene to La Grande Bellezza. We were invited though, not just for the wine, views and glamorous company, but to celebrate the funds raised by the Sotheby’s conducted auction of Ornellaia in support of the Mind’s Eye Program at the Solomon. R. Guggenheim Museum.

Party guests stand in courtyard watching a screen

Guests watching the final few minutes of the online auction projected onto a screen

Large wine bottle with artistic label

One of Neshat’s label designs

The auction is part of the Italian wine producer’s Vendemmia d’Artista project, which each year, commissions a different contemporary artist to create an artwork for a series of limited-edition labels. The artist is give a single word description of that year’s harvest as the starting point. For Shirin Neshat, the prompt was “La Tensione” (or tension in English).

Follow LUX on Instagram: luxthemagazine

Known for her iconic monochrome aesthetic and poetic vision, the Iranian artist produced a haunting series of photographs of luminous white hands captured in various postures and inscribed with Persian script. These images became labels for bottles of the 2016 vintage, which were auctioned in 11 unique lots, the most coveted of which included a visit to the Ornellaia vineyard and a luxurious overnight stay.

Two women speaking at a drinks party

Artist Shirin Neshat, who produced a series of monochrome photographs for the Italian wine producer

Following a series of speeches from various team members at Ornellaia and Neshat herself, the auctioneer called an end to the bidding, announcing an impressive total of $312.000.

For more information on Ornellaia Vendemmia d’Artista visit: ornellaia.com/en/vendemmia-d-artista

 

 

 

 

Share:
Reading time: 2 min
Man in a suit standing next to a red ferrari sportscar
Detail shot of a sports watch with black and red watch face

The Hublot Classic Fusion Ferrari GT 3D

No detail is small enough to escape Ferrari designer Flavio Manzoni’s razor-sharp focus. Rachael Taylor discovers how his expertise in supercar design lends itself masterfully to the Hublot and Ferrari watch collaboration

In the Ferrari Maranello plant in northern Italy, you will often find Flavio Manzoni and his team convening at a ten-metre-tall LED wall display. The images they’re looking at are often enormously scaled-up photographs of the miniscule parts of a Ferrari engine or exterior. The extreme magnification is used to perfect infinitesimal details you might never notice should you take the car for a spin. And this, says Manzoni, is the essence of luxury design.

“The luxury of a Ferrari is more a consequence than an objective,” says Manzoni, the car manufacturer’s senior vice president of design, who this year accepted the Red Dot Design Team of the Year award. “There are two perspectives [of design]. One is from the distance, where you see the whole harmony of the object. The other is with the lens, when you magnify every element and put a lot of art into every single detail.”

Follow LUX on Instagram: luxresponsibleluxury

Focusing on each and every element – no matter how small – and making sure that it not only performs brilliantly, but is also aesthetically exciting, is what makes Ferrari cars among the most sought-after, and expensive, in the world. It is also this zoomed-in approach to design that has made the switch to designing watches a seamless transition for Manzoni.

Manzoni joined Ferrari in 2010. The following year, he was working on a top-secret project for the company’s first hybrid sportscar, LaFerrari, when he was also brought in to oversee the development of a watch in collaboration with Swiss atelier Hublot. He kicked off their first meeting with a rejection.

Man in a suit standing next to a red ferrari sportscar

Award-winning designer Flavio Manzoni has been with Ferrari since 2010

“At the beginning, their idea was to propose some concepts to us,” says Manzoni. “They wanted to draw inspiration from the central shape of a Ferrari, the dynamic shape, but my idea was to avoid that because it makes no sense to give an aerodynamic shape to a watch.”

Instead, he wanted the Hublot team to look beyond the obvious and dive deep with him into the romance of the details. “I tried to guide the research towards the technical beauty of certain mechanical components of a Ferrari, like the engine for example.”

Luxury watch product image in black and gold

Hublot Classic Fusion Ferrari GT King Gold

Product image shot of a luxury watch

Hublot Techframe Ferrari Tourbillon Chronograph

The result – the Hublot MP-05 LaFerrari watch – was spectacular. A tapered, angular case covered entirely with sapphire crystal, showed off the inner workings of an unusual movement, with the time displayed on off-centre cylinders rather than hands. In place of the traditional flat cogs and springs, an industrial-looking central column of gleaming aluminium barrels gave the impression of a watch that revs rather than ticks. Being Ferrari, performance excellence was important too, and a super- charged power reserve function was created that allowed the mechanical tourbillon watch to carry on ticking off the wrist for what was, at the time, a record 50 days. “I think they attract customers because of their uniqueness,” says Manzoni of the Hublot Ferrari watches, which he believes appeal to a much wider audience than the Ferrari fan base. “They speak out from the mass in the field of watchmaking because they are different. We try to use an out-of-the box approach, which comes from the attitude that we have towards our cars.”

Read more: Rockstar turned designer Lenny Kravtiz on champagne and creativity

It has been eight years since Hublot and Ferrari first joined forces, and Manzoni and his team have very much taken control of the design process. They select which movements to build around, and work up 3D models of prospective timepieces before presenting the concepts to Hublot. Each watch produced (using that same digital ‘wall’ for extreme close ups) continues to focus on the details of Ferraris – the ceramic carbon brake discs, the peccary leather seats – and often uses the same materials that are lavished on the supercars. No flourish is too small to champion, and it gives the team a platform to celebrate much-considered elements of the cars that might otherwise be overlooked simply as pleasant minutiae.

Black watch pictured on a red background

The limited edition Scuderia Ferrari 90th Anniversary Platinum and 3D Carbon watch

This year, Scuderia Ferrari is celebrating 90 years of making supercars, and to celebrate, three Hublot Ferrari watches have been released to mark its past, present and future. Each a twist on Hublot’s popular Big Bang model, the trio of timepieces are all powered by a UNICO movement with a flyback chronograph that offers a 72-hour power reserve and are anchored with bezels cut from the same ceramic carbon that helps Ferrari’s cars to screech to a halt.

Man in a suit standing by an abstract artworkThe first watch in the series recalls long- past glory days with a brushed platinum case to echo the dashboards of classic Scuderia Ferrari models, as well as a leather strap and bright-yellow markers and hands to bring to mind old-fashioned speedometers. The model celebrating the here and now does so with a 3D carbon case and a strap made from Nomex, the fire-resistant material Ferrari drivers rely on to keep their suits from going up in flames.

The third watch, the one that nods towards what Ferraris might look like in the future, uses sapphire crystal to create a see-through case that exposes its inner workings. The futurist aesthetic is continued with a strap made from Kevlar, a composite material that Ferrari uses to protect its carbon-fibre chassis from stones spraying up from the road.

The latest automotive launch from Ferrari is the SF90 Stradale hybrid, an evolution of the LaFerrari that inspired that first Hublot Ferrari watch. So are we likely to see this latest model transformed into a wrist-ready format? “I don’t think that there will be a literal translation, but for sure there will be some inspiration,” muses Manzoni, who never feels bound to tie the latest watches into the latest cars. “It’s always nice to create cultural bridges between different disciplines.”

Discover Hublot’s collections: hublot.com

This article was originally published in the Autumn 19 Issue.

Share:
Reading time: 5 min
Yellow Ferrari sports car pictured in the desert

Yellow Ferrari sports car pictured in the desert

LUX Editor-in-Chief Darius Sanai tries out Michelin’s supercar tyres on his Ferrari 430 Spider to see whether they’re worth the investment

Tyres are a curiously under-explored subject when it comes to supercar optimisation and maintenance. You can have conversations all day long with fellow owners about filters, suspension geometry, engine remapping, and other arcane elements of your car’s construction that might add fractions of a second to your lap time on a circuit.

But conversations about the patches of rubber that actually transmit all the power, and handling, from the car to the road and vice versa, are frequently limited to the very basics. How big are your wheels? How wide are your tires? Are they okay to drive when they have a certain amount of tread left, or a certain age?

Follow LUX on Instagram: the.official.lux.magazine

But tyres are, as any Formula One driver knows, far more important than that. Not only are they the only point of contact between your car and the road, they also elements of your car that will never, ever be made by the manufacturer of your car. You may have a Ferrari, a McLaren, or a Lamborghini, but your tyres will always be made by third-party manufacturers.

Each manufacturer has a range of tyres optimised for types of car and driving. My Ferraris were all supplied with Pirelli P Zero tyres, with the owners’ handbooks stating that these and similar Michelin and Bridgestone tyres were all officially approved. Owners’ forums, meanwhile, were full of discussion about the latest range of Michelin tyres for supercars, the Pilot Sport 4S.

Product image of the Michelin PS4S tyres

Michelin PS4S tyres

Of all my Ferraris, there is one model that has become my car of choice for a sunny, weekend high-speed drive in the countryside. The 430 Spider is the last of the line in a significant way. Certain model lines of Ferrari are celebrated for their ‘mid engines’, meaning the engine is located just behind the driver’s head, rather than under the front bonnet. They are also celebrated for their “gated manual” gearshift: a metal manual gear-lever which moves around a race-style bar metal gate, a work of art in itself. The 430 Spider is the last, and most modern, Ferrari that combines these two attributes; all mid-engined Ferraris since then have been made only with paddle-style gearshifts by the steering wheel, and no clutch pedals, like an automatic.

So the 430 Spider is a piece of history, and quite rare: a few hundred were made in right-hand drive. And it’s also tremendous fun to drive, combining a 485hp engine behind your head, no roof, sharp handling, and the opportunity to shift gear yourself. There was nothing wrong with the way it drove on its Pirelli tyres, in fact it was quite thrilling, but I decided to swap over to the new Michelins to see if they made any difference.

Read more: Investigating Vincent van Gogh’s iconic masterpiece

First thing to notice: the car rides appreciably more smoothly on the new tyres. Lumps in the road that formerly jarred now only bump. But you don’t buy a Ferrari for its comfortable ride.

Yellow sports car driving along a desert road

Going for an enthusiastic drive, the improvements made themselves known more subtly. Previously, turning into a corner, the car felt sharp, but now that sharpness, and feel, was there all the way through each curve. It was as if there was a new channel of communication open with the road. Push harder around the corner, and the feel increased: you had a stronger sense of what the car was doing.

Modern Ferraris have a switch on the steering wheel that allows you to flick between driving modes; the F430 was the first to have this, and for enthusiastic driving I switch mine to Race. This sharpens up responses and also means the car is allowed to slide around a bit when you are driving at its limit, before the electronic systems (usually) catch the car. Pushing on, in Race mode, the car now feels more adhesive at the limit – it simply feels like it sticks to the road more. It’s not a transformation – the car always had superb roadholding – but now you feel more on the way, and can stay gripping the road longer.

Read more: 6 mountain restaurants to stir your soul this summer

I haven’t tested another of the PS4S’s supposed attributes, its wet weather grip, because I don’t take my car out in the wet; and hope not to test another of its noted qualities, its performance under emergency braking.

Normally, performance and comfort in tyres are in inverse proportion: the more comfortable the tyre, the less suited to high-speed driving, and vice versa. The PS4S (not to be confused with another Michelin tyre, the less sporty PS4) manages somehow to combine both. In terms of investing in an upgrade in your car: if you have a car worth £150,000 (or euros, or dollars) or more, spending around 1% of that on a set of new Pilot Sport 4S tyres might just be the smartest investment you make.

Find out more at michelin.com and ferrari.com

Share:
Reading time: 4 min
Sir Elton John standing with a Bentley sports car
Sir Elton John standing with a Bentley sports car

David Furnish and Sir Elton John with the Bentley Flying Spur at the Elton John Aids Foundation Gala in Antibes, France. Photo by David M. Benett/Dave Benett/Getty

Bentley auctions its new First Edition Flying Spur to raise funds for the Elton John Aids Foundation at a Midsummer gala in Cap d’Antibes

On Wednesday evening at Villa Dorane in Cap d’Antibes, the Elton John Aids Foundation hosted its first Midsummer party, welcoming guests for a cocktail reception followed by dinner and a live auction where Bentley’s newest model, the First Edition Flying Spur reached a bid of €700,000.

Follow LUX on Instagram: the.official.lux.magazine

The winning bidder will be invited to create their own bespoke version of the car through Bentley’s Co-Creation Luxury Service, which is normally offered only to an exclusive selection of clients. Working with the brand’s design team, the owner will have the opportunity to personalise both interior and exterior details. All proceeds raised will go directly to the foundation.

Read more: Jewellery designer Valérie Messika on trends and inspirations

“It’s because of the consistent support and kindness of so many people in this room that we are able to commit the Elton John AIDS Foundation to real partnerships with world leaders that can a make a future without AIDS,’ commented Sir Elton John who hosted the evening with David Furnish.

For more information visit: bentleymotors.com and ejaf.org

Share:
Reading time: 1 min
A silver sports car pictured in front of a stately home and behind a water fountain
Last weekend saw the 5th edition of Richard Mille’s annual automotive competition in Chantilly, France. Here, we recall the event in images

The weekend kicked off with the supercar rally in which the Mortefontaine track was turned into a playground for luxury cars and their owners. Practicing slaloms, braking and speed bowls, drivers such as skiing champion Alexis Pinturault showed off their racing prowess.

Follow LUX on Instagram: the.official.lux.magazine

Meanwhile, lunch at the Palais de Compiègne in the company of Jamaican sprinter Yohan Blake was a quieter affair. Here, at the Rallye des Collectionneurs, the public had the opportunity to marvel at a collection of rare cars including McLaren P1 GTR and 720s, Ferrari’s LaFerrari, Enzo and 288 GTO models, the Porsche 918 and various Mercedes SLRs.

Richard Mille car show by a lake

Before dinner entertainment that evening was provided by champion rider Jessica von Bredow-Werndl who impressed guests, including Australian actress Margot Robbie, with an elegant dressage in the stunning setting of the Grandes Écuries de Chantilly.

Read more: Ruinart x Jonathan Anderson’s pop-up hotel in Notting Hill

Sunday continued with the Concours D’Elegance, bringing together automotive masterpieces whilst guests enjoyed boat rides along the grand canal and old fashioned games on the lawn. An elegant weekend indeed.

Horse rider performing in an arena of a stately home

Jessica Von Bredow-Werndl performing a dressage demonstration before the Saturday night gala dinner

People at a car show in the setting of a stately home

Classic car driving through crowds

Richard Mille Chantilly Arts & Elegance 2019 took place on 29 & 30 June. For more information visit: chantillyartsetelegance.com

 

 

Share:
Reading time: 1 min
Two businessmen standing beside a giant sculpture of a blue gorilla
Two businessmen standing beside a giant sculpture of a blue gorilla

Ricardo Guadalupe (left) with Richard Orlinski and one of his ‘Wild Kong’ sculptures

Luxury Swiss watchmaker Hublot is letting artists design their timepieces, and their customers and collectors love them. Rachael Taylor examines a new trend in horological branding

Hublot chief executive Ricardo Guadalupe was on a skiing holiday in the exclusive Courchevel resort in the French Alps when he spotted unusual sculptures rearing out of the powdery white slopes. The giant faceted animals, including a howling wolf, a chest-beating gorilla and a bright red Tyrannosaurus rex, were the work of contemporary French artist Richard Orlinski, and this chance encounter with a mountain-top menagerie would go on to inspire a surprise hit for Hublot.

Follow LUX on Instagram: the.official.lux.magazine

“Maybe Hublot was surprised, but I wasn’t,” laughs Orlinski, commenting on the success of the first watch he designed for the brand. “I don’t know if I have talent, but with my eyes I can see what people see. I’m a mainstream guy. When I like something, a lot of people like it.”

Indeed, Guadalupe has described the demand for Orlinski’s Hublot watches as “unbelievable”, and impossible to fulfil. The collaboration first started in 2017 with the Classic Fusion Aerofusion Chronograph Orlinski, a polished titanium skeletonised model with a sharply faceted case and bezel that mirrors Orlinski’s iconic sculptures. The Swiss watchmaker, passing creative control to an artist for the first time, created a modest run of 200 watches, unsure of how they would be received. The collection quickly sold out, attracting existing Hublot collectors, as well as aesthetes, art buffs and quite a few of Orlinski’s famous friends who were new to the brand.

A black wristwatch pictured against a black background

Hublot’s Classic Fusion Tourbillon Orlinski Black Magic

Since then, Orlinski and Hublot have partnered to create a further 10 editions of the watch. These include a vivid-red ceramic version that launched last year; the colour, which is technically very difficult to achieve and is exclusive to Hublot, matched a shade applied to many of Orlinski’s sculptures. For luxury collectors, there is the Aerofusion Chronograph Orlinski King Gold Jewellery, a 18ct solid-gold version set with more than 300 diamonds. And at the top of the range is the Tourbillon Power Reserve 5 Days Orlinski Sapphire, limited to just 30 watches, with a case made entirely from polished sapphire crystal.

Read more: Trevor Hernandez’s surreal urban photography

The faceted cases and bezels of Orlinski’s watches dazzle with light and shadow, adding a sculptural edge to the design. Keeping the watch functional, legible and wearable was important to Orlinski, who is himself a watch collector. “I know a lot about watches,” he says, but admits that until this collaboration his hoard did not include a Hublot as it was focused on vintage timepieces. “I wanted to make a mix between a watch and a sculpture – something you can wear every day, not something very strange.”

Hublot was not the first watch brand to come knocking at Orlinski’s door. Others had tried, but they offered the chance to customise rather than create. For Orlinski, this was not enough. “I always declined because they wouldn’t let me do anything,” he says. “Hublot treat me as a watch designer.”

Portrait of artist Richard Orlinski with one of his sculptures

Richard Orlinski

By giving Orlinski autonomy over the watches that bear his name, the mainstream magic that the bestselling French artist claims to wield has rubbed off on Hublot, making it a commercial success, while also giving it a dose of art kudos. The collaboration has also had benefits for Orlinski’s art, as the global exposure he has enjoyed while touring the world for Hublot events has widened his fan base.

Such synergy between the contemporary art and luxury worlds has led to many such hook ups, as brands use artists to inject fresh vigour into heritage labels. Last year, Chaumet celebrated modern African art by enlisting Kenyan graphic designer Evans Mbugua to create a collection of high-jewellery brooches, while Dior invited 11 artists, including Isabelle Cornaro, Li Shurui and Poppy Apfelbaum, to reimagine its Dior Lady Art handbag.

Side view of a red wristwatch

The Classic Fusion Aerofusion Chronograph Orlinski Red Ceramic

“Nowadays, art gives a credibility to brands,” says Orlinski. “A lot of them understand that they have to tell stories; selling things is not enough now. We live in the World 2.0, and things are changing so fast. If you want to stay in the game, you have to be open minded. People want something different.” It’s also, he says, about using popular art to engage with a wider audience: “Even if you are a luxury brand, you have to talk to everyone. If you only talk to the rich people, you’re dead. The brands that don’t change are going to die.”

Read more: Art collector Kelly Ying on the contemporary artists to watch

As art and watch collectors line up to own a wearable piece of Orlinski, Hublot plans to keep this particular point of difference very much alive and ticking. While the core design of the watch will stay true to its faceted form, Orlinski believes there are myriad possibilities for the future, such as fresh colourways, new materials and increasingly complex horological complications. And at Baselworld watch show in March 2019, the first line of Orlinski Hublot watches for women will be unveiled, opening up a whole new market. “This model will evolve a lot,” says Orlinski. “I have so many ideas, we can go on collaborating for 20 years. It’s just a matter of talent, energy and brainstorming.”

A man and a woman standing on stage holding a watch with street art behind them

Orlinski with actor Jacqueline Bracamontes at the launch of the Mexico variant of his Hublot watch

The case for collaboration

Hublot, like most watch brands, is best known for its sporting collaborations – its long-running partnership with Ferrari continues to be the vanguard of such alliances. Deals like this, and its sponsorship of the Fifa World Cup in Russia last year, are, according to chief executive Ricardo Guadalupe, the “premier league” of collaborations, to use a suitably sporting analogy. Uniting the worlds of timing and art is a less obvious strategy, but brings other benefits that Guadalupe is keen to cultivate.

“We’re always looking for new inspirations, and we have found that we should not stay in our industry, but go outside,” he says. “When you come with something unique and different, I think consumers are really waiting for that.”

Read more: Why you need to see Sarah Morris’ latest exhibition at White Cube, London

As well as working with Richard Orlinski on his hugely popular line of faceted watches (“The demand is still unbelievable. We can’t keep up with it”). Hublot has also engaged Los Angeles-based street artist Tristan Eaton and London tattoo studio Sang Bleu to reinterpret its Aerofusion and Big Bang models.

“[Working with artists] positions us as a trendsetter in creating new designs for watches and this is really important,” says Guadalupe. “We are at the beginning of the process with Richard Orlinski, with the tattoos, so this is something really new that is appearing in our world. Probably it will bring new consumers into our brand, but it also allows our actual consumers that love Hublot to buy a new watch. You must bring always something different and innovative. [Through art] we are creating a new way of making watches.”

Find out more: hublot.com

This article was originally published in the Summer 19 Issue.

Share:
Reading time: 6 min
Contemporary concrete architectural entrance way to a building
Sloping vineyards with a house in the far distance

The vineyards of Masseto slope down towards the sea from the mountains of Tuscany’s Maremma region

Masseto, Italy’s most celebrated wine, is made from spectacular vineyards by the Tuscan coast, backed by ancient forests, looking out over the Mediterranean. This spring, it received a stunning new winery, whose wonders are all contained underneath the blue clay soil, as Darius Sanai, one of the wine’s most obsessive aficionados, discovers

Photography by Marius W Hansen

As you approach the Masseto winery, the overwhelming feeling is one of luminescence. There is a glow from above, and behind, as if the narrow road you’re driving along is the entrance to some new, celestial world.

Follow LUX on Instagram: the.official.lux.magazine

There are three shades to the luminescence. The piercing blue of the sky (the sky always seems to be blue around here in the Maremma, the coastal strip of Tuscany halfway between Pisa and Rome); the deep primordial green ahead, which emanates not from the vineyards that surround you but from a thick forest on the mountains in front, forest that looks as wild as it must have been in prehistoric times, with little or no sign of human intervention; and then there is a silver, which seems to come from a different direction altogether, subtle but enveloping. As the road heads up the slope through the vineyards and towards the new winery, you feel that you’re about to be welcomed through into another world.

Contemporary concrete architectural entrance way to a building

The entrance to the new winemaking buildings at Masseto winery

All this makes the entrance itself to the new winery, which opened this spring, even more remarkable. Rather than a great ziggurat to commemorate the otherworldly location of the home of one of the world’s greatest wines, you are greeted by a building that seems to sink far into the mountainside.

And this, perhaps, is the point. It is only when you enter between the stone sentinels at the entrance to the new winery, and disappear into the blue clay soil, that the adventure really begins.

A slim wine cellar with bottles from floor to ceiling

Masseto is perhaps the only Italian wine that has passed into the pantheon of high-luxury brands. It is a wine venerated by connoisseurs, while its serving is also seen as a mark of the ultimate respect by those with just a passing interest in wine, along with names like Pétrus, Lafite, Latour and Domaine de la Romanée- Conti – all the others are French. All the more remarkable, since Masseto has only been a wine since 1987. And since its birth, until the opening of the new winery in 2019, it has always been seen as the ‘big sister’ wine of Ornellaia, made on the same premises.

Read more: Karl-Friedrich Scheufele on Chopard’s partnership with Mille Miglia

This spring, Masseto finally received its own home, distinct from its sister wine, a few hundred metres away on another part of the same slope. The new winery is one of the most striking creations of anything in the increasingly rarefied world of fine wine.

Amid the vineyards, there is a beautiful classical building, terraced, with views across the vineyards and to the Mediterranean Sea, just a couple of miles away. It is the sea that gives Masseto’s vineyards their luminescence, and the wines themselves a kind of olfactory luminescence, lifting up and away, balancing the richness and power and complexity with a kind of angelic delicacy only the very greatest wines in the world can achieve.

Underground wine cellar designed in contemporary architecture

A table of red grapes being sorted by hands wearing white gloves

The glass-cube tasting room, and some of the merlot grapes harvested from the vineyard

But enter inside, and underground, and you are in a different universe. The landing area drops away to a vast, concrete-lined chamber, more redolent of a modern Abu Simbel in ancient Egypt than of a place where wine is made. Rows of wooden barriques line the room; everything is perfect, geometrically, but also puzzling, as if you have entered a kind of contemporary MC Escher drawing. A concrete wall swings open to reveal a room lined with what seem at first to be beautiful black tiles, but turns out to be the ends of Masseto bottles, stored geometrically in racks, black against the grey of the stone. Most remarkable of all is a glass tasting room, a cube in the middle of the winery, where you can taste wines looked on by the wines themselves, buried in the deep underbelly of Tuscany.

The architecture is the creation of Milan-based firm ZitoMori Studio. Masseto CEO Giovanni Geddes da Filicaja comments: “Years of planning and effort have been dedicated to building the right home for Masseto. One that consolidates three decades of experience, where every aspect has been designed to meet the winemaking team’s highly detailed requirements.”

Ordered lines of wine vines in a sloping field

Contemporary clean architecture of a wall and door leading into a wine cellar

The orderliness of the vineyards outside are matched by the clean and uncluttered design of the new winery buildings

Colour portrait of a middle-aged business man

Giovanni Geddes de Filicaja, CEO of Masseto

Commercial director Alex Belson comments about the architecture: “The architectural brief specified the winery must be a masterpiece in its own right. Quite simply, we needed to give Masseto the home it deserves and its own architectural identity. The brief also stipulated the winery must have minimal visual impact, and that the existing Masseto House (a classified building on the hill above the vineyard) be restored with integrity and to meet Italian architectural heritage requirements.”

To do this, says Japanese-born architect Hikaru Mori, “We created a series of spaces, not by construction but by extraction from the hill’s monolithic mass. The diverse internal volumes, heights and levels are reminiscent of a gold mine as it follows seams of precious metal to the core.”

Man picking purple grapes on a vineyard

Axel Heinz, Masseto’s Estate Director

But the architecture would mean nothing without the wine, and Masseto is a wine that is even more special than its setting. Axel Heinz, the estate’s director, has been in charge of the winemaking since 2005 and he says, “The core of Masseto, its warp thread, is a Mahler symphony played by a full orchestra. The weft is a small chamber music ensemble. It’s that orchestral power that needs very careful handling. It has to be balanced by the softer elements, which add complexity. People sometimes describe Masseto as single vineyard wine, but it’s not. There’s an incredible range of plot expressions and different proportions of clay, gravel and earth. It’s more like an intricate patchwork, with the blue clay at its core.”

Heinz also pays tribute to the importance of the sea, both in the light it donates to the vineyards, and the cooling breezes that temper the summer heat and give the wine its freshness, however ripe the vintage. But like the greatest wines, and the greatest poetry, and the greatest vistas, you cannot analyse the beauty of Masseto. It comes from the soil, the grapes, the winemaking, the weather, the microbiome of the earth, the human appreciation of the aesthetic, both in taste and in vision.

For me, Masseto shares with a handful of wines the distinction of being rich, powerful and deep, and also feather light, almost transparent. A big, rich red wine that lifts you up, with a thousand nuances. Different vintages have different characteristics, but there is a commonality in this lightness of being that differentiates it from any other wine I have had from Italy, and which it shares with a clutch of peers at the tip of the world wine tree. Grape variety is irrelevant here. One or two of the great Napa Cabernet Sauvignons have it, as do a handful of top Bordeaux names, and the greatest (and eye-wateringly expensive) wines from the likes of Domaine de la Romanée-Conti, Domaine Leroy, Mugnier and Armand Rousseau from Burgundy. In the context of many of these peers, Masseto, whose price has rocketed over the past few years, seems positively decent value.

And none of them have a view of the Mediterranean across the coast of the Maremma. It’s going to be fun tasting future vintages in that glass tasting room.

Find out more: masseto.com

This article was originally published in the Summer 19 Issue

Share:
Reading time: 6 min
Underground wine cellar with wooden barrels and concrete walls and ceilings
Underground wine cellar with wooden barrels and concrete walls and ceilings

Designed by ZitoMori Studio, Masseto’s new cellar lies deep beneath the Tuscan soil

Italy’s most celebrated wine producer, Masseto, recently opened a stunning new underground wine cellar. Irene Belluci discovers

Masseto’s new wine cellar has been designed to blend, or rather sink seamlessly into the curves of the Tuscan landscape. Designed by Milan-based architecture practise ZitoMori Studio, the space expands deep underground in a vast concrete chamber that feels like a sacred tomb.

Follow LUX on Instagram: the.official.lux.magazine

‘To represent the effort made to produce the wine made here, we created a series of spaces – not by construction, but by extraction from the hill’s monolithic mass,’ explains Hikaru Mori. ‘The different internal volumes, heights and levels are reminiscent of a gold mine as it follows seams of precious metal to the core.’ Inside, the clean lines of glass and steel balance with rows of oak barrels and textured surfaces, whilst cut-outs in the walls, frame the vineyard’s famed blue clay soil.

An underground wine cellar

A slim wine cellar with bottles from ceiling to ground

 

Find out more: masseto.com

 

Share:
Reading time: 1 min
A classic car driving along a mountainous road
A classic car driving along a mountainous road

The Mille Miglia endurance race winds its way through Italy’s most beautiful landscapes

The Mille Miglia is one of the world’s most prestigious motor-racing events. Founded in 1927 as a speed race, today it sees classic-car lovers from all over the world congregate in the northern Italian town of Brescia for a regularity race to Rome and back, taking them through some of the most beautiful landscapes in the world. As it celebrates over a century of racing, the Mille Miglia is going from strength to strength – most recently by welcoming a new major sponsor in the form of Deutsche Bank Wealth Management. Ahead of this year’s edition, Anna Wallace-Thompson speaks to Chopard co-president and regular participant Karl-Friedrich Scheufele about Chopard’s three decade-long partnership with the event

It’s a balmy spring day in May, the kind where it’s warm in the sun and cool in the shade. We’re in the north of Italy, and hundreds of thousands of people are milling around in narrow, medieval streets, congregating around classic cars in bright racing colours of red, yellow, blue, silver and dark green. Cars are parked side by side in piazzas, or nose to tail in between buildings, wherever there is space. Suddenly, amongst the all-pervasive rattling and purring of some 400 engines, a sonic boom marks the whirring, whining rush of fighter jets soaring overhead, trailing streams of red, white and green smoke. It’s a heady mix.

Follow LUX on Instagram: the.official.lux.magazine

This is the starting day of the Mille Miglia, the world’s most celebrated classic car regularity race. Every year, it starts in Brescia and attracts car lovers and celebrities alike. Participants have included Rowan Atkinson, Jay Leno, Jeremy Irons, the ‘Flying Finn’ and F1 legend Mika Häkkinen, and, back in its earlier days, legends such as Juan Manuel Fangio and Stirling Moss. Originally an open-road endurance race looping from Brescia to Rome and back again, it was established by two young counts (as all such events deserve to be), Aymo Maggi and Franco Mazzotti. Together with sports manager Renzo Castagneto and the motoring journalist Giovanni Canestrini, they envisaged the Mille Miglia as Brescia’s answer to the Italian Grand Prix (purloined after just one year from Brescia in 1922 and moved to Monza, which remains its home today).

Vintage photograph of famous racing driver Jacky Ickx waiting at starting line

Karl-Friedrich Scheufele and Jacky Ickx waiting for the departure of the 1989 Mille Miglia

The original Mille Miglia (literally ‘a thousand miles’) was founded in 1927 and named after the Roman mile (not the American imperial system, as Mussolini suspected, or, at least, so the story goes) and ran in fits and starts until 1957. It was paused after a fatal crash in 1937, and again during the second world war, before a second fatal crash in 1957 saw it permanently closed. This was not, however, before Moss made racing history in 1955 when he not only left Fangio in second place to win the Mille Miglia, but beat the Italian by a staggering 30 minutes, becoming the first British driver in the event’s history to win. The secret to his still unbroken record of 10 hours, 7 minutes and 48 seconds (that translates to an average of 98.53 mph) lay in the detailed track notes he and co-driver Denis Jenkinson devised – common practice today, but not so much in the mid 50s.

Read more: Sassan Behnam-Bakhtiar discusses Iranian art at artmonte-carlo

Fast forward two decades, and the race was revived in its current form in 1977 as a regularity race around an annually changing route through some of Italy’s most beautiful landscapes. Racers no longer hurtle through the Italian countryside at breakneck speed. The challenge now is no longer on who can reach the finishing line first, but in the maintenance, precision and control of handling vintage cars that took part in the original races.

Close up shot of the steering wheel of a vintage red Ferrari

Mille Miglia 2017 © Alexandra Pauli for Chopard

Another challenge is being allowed to take part. The Mille Miglia is one of the world’s most exclusive races and entry is either by invitation, or through a stringent application process where entry per car (yes, per car) is €7,000 (plus VAT) and dependent on a complex array of certification and documentation.

Participants should also have very good insurance. As any classic car collector will know, the combined total worth of the cars here soars into the hundreds of millions. While some are valued in the (relatively modest) hundreds of thousands, the upper end can be eye-watering. To give an idea, the 2016 Artcurial hammer price for the 1957 Ferrari 315 S that came second place in that year’s Mille Miglia was a cool US$35.7 million. Fangio’s 1956 Ferrari 290 MM, meanwhile, is valued at US$28 million. But this is the price one pays for being a part of history.

Product image of a Chopard watch with black strap

Chopard Mille Miglia 2018 Race Edition in Black

“We are dealing with the culture of the automobile, of course, but also the culture of an incredible country,” notes Karl-Friedrich Scheufele, co-president of Chopard, which is celebrating 30 years of partnership with Mille Miglia (manifested through sponsorship as well as an annual special edition watch). “I think the most beautiful landscape is in Tuscany,” he continues. “There are hills you have to go up and down, which is a challenge, and the views are breathtaking. There are times I have to remind myself that I must concentrate on the driving. It is such a privilege to drive through places like Siena, to find yourself crossing the Piazza del Campo – well, it’s like entering a live museum. The Mille Miglia takes you to historic places one might never otherwise visit.”

This is no exaggeration, for the Mille Miglia is indeed like a living, breathing open-air museum. The oldest cars taking part are more than 90 years old – this year’s race included an OM 665 S Superba 2000, a Bugatti T 35 Grand Prix and a Bentley 3 Litre, all from 1925, as well as a quirky torpedo-shaped Amilcar CGSS Siluro Corsa from 1926 (complete with leather strap to hold the bonnet shut).

Read more: Knight Frank’s Chairman Alistair Elliott on research and tech

That leather strap is indicative of the attention to detail the Mille Miglia fosters. The joy participants take is evident not just in the pristine condition of the cars themselves (often referred to as “better than new”), but in the smallest of details – from old-fashioned racing goggles and leather caps down to vintage suitcases placed in luggage racks. However, to label the Mille Miglia quaint would be misleading – these are serious car and racing aficionados and the appreciation for what goes on under the hood is just as important as the beautiful paint jobs that keep the cars gleaming.

Scheufele himself has taken part in the race 28 times in the 30 years that Chopard has been official partner and timekeeper. “What really caught my attention was the immense enthusiasm that the spectators and general public had for this event, and for the participants,” he says. “Back then, of course, the whole event was much smaller – but you could already sense that it was on the way to becoming something much larger and more international.” With this in mind, Scheufele set about convincing his father, Chopard owner Karl Scheufele, of the merits of sponsoring the event. His efforts were successful, and in 1988, Chopard came on board as historical partner and official timekeeper. And the rest, as they say, is history.

Crowds of people gather in a square for the start of Mille Miglia

A line of classic cars passing along a road

Mille Miglia 2017 © Alexandra Pauli for Chopard

To watch the race get underway in Brescia’s Viale Venezia is to experience intense exhilaration. The anticipation in the air is palpable; it creates a rush of adrenalin that is contagious. One could argue any racing event would have a similar effect, but with the Mille Miglia, it is the added sense that one is taking part, somehow, in history, as past and present collide. The parade of cars is a colourful spectacle, of Ford Thunderbirds and other models long since relegated to the annals of history – cars by makers such as Austin-Healey, OM, Lancia, BNC, Riley, Siata and Sunbeam roll on by, alongside grand tourers by the likes of Maserati, Fiat, Renault, Saab, BMW, Alfa Romeo, and Jaguar. There’s even a Triumph TR3.

Scheufele himself has been driving a 1957 silver Porsche 550 Spyder A/1500 RS in recent years, with his regular navigator, none other than ‘Monsieur Le Mans’, the racing great, Belgian Jacky Ickx (this year followed closely in the lineup by German sports car racer Timo Bernhard and Hollywood actor-turned-artist Adrien Brody in a 1955 Porsche 356 1500). “That Porsche Spyder is not just an icon, I love to drive it,” says Scheufele. “It’s light, and nimble, it’s just a delight to drive.”

Racing driver Jacky Ickx with Karl-Friedrich Scheufele

Karl-Friedrich Scheufele and Jacky Ickx preparing their Mille Miglia race in 1989

And delight is precisely the concept of this race. It has made the Mille Miglia such an enduring and significant event on the international racing calendar. As any classic car aficionado will tell you, the joy is in the handling of a purely mechanical engine, an analogue driving experience with electronics, no power steering, no ABS brakes (in fact, barely any brakes at all in the modern sense of the word), no traction control to help you out if you get a corner wrong, and in the pure physicality of driving in an age of ever-increasing automation. It is also quite something to see these cars out and ‘alive’, and not as static museum exhibits. “The experience here is a tangible one,” says Scheufele. “You can open the hood of these cars and understand what’s going on. In a modern car, often you simply have no idea, everything is managed by electronic equipment. I think the classic car is one of the last areas in which you can actually experience an element of freedom in taking it out on the road.” Imagine the sight of a gorgeous two-tone 1931 Alfa Romeo 6C 1750 GS Aprile, a bright green supercharged MG C-Type from 1932 or a 1954 lemon-yellow Lincoln Capri (although the most popular car by far is the mid-1950s Mercedes-Benz 300 SL ‘Gullwing’ Coupé, of Stirling Moss fame).

Read more: A journey to the Kimberley with Geoffrey Kent

Nobody seems to consider that the Mille Miglia could result in damage to some very expensive vintage machinery. “Back when the first enthusiasts came to the Mille Miglia, I don’t think they were really considering their cars as investments,” says Scheufele. “Even today, I personally consider my cars to be firstly objects for my passion, and then on a secondary level I think, OK, they have increased in value, but I would never buy a car for that reason alone, just as I would never buy a painting for that reason – but some people do!”

Looking to the future, however, Scheufele is keen to maintain quality over ambitious expansion plans. “Now, I think the challenge for the Mille Miglia is to maintain this standard, and in one sense, not to grow any further,” muses Scheufele. “There are many logistical challenges to getting this caravan around Italy while offering every participant a reasonable level of quality, and I think that can only be achieved by tightly reviewing the number of participants that take part.”

So, let’s go back to that balmy spring day. As the sun sets and the last of the cars have set off, the heavens open and rain pelts down on the Lombardy landscape. Those of us warm and safe indoors spare a thought for the many open-top cars and the drivers who are currently getting soaked – although for them, it’s all part of the authenticity of the experience. But when the next morning dawns warm and dry, and the sun shines over Italy and the wind is in your hair and your engine is purring, could there be anything more glorious?

The 2019 Mille Miglia runs from 15 – 18 May. For more information visit: 1000miglia.it

Share:
Reading time: 10 min
Vintage photograph of Jack Heuer of TAG Heuer swiss watches greeting Enzo Ferrari seated at a table
Vintage photograph of Jack Heuer of TAG Heuer swiss watches greeting Enzo Ferrari seated at a table

Enzo Ferrari (seated) being greeted by Jack Heuer in 1974

Famed for its relationships with key drivers in the 1960s and its innovation with the Ferrari F1 team in the 1970s, TAG Heuer is now working with Aston Martin and Red Bull Racing. Jason Barlow explores the Swiss brand’s new world of creative horological engineering

The firepower in a Formula One team isn’t solely derived from the car’s hybrid powertrain or its drivers. Alongside arguably the hottest young talent on the grid, Max Verstappen, Red Bull Racing has established a formidable array of partners. Prominent amongst these are two names that combine contemporary global brand equity but also pulse with historical resonance: Aston Martin and TAG Heuer. For students of such things, this triumvirate is one of the most powerful in world sport.

The first fruit of the relationship is a beautiful Carrera Calibre Heuer 01 chronograph, the Aston Martin Special Edition, whose dial is skeletonised by a pattern of hexagons that delivers an aesthetic parallel to the distinctive design language used on the latest Aston Martin Vantage, while a black brushed-ceramic tachymeter bezel and PVD-treated case with a sapphire window to view the movement bring TAG Heuer’s signature design features to the fore. (The collaboration has also yielded a second watch, the more affordable Formula 1 chronograph.)

Follow LUX on Instagram: the.official.lux.magazine

These are exciting times for Aston Martin and new avenues are opening with bespoke collaborations with iconic brands such as Red Bull Racing and TAG Heuer. Formula One offers the ultimate global stage to build awareness of the carmaker’s brand and the relationship with Aston Martin Red Bull Racing has created the revolutionary hypercar, the Aston Martin Valkyrie.

TAG Heuer timepieces shown in the cockpit of a racing car

The Tag Heuer Formula 1 Aston Martin Racing Special Edition watches in the cockpit of a 2018 Aston Martin Vantage

Of course, cars and watches are a pairing that, if not as old as time itself, certainly go right back to the earliest days of the automobile. What is a chronograph if not a technically complex machine strapped to your wrist? In a watch with a fine mechanical movement, the interaction between the tiny chains, gearwheels and axles (or arbors) operates with the same sort of thrilling alchemy that you find in an internal combustion engine. Some of the techniques go much further back in time, and by a considerable margin: the fusee, a conical device which reduces inconsistencies in the mechanism’s torque curve, can be spotted in the drawings of Renaissance designers and artists such as Leonardo da Vinci and Filippo Brunelleschi.

Mounted timepiece by Edouard Heuer

Edouard Heuer’s dashboard-mounted Time of Trip chronograph first made in 1911

Motor racing is obviously a rather more recent phenomenon, and although other brands have worked the angles, TAG Heuer was the first to make the connection. Edouard Heuer’s dashboard-mounted Time of Trip chronograph, designed for use in cars and biplanes, appeared in 1911. In 1916, the Mikrograph arrived, a stopwatch with the ability to measure time to an unheard of one hundredth of a second. The expertise of the Heuer Watch Company soon extended to other big sporting events, including the Olympics, and by 1958 it had unveiled the Rally-Master, a dual-face device which featured a Master Time eight-day clock and a Monte Carlo stopwatch. Star drivers had also begun to appreciate the wristwatch as an appropriate accessory, and Juan Manuel Fangio was an early adopter.

But it was during the 1960s that the story intensifies, particularly when it comes to the Carrera names, originally derived from the legendary, and frequently deadly, 1950s Mexican road race, the Carrera Panamericana. Jack Heuer, Edouard’s grandson, takes up the tale:

Portrait of watchmaker Jack Heuer of Swiss brand TAG Heuer

Jack Heuer

“I first heard about the Carrera from Pedro Rodríguez at the 12 Hours of Sebring endurance race,” he recalls. “The officials were members of SCCA [Sports Car Club of America], voluntary guys, and I supplied them with their timing equipment.” Heuer was busy developing the world’s first self-winding chronograph at the time (the Calibre 11 automatic chronograph would arrive in 1969) and was searching for the right way to promote its new creations. “We were too small to go full blast with big advertising worldwide,” Heuer told me. “So I said, maybe we should try PR.”

This was a master-stroke, as it turns out. “The Rodríguez brothers were racing with Ferrari, and they were still so young they were travelling with their parents. Pedro and his brother Ricardo were two of the fastest, smartest and bravest endurance drivers of all time. To hear them talk of the Carrera made my imagination soar. Just the sound of the name itself – elegant, dynamic, easily pronounced in all languages – was charged with emotion. I thought, that’s a good name for a watch.”

Read more: Mollie Dent-Brocklehurst on the art x technology revolution

Porsche, of course, had been using the name on model derivatives since 1955, and it was one of the company’s drivers, Jo Siffert – also known as ‘Seppi’ – who really established the Heuer name in motorsport. The son of a poor Swiss farmer, Siffert hustled his way into F1, and signed a deal with Heuer in 1969 to become the company’s official brand ambassador. Significantly, this was the first non-automotive personal sponsorship deal in F1 history.

Siffert had been a Heuer fan for years and was even buying watches at cost price and then selling them to his colleagues in the pit lane. Though more closely associated with Heuer’s Autavia chronograph – colloquially known as the ‘Siffert’ by its many fans – it was his partnership with Porsche in the world sports car championship that secured Siffert’s legendary status, but also granted Heuer’s Carrera and Monaco chronographs the untouchable status they still enjoy 50 years later amongst racing and watch fans.

Steve McQueen as a racing driver in the 1971 film Le Mans

Classic style watch with black strap and silver square face

Top: Steve McQueen in the film ‘Le Mans’ in 1971. Here: the Heuer Monaco watch the actor is wearing

There is another factor we can’t overlook, however, one that’s reeling in a new generation of clients who have probably never heard of Jo Siffert. They all know the movie star Steve McQueen, however. In 1970 he was at the height of his box-office powers, and McQueen embarked on a passion project that was an ode to the famous French endurance race, the Le Mans 24 hours. The actor had first met Siffert at the Sebring 12 hours race in 1970. Along with Derek Bell, Siffert had been hired to teach McQueen how to drive a Porsche 917K for his role in the film Le Mans (1971), and although the prop master had already approached Jack Heuer about supplying watches for the film, Seppi happened to be wearing one of his anyway – a Monaco. When the film’s director, Lee H. Katzin, urged McQueen to finalise his character’s appearance, he replied, “I want to look like Jo, because he’s a real racer, a real pro”.

McQueen, the Heuer Monaco and Le Mans: it’s the gift that keeps on giving. But at least it was real, as Bell remembers. “I thought Steve drove very well. In fact, he was probably better than we all realised. He was driving that Porsche 917 around Le Mans, after all, pretty much flat out down the Mulsanne Straight, and people were scared of that car. I don’t recall him even testing it beforehand. It really was a hell of an era.”

Read more: Why now is the time to go to Sabi Sabi, South Africa

Bell continues, “I suspect he’d find the mythology that has grown around him hilarious. He was so laid back, there was no sense of the superstar thing, and that’s what came across to us the whole way through. He didn’t want to be an actor, he wanted to be a racing driver. Every spare moment he had, he’d sit with us.”

Jack Heuer, meanwhile, didn’t rest. In 1973, he did a deal with the biggest motorsport name of all, Enzo Ferrari, becoming the Scuderia’s official time-keeper, both in Formula One but also at the then recently constructed Fiorano circuit. New track-side photo cells combined with a device called the Le Mans Heuer Centigraph gave Enzo Ferrari the edge he was so adept at finding.

“Our agreement with Ferrari was key, because it is still the biggest marketing coup we ever made,” Jack Heuer says. “Ferrari was a myth and still is. I was the same age as Enzo’s lost son Dino, and I just seemed to connect with him. He was a great salesman, though, and a ferocious negotiator. He would always push for more than we could really deliver. We supplied engraved watches to all of Ferrari’s drivers in that period. It was a fantastic time.”

And a pioneering one, too. Whether by accident or design, TAG Heuer’s motorsport roots run deep, and they run true. Quite simply, it’s why we love their watches. The alignment with Aston Martin and Red Bull Racing promises to put the brand right back at the sharp end of the grid once again.

Discover the collection: tagheuer.com

British model Cara Delevingne sits on mound of earth in the African bush wearing all black for TAG Heuer campaign

TAG Heuer brand ambassador Cara Delevingne on set in South Africa for TAG’s latest campaign

Don’t Crack Under Pressure

British model and brand ambassador Cara Delevingne  travelled to the South African savannah for TAG Heuer’s latest campaign. Working with Kevin Richardson, nicknamed ‘The Lion Whisperer’ for his unique relationship with the predators, the shoot required Cara to pose for the camera while a male lion approached in the background — truly testing the brand’s ‘Don’t Crack Under Pressure’ motto. “There isn’t any human or animal on this planet that hasn’t felt pressured,” comments Cara. “Pressure doesn’t have to be a bad thing… it’s how you work under that circumstance.”

Still, working with wild animals isn’t without its dangers. Photographer David Yarrow shot from inside a cage, whilst Cara was called back to safety each time the lion came too close, allowing only a few seconds for each shot. The result is a series of strikingly raw monochrome images, one of which was auctioned off for £120,000 with the proceeds being donated to the Cara Delevingne Foundation, which supports young woman all over the world. “In this visual, Cara is shown as powerful, courageous, audacious and commanding of respect,” says Jean-Claude Biver, TAG Heuer’s CEO. “I hope her attitude and engagement with her foundation will inspire many around her to do things differently, to innovate, to take risks.”

Watch behind-the-scenes footage from the campaign:

Millie Walton

This article was originally published in the Winter 2019 issue.

Share:
Reading time: 9 min
Ballet dancers in performance with a male lead
Portrait of Philippe Sereys de Rothschild sitting in front of a stone mosaic

Philippe Sereys de Rothschild photographed at the Grand Mouton residence

Philippe Sereys de Rothschild, head of the Mouton Rothschild family wine empire, recently inaugurated a new prize for the arts. Darius Sanai celebrates with him and his family members on the night of the awards, and speaks to him about patronage, the wine world and running one of the world’s most celebrated family businesses

Photographs by David Eustace

It’s a cool, clear evening in the vineyards of the Médoc, the triangular strip of land that stretches from Bordeaux to the Atlantic Ocean, along the estuary of the Gironde river, and which contains the world’s most celebrated wine estates. From the terrace of Château Clerc Milon, rows of perfectly groomed vines stretch out to the left and right; immediately below the terrace, a lawn drops down along a path lined by exotic bushes, to a steel-and-glass marquee. Beyond this temporary structure, which was erected the previous day and will be gone by morning, are more vineyards, undulating up towards Château Mouton Rothschild, over the brow of a small hill.

Follow LUX on Instagram: the.official.lux.magazine

Bordeaux vineyard close up shot of green vines

The Mouton Rothschild vignoble in Pauillac

As the sun goes down, guests sip Rothschild non-vintage Champagne or glasses of deep red Château Clerc Milon 2009, chatting about the show they have just seen. Suddenly, there is a musical introduction and all heads turn towards the stairs leading up from the lawn, from which 20 or so beautiful young people emerge, with a mixture of shyness and performance, and walk two by two through the crowds before dispersing into smaller groups and chatting to guests over glasses of Champagne.

The new arrivals were dancers from the Ballet de l’Opéra National de Bordeaux; earlier, they had given the performance everyone had come for, in the marquee by the vineyard, in front of 100 seated guests. The show marked the second edition of the biannual Prix Clerc Milon de la Danse (Clerc Milon dance prize), awarded by the Philippine de Rothschild Foundation to two outstanding dancers from the Bordeaux ballet. The two winning dancers, Alice Leloup and Marc-Emmanuel Zanoli, had been awarded their prizes at the end of the show; now, after a brief interval, they and their colleagues were emerging, perfectly attired for the evening, to join the soirée. It was a magical moment during a spectacular evening.

Facade of a classical wine cellar with a huge arched wooden door

Wooden arched door to a wine cellar

The private wine cellar at
Château Mouton Rothschild

The prize is the brainchild of Philippe Sereys de Rothschild, Chairman and CEO of Baron Philippe de Rothschild SA, and his siblings, Julien de Beaumarchais de Rothschild and Camille Sereys de Rothschild. When their mother, the legendary Philippine de Rothschild, passed away in 2014, they inherited one of the most famous empires in wine. Their company, Baron Philippe de Rothschild, owns Château Mouton Rothschild, one of the five ‘first growths’ of Bordeaux and among the most celebrated and expensive red wines in the world; Château Clerc Milon and Château d’Armailhac, also classed-growth Bordeaux châteaux; the Bordeaux brand Mouton Cadet, and much else.

Thomas Jefferson, one of America’s founding fathers, was famously fond of Brane-Mouton, as Mouton Rothschild was then known, and shipped some over to the nascent United States in the 1780s. But it was Baron Philippe de Rothschild, the grandfather of Sereys de Rothschild, who elevated the wine to worldwide fame, first modernising the estate in the 1920s and insisting on ensuring quality by bottling all wines at the Château, and then asking a different celebrated contemporary artist to create a new label for Mouton Rothschild every year. The labels read like a who’s who of 20th and 21st-century art: among them are Jean Cocteau (1947), Georges Braque (1955), Salvador Dalí (1958), Joan Miró (1969), Marc Chagall (1970), Wassily Kandinsky (1971), Andy Warhol (1975), Keith Haring (1988), Lucian Freud (2006) and Gerhard Richter (2015).

Portrait of Philippe Sereys de Rothschild with his daughter, Mathilde on their vineyard in Bordeaux

Philippe Sereys de Rothschild with his daughter, Mathilde

Grand garden with stone statue of a person leaning one hand on his head in front of a hedge

The gardens of the Rothschild estate

The Baron’s daughter, Philippine, strengthened the link with the arts – she herself had been a celebrated actress, and married one of France’s most famous actors, Jacques Sereys – while growing the business; and so, on this evening surrounded by vines under a sky washed by the nearby Atlantic, with stars emerging from the fading blue, it seems entirely appropriate that her children are both honouring their mother and supporting the arts with this new prize.

Read more: 6 reasons to buy a Hublot Classic Fusion Bucherer Blue Edition

Certainly, the winners seemed delighted: “I am amazed,” Alice told me, with a big, dimpled grin, her perfect, wavy hair and immaculate outfit belying the fact that she had been dancing on stage minutes previously. She was sipping at a glass of Champagne shyly, as if it were a rare treat to indulge. “It’s a great thing for them to do, although I never thought I would win. It just helps make all the hard work worthwhile.”

Ballet dancers in motion with one dancer stretching on the ground

Ballet dancers in performance with a male lead

Dancers from the Ballet de l’Opéra National de Bordeaux perform at Château Clerc Milon

A statue of an elf sitting on top of a column in a smart stately gardenThe next morning, I meet Philippe Sereys de Rothschild in a drawing room at Grand Mouton, the family’s traditional residence, a few hundred metres away in the heart of Château Mouton Rothschild. The room is square and traditionally decorated; four chairs have been placed facing inwards towards each other. Between two of them is an occasional table, on top of which has been placed a tray containing still and sparkling water, small bottles of tonic water, and two halves of a lemon on a saucer. Sereys de Rothschild walks in, erect, greets us and offers us drinks, before settling down in a chair, squeezing one of the lemon halves into his glass of tonic water.

He was up, he says, until past 2am the previous night after the party ended, doing a debrief with his nephew Benjamin, who had helped organise everything. “Yes, last night Benjamin said, ‘We’ve got to do a debrief to know if it went well or not,’ and I said ‘OK, OK.’ So, we went through all the stuff that went well and didn’t go well, and it was the best time to do it because we had everything freshly in our minds. When people visit Château Clerc Milon they know it’s the family, they know it’s the Rothschilds. So, the standard is up there and you can’t disappoint them. Nothing is worse than disappointing people who have come to have a great evening and don’t have a great evening.”

All three of Philippine’s children were at the event; while Philippe oversees, Julien de Beaumarchais de Rothschild, his younger half-brother, is responsible for the collaboration between art and wine at Mouton, and gave a casual and touching tribute speech on the terrace the previous evening, after the formal speeches in the marquee led by Philippe.

Ballet dancers in motion, performing against a backdrop in pastel clothing

It seemed to be quite a grand success for an event that is so young, I observe. “It is a young event and it actually happened much more quickly than I thought it would,” Philippe says. “The Foundation was created in 2015 and we did the first Clerc Milon prize in 2016. We wanted to start the foundation with something local. That was very important for us. Something local, something artistic and something linked to live performance. And all that was linked to my mother, because my mother was very close to the theatre, the Opéra de Bordeaux. Brigitte Lefèvre (president of the jury of the prize and a former administrator of the Opéra Garnier in Paris) really came in very quickly. I gave her a call one day; it was very interesting, she was outside on the street coming out of a documentary on ballet and I said, ‘I’ll call you back’ and she said ‘No, no, no, don’t call me back – what do you want?’

“I talked to her about the prize and everything and I said, ‘I’m looking for someone who could chair the jury.’ She said yes immediately, and it was in November 2015, so it was very, very quick. She was able to put the jury together quickly because after 20 years at the Opéra de Paris, she knows absolutely the whole planet in her world. So, the first prize was awarded in July 2016 and we were very happy.”

It was Lefèvre, he says, who had the idea of the prize specifically supporting young dancers and those who “cement the group together”. “And don’t forget,” he says, “the Foundation only has been going for three years. When we created it in memory of my mother, everyone knew she was very linked to the arts. As you know Mouton is also very linked to art: wine and art, art and wine. We knew we wanted a foundation carrying the name of my mother, and with an artistic purpose. That was very clear. So, we started there.”

Read more: Grand Luxury founders Ivan & Rouslan Lartisien on curating travel

A Harvard MBA, Sereys de Rothschild worked in the finance sector on graduating; in the late 1990s he was chief financial officer (CFO) of an Italian subsidiary of what is now the Vivendi conglomerate. He then ran a successful private-equity fund and created a high-tech investment fund. Was he always fated to take over the family company, I ask?

“No, not at all,” he says, very definitely. “I don’t feel that family businesses have to be run by families. Family business have to have family values, family principles, family ethics, family identities, yes. But that does not mean they have to be managed by the family, which is a completely different thing. We could have said, ‘Managers manage and the family is just there to define the values, principles, identity and culture.’ It was a choice, because it’s true that the family is very much linked to this company, and it was a choice that I made, to say that I was ready to spend much more time with the company, to make sure that we develop it the right way. There is a lot of development going on now, and I thought that the best way to ensure the development was done the right way was to implant myself more in the company. But it could have been different. I did many other things in my life before – some environmental projects, I managed a software company, I developed schools, I did a high-tech fund.

“But I’m not doing it alone, even if I’m managing this company with the objective of developing it, I’m doing it with the family. They are all on the board and we all decide together, and we all take decisions together and we all decide on the investments and whatever we want to do, together. I’m there to manage it and for the leadership, but they are there with me.”

Facade of Château Clerc Milon in Bordeaux

Architectural photograph of stairway leading up to a landing with a hanging light

Château Clerc Milon is a different kind of château with a modern vat house designed by architect Bernard Mazières

Is it different, I ask, managing a family business to running other businesses? “Well, although I’m completely conscious of the fact that it’s a family business, I really try to manage this business by asking myself, whenever I take a decision, is it good or bad for the company? Period. Because otherwise, you mix everything up. Don’t forget that we have 370 people working in this company, so what is important is to make sure that the company lives on and that I pass it on to the next generations. If I start thinking to myself I should do things differently because it’s a family business, then you make the wrong decisions. You have to make a decision, as a business decision, as a company decision.”

A bottle of Château Clerc Milon wine with two full wine glasses in the background

The Château Clerc Milon label features a pair of dancing clowns made of precious stones

Has his experience in the broader business and financial sector helped? “I think what has helped me is working with people with very different profiles. That’s been the most valuable thing. When you go from an environmental project to working with software engineers, working with more high-tech people, working with people in schools, you get used to going from one profile to another and to working with very, very diverse profiles. So, I can talk with people in the vineyards and I can talk with people on the market and I can talk to the people with the Ryder Cup [Mouton Cadet is the official wine of the Ryder Cup] or I can talk with the manager of the Festival de Cannes. They’re completely different types of people and the fact that I have had my own professional experience before has helped me to really make the difference between managing people with very different profiles. That’s probably one of the characteristics of the wine business, is that you really go from the vineyard up to the end of the line, who can be art collectors.”

A large wine cellar with rows of barrels and a crested back wall

The wine empire’s crest on the walls of the cellar

Over the past 20 years, wine has made a transition from being a drink enjoyed by those with the taste and means to acquire good bottles, to a trophy with, at the highest level, an ever-spiralling price. A case of Mouton Rothschild from a good vintage can cost as much as a new compact car, or a haute-horlogerie watch. Is Sereys de Rothschild in the luxury goods business, I wonder?

“No. I don’t really know which business I’m in,” he says. “In other words, in some ways we are in the luxury business, in some ways we are in the collecting business, in some ways we are in the limited series business, in some ways we are an agricultural product, in some ways we are in the tasting and drinking business. Where are we? I haven’t got the faintest clue. But that’s what makes it exciting and very difficult because we are not a luxury product, but we are in some ways a bit of a luxury product.”

Has China, which has been at the heart of the soaring demand for fine wines, affected the way the company does business?

“I would say it has affected it in the right way. What I like about the Chinese market is that it’s really a market of people who like wine, who drink wine, where wine has become part of their life. When they need to celebrate something they think about wine, which is very important, and it’s become a market of people who know wine well and who talk about wine in a very intelligent way. And don’t forget that Chinese people are very sensitive to education, and you cannot understand wine without having some sort of an education process. There is an initiation approach to wine and the Chinese people have understood that. And when you listen to Chinese people talking about wine, some are astonishingly knowledgeable. It’s real wine market in the long term, and a market of real, high-quality wine consumers.”

The wine world has evolved in recent decades. Mouton Rothschild and its fellow ‘first growths’ remain at the top of the ladder, but competitors have arrived from Napa, Italy and elsewhere, and the mid-market, where Mouton Cadet sits, has never been so crowded. What are the challenges facing the business?

“Staying at the top, which is sometimes more complicated than one thinks. The exposure that we have in the media has been multiplied [by the rise of digital media], which puts more pressure on us. It makes us more well-known, but at the same time if you make a mistake or if something goes wrong everyone will know it, so it exposes you much more. But at the same time, it’s very exciting because you’re much closer to the consumer. If they open the bottle and they don’t like it, you know. And 20 years ago, we could guess, but we didn’t know. So, you’re much more in contact with the end of the line, than we were before. Which actually makes things much more rewarding because you know what you’re there for. You know that you’re there to satisfy customers, much more than 20 years ago. So, it’s actually a very rewarding thing and the digital revolution is for me, very positive. The more I hear about the consumer and the more I know the consumer is happy, the happier I am.

Read more: Moynat unveils new collection of bags in London

“That’s the first thing. The second thing is that the market has become much more competitive, at all levels. In other words, it has become very competitive for Mouton Cadet because there are all the Italian wines, all the Australian wines, all the Chilean wines. So we have to fight for our space. But at the same time, it’s also true for cult wines and iconic wines. In other words, the first growths of 20 or 30 years ago were not quite alone, but the market was not too crowded. Today it’s getting more and more crowded. At the same time, it’s exciting because it’s a challenge and it puts pressure and you’re there to make things even better all the time.”

Château Mouton Rothschild has also been working to support the arts, in the form of the collections at Versailles, the legendary palace outside Paris. How do the two châteaux work in tandem, I wonder? “Mouton is linked to paintings, Clerc Milon is linked to dance. So that’s why we really have two very different things. Back at Mouton, because we’ve always been exposed to contemporary art, and it so happened that a certain number of artists that exhibited at Versailles – Anish Kapoor, Lee Ufan and Bernar Venet – also did the label for Mouton. We got in contact with Versailles and said, ‘Can we help you in any way with your contemporary art exhibitions?’ They were very enthusiastic and that’s what we decided to do. Without being immodest, Versailles is an institution, but so is Mouton in a way, although that’s not due to me, it’s been an institution since before I was born. Getting two institutions together that both represent in their own way the ‘art de vivre à la française’, I thought was… rather a great mix.”

There are sounds of activity coming from outside the room; Grand Mouton is gearing up for a celebratory meal with the jury. Sereys de Rothschild smiles as he shakes hands goodbye, and disappears through one of the doors for Sunday lunch with some leading lights in the arts, whom he is supporting. As I walk out along the perfectly raked gravel, and look at the immaculate lines of vine leaves alongside me, I reflect that the faces of the young dancers, the jury members and the patrons may be different, but everything they are doing is comfortably, commendably, consistent through the centuries.

Portrait of Philippe Sereys de Rothschild, head of the Rothschild wine estates

Philippe Sereys de Rothschild on his favourite vintage of Mouton Rothschild:

“It’s difficult! I could mention the greatest vintages: 1945, 1959, 1961. The trouble is, I drank bottles of 1961 when I was much younger – 18 to 20. I drank a bottle of 1961 for my sister’s wedding, and another on her 10th wedding anniversary. Some guests came from England and one person was born in 1961 so we opened a bottle. Each time was different, so how can I say which was the best 1961? The magic about these wines is that they are never the same. They are always fascinating, they are always fabulous. So, if you ask me whether I prefer the 1945 or the 1961, I’d give you one answer today, and a different answer in five years.”

Discover Château Mouton Rothschild: chateau-mouton-rothschild.com

This article originally appeared in the Autumn 2018 issue. Click here to read more content: The Beauty Issue

Share:
Reading time: 17 min
Hublot logo projected onto Tate Modern facade with Bucherer
Product image of Hublot Bucherer luxury timepiece

Hublot Classic Fusion Bucherer Blue Edition

Hublot’s recently launched timepiece in partnership with Bucherer is at the top of our Christmas list. Here’s why it should be on yours

1. It’s classically beautiful

Dark blue and ageing copper make for an elegant, timeless look.

2. It’s limited edition

Often a loose term, but in this case, it’s actually true. Only 30 pieces have been made.

3. It’s two for the price of one

It’s designed by Hublot for the Bucherer Blue Editions collection, which means you get to say you have a Hublot watch and a Bucherer watch…

Follow LUX on Instagram: the.official.lux.magazine

4. It’s unusual

Hublot’s Art of Fusion concept seeks to combine unexpected materials; in this case, the watch’s case brings together ceramic and bronze.

5. It’s wearable with anything

Okay, so it might be slightly on the smarter end of the scale, but it’s surprisingly hardy too. The strap combines blue rubber with alligator leather for extra durability and comfort, and it’s water resistant up to 50m.

6. It will get better with age

Bronze is a material that develops over time, meaning it will only get more and more beautiful.

Convinced? You can buy online via: uk.bucherer.com/hublot-bucherer-blue-editions-watch

Share:
Reading time: 1 min
Hublot brand ambassador Usain Bolt poses in front of textured wall
Hublot Big Bang special edition watch with red and gold striped strap

The Big Bang Unico Teak Italia Independent, only 100 of which were made

Hublot is fusing smart technology with sleek design to enthral a new generation of customers. Jason Barlow reports

Hublot is enjoying a renaissance. A renaissance that began with four weeks in the global spotlight this June, its prominence during the most compelling football World Cup in a generation exposing this most quixotic of watch brands to a huge new audience.

Inspiring an allegiance between a brand and a client is way more complicated than simply (expensively) forging a partnership with the world’s biggest football tournament, Formula One, or any number of individual ambassadors. Clearly, it helps. But it also helps when the brand in question has something genuinely interesting to say. There are lodestar names in the world of haute horology – Rolex, Patek Philippe, Audemars Piguet – and there are arrivistes, upstarts. Too many to name, in fact, and each freighted with a different set of promises. But certain attributes rise above the rest. Innovation. An engineered aestheticism. Authenticity. This last one is a cornerstone of the entire luxury edifice, and takes time to establish.

Follow LUX on Instagram: the.official.lux.magazine

Some get there with incredible rapidity: to take an example from a parallel world, Bugatti began making cars in 1909, artisanal Italian supercar maker Pagani only in 1992. The latter’s cars are the Fabergé eggs of the automotive sphere, precious beyond belief, Pagani’s connection with its clients the ne plus ultra of the car world. Or think of the Marchesi Antinori winery, whose classic Chianti production spans an incredible 26 generations, all the way back to 1385. An astonishing HQ in Bargino, Tuscany, acts as a temple to Antinori’s status and relentless ambition.

LVMH watch bosses Ricardo Guadalupe and Jean-Claude Biver

Hublot CEO Ricardo Guadalupe and Jean- Claude Biver, head of watchmaking at LVMH

Hublot made its debut in 1980, but has navigated its way to a position of formidable brand power. In 2017, it enjoyed a record year, with a growth in sales of 12 percent, against an industry-wide backdrop of reduced revenues. How has it achieved this? CEO Ricardo Guadalupe’s approach is a fascinating one to dissect. “At Hublot, we strive to have technology at the service of the aesthetics,” he explains. “For us, it is not a battle but a right mix to find.”

I ask Guadalupe to delineate the brand’s ambassador strategy.

“Firstly, we go where our clients are! We continuously focus on our customers, we elaborate our partnerships in accordance with the interests of our clients, to better suit their needs and their expectations. Football, cars, art and music are such areas where our customers are.

Read more: Moynat unveils new collection of bags in London

“We are partnered with FIFA and UEFA, which are the two most important organisations in the football universe. And with Ferrari, which is certainly the most famous car brand in the world. We do things
according to our motto: ‘First, unique, different.’ When entering a new partnership, we always research to fuse our world with that of the ambassadors. What is important is that the potential ambassador is already a Hublot client and that he/she loves the brand. This really matters for us.”

Hublot brand ambassador Usain Bolt poses in front of textured wall

Brand ambassador Usain Bolt

It’s sometimes tempting to think that many high-end brands are 70 percent marketing confections, 30 percent watch. Tuning this approach with the right sensitivity and science is something Guadalupe and his team are acutely aware of.

“We try to have the same strategy for all the countries in order to allow everybody to be part of the Hublot world,” he says. “But of course, we have some differences and some specificities for some markets. In China, we do not do print advertising, only digital. We also stage events around our boutiques or around the department stores where we are present. We have some ambassadors linked to their country: [pianist] Lang Lang is known all around the world but in China he is even more than a superstar.

“Our prices start from about £3,000 and we have a large selection at different prices. It means every person with a budget for a luxury watch can find his or her Hublot timepiece. Besides, we indeed think that we sell a dream, but it is not necessarily the most expensive watch. It is just about the emotion the client shares with their watch.”

Hublot's world cup watch in collaboration with FIFA

The Big Bang Referee watch, to coincide with the 2018 World Cup

Entry points are moot. When former CEO of Hublot Jean-Claude Biver (now head of watchmaking at LVMH, to whom he sold the brand in 2008) decided to lower the barriers to TAG Heuer ownership to bring in the next generation of customers, it risked diluting its appeal to older, wealthier, arguably more discerning clients. Here, too, is another link with luxury brands beyond the watch world, and it had to be done. Ask any CEO in the automotive sector to outline the challenges they face, and high on the list will be reaching millennials. They simply don’t have the same relationship with cars that their parents did, partly because connectivity means something very different in 2018 than it did in 1988. The smartphone is the device that conquered the world, not always beneficently. So, how does Hublot tackle this challenge?

“As in the car, your first watch cannot be a Hublot,” Biver says in his typically forthright way. “You need some culture and knowledge, and most importantly you probably need to buy first one or two ‘classic’ or ‘traditional’ watches, before being ready for a disruptif and fusion watch.”

And what of the threat posed by so-called smart watches? Here, surely, is the item craved by millennials, at the expense of traditional watch-making.

“I am fully aligned with Mr Biver’s view,” says Guadalupe. “Smart watches should be considered as an advantage for the Swiss watchmaking industry because they conquer the wrist of people who weren’t wearing any watch. Moreover, one day, those young clients will also be interested in owning a piece of art on their wrist – and this is what we do.”

Watchmaker in Hublot workshop

Hublot watches are still made in Switzerland

tattoo artist Maxime Büchi standing in front of a wall marked with Hublot logos

The brand collaborated with tattoo artist Maxime Büchi

Guadalupe also believes that Hublot’s very youth permits the disruption desiderated by so many brands, including some heritage names. It also liberates Hublot from the urge to simply reboot past successes. Instead of yet another tribute to something, he’s more interested in using new material, such as ceramic or sapphire. The partnership with Ferrari is emblematic of this approach: Hublot’s Techframe imports Ferrari’s expertise in advanced materials, to thrilling effect – how does titanium, King Gold or PEEK (polyether ether ketone) sound? Working with Italia Independent’s Lapo Elkann also maximises
the opportunity for what the fabulously flamboyant scion of the Agnelli family calls ‘contamination’. Tattoo artist Maxime Büchi has worked wonders there.

Read more: Château Mouton Rothschild supports restoration of Versailles

But back to connectivity, and Hublot’s unique manifestation of the concept.

“We created our first connected watch, the Big Bang Referee 2018 FIFA World Cup, as it was a specific need expressed by FIFA,” says Guadalupe. “Wanting a customised watch for the referees, FIFA asked Hublot to conceive the perfect watch to accompany them on the pitch during matches.

“Moreover, it was not possible to have all the necessary information on a mechanical watch, that is why we did a connected one. Nevertheless, it has all the attributes of the iconic Big Bang. Its emblematic architecture cut out of the lightness of titanium, its bezel decorated with six H-shaped screws, its Kevlar insert. Even the display on its analogue mode dial could pass for the same aesthetic as that of the automatic models. It is certainly a connected watch, but it is first and foremost a Hublot watch.”

Launch of Hublot's digital boutique in New York

Hublot’s ‘digital boutique’ launch in New York

Two other over-arching trends can’t be ignored. Firstly, does the resurgence of interest in ‘analogue’ – more vinyl records were sold in 2017 than any year since 1988 – favour Hublot?

“I think we must combine the two together,” says Guadalupe. “Digital is important and we must be into it if we want to keep in the era of time, but at Hublot, we keep thinking that it is important to merge tradition and innovation. It is not because we created a connected watch that we are forgetting the past. A key of our success is we are able to find the good balance between those elements.”

The other is the rise of ‘experiential luxury’, the realm that exists beyond the mere act of acquisition. This is a major preoccupation in the luxury world.

“Hublot is aware that the key asset of an excellent customer relationship is based on trust, availability and flexibility,” says Guadalupe. “We have innovatively imagined a ‘virtual’ digital boutique that perfectly complements the role and presence of its physical boutiques around the world. By remotely offering its customers 3D-facilitated access to its products, knowledge and knowhow, Hublot is successfully creating a new bespoke customer service, and preserving the essential denominator of any relationship – that is to say the human connection. It is a new customer experience that is beginning in the United States before being rolled out across the entire world.”

Hublot’s moment looks set to continue.

Discover Hublot’s collections: hublot.com

This article originally appeared in the LUX Beauty Issue. Click here to view more content from the issue.

 

Share:
Reading time: 8 min
Aerial shot of Château de Versailles, France
Château Mouton Rothschild vintage wines with labels designed by contemporary artists

Five Château Mouton Rothschild vintages will be included in the “Versailles Celebration Cases”

Throughout Spring 2019, Sotheby’s will auction 75-limited edition cases from Château Mouton Rothschild to help fund restoration projects at the Palace of Versailles

Château Mouton Rothschild celebration wine case containing five bottlesRenowned French wine producer Château Mouton Rothschild  is auctioning 75 collector’s cases each featuring five vintages with labels designed by contemporary artists who have also exhibited at the Palace of Versailles, including Giuseppe Penone, Bernar Venet, Anish Kapoor, Jeff Koons and Lee Ufan. Aptly titled the “Versailles Celebration Cases”, funds raised will go towards supporting the ongoing restoration projects at the Palace.

Follow LUX on Instagram: the.official.lux.magazine

Aerial shot of Château de Versailles, France

Château de Versailles. Photo by Thomas Garnier, Courtesy Château de Versailles

The auction will begin in Sotheby’s Hong Kong on 1 April, followed by London on 17 April and concluding in New York on 4 May. Successful bidders will also win an invitation to a private tasting at Château Mouton Rothschild, as well as two tickets to the Versailles Celebration Gala Dinner at the Palace of Versailles in September where ex-cellar vintages of Château Mouton Rothschild will be served.

Discover Château Mouton Rothschild’s full list of collaborating artists and labels: https://www.chateau-mouton-rothschild.com/label-art/discover-the-artwork

 

 

Share:
Reading time: 1 min
Luxury timepiece assembled by hand with tweezers
Luxury timepiece assembled by hand with tweezers

The Zenith El Primero Elite

With its revolutionary new mechanism, Zenith has challenged a 300-year-old watchmaking standard. Rachael Taylor meets the innovator behind the brand

In the Jura mountains, a high-altitude stretch of Switzerland deeply embedded in watchmaking heritage, Julien Tornare is operating a start-up. A 153-year-old start-up. Or at least that’s the way the Zenith chief executive views his leadership of this watch brand in flux.

The past couple of years have been stacked with innovation for Zenith. At global watch fair Baselworld in 2017, the maison delivered a reboot of the quite aptly named Defy collection that has shaken up not only its own offering, but the watchmaking status quo. The star of that first new wave was the Defy El Primero 21, a high-beat chronograph that can offer timing accuracy to 1/100th of a second, should you need to be absolutely sure which of your colleagues can complete the morning coffee run the swiftest.

Follow LUX on Instagram: the.official.lux.magazine

Defy Classic luxury watch by Zenith

The Defy Classic with a blue alligator leather strap

Six months later came the really big news. Defy Lab, an experimental line of watches powered by silicone oscillators, not metal, had the watch community ready to self-combust. This was the first time that someone – Guy Sémon, a physicist and former French navy pilot, who is now the general director of Zenith’s sister brand TAG Heuer, to be exact – had successfully challenged the 300-year-old balance spring method developed by Dutch horologist Christiaan Huygens, the man responsible for the satisfying swing of an oscillating weight on your wrist.

What in traditional mechanical watchmaking once required 30 individual metal components, can now be done with just one silicon part. As well as reducing possible mechanical complications by having only one component to maintain, and making the watch lighter, this alternative silicon-driven mechanism also uses less power, and so increases the power reserve of the watch.

Luxury watchmaking laboratory in Switzerland

Zenith watches are still made in its atelier in Le Locle, Switzerland

Classic style watch by luxury brand Corum

The Defy Classic

When the Defy Lab watches were launched, just 10 were made, and these experimental timepieces were very much sold as experiences. For an entry fee of CHF29,900, a small group of connoisseurs was inducted into the Defy Lab. Each was flown first class to Switzerland to collect their watch, and have dinner and a wine tasting session with Tornare and his boss Jean-Claude Biver, the charismatic president of Zenith parent company LVMH’s watch division. Between jovial sips and nibbles, the two pressed upon these early adopters that by supporting this launch, they are now part of watchmaking lore, and also that their watches might be less than flawless.

“There might be some corrections,” admits Tornare. “I told them, you’re buying the research so your watches may not be perfect. They understand that they are part of the turning point, not only for Zenith but for the whole [watchmaking] industry.” Rather than be put off, this collusive, pioneering spirit has the collectors rapt – and connected. “On their own initiative, they have created their own WhatsApp group,” says Tonare.

Read more: Why you need to see the Rodin “Draw, Cut” exhibition at Musée Rodin, Paris

While the Defy Lab launched to much fanfare – with watches delivered by drone to a packed-out preview as Biver shouted, “We are the future of watchmaking!” – the use of silicone has had its detractors, who are worried that this game-changing engineering could destroy traditional horology. “Every time we change something you have two different reactions,” muses Tornare. “Purists are often against change, but when you get to the wider population of clients and millennials, that’s what they want. They want to buy something that brings something new and creative. We have to work between these worlds.”

Though he refers to the purists as friends, it is the more adventurous crowd that Tornare is really pursuing with the new direction in which he has been pushing Zenith since his arrival at the brand 18 months ago. “I worked a lot with Mr Biver [when I first joined], we exchanged a lot on the DNA of the brand,” he says. “In 153 years of history, there has always been a very strong spirit of innovation. Now the big question is, how do we keep millennials interested in mechanical watches? If we don’t want to become a museum brand, we have to keep bringing new things.”

When speaking of Zenith’s innovation, Tornare refers to the El Primero, which, when it launched in the 1960s was the first Swiss-made, fully integrated automatic chronograph, making it revolutionary at the time. And the line remains one of the most respected automatic chronographs in its price range today. Yet, like the rest of the Swiss watch industry, Zenith got complacent in the boom times. “The whole industry became a little bit static, especially in the past 12 to 15 years when all the brands did so well with the first generation of Chinese [wealthy consumers] buying anything at any price. Maybe the industry became a little bit lazy. Global brands tended to look to the past, including Zenith. It’s very important to wake up. We need to build from our heritage, but also create for the future.”

Zenith branded building with white facade and orange writing

The Zenith building’s facade bears the initials of founder Georges Favre-Jacot

Zenith watchmaking workshops in Switzerland

Zenith’s manufacturing facility was renovated in 2012

Tornare is applying this methodology not only to the products that Zenith produces, but to the entire company ethos. And with freshly installed ping-pong tables and cosy weekly breakfast chats with the entire team, he is consciously creating a start-up culture within a heritage luxury business. The concept is so alien that the highly respected IMD business school in Lausanne, at which Tornare himself studied, is currently working on a case study about Zenith and the challenges of being a retrospective start-up.

Luxury timepiece by Swiss brand Zenith

The Defy Classic with a titanium bracelet

Yet, for Tornare, who has spent much of his 25-year career in watches outside of his Swiss homeland, taking jobs in Hong Kong and the US, it makes perfect sense. “We have to think differently,” he says. “Swiss watch companies, and those located in the mountains, such as Zenith, are turned to the past. When I came on board, I started talking about a start-up spirit. I want to be innovative and dynamic.”

Read more: We ask Corum’s CEO Jérôme Biard 6 Questions

With a large staff deeply ingrained in Swiss watch culture, spread over 18 buildings, it was a hard sell at first. “The first [breakfast] sessions were difficult as it was a bit of a one-way speech and people were not interacting, but by the fourth session they got the exercise and one watchmaker stood up and asked, ‘Why don’t we have big celebrities like other brands?’,” says Tornare, who deftly responded that the lack of star power comes down to budgetary issues. “For me, though, it’s not about ideas to implement, it’s about the exchange and to make them feel part of the adventure.”

Stacked watch plates during the manufacture process

Stacked watch plates during manufacturing

The next step in that adventure is to commercialise the Defy Lab watches. “From the very beginning, we didn’t want to have 10 prototypes and then stop there,” says Tornare. “I still remember as a kid at the Geneva car show, you could see so many great cars looking like space ships, but they would never get on the market.” This isn’t what he wants for his brand.

Moving Defy Lab beyond science experiment status to full-blown innovator requires scale, and Tornare is “95 percent sure” that just after Baselworld 2019 at the end of March next year, Zenith should release a more commercial offering of these watches. Production levels will depend on keeping to a strict testing schedule, but Tornare is hopeful of producing between 400 and 600 watches, which he expects to be offered at a more accessible sub-€15,000 price tag.

The margin of error is so high for the silicone oscillators, that should the shape be out by a micron (the silicone is cut by laser and hand corrected), it will not keep time accurately, and as such, each watch needs to be individually tested. Tornare should know more at the end of the summer, when his team return from their holidays and bring back the Defy Lab watches they have been testing in different environments. Not quite the strict lab conditions we expect from Switzerland, but this crowd-funded research most definitely fits in with the all-new modern attitude of this evolving watchmaking legend.

View Zenith’s collections: zenith-watches.com

Share:
Reading time: 7 min
Luxury Corum watch shown on a man's wrist with rectangular watch-face
Luxury Corum watch shown on a man's wrist with rectangular watch-face

The Heritage Corum Lab 01

Luxury Swiss watch brand Corum is known for its boundary-pushing designs and adaptability. Following the relaunch of the iconic Golden Bridge collection with a brand new all-black aesthetic, we asked the brand’s CEO Jérôme Biard six questions.

Luxury watchbrand Corum's CEO Jérôme Biard

Jérôme Biard

1. What comes first innovation or heritage?

Innovation comes first as it becomes very quickly heritage: time is flying. We need innovation to go forward.

2. How does Corum capture and hold the attention of millennials?

We like to play with our Bubble collection and artistic partnerships. We are also coming out with disruptive collections like our new Corum Lab 01.

Follow LUX on Instagram: the.official.lux.magazine

3. Are women becoming more influential in the luxury watch market?

Women represent 50% of the population on earth which means that we have the potential to expand. Also, watches are more and more used as fashion accessories and specifically created for women, they do not make a man’s watch into a woman’s watch. This is the reason why, we recently launched the Eleganza, the epitome of classic female elegance and subtly. We also launched during Baselworld our new Golden Bridge Round Jewellery. Beside, we have Elisabetta Fantone, Canadian pop artist + Juliette Jourdain, French photographer as ambassadors since 2016.

Luxury women's watch collection by Corum

The Eleganza collection by Corum

Corum watches Golden Bridge luxury timepiece with brown leather strap and gold detailing

The Golden Bridge, Corum’s iconic timepiece

4. Is there such thing as a unique design?

We launched the Bubble collection in 2000 to push our customers limits and introduce them to the quirkiest designs on the market. At 52mm, the statement Bubble is instantly recognizable due to its size and weight. On the other end of the scale, we recently launched the Bubble Mini, a 17mm cocktail watch that can be stacked or worn alone.

Our in-line baguette movement set in our Golden Bridge has been unique on the market since its launch in 1980, and there is still nothing else like it.

Read more: Why Lake Como’s appealing to a new generation of travellers

5. Will smartwatches take over?

I don’t think that classic watches are in competition with smartwatches. I believe that people will always desire hand-crafted pieces made from luxury materials and know-how. The style, the craftsmanship exceed the function.

6. What’s your favourite Corum watch and why?

It’s difficult to choose only one. Golden Bridge + Admiral Legend 42 mm blue bracelet and blue dial. We recently launched the Admiral Legend 42 Cabinet de Curiosités de l’Hotel de Crillon par Thomas Erber, beautiful!

Discover Corum’s collections: corum-watches.com

Share:
Reading time: 2 min
Maroon Maserati GranTurismo sportscar pictured on a drive in the woods
Maroon Maserati GranTurismo sportscar pictured on a drive in the woods

The Maserati MY18 GranTurismo MC is a candidate for the most beautiful car on the road

We take the Maserati MY18 GranTurismo MC on a road-trip through France to test for comfort, power and satisfaction

Focus groups, aerodynamics, safety laws – there are a lot of elements to blame for the standardisation of today’s car designs. A room full of cars from the 1960s is a panoply of distinctive, flamboyant creations. As we approach 2020, a common critique is that often you can’t tell one car brand from another.

Follow LUX on Instagram: the.official.lux.magazine

Which gave us particular joy as we bowled through the French countryside in the Maserati MY18 GranTurismo MC. The car’s sweeping curves look stunning – it is a candidate for the most beautiful car on the road – and its engine, derived from Ferrari’s V8 engine which powered the 430 and 458 supercars, sounds wonderful – in fact, Maserati have coaxed an even better sound out of its version than Ferrari did from theirs. There’s a long, hollow bellow every time you even think about accelerating.

The GranTurismo wants to be everything: it sounds like a Ferrari, but the suggestion that it’s a ‘Grand Touring’ car means it also wishes to be a laid-back cruiser across continents, and that’s exactly what we used it for.

Black interiors and steering wheel of the Maserati GranTurismo

The ambience inside the car is exactly right

It’s certainly never dull. Whether flying out of a toll booth or opening up after leaving the confines of a village, it emits a rising series of gurgles and roars that signal its enthusiasm for gaining speed. ‘MC Stradale’ signifies Maserati’s most sporting setup, and, with the suspension in its firmest mode, it corners flat and fast, although drivers of Ferraris would wish for more feedback from the steering and the chassis. It’s rapid and secure, but perhaps less of a sports car than you might expect, the long nose and overall weight making you remember you are in what is quite a large car, despite its sporting ambitions.

Set the suspension to its softer setting and the ride is comfortable to match the Grand Touring ambitions, but this also results in quite a lot of body roll if you try and corner fast.

Read more: Instagram influencer Tamara Koen’s guide to Milan

The interior feels delicious. In German cars, leather often looks and feels like plastic; in British cars, it smells like an old Chesterfield; somehow the Italians got the texture and ambience inside the GranTurismo exactly right. Many cars of this category offer only an excuse for back seats – if you try and get anyone with legs in the back of a Ferrari California, you’ll rapidly hear protests – but the Maserati is moderately comfortable in the back, even over a long journey, although headroom is limited and basketball players, for example, would emerge with cricked necks. The front is comfortable, but we had a couple of niggles: we never quite fell in love with the driving position; the seats seemed to slightly lack shape and support; the engine does feel loud on a long drive; and the sat-nav system isn’t as advanced as on some cars.

If there’s one word that summarises the GranTurismo, it’s ‘character’. Many cars, even high-performance ones, look, sound and drive in an anodyne way. The Maserati looks and sounds brilliant; if it only drives well, and not brilliantly, that likely won’t bother most prospective buyers.

LUX Rating: 18/20
maserati.com

Share:
Reading time: 2 min
luxury wrist-bracelet with black strap and metal detailing
luxury wrist-bracelet with black strap and metal detailing

Two side release clasps open the S177 wrist piece, mimicking the design of a supercar’s ‘gullwing’
doors.

British brand Senturion has launched a new limited collection of high-tech supercar key bracelets

Senturion’s latest collection of luxury tech-bracelets synchronise with your supercar, using embedded RFID (Radio Frequency Identification) technology, to function as an out-there alternative to a car key, on your wrist.

Follow LUX on Instagram: the.official.lux.magazine

The Senturion Key S17 collection is limited to only 177 pieces, which are fully customisable from the specifications and strap to the core finish, precious stones and personalised engravings.

luxury bracelet mechanism in calf leather and gold with diamonds

S177 with PVD coated titanium, calf leather, rose gold and white diamonds, starting from £31,750

The piece is compatible with high performance cars such as Bentley, Ferrari, Rolls Royce, Bugatti, McLaren, Aston Martin, Lamborghini and Porsche, and starts at a base price of £15,850 for brushed titanium.

Read more: Model Emma Breschi on social media and body positivity

Owners of bespoke Senturion Keys include Usain Bolt, Prince Albert II of Monaco, members of Chelsea F.C., Romain Grosjean and the Sultan of Brunei.

Our only gripe: LUX Editor-in-Chief Darius Sanai points out the Senturion Keys only work with the technology of the newest generation of Ferraris, meaning classic models like his can’t qualify.

Learn more about the production process of Senturion Key:

To find out more visit: senturionkey.com, or follow the brand on Instagram: @senturion_key

Share:
Reading time: 1 min
Chelsea FC football players in their blue tracksuits standing outside of a Hublot shop front with Ricardo Guadalupe
Chelsea FC football players in their blue tracksuits cutting a Hublot ribbon outside the Hublot shop front with Ricardo Guadalupe

Chelsea FC players Ross Barkley, Marcos Alonso, Olivier Giroud and David Luiz with Hublot CEO Ricardo Guadalupe (middle) cutting the ribbon to mark the opening of Hublot’s London flagship boutique

Monday night saw the official opening of Hublot’s flagship boutique on New Bond Street

Celebrities and fashionistas lined the pavements of New Bond Street in the early evening to celebrate the opening of Hublot‘s first flagship in London and 92nd international store. The store replaces the brand’s previous shop, at the Northern end of the same street, which was run by the watchmaker’s former UK partner Time Products Luxury and owned by Marcus Margulies. Together with four Chelsea FC players, Hublot’s CEO Ricardo Guadalupe cut the ribbon.

Follow LUX on Instagram: the.official.lux.magazine

Guests admired the glossy interiors and Pop-Art paintings of the brand’s iconic Big Bang watches whilst Chelsea players signed an illustrated map charting the route from their Stamford Bridge stadium to the Hublot boutique – a gift to mark the extension of the club’s partnership with the brand for another three years.

Model Lara Stone poses in short red dress

British model Lara Stone

Ricardo Guadalupe and Dina Asher-Smith pose with watches on their wrists

Ricardo Guadalupe and Olympic athlete Dina Asher-Smith

Read more: Caroline Scheufele on Chopard’s gold standard

Those attending included Lara Stone, Dina Asher-Smith, Amy Jackson and English cricketer Nick Compton. Celebrations continued late into the night with a champagne reception and dinner at Beck in Brown’s Hotel.

Luxury shop interiors with arm chairs, mirrored pillars and pop art paintings

The interiors of Hublot’s New Bond Street boutique

British actress and model Amy Jackson poses in front of Hublot branded wall

Actress Amy Jackson

Football manager Gareth Southgate poses in shirt and suit

England football manager Gareth Southgate

Adam Mcnamara, Jack Lowden and Oliver Proudlock pose for a party picture

Adam Mcnamara, Jack Lowden and Oliver Proudlock

The Hublot Flagship Boutique is located on 14 New Bond Street, London W1S 3SX. For more information on the brand visit: hublot.com

Share:
Reading time: 1 min
Vintage aesthetic of a Riva boat with Lia Riva on board
Vintage aesthetic of a Riva boat with Lia Riva on board

Ms. Lia Riva on a Riva Aquarama

The sleek, Mahogany retro-glamour of Riva boats sings of the Riviera’s Golden Era. The Riva family began making boats in Italy’s Sarnico back in 1842, but it is the founder Pietro Riva’s great grandson, Carlo Riva, who transformed the company. Carlo’s boats were designed for pure pleasure, and owned by the likes of Brigitte Bardot, Sophia Loren and Prince Rainier III.

Fresh from this year’s Riva Trophy in the South of France, Associate Editor Kitty Harris spoke to Carlo’s daughter, Lia Riva, the president of the Monaco Boat Service (sole importer of Riva boats in Monaco and France) about her most magical memory on a Riva, her dream cruise and the future of the company.

1. If you could re-live one memory on a Riva boat what would it be?

I would love to relive a particular memory with my parents aboard an Aquarama where we passed through the Corinth Canal.  The canal connects the Ioanian and Aegean sea, cutting through the narrow Isthmus of Corinth that separates the Peloponnese from the Greek Mainland.  It is such a narrow passing carved out of sheer rock on each side.  It was truly a special adventure.

Follow LUX on Instagram: the.official.lux.magazine

2. Who would you invite on a dream cruise?

A dream cruise would include all my family, children and grandchildren.  That would be quite something!

Vintage image of Carlo Riva pictured with Claudia Schiffer onboard a speed boat

Carlo Riva & Claudia Schiffer on a Riva in Monaco, 1986

3. Where’s your paradise?

Paradise on a Riva would be Greece, Corsica or Sardinia. Such special places.  If we are talking philosophically, I think paradise is a state of mind.  It’s important to be thankful for what is in front of you.  To try and appreciate where you are in the moment.

4. What keeps you awake at night?

I prefer not to think about this!

Read more: Inside the newly refurbished Wentworth Club

5. When you’re not out at sea, how do you like to spend your free time?

Art is my absolute passion.  I spend my free time at galleries, museums and art fairs.  Of course time at home is always a wonderful luxury. Free time at the pool with my friends and family is something I very much relish.

Speed boats travelling across the ocean with white spray spitting out behind them and the coast in the background

Riva boats speeding across the Med at the Riva Trophy 2018. Photo ©R Rastrelli / Blue Passion

6. Where do you see Riva in 50 years’ time?

Still based in Italy, still being enjoyed and discovered by new generations of families, friends and individuals around the world.

Discover Riva’s yachts at riva-mbs.com

Share:
Reading time: 2 min
Maserati Multi 70 sailing boat pictured in action on the ocean
Colour portrait of world famous sailor Giovanni Soldini

World record-breaking sailor Giovanni Soldini

Giovanni Soldini is one of the world’s most famous sailors, most recently setting the Tea Route record sailing from Hong Kong to London in 36 days on the Maserati Multi70. LUX Digital Editor Millie Walton caught up with the sailor at the Italian Embassy in London to hear about his most recent adventures 

1. Why sailing?

I had always been interested by the ocean, being out on the water and sailing in general from a very young age. However, the defining moment when I knew sailing is what I had to do for the rest of my life, came when I was 17. I managed to convince an old American captain to take me on his boat, sailing across the Atlantic. We sailed from Palma De Mallorca to Antigua and I’ve never looked back. Not only did I pick up an incredible amount of sailing know-how on that trip, but I also learned to speak English from the captain – it really was a defining journey in my life.

Follow LUX on Instagram: the.official.lux.magazine

2.What’s it like sailing alone compared to sailing with a team?

People think that sailing alone must be an incredibly lonely experience, but in all honesty, you don’t have time to be lonely. Your mind is racing at 100mph at all times. There’s so much to consider when sailing solo, so you are constantly focused on not capsizing, maintaining speed, checking directions. I’d love to say that it’s therapeutic and you get a lot of time to think but the reality is that you don’t. Sailing with a team is a different experience – especially when you have such a great bunch of guys as we had in our last adventure. The little interactions with each other keep you going.

Maserati Multi 70 sailing boat pictured in action on the ocean

The Maserati Multi70 in action during the Tea Route race from Hong Kong to London 2018. Credit: Team Maserati Multi70

3. What makes the Maserati Multi70 Trimaran exceptional?

It’s just such a fantastic boat to sail. The combination of cutting-edge technology, beautiful design and performance engineering mean that I have the best possible trimaran at my disposal – much like you would have when driving a Maserati car. It is a truly unique boat for ocean racing, with its ‘Manta’ foil that keeps the boat horizontally stable when we are up at speeds of over 40knots out of the water. The adrenaline you feel at these speeds, when you are virtually out of the water flying apart from the rudders is incredible and is a feeling I haven’t been able to replicate elsewhere – except from maybe on a racing track in a Maserati.

4. What’s been your most challenging race to date?

Definitely the two Round Alone races because they were just so hard on the mind and the body. Each regatta has its own challenges anyway, they are all different and unique. The last record, along the Tea Route was very difficult because there were so many unknown factors to take into account and no matter how well you plan in advance, there is always something unforeseen happening and you just have to react as best as you can. When we broke one of the rudders we immediately went to change it (luckily we had decided to take a spare one on board) in the open sea. But not for a moment we let ourselves go, we had to find a way to carry on and beat the record and thankfully we did.

Read more: Model, actress and director Florence Kosky on mental health and women in film

5. You’ve broken so many records — what’s your ultimate ambition?

When I am doing something I am fully dedicated to it. So with Maserati we are currently doing a lot of research and development with the ultimate goal of creating the best trimaran for the Ocean. In the Autumn, after spending the Summer doing Drive&Sail Events we will start racing again.

Maserati sailing boat with maserati car parked in front on the road

Maserati Multi70 on the Tea Route from Hong Kong to London 2018

6. How do you relax when you’re not at sea?

I am always thinking about sailing, even when I am not on the water. I constantly imagine my next challenges or when I can next get out on the water. My family would tell you I never think about anything other than sailing. When we like to relax or go on holiday with my children, it is usually a sailing holiday – although definitely more relaxing than my cross-channel sailing challenges.

For updates on Giovanni Soldini and the Maserati team visit: maserati.soldini.it

Share:
Reading time: 3 min
yellow sportscar manufacturing process in workshop with engineer working on engine
still life image of Richard Mille watch with black strap and large rectangular face

The RM 11-03 McLaren watch

It costs as much as a McLaren 570S and will turn just as many heads. We love the RM 11-03 McLaren Automatic Flyback Chronograph with a desire that is almost unhinged – this is why you will too. 

1. It feels like a supercar.

Unlike many high-end watch-car collaborations, where a motoring logo is stuck onto what is basically an existing watch design, the 11-03 was designed jointly by McLaren Design Director Rob Melville and Richard Mille Engineer Fabrice Namura. It uses the same materials and coatings used by the British high-performance car brand, and while big, is incredibly light.

2. It looks fabulous.

Collaborative watches can be hit and miss; at worst, a mish-mash of two completely different design philosophies. The 11-03 is actually beautiful, a tough achievement for a big watch.

yellow sportscar manufacturing process in workshop with engineer working on engine

The production facility at McLaren in the UK

3. You’ll not see anyone else wearing one.

Only 500 are being made, worldwide, and the first ones are only available to McLaren Ultimate Series clients; afterwards, they’ll be available at Richard Mille stores.

4. It’s not a Patek Philippe.

If you buy one of these, you’re likely to have at least a couple of Pateks as well, just as a McLaren P1 owner is likely also to have a few Ferraris. But, just like buying a P1, or an F1, purchasing a 11-03 shows a certain breezy panache and originality.

detail photograph of watch manufacturing process

The manufacture of the RM 11-03 McLaren watch case

5. It’s wearable.

You may have a platinum dress watch also costing as much as a high-end sports car, and you’ll wear that a couple of times a year under a dinner jacket, for fear of scratching or bashing it. The 11-03 is not just lightweight; it’s made with hi-tech materials like top-grade titanium, and you can wear it to play tennis, fish on your boat or hike in Alaska. And it’ll be fine.

6. It’s beautiful.

Did we say that already? But it just is.

For more information visit: richardmille.com

Share:
Reading time: 1 min
Man picking purple grapes on a vineyard
Man picking purple grapes on a vineyard

Axel Heinz, Masseto’s Estate Director and Winemaker

The maker of Masseto hosts a private dinner for LUX readers in London, along with LUX Editor-in-Chief Darius Sanai

Masseto label on wine bottle with red wax stampAxel Heinz is not what you would expect of a Tuscan winemaker. Half German, half French, he speaks English with a perfect Received Pronunciation public school accent, the result of a UK school education. He is also thoughtful and philosophical about the great issues surrounding wine – and how he has helped turn Masseto, the jewel in the crown of the estate he runs, from being just another good Italian red, to one of the world’s greatest wines, on a par with Chateau Lafite and Petrus, within just 15 years.

Follow LUX on Instagram: the.official.lux.magazine

Axel was on sparkling form while hosting a dinner for friends of LUX in London this week, introducing some wonderful vintages of Masseto.

Masseto's vineyard director Axel Heinz in a wine cellar

Axel Heinz at the LUX Masseto dinner

wine bottles lined up against a burgundy wall with a decanter

A selection of wines a the LUX dinner

The 1998 showed the mark of a truly great wine, having developed into a subtle kaleidoscope of delicate flavours and layers. I asked Axel what it was that allowed some wines to develop this astonishing complexity with age – to improve, rather than just get older – and his answer was that it is a blend of magic and expertise. Of the eight vintages we tasted, the 2006 is the most celebrated, but my favourite was the 2010, with its blend of power and poetry.

Read more: Meet Manhattan’s star real estate broker and fixer Gennady Perepada

Masseto is also changing, for the better, with a new winery opening on its estate on a hillside above the Tuscan coast, next year. It’s a magically beautiful place, and the place, and its creations, were celebrated with much gratitude and joy at our private dinner in London.

masseto.com

Share:
Reading time: 1 min
collage image of watches using different sustainable strap materials
collage image of watches using different sustainable strap materials

Richemont’s debut watch brand Baume aims for total sustainability

Uber luxury goods holding company Richemont owns some of the world’s biggest brands in the watch and jewellery industries including Cartier, Van Cleef & Arpels, IWC Schaffhausen, Piaget and Vacheron Constantin. Now the company has created their own luxury watch brand with the aim of total sustainability. Introducing Baume.
luxury timepiece in dark grey with silver dial and black strap

The Iconic Series

Baume is targeting a truly modern mindset. The brand’s luxury timepieces are not only fully customisable, but created through sustainable processes, using a online configurator with over 2000 variations to provide consumer choice and reduce waste. It might sound like a clever marketing ploy, but to demonstrate full commitment, the brand has partnered with Waste Free Oceans to create watches and parts from recycled plastics, with the view to collaborate with similar organisations in the future.

Follow LUX on Instagram: the.official.lux.magazine

“We use no animal-based or precious materials and unused components are recycled or re-used. Our interchangeable watchstraps are made from natural, up-cycled or recycled fabrics such as cork, cotton, linen, alcantara and recycled PET. Packaging is kept to a minimum: there is no secondary packaging and only FSC-certified paper and cardboard are used,” comments Baume Brand leader Marie Chassot.

campaign image with red haired model wearing luxury watch

Baume is committed to using upcycled, recycled and sustainable materials

The design aesthetic of the brand’s debut collections the Iconic and Custom Timepiece Series is minimalist and contemporary. The Iconic watch features a case made from partly recycled aluminium and a strap made from 100% recycled PET (plastic), with the plan to release a limited edition made from other recycled materials later this year.

The Custom Timepiece Series allows customers to pick from two stainless steel size cases, a variety of colours, number of dial executions, various features and straps made from materials such as natural cork, cotton and linen – our favourite for this summer is the cotton variation in burgundy.

To view the full collections and customise your own timepiece visit: baumewatches.com

Share:
Reading time: 1 min
picturesque setting for dinner by the poolside at a luxury villa
picturesque setting for dinner by the poolside at a luxury villa

Friday night’s dinner is typically hosted at various wineries across the Napa Valley. Image by Briana Marie Photography

This month sees the latest edition of the annual Auction Napa Valley, one of the most lavish and interesting events on the world’s charity and wine calendars. LUX editor Kitty Harris, who attended last year’s event as a guest of honour, recalls about her time spent drinking some of the world’s finest wines, dancing the tango at sunset on a hillside vineyard and witnessing the enormous generosity of connoisseurs and winemakers alike over the four-day event

Setting my bags down in the quaint Sutter Home lodge is like stepping back in time to the 1970s – when Sutter created the first White Zinfandel, a style of cheap and cheerful wine which I suspect is not going to be on any of the menus for my next five days. I’m told that every evening I will get a bottle of fine wine to take to my room or to enjoy on the wooden white porch. I opt for a glass of the house’s Californian Riesling while I prepare for my evening of festivities; I am told to wear white for Argentinian tango and dinner.

Follow LUX on Instagram: the.official.lux.magazine

My host for the evening, Argentine Delia Viader, earned her title as the ‘Wine Mother’ after founding Viader in 1986 when she created her eponymous estate on the slopes of Howell Mountain, on the east side of Napa Valley, and soon gained worldwide renown for her highly-structured, Bordeaux-style reds.

wild party with gold streamers inside a luxury marquee

Guests dancing post live auction on Saturday night. Image by Briana Marie Photography

We are served Viader’s estate blend, made of 40 percent Cabernet Franc and 60 percent Cabernet Sauvignon, that evening; now ranking among Napa’s most esteemed wines, it is powerful yet restrained, a wine that combines California’s sunny fruit with a certain French hauteur. There is a mix of guests from around the world, and I (the only Londoner) sit around five tables with white table cloths below the shadows of trees for the evening meal. Argentinian style steaks and are served before we try our luck following the steps of the tango teachers. If there were any hesitations to begin with, all fears were lost as we happily swapped dance partners whilst the sun set behind the hills.

Auction Napa Valley is a phenomenon. The four-day fete raises money for 25 local Napa Valley nonprofits and strategic initiatives for the benefit of children and community health. Since 1981 they have invested $180 million into the area. The first evening, usually a Thursday, sees Napa’s vintners invite guests to dine with them at their estates. During Friday afternoon the live barrel auction is held at a different location each year depending on which estate hosts the events – this years is Charles Krug and last years was Francis Ford Coppola. Early Saturday evening the auction begins, prizes included a private dinner at The Restaurant at Meadowood’s Christopher Kostow, one of the youngest chefs to ever earn three Michelin stars’ and the chance to travel on the Coppola family’s private jet and a four-night stay at their hotel Palazzo Margherita in Italy. The event is attended by residents of Napa who range from Oscar winning director, Mr. Coppola, to venture capitalists Steven and Claire Stull and celebrities such as Oprah and Michelle Pfeiffer.

Read more: Geoffrey Kent on millennials and transformational travel

Napa Valley Vintners, the nonprofit trade association who organise the auction, are my hosts for the weekend. Brian, my driver, picks me up the following morning for an adventure. We drive we pass a gigantic (35-foot tall!) stainless steel Bunny called ‘Foo Foo’, which I later learn was created by the English artist Lawrence Argent. This is one of the 35 pieces of contemporary art on show at the HALL winery. The 150-year-old site is owned by Craig and Kathryn Hall who compered a treasure hunt for us that morning. The 30 odd guests divided into groups and were given an iPhone with a pre-programmed game to follow. Tasks at different levels of the game included recreating your favourite music album cover – my team opted for the famous Beatles scene walking over the Abbey Road zebra crossing – and blending your own wine which was judged by the in-house wine maker. Sadly, I didn’t win, though I thoroughly enjoyed the vineyard’s classic Bordeaux varietals.

Francis Ford Coppola (director of ‘The Godfather’) and his wife, Eleanor and two children Roman and Sofia were the honorary chairs of the four-day fete. 2,000 guests frequented their historic Inglenook estate for the Napa Valley Barrel Auction which took place in the winery’s caves. The cool – in every sense of the word – atmosphere of the caves saw bidders vie for the 108 lots of 10 single cases of current Napa Valley wines. There was a buzz in the air, an energy and excitement that wasn’t just from the wines.

Man stands behind big silver bowls of tomato sauce

Saturday’s live auction with various festivities and food stalls

Outside in the mid-day heat, canopies kept the crowds covered and wines were flowing in areas according to their blends. Food stalls with grilled scallops, bursting with flavour, were served alongside freshly rolled sushi and tempura.

Read more: California takes on Chateau Latour and the world at an exclusive LUX wine tasting on Lake Como

For a little respite, I headed to Health Spa Napa Valley to revitalise before the weekend’s pièce de résistance: the live auction. Held at five-star hotel Meadowood Napa Valley, the host venue since 1981, the auction began under an enormous white tent in the theme of a 1930s nightclub, complete with a live jazz band. The top single lot was donated by Dalla Valle Vineyards: a week-long trip with the co-proprietor Naoko Dalla Valle to some of her favourite spots in her native Japan. Dalla Valle is a modern Napa legend, an estate situated on the Rutherford Bench, an area just above the river and below the steep valley sides on the east side of the valley, which some connoisseurs think of as the ‘first growth’ stretch of the valley, infusing its greatest wines with an almost imperceptible hint of ethereal ‘Rutherford dust’.

The highest-bidding lot was from Colgin Cellars, another Napa legend created by the redoubtable Anne Colgin, and included Colgin wines and trips to both Champagne and Napa. The bidding was vigorous with an astounding $15.7 million raised in one evening.

vineyard landscape with luxury canopy on a hilltop

The region’s stunning landscape provides the perfect backdrop for sunset dancing and wine tasting. Image by Briana Marie Photography

Following the live auction we moved to the garden for a candle lit al-fresco dinner of Italian family favourites prepared by Francis Coppola himself. The evening ended on the dance floor with a private performance by soul singer-songwriter Leon Bridges of Texas. The weekend went by in a flurry of excitement with a gentle buzz from the wines. And the fun wasn’t over: sampling cult wines from the Screaming Eagle winery, possibly Napa’s most famous (and most expensive) and the rounded hillside merlots from Shafer with the proprietors themselves was a privilege, inside the dreamscape that is Auction Napa Valley.

The 38th annual Auction Napa Valley runs from 27th May to 3rd June. For more information visit: auctionnapavalley.org

Share:
Reading time: 6 min
Luxury men's watch with black and red dial
Contemporary watch by high concept luxury brand URWERK

The UR-105 provides an analogue and digital display of the time

URWERK’s unique approach to high horology has established it as one of the most creative and desirable brands in the industry. URWERK’s watches are like nothing else on the market, reinventing the design of a timepiece to put function and artistry above conventional wisdom; and, despite their modernity, taking inspiration from the Huguenot tradition of clock making that once changed the world. LUX Editor in Chief Darius Sanai speaks with Felix Baumgartner about innovations and collaborative design

LUX: You grew up around English clockmaking rather than watches. Can you tell us a bit about your early education in the industry?
Felix Baumgartner: Absolutely, my grandfather worked at IWC, but my father didn’t really like the big company structures; he was more into history, antique clocks. So after working at IWC for a brief period, my father opened up his own atelier at home, where he still restores clocks. That was my school, it was where I learned about clocks, and also about watchmaking because it is similar. There’s a difference in proportion between clocks and watches, and watches are only 120 years old, before that you only had clocks.

Follow LUX on Instagram: the.official.lux.magazine

When I grew up in the beginning of the 90s I saw a watch industry which was very much focussed on watches with very traditional tourbillon, but all the time there were the same complications and the same approaches, which, for me, was not at all contemporary. From my mother, I learnt a contemporary open-mindedness (my mother loved, and still loves, contemporary art, architecture and music) and from my father I learnt the history, knowledge and mechanical passion. However, it was difficult to bring these two things together so I started working with Martin Frei (co-founder of URWERK). Martin isn’t actually a designer, he was working in film and painting at the time we met, but it was so interesting for me to work with someone from the artistic world to create a new concept for a watch, and to think about what a watch can be today.

Watch designer at work in the studio

Felix Baumgartner at work in the URWERK studios

LUX: Had anyone else taken this approach in high end horology?
Felix Baumgartner: I think in high end watchmaking we were the first. You have Audemars Piguet; in the 70s, they made the Royal Oak, and the Royal Oak as a case is very contemporary. It is a very, very nice watch but they concentrated on the case, and didn’t look at the movement. In traditional watchmaking, you always have a case and then you have the movement inside, it is very separate and what is unique about our approach is that we create one piece, in which the movement and case speak together. What we do is very pure, very minimalist.

LUX: Did you know that people would want something like this at the high end or did you just hope? How did you create the market for your watches?
Felix Baumgartner: We were very naive! I was 22 years old, Martin was a bit older, but we were both very young, we are still young… You have to understand everybody had these polished wooden cases with a nice golden watch and we wanted to disturb the old values. When you look at architecture, or cars for example, the design process moves on but the watchmakers in Switzerland still continue with the same methods.

A lot of other watch brands try to copy what was done 100 years ago, but it is changing. 20 years ago we were absolutely alone, apart from at the entrance level where you always had contemporary watches such as Swatch; Swatch was absolutely up to date. In the middle range you had Tag Heuer and Omega. But we’re not businessmen, I’m a watchmaker and Martin is an artist, we love what we do, it’s 100% passion. We showed up at 22 years old and some people hated it, others were astonished, they didn’t know what was going on.

Read more: Swarovski x Design Miami/ designers of the future

LUX: The mechanical movement in your watches is very advanced and sophisticated…
Felix Baumgartner: Yes, we are working with the latest materials and because most of our mechanisms didn’t exist in the past, we have to invent them, which is challenging.

The UR-210 is our most complicated watch today, but it still feels simple. It is a very nice way to tell the time, because you can read the time actually without having to turn the wrist. We only make 150 watches per year, it’s a very limited production. The parts are made in Zurich by a very specific professional team, and then in the town of Aarau there’s a team doing the research, the technical dossier, the engineers and prototyping and in Geneva you have final assembling and then the communication side.

Luxury men's watch with black and red dial

The UR-210 in black platinum

LUX: The people who buy Urwerk what do they have in common? It seems that buying watches like yours is like collecting art or cars…
Felix Baumgartner: Yes, to me, the watchmaking of today is an expression of mechanical artisanal art. It’s a little machine that you have on your wrist, which you can understand, you can hear it, you can feel it and at the same time it tells you the time. But it also is kind of a jewellery, a “bijou” for men, also for women.

LUX: How does your collaborative design process work?
Felix Baumgartner: I’ve known Martin for 25 years, and we’ve worked together on URWERK for 20 years. We call our design process: ‘ping-pong’. We meet, but also speak on the phone almost everyday. Martin lives and works in Zurich, whilst I’m in Geneva most of the time so we play with ideas then he sends it over and I send it back, it’s a ping pong. Largely though, I’m still the mechanic and he’s the aesthete.

Read more: Luxury handbag brand Moynat opens with style in Selfridges, London

LUX: Unlike many luxury brands, you don’t do any kind of celebrity marketing. You say that the product speaks for itself, what do you mean by that?
Felix Baumgartner: We are lucky because we do not have to go the ambassadors, to the actors or to the important people in the industry, they are coming to us. For example, Ralph Lauren is a collector of several works, Jackie Chan wore the UR-202 in a film and basketball player, Michael Jordan. Robert Downey Jr has worn our watches in movies too. Usually companies like Sony Pictures ask a lot of money for product placement, but it was Robert Downey Jr who asked us, not the other way round!

LUX: What’s next for URWERK? Any big plans?
Felix Baumgartner: Let’s say it’s already happening, we are working on a new invention which we will present in a few months…

To view URWERK’s collections visit: urwerk.com

Share:
Reading time: 6 min
President of LVMH watches Jean-Claude Biver with friends and colleagues

Chairman of Hublot Jean-Claude Biver believes in making luxury an experience, pictured here with athlete Usain Bolt

Jean-Claude Biver with Hublot friend Usain Bolt

The luxury industry needs to adapt to the biggest generational change in retail history. How? By going back to the future, says our columnist Jean-Claude Biver

LVMH President, Jean Claude Biver portrait image

Jean-Claude Biver

Two, three, or five hundred years ago, luxury was a real experience. Luxury, when it originated, involved people who would come to your home; and you would end up buying from them. The store would come to you. You still have this in Japan, where retailers send representatives to the homes of extremely wealthy people, making luxury a real experience. When someone comes into your home with their collection you can have your wife and your kids there. It’s a totally different experience.

When you are in a shop, you have other customers around you; there’s no privacy, and it’s noisy. Luxury was treated that way in the past, then it became a more marketed product, more accessible; and somehow we lost the origin of the experience.

Follow LUX on Instagram: the.official.lux.magazine

And nowadays, as we have a lot of accessible luxury, people are rediscovering inaccessible luxury, which is the luxury that is very individualised when you have a lot of unique pieces only for you and your taste. People are going ‘back to the future’ to this experience; it is a very old way to treat luxury, which was forgotten in the crazy years of the 1980s and 1990s to the 2000s. And now it is coming back, also for the younger generation. Because when they buy luxury they want to have an experience. If you buy without that, you are just making an exchange, a deal.

Hublot brand ambassadors Bar Refaeli and Dwyane Wade pictured with chairman Jean-Claude Biver

Jean-Claude Biver with Hublot brand ambassadors Dwyane Wade and model Bar Refaeli

If I give you 10 dollars and you give me 10 pounds of chocolate, where is the profit? It is just an exchange for you. But what if you don’t get just chocolate back, but also an experience? Somebody explains to you the different kinds of chocolate, how it is made, and why the Swiss started to put milk in it, at least you get a little experience, because you get a little bit of knowledge.

Luxury timepiece by Hublot in collaboration with Ferrari

The Hublot Ferrari Unico King Gold watch

Young people want individuality, they are ready to buy T-shirts for £150 from Supreme. These are extremely, extraordinarily expensive, but they are ready to queue up because they want to individualise, to have a T-shirt that their friends don’t have. They will queue up for the brand Off-White, for Virgil Abloh, they are ready to do anything and that is a new trend. We never thought that T-shirts could be sold for £150 or £200, and that young students would queue up to buy them. My son queued in Zurich for a pair of Yeezy shoes, and when the shop opened, he was in position 15 yet they told him, “Sorry, we’re out of stock now!” You have people sleeping in the street to get a pair of Nike shoes made in China. They are ready to do that because they get individualisation, they get a kind of exclusivity, they can differentiate themselves; they get something that others cannot get. Today, people want more of what money cannot buy, or even what you cannot get even if you have money. That’s the attraction and what gives value to a product today.

Traditional luxury brands are also threatened today by the distribution network. The young generation thinks that luxury brands’ stores are boring, or they don’t feel at ease in these kind of stores. So the first thing we in the luxury industry must adapt are our stores, the design, the way people are welcomed, the way we sell in the stores. We need a totally new attitude if we are to attract this new generation. We need to study, what is this generation like, what does it want? For my generation the car was the symbol of freedom, but today, this generation are not interested in driving. If we don’t adapt, if we don’t talk their own language, how can they understand us? This is the biggest generational change in consumption that I have seen in my lifetime.

Read more by Jean-Claude Biver: True luxury is unique and eternal says LVMH watch president

All this is a big challenge, and many CEOs are not ready to start learning when they are 50 or 60, simply because they think they know it already. But we have to reinvent the model.

Stéphane Lambiel pictured with Jean-Claude Biver at the Polo Gold Cup in Gstaad, a Hublot luxury experience

Jean-Claude Biver with friend of the brand Stéphane Lambiel at the Hublot Polo Gold Cup Gstaad

If you can make your own pair of Nike shoes for $100, you might wonder why you are not able to contribute to the design of your watch, which you might buy for $5,000. Individualisation is something that will take off in the future for the luxury industry. And at the same time, it is much more difficult to be different, to be unique and to be the first, in our industry. Information circulates rapidly from one brand to another, as soon as you think you are the first to have something, it lasts three months and then somebody else does the same. The dynamic and the time frame is such that it is extraordinarily difficult to maintain a distinctive position.

Jean-Claude Biver is president of LVMH Watch Brands and chairman of Hublot

Share:
Reading time: 4 min
New timepiece by luxury watchmakers Ulysse Nardin, the FREAK VISION launched at SIHH 2018
New timepiece by luxury watchmakers Ulysse Nardin, the FREAK VISION launched at SIHH 2018

Ulysse Nardin FREAK VISION, launched at this year’s SIHH

The venerable Swiss watchmaker Ulysse Nardin, known for its elaborate and striking timepieces, was purchased by luxury group Kering (owner of Gucci, Bottega Veneta and Stella McCartney) in 2014 and recently appointed Patrick Pruniaux as its CEO. Hailing from Apple‘s smartwatch division, and before that rival brand TAG Heuer, Pruniaux reveals some bold new designs at this week’s Salon International de la Haute Horlogerie fair in Geneva. His challenges: to differentiate Ulysse Nardin from others in a crowded market; to conquer China; and to conquer the Millennial market.
Portrait of new CEO of luxury watchmakers Ulysse Nardin, Patrick Pruniaux

Patrick Pruniaux

LUX: Talk us through your releases at SIHH and also the Torpilleur?
Patrick Pruniaux: The general theme of our SIHH 2018 is #freakmeout! And the watch epitomising at best this mindset is the new FREAK VISION, a true revolution in terms of energy optimisation in a mechanical watch.

The Marine Torpilleur has been launched as our pre-SIHH novelty last October and It’s already a best seller.

LUX: What were the challenges you faced on taking up the position of CEO?
Patrick Pruniaux: Surprisingly, not so many. The foundations were there: incredible products, stunning know-how, motivated teams and great heritage. However, in terms of marketing and communication, we need to improve the storytelling and to create the dream around our products.

Follow LUX on Instagram: the.official.lux.magazine

LUX: What are the most interesting aspects of the luxury watch market for you?
Patrick Pruniaux: Challenges are always more interesting than assets. In the case of the watch industry, we have to invest on millennials. They represent the future and they are keener at wearing a connected than a mechanical watch.

LUX: Where are the most vibrant markets, and where do you have most growth potential?
Patrick Pruniaux: The USA, Russia and China are key markets for Ulysse Nardin. Historically, we are very strong in America and Russia. China represents for us a huge potential development.

LUX: Is the luxury watch space becoming too crowded? How do you differentiate?
Patrick Pruniaux: Creativity is the one and only answer.

Handcrafted luxury watches by Ulysse Nardin

Carriage assembly of the Tourbillon timepiece

LUX: How important is heritage vs innovation?
Patrick Pruniaux: One needs the other. Heritage always inspires innovations. Take for example our new Marine Torpilleur, its design comes directly from our onboard marine chronometers.

LUX: How important are technological advances and complications? Patrick Pruniaux: At Ulysse Nardin, innovation is driven by the research of horological performance. The best illustration I could give is our “Grinder” technology: a unique winding system we have incorporated in our new FREAK VISION timepiece, launched at SIHH 2018. Thanks to this innovation, every tiny movement of the wrist is optimised to rewind the barrel spring in the most performant way.

LUX: Are women becoming more influential in the watch market? Patrick Pruniaux: They have always been. Most of the time, when a man buys a watch, he always wants to know his wife’s opinion.

LUX: Do you wish to change what Ulysse Nardin stands for?
Patrick Pruniaux: Ulysse Nardin always stands for ultimate innovation, the desire to be different, the urge for exploration, in one word: freedom. This will remain the same, we are just going to express it in a different way.

LUX: Kering is not known for its watch brands – what is it like being a watch company in a fashion-oriented group?
Patrick Pruniaux: Great inspiration because the fashion world is going much faster than the watchmaking world, it’s very creative and drives us always one step forward.

Read next: 6 reasons to buy a high power Mercedes-AMG

Traditional craft methods used by luxury swiss watchmakers Ulysse Nardin

Wheel bridge fitting by hand in the Ulysse Nardin workshop

LUX: LUX’s tagline is Responsible Luxury; Kering has a powerful sustainability program. How important is that for your consumers? Patrick Pruniaux: It’s a key value for the group and for Ulysse Nardin. Our territory is the sea, therefore, sustainability is at the heart of our brand positioning.

LUX: What’s your favourite Ulysse Nardin watch and why?
Patrick Pruniaux: Right now, I am totally in love with the new FREAK VISION, I am sure it will be the hero of the whole SIHH.

LUX: Will smartwatches wipe out mechanical watches?
Patrick Pruniaux: I don’t believe it will. At least not in the high-end segment. Why do you think I am back in traditional watchmaking? Just because I think there is not a product that is more contemporary than a mechanical watch.

ulysse-nardin.com

Share:
Reading time: 3 min
Mercedes-AMG C 63 Estate car driving through the countryside
Mercedes-AMG C 63 Estate driving through rural landscapes

Mercedes-AMG C 63 Estate

The era of fast cars is, surely, over. Traffic jams, speed cameras, environmental concerns, enhanced policing – all are good reasons to be passengers in a Prius, rather than at the wheel of a ripsnorting, overpowered machine.

And yet: human indulgence is about wants rather than needs, and sales of performance cars, from Ferraris and Porsches to Mercedes AMGs, have never been higher. Here are six reasons why you should turn your back on the politically correct, gender-neutral advocates of no-car ownership and buy LUX’s current wheels, the Mercedes-AMG C 63 Estate.

Follow LUX on Instagram: the.official.lux.magazine

1.  It’s safe.

High performance means the best technology goes into brakes, tyres, wheels and suspension to keep the car on the road in the event of an upset. If a car has the capability to travel 186mph (as ours does), you can bet you feel safer driving around a corner at 40mph than you would in a Prius that maxes out at 90mph.

Interiors of the Mercedes-AMG C 63 estate car

Spacious interiors of the Mercedes-AMG C 63

2.  It’s comfortable.

AMG is a former independent race tuner that Mercedes liked so much, it bought it, Mercedes-AMG C 63 back viewRemington-style, at the turn of the century. The division still operates quasi-independently, from its own factory, and is completely unlike the racily-badged marketing pieces that crop up from other car companies. AMG rips out the suspension of standard Mercs and replaces it with its own technology, which manages to be both supple and sporting.

3.  It’s fun.

It may be that, one day, it is as acceptable to say you enjoy driving as it is to admit you voted for Donald Trump. But for now, taking a car that is tuned to be driven, rather than mass-produced as an people-moving algorithm, onto empty and exciting roads is a thrilling experience. And the sound of its V8 engine, 6.2 litres driving what is still a ‘compact saloon’, should be bottled. The latest version, shown in our pictures here, has an even more powerful V8 engine with two turbos (because one is just not enough).

Read next: Geoffrey Kent’s hottest luxury travel destinations for 2018

4.  You can race it.

It would be very odd to take a family estate/ wagon onto a racetrack. But that’s where the C 63 AMG was honed. We did it once, and hearing the engine roar, to a consistency and volubility that is just not feasible on the road, and feeling it grip and move in the corners, was a life-changing experience. In the nicest possible way.

Engine of the Mercedes-AMG C 63 estate car

The Mercedes-AMG C 63 Estate may look like a practical car, which it is, untilthe engine is revealed

5.  It’s practical.

It might go from zero to sixty faster than a space rocket, but this is otherwise the same car that can fit surfboards, cases of Pétrus, your latest Richter in its plywood case, and your four best friends, into its insides and express you across the continent.

6.  It’s very fast.

Do excuse us if we didn’t make this explicit: but this car, while looking like a solid family sedan, can run rings around Porsches and overconfident giant 4 x 4s. There’s nothing quite like hearing its engine rise in tone as everything gets smaller in your mirrors.

mercedes-benz.co.uk/approvedused

Share:
Reading time: 2 min
Interiors of Michelin-starred Esszimmer restaurant in Munich
purple grapes hanging on the vine in the Masseto vineyard in Tuscany

The Masseto vineyard in the Maremma region of Tuscany

LUX Editor-in-Chief Darius Sanai was recently invited to a private tasting of Italy’s greatest wine, in a spectacular location. Masseto may now be a global superbrand, but it didn’t disappoint.

Italy makes many serious and famous wines, from the Barolos of Conterno to the Brunellos of Soldera. But there’s only one Italian wine which has crossed the Rubicon from the serious wine community – who examine vintage, vineyard, slope aspect and barrique ageing in exquisite detail – to what we call the general luxury connoisseur.

The latter is the category of wealthy people who live busy lives and, while immersing Chef prepares canapes to accompany the tasting of Masseto fine winesthemselves in life’s pleasures, don’t have time to work out which Conterno makes the great Barolos (it’s Giacomo) or whether Brunelli is the same as Brunello (it isn’t). They know and consume the greatest things in the world: they might own a Ferrari F12 TDF, a house in St Moritz and another in Malibu, eat at Osteria Francescana and own a Heesen boat and a Patek Philippe Sky Moon Tourbillon. But they’re just too busy to sweat over the arcane detail of the wine world.

Follow LUX on Instagram: the.official.lux.magazine

That doesn’t mean they don’t know wine – they drink more fine wine than a Master of Wine could ever afford – and nor does it mean they only consume brands. Wine is a world where there’s nowhere to hide: if Chateau Pétrus really weren’t as good as it’s supposed to be, people wouldn’t buy it.

The wines that pass through the luxury connoisseurs’ lips are mainly French: Pétrus, Margaux, La Tache, Haut-Brion, Cheval Blanc. And only one Italian wine makes it into this highest echelon: Masseto. Masseto is made a grape’s throw from the Mediterranean, in a beautiful vineyard sitting on a slope between the coast and an ancient forested hillside, in the Maremma region of Tuscany. This rather unspoiled stretch of Italy, between Rome and Pisa, produces other rather good wines, like Sassicaia, Tua Rita and Guado al Tasso (among many others). But it’s Masseto that has the brand recognition.

Interiors of EsZimmer restaurant for wine tasting of Masseto

EssZimmer: a sophisticated setting for a private tasting of Italy’s greatest wine

It’s made from Merlot, like Chateau Pétrus, and it’s rich, rounded, velvety and hedonistic. LUX had the privilege of being invited to a recent private tasting of no fewer than 15 different vintages of Masseto, held at the two Michelin starred Bobby Bräuer‘s EssZimmer restaurant at the BMW Museum in Munich, Germany. Hosted by winemaker Axel Heinz, and Burkard Bovensiepen, the owner of the BMW Alpina car company (and fine wine importer) and accompanied by such glorious dishes as ‘venison from the region, spice crust, onion ravioli’, it was beyond memorable.

Read next: President of LVMH Watches, Jean-Claude Biver on the popularisation of luxury

Masseto label on wine bottle with red wax stamp

Vintages served were the 1989, 1990, 1995, 1996, 1997, 1998, 2000, 2001, 2002, 2006, 2007, 2011, 2013 and 2015. Did we have a favourite? The 1989 is no longer available but had a gentle timelessness that we could drink every day. The 2010, we would splash on as the world’s most lavish cologne, before licking it from the belly of…let’s move on. The 2011 was a Roberto Cavalli gown of a wine. The 1997 was a Chanel couture creation in all its perfection. The 2015 should have been undrinkably young; but was like drinking the stars.

Only the most recent vintages are available now, and we recommend drinking them with your favourite person, even if, in some cases, that means sharing them.

masseto.com

Share:
Reading time: 2 min
Artistic shop front of Hublot boutique Hong Kong
Street art inspired shop from of Hublot boutique in Hong Kong to appeal to younger generations

The Hublot boutique in the IFC Mall, Hong Kong

Jean-Claude Biver was celebrated as the saviour of the luxury mechanical watch industry when it was threatened 40 years ago with virtual annihilation by the rise of battery-powered watches. Now head of watches at the world’s biggest luxury group, he explains how the melding of high and low culture is the best chance of the industry’s survival for the next decades.
LVMH President, Jean Claude Biver portrait image

Jean Claude Biver

The promotion of luxury goods using so-called low culture is a relatively new development. Nobody could have imagined this in the past. Fifty years ago, nobody would have believed that football could be an appropriate arena for luxury. And in some parts of the world it remains so; for example, in China, sport is still not considered a part of luxury. It is only recently, under the initiative of President Xi Jinping, that entrepreneurs are being encouraged to invest in sport.

This change towards the popularisation of luxury culture is not just in my sector, that of watches, it is across the luxury industry in general. Years ago, who would ever have conceived of jeans selling for more than $100? We have seen it in fashion, which is taking a lot of inspiration from the street, and in music. Look at rappers, with music coming from the street. Today, we really have a mash-up: luxury went down to the street, and street goes up to luxury. It’s like a shaker. Everything was previously stratified into classes but now they are being all mixed up and everyone takes inspiration from each other. It started a while back. The first people to do this were English musicians such as The Beatles, The Rolling Stones and The Animals in the 1960s, who dressed totally disruptively when everyone was making their children mini papas and mamas, going to church with their blazers and fine-wool trousers. Now the difference is that it’s not just the guys from Liverpool and Manchester changing everything, it’s the guys from the ghettoes, too. And it’s a global attitude.

Follow LUX on Instagram: the.official.lux.magazine

The most significant indication of this trend for me is that Hublot has become extremely successful with a very big turnover in China, where five years ago, we could barely sell one watch. Everyone was saying that in China they do not perceive sports watches as being part of luxury; they wanted wonderful dress watches like Vacheron Constantins and Patek Philippes instead. Zenith [Biver’s traditional watch brand] was outperforming other brands in China, and now Zenith is selling less than Hublot because young Chinese people refuse to wear the watches their parents were wearing. They don’t want to buy classical watches any more.

It’s the same with other goods; people don’t want classical furniture any more, they want modern furniture. People want contemporary art because a new generation brings with them new trends and influence. We are now in the middle of a change of generation and this movement will be very strong. By 2030, in just 13 years, those people who will be shaping the century will have been born between 1990 and 2000, they will be between 30 and 40 and will be bringing a huge change in culture and philosophy. You can see it happening now. Check how many 18 year olds drive cars – they are not interested anymore – and very few are wearing watches. Every generational change brings with it new trends into markets, and if a brand doesn’t get it, the brand will disappear.

Read next: The first comprehensive Jasper Johns exhibition in the UK in 40 years

Examine what is happening all around us now: Supreme surfboards have teamed up with Louis Vuitton, yet a few years back could you have imagined a luxury brand doing a partnership with a surf brand? Classical brands will shrink, though they will not disappear. A very classic car make such as Bentley, when it was in the hands of the British, was shrinking and slowly dying but then the Germans bought it and decided to modernise the brand. The old generation objected but whatever doesn’t evolve will die.

And while there are exceptions – for example, a Submariner or Daytona watch from Rolex – almost everything has evolved. And even if you take a look at those watches, you will see that they have undergone a subtle but significant evolution over the years. This happens even with contemporary brands – take Google’s first logo and its logo today; the evolution has been enormous.

Boutique interiors of Hublot in Beijing

The success of Hublot Boutiques, such as this one in Beijing, is down to the rise in interest of a young generation in the brand’s watches

We now have different luxuries which we didn’t have before. The idea of accessible luxury was previously inconceivable. This is because we have promoted luxury through marketing, rather than through prices, which blurs boundaries. For the super-rich now, luxury means uniqueness, something others cannot buy, which is why Lapo Elkann has started Italia Independent, creating bespoke cars which other people cannot get or buy. That is top luxury. And there is a scale. A young woman dreams of a Hermès bag in leather; the next step up is crocodile, then with a gold clasp, then with a gold clasp with diamonds, becoming more and more exclusive. Then you end up having something nobody else has.

The association of luxury with street culture, and the blurring of lines, is becoming stronger all the time. You have rappers who sing “F*** your mother” and they are invited by President Obama to have dinner at the White House – it is incredible. Similarly, designers don’t know where to find ideas. Punk hairstyles, tattoos all over your body: these are underworld or underground concepts that have become socialised. Forty years ago tattoos were for the criminal underworld, David Beckham socialised them, now every millionaire has one.

I can’t pass judgement on whether this is good or bad – it just indicates the socialisation of our society. And social media, a key vector in that change, makes life much more difficult for brands, because your brand is an environment which is much more competitive. On social media every brand has the same share of voice as yourself; and now the young generation has a lot of curiosity and much less loyalty to brands. So that makes it more difficult.

Read next: Meet the artists who blur the boundaries between words and pictures

Our greatest challenge is to see if we can seduce this young generation to wear watches. The biggest asset our industry had between 1980 and 2010 was the Swatch effect. It was a 50-dollar watch, but it was full of colour, innovation, joy of life; it was fashionable. People could wear it without it looking like a stupid cheap watch. So every child was suddenly wearing a watch. This young generation, born in the 1970s, have been wearing watches since they were 10. They graduated onto their next watch, an IWC, a Rolex, eventually a Patek Philippe, all started by that first purchase of a Swatch.

Now the question is, who promotes watches to children? We hoped Apple would have, but it doesn’t seem children are wearing Apple watches, and we might have a problem later, because this generation does not wear a watch now and may not do so later. For them, it doesn’t seem natural to wear one; people feel more comfortable having a tattoo on their wrist than a watch. It’s a big and educational challenge for the industry. We have to do some fundamental work which we never had to before. Once, it was normal to wear a watch; twenty or thirty years ago, 99 per cent of people were wearing a watch. Now few of this new generation think that a watch should be worn.

And so, bringing the argument back full circle, we try to make this young generation dream about us by entering their lifestyle, and when our brand starts to belong to their lifestyle, if we are considered part of it, we have a chance they will buy our watches. And we reach their lifestyle by following their influencers. If you go with Alec Monopoly, he’ll be an influence on them; when we associate ourselves with One Republic, that is another. It’s not about product, it’s about lifestyle and our brands being part of it. If you want to seduce them with gold watches, forget it; that’s not what attracts them. To seduce the new generation, we must understand their lifestyles.

Jean-Claude Biver is president of LVMH Watch Brands and chairman of Hublot.

 

Share:
Reading time: 7 min
Will Chalker and family in the new acqua di parma campaign for colonia pura
Picture of model will chalker and his family in black and white for Acqua di Parma. Natural beauty

Model Will Chalker and his family star in the campaign for Acqua Di Parma’s newest fragrance, Colonia Pura

As famous for its striking yellow Art Deco packaging as its ‘colonias’, Acqua di Parma has developed over the years into a lifestyle brand that embodies the romance and artistry of Italian culture. Now under the leadership of new CEO & President, Laura Burdese the LVMH-owned brand is moving in new directions. Following the launch of Colonia Pura, the brand’s latest fragrance, LUX’s Digital Editor Millie Walton speaks to Burdese about the beauty of the Italian lifestyle, working with artisans and the future of luxury.
Colour headshot of Acqua di Parma's new ceo and president laura burdese

Acqua di Parma CEO & President Laura Burdese

LUX: All of Acqua di Parma’s products are handmade. How do you maintain a high-level of craftsmanship in the fast paced, technologically driven world?
Laura Burdese: I must admit that matching hand-crafted processes with an always faster time to market, while delivering outstanding products, is not easy at all, but this is our mission. We have some very clear convictions as a brand. We love things made slowly and by hand, so they develop a soul and we cherish the imperfect as the only true form of perfection. We admire the handcrafted, the slightly irregular, the almost perfect. As you may notice, labels on our products are not perfectly applied sometimes, this is because they are applied by hand. So are our iconic rounded hatboxes.

With this in mind, the high-level of craftsmanship resides in the ability to work closely with our artisans since the very inception of a product, controlling each phase of the process and not only the final outcome. I believe this is a very productive and stimulating way to manage the creative process, which let the essence of our products shine through.

Follow LUX on Instagram: the.official.lux.magazine

LUX: How does the city of Parma – the birthplace of the brand – continue to inform the company?
Laura Burdese: If you just have a walk in this beautiful Italian city, you can easily recognise that our iconic shade of sunny yellow resonates with the yellow façades of Parma’s historical buildings.

Elegance, beauty, harmony, mastery of craftsmanship: this is what you perceive in Parma and what the brand first experienced in this city, making its own from the very beginning in 1916. More than that, today Parma is a vibrant, lively Italian city, still a source of inspiration for us because here you can truly “smell” the warmth of the most authentic Italian way of life. And I believe that it’s the same spirit you can smell in all our fragrances.

Read next: Czech designer Jiri Kalfar’s bumble-bee collection at London Fashion Week

LUX: How do you see the luxury market developing over the next ten years?
Laura Burdese: It’s a very difficult question. Things are changing so fast nowadays that it’s already difficult to foresee what could happen in 1 or 2 years’ time, nothing is written in stone and 10 years is an eternity. However, I do believe that the luxury market will continue to grow, even if probably at a slower pace, therefore strategy will become paramount. Emerging battlegrounds will be e-business and data management, with the necessity to drive-up investments into luxury, bespoke and taylor made experiences and “lifestyle branding“.

Will Chalker and family in the new acqua di parma campaign for colonia pura

LUX: Acqua di Parma supports many art forms and is culture partner of venues such as the Peggy Guggenheim Foundation in Venice. How do visual arts influence the brand?
Laura Burdese: Acqua di Parma has always supported the best of artistic creativity in all its expressions with publications, partnerships and events. As you properly mention, one particularly prestigious activity is our collaboration with Guggenheim Intrapresæ, a group of companies dedicated to sustaining the Peggy Guggenheim Collection.

We understand the importance of our cultural heritage and we keep considering it as a major source of inspiration in all our creations. In this respect, the values that Acqua di Parma espouses are perfectly reflected in Italian visual arts: the same adventurous spirit and the courage to set aside what is good in order to achieve the best. But also the ability to create styles that resonate with people, that communicate something new, something truthful, allowing the essence of things to shine through.

LUX: Your leather and home collections also promote hand-crafted products. Is it difficult to find traditional artisans nowadays?
Laura Burdese: Honestly, it’s pretty difficult. Making a creative process, such as the artisanal one, also effective and efficient is not simple, but this is how we work. This ambitious objective is possible only if you, as a brand, co-operate closely with your craftsman, motivating them, stimulating them and making them proud to work for you. And I believe this is what give our products such a shining soul.

Collection of fragrances by Acqua di Parma

Acqua di Parma’s latest fragrance, Colonia Pura

LUX: Do you have a favourite fragrance?
Laura Burdese: While I wear different Colonias, depending on the season, I prefer to wear Blu Mediterraneo Fico di Amalfi in summer. Usually I gravitate towards scents that are unisex or more masculine. Lately, I’m in love with Colonia Pura, our new fragrance, a light, modern interpretation of the iconic Acqua di Parma Colonia. True to Colonia, Pura opens with the brand’s signature citrus top notes of crisp bergamot, orange and petit grain. A heart of narcissus, jasmine and coriander, and base of cedar wood and patchouli give Colonia Pura a youthful energy.

Read next: Ruinart’s decadent art hub at Rosewood London

LUX: What’s next for Acqua di Parma?
Laura Burdese: We have always represented the most refined elements of the Italian way of life, but in an understated, discreet way. We are now leading the brand to the next level and keep developing this beautiful Italian story into a global success. Our new fragrance, Colonia Pura, opens a new chapter in the history of Acqua di Parma. Undeniably, Colonia Pura advertising campaign makes a turning point in the way we’ve always communicated. For the first time in our history, we presented an advertising campaign which features a man and his family.

Small boy eating yoghurt pot in a scene of natural beauty

We chose Will Chalker because we believe he embodies the spirit of the brand and conveys a strong yet modern and open masculinity. We were quite fortunate that Will’s family is in the campaign – his wife and young son add a lovely spirit of authenticity and warmth. The campaign images depict Will as a sincere and affectionate father and husband, values that are important in the Italian culture and resonate with the Acqua di Parma client.

As for the next launches, I cannot really reveal our new creations at the moment, but I can assure you they will express the Acqua di Parma personal signature and perfectly embody our brand equity. They will be scents of Italy and scents of life. The ultimate in sophistication: light and simple. Stay tuned.

LUX: How do you relax?
Laura Burdese: I do relax spending time with my kids and my husband. I know it might sound weird, but honestly I have a hectic life and quality time with them is just a gift. We do a lot of sport together, watch movies, talk, share experiences. It’s just about little things that make me feel complete and relaxed!

LUX: What’s the secret to Acqua di Parma’s success?
Laura Burdese: Acqua di Parma is so successful because it is much more than “just” a fragrance brand, it’s a way of life in its most sophisticated form. Our secret has always been moving forward into the future while keeping our DNA intact. We are very proud of our heritage, history and values but we never forget to keep an eye to the future and new generations. Our most important skill and what distinguishes us is the ability to bring style – specifically Italian style – into life.

acquadiparma.com

Share:
Reading time: 6 min
Arts and elegance weekend in Chantilly with Richard Millie

This year’s Richard Mille Arts & Elegance at Château de Chantilly kicked off with the inauguration of an exhibition dedicated to Nicolas Poussin‘s “Le Massacre des Innocents” with young singers and dancers leading guests round the park with performances masterfully choreographed by Richard Mille’s Artistic Director Mélanie Treton-Monceyron. In front of the château, guests admired a stunning mise en scène of Salvador Dali’s “Metamorphosis of Narcissus“, whilst inside, a choir sung a moving rendition of “Hallelujah” in front of Picasso’s “Charnier”.

 Follow LUX on Instagram: the.official.lux.magazine

The automobile rallies were similarly theatrical with close to 800 classic cars competing in the Grand Prix des Clubs. On display were some of the most famous (and beautiful) electric cars in automobile history, from 1899 to the present including La Jamais-Contente from 1899, the first vehicle ever to clear 100 km/hr, and the slick Porsche Mission E. Richard Mille partners Mutaz Barshim, Felipe Massa and Jessica von Bredow-Werndl were spotted admiring the elegant collection of Ferraris on display in celebration the brand’s 70th anniversary, whilst spectators sipped champagne on picnic blankets  in the Fiat Fan Club.

Share:
Reading time: 1 min
Sotogrande Grand Prix

Over the course of five days from Wednesday 24 May to Sunday 28 May 2017, southern Spain from Seville to Sotogrande welcomes the automobile elite for rallies, exhibitions, sales and displays of an eclectic selection of classic cars. The Andalucian route, weaving through picturesque cities and pine forests, ends each year with the legendary three-day Grand Prix festival of speed trials and Concours d’Elegance held in the stunning setting of La Reserva Club at Sotogrande alongside star-studded cocktail evenings and garden parties. Here LUX recounts this year’s weekend in pictures

 

Share:
Reading time: 1 min
ferrari test
ferrari test

The two Maranellos together (Photo: Laetitia Sanai)

The Ferrari 550 Maranello and its successor, the similar-but-different 575M Maranello, are becoming two of the most sought-after cars of the ‘modern classic’ era. Rakish two-seaters with V12 engines, they also divide opinion among collectors as to which of them is best. Now, 20 years after the 550 Maranello was first unveiled to rapturous reviews, LUX takes both of these beautifully svelte Ferraris out for some spirited driving and comes out with a surprisingly unequivocal answer.

There are few things more inspirational, to collectors of classic cars, than Ferraris hosting V12 engines. Any car person will become dreamy at the mention of a 275 GTB or Daytona from the 1960s; cars that combined race heritage with beauty and an engine whose functioning and sound is worthy of an installation at MOMA.

Ferrari still makes cars in this lineage, the latest being the 812 Superfast, an even faster successor to its F12 model, itself a car so rapid that to extend it and enjoy it you would, within a couple of seconds, be so in excess of a speed limit in almost every country in the world that you would be risking a jail sentence.

Like some of the proudest global dynasties, this V12 line had its reign rudely interrupted before being restored to the monarchy. In the 1970s, 80s, and early 90s, Ferrari instead made cars with a flat-V12 engine (a detail that refers to the arrangement of cylinders in relation to each other, important for car geeks), which was placed behind the driver and passenger; these included the famous Berlinetta Boxer and Testarossa, and the limited-edition, lightweight (and now highly collectible) F512M).

It was only in 1997 that the company continued where it left off with the Daytona of 1968, and replaced the F512M with the 550 Maranello, a car so different it shared only its available paint colours with its predecessor, and whose design – (new) V12 engine under a long bonnet in front, space for two people behind – resembled its deposed ancestor.

The 1997 Ferrari 550 Maranello, in classic Rosso Corsa (racing red)

The 550 was itself replaced by the 575M in 2002 which (pay attention at the back) was a modified version of the same car – an evolution not a revolution – and looked so similar from the outside that even experts have trouble telling them apart. (There were greater changes inside and under the bonnet, as outlined below). In 2006, the 575M was itself replaced by an all-new car, the 599 Fiorano, with a different V12, still under a long bonnet in front.

And – for those general readers still with us – this is the rub. The Maranellos, as the 550 and 575 were called, represented a singular era in Ferrari history. The cars that preceded them were, as outlined above, very different in every way; and their successors, the 599, F12 and today’s 812 Superfast, are also very different: faster, but also much more aggressive, with hair-trigger handling meaning they demand to be driven at high-speed all the time, and feel listless and a little dull if they are not.

Ferrari Maranello 575

The rare gated gearshift on the Ferrari 575M Maranello

The Maranellos, meanwhile, had a laid-back demeanour that fooled purchasers into thinking they were relaxed cruising cars – until they tried driving them at high speed, and realised they were every inch a thoroughbred Ferrari. This dual personality is unique among Ferraris, and the cars are now appreciating in value as connoisseurs recognise this.

To give additional spice to the collectability of these ‘modern classics’, the 550 was the last Ferrari to be made only featuring a metal gated manual gearshift. This may not sound significant, but every Ferrari made now is only available with a F1-style ‘paddleshift’, with no clutch pedal or gearlever; and so the beautiful metal gated gearshift has become a desirable element of many collectable Ferraris. The 575, meanwhile, was generally promoted with its F1-style gearshift, and of around 2000 examples made, only 246 were ‘proper’ old-fashioned manuals; and of these, only 69 were right hand drive examples for the UK, making them seriously collectable.

Read next: Why you should buy a modern classic car

Sibling rivalry 

The 550 received rave reviews from the motoring media from the outset, appearing so much more modern and sophisticated than its F512M predecessor. (Ironically, it is the quirky design and single-minded racy focus of the rarer F512M, of which LUX also owns an example, that have made its value whiz upwards far beyond those of the also-appreciating Maranellos, in recent years). When the 575M came out in 2002, it received a more mixed reception. More powerful, with a bigger engine, extensive modifications underneath, and more luxurious inside, it was nonetheless criticised by some for being a little too comfortable and soft – not enough of a Ferrari. Critics and purchasers rapidly realised that the addition of the factory-optional ‘Fiorano Handling Pack’, aimed at racetrack driving, righted things for the 575, as did a series of Ferrari’s own subtle modifications over ensuing months.

Still, though, the reputational damage, slight though it was, was done. A cloud hung over the 575, based on the initial reviews of it being too ‘soft’. Supporters of the 575 ever since have claimed that this is entirely unfair, and that the 575 is newer, faster, better and, with the ‘Fiorano Pack’, also racier than the 550; while supporters of the 550 say the original car is better and that Ferrari’s modifications simply clouded what had been a perfect machine.

The debate is muddied further by the gearchange developments. A tiny minority of 575s were sold with gearlever manual transmissions similar to the 550s, meaning it was very hard to compare like-for-like: a typical 575 with F1 paddleshift transmission and no Fiorano Pack was a different beast indeed to a typical 550.

Solving the debate: 550 v 575M Manual Fiorano Handling Pack

LUX is fortunate enough to own a beautiful example of a 550 Maranello from 1997, and a 575M Maranello, manual, from 2004. Both were purchased for their collectability, and for the joy they should impart in driving. And this offers us an almost unique opportunity to resolve, without bias, the question once and for all: is a manual 575M Maranello, with the coveted Fiorano Handling Pack, a better car than a 550, or is it too close to call? We took both cars out this spring to find out. First, our criteria: this was not about which car was faster (the 575M should be, by dint of 30 extra horsepower and a bigger engine), or more fun around a track (we didn’t actually take them to a track, though we did create an approximation of one out of some empty roads – responsibly, of course). It’s about which is a better all round V12 Ferrari, with a combination of performance, presence, handling, comfort and general brilliance.

The 550 Maranello

We purchased our 550 Maranello in its homeland, a couple of years ago. Prices had started to rise, and we were on the lookout for an excellent example of this model. A very low mileage example popped up on an Italian car website and, acting fast, we flew over and purchased it, as documented here in GQ magazine. The car had been kept in a showroom for ten years, and needed some fettling, admirably carried out back in the UK by The Ferrari Centre in Kent, to go as well as its museum-piece looks suggested.

The 550 Maranello’s “gills” hark back to Ferrari’s supercars of the 1960s

The shape of the 550 was a stark contrast to that of its predecessors when it came out; in retrospect, like the greatest designs, it was ahead of its time with its understated angles, and the harbinger of a new era. While it’s not as beautiful as the most gorgeous Ferraris, it has aged beautifully and now gains the attention that, ironically, it didn’t do when it was new. Slim, svelte, sleek and minimal, it feels very grown up.

Drive the 550 down a busy highway and the initial feeling is…what is all the fuss about? The engine is quiet – so quiet, nobody takes note of it, so much quieter than almost every other Ferrari, that you feel a little short-changed. This is a near-legendary Ferrari, but in a quiet way.

Read next: The nostalgic pleasures of travelling by ferry

The car also doesn’t immediately speak to you through the steering wheel as you might expect it to. The power steering is light and easy, but rather over-light; when it was created, the emphasis was on creating a Ferrari that could be used every day, and the tradeoff now is that ease-of-use and refinement seems to trump sense of occasion. Only the bang, clang from the metal gearshifter gate tells you you are in something special.

The 550 has a more ‘classic’ interior layout

Out on the open road, though, things change, fast. Push the accelerator and the engine roars as it whisks into the upper end of its operating range; the car flies forward. Most wonderful is the way it goes around corners. It flows and flies through fast corners, and on tighter ones, encourages you to go ever faster. As you stretch it, it wakes up completely from its straight-line stupor, and surprises you utterly: the 550 comes alive, progressively communicating more as it careers around tight corners. Drive harder and it gets happier, fluidly and consistently letting you know where you are in its considerable range of abilities, encouraging you to steer around bends with the accelerator, faster, faster, tighter, pushing it around and out.

And then there is the most wonderful moment of all: when you are flying out of a curve and accelerating ever more, you have a sensation that the momentum is about to be with the back wheels, and not the front wheels. It’s as if the car has been created to tap you on the shoulder and say, ‘Ciao. In a second, my rear wheels will start to slide, so, let’s have fun, ragazzo!’. Then they do so, and you flick the steering wheel and catch them, and tear on down the road.

All of this from a car that looks and feels, at low speeds, like a gentle cruiser. Spectacular.

Driving back to base, that feeling of a lack of feeling comes back again, though. At lower speeds the 550 is so quietly competent that it makes you a little restless. And while it feels very modern in many ways, it shows its age in the background noise generated by the body while travelling at speed on the highway.

The 575M Maranello Manual 

The 575 has its rev counter centred

Sit inside the 575 and, unlike the view from outside, the contrast with the 550 is immediate. The dashboard is updated: the 550 has three dials at eye level towards the centre, while in the 575 your view is dominated by a big rev counter. The leather and materials are of a higher standard, and the whole experience feels more luxurious, while distinctly similar.

Anyone expecting Ferrari to have upgraded the aural experience – the only real criticism of these cars – would be disappointed, as the 575 is as quiet as the 550 at slow speeds. I felt myself yearning for a V12 howl, rather than the smooth hiss of the engine in front; but the 575 is almost indistinguishable from the 550 in this way. It’s a very understated car.

In other matters, though, considerable progress is evident. The most prominent of which is the steering: it has far better weight, and more feel, than that of its sibling. While it doesn’t communicate like Ferraris did before power steering, it gives you a firm, meaty sense of exactly where the front wheels are pointing and what they are coming into contact with. This improved steering was part of the Fiorano Handling Package. The accelerator also has a more immediate response; meanwhile the gearchange is similarly satisfying. I tried to find a difference between these two delicious metal gated gearboxes, and if pushed I would say the 575 feels even more metallic and mechanical, but that’s probably quite moot.

The 575’s handling is also quite different. With the Fiorano Pack, aimed, according to Ferrari, at racetrack driving, I expected it to be altogether harder and stiffer than the 550, but that’s not quite the case. The first impression is completely the opposite. At very low speeds, over a speed hump, for example, the 575 has a slight but distinct return on its springs: where the 550 goes up over the hump and down, the 575 goes up, down, bounces back up again almost imperceptibly, and settles. One tiny extra movement. (All the Fiorano Pack 575s I have driven do this; and it’s not something you notice until you drive it alongside the 550.)

On the road, in a corner, this translates into a slight but definite bit of lean into a bend, then, as if the system is flexing its muscles, the ride turns flat and the car gets stiffer as you corner harder, both into and out of the corner. The 550, by contrast, felt simpler and more fluid.

At higher speeds through corners, the 575 is flatter, stiffer, and feels stronger than the 550, but if you are linking together a series of S bends, the 550 feels like it is making less effort – in a good way. It almost feels lighter, which it isn’t.

Ferrari F575

The 2004 Ferrari 575M Maranello was an evolution – but was it an improvement?

Push harder, and the 575 sticks to the road better than the 550; it leans less at the limit. It’s also noticeably faster, as you make the engine fly: those 30 extra horses, and the extra 250cc of engine capacity, really are noticeable. It makes for a car that is both speedier and more satisfying than the 550 to drive at medium-high speeds, although if you are in a situation where you are making the rear wheels drift out of a corner, the 550 can be caught more cleanly, and feels more simple and playful.

Read next: Super chef, Massimo Bottura on his food for soul project

On a long drive, more advantages of the 575 become clear. It rides better, even with the Fiorano Pack, and the body creates less background noise. It feels more settled than the 550, more sophisticated. It’s really the steering, though, that is the killer winning factor: whether cruising down a straight highway or into a series of curves, the excellent weight and good feel of the 575’s Fiorano Handling Package steering make it a satisfying, involving machine to drive, at times when the 550 feels like it is half asleep.

The Winner

Ferrari modern classic

Red brake calipers can denote racing suspension pack

We thought this would be a difficult, entirely subjective battle. But in the end, the 575’s one significant advantage over the 550 – the steering – plus the numerous small improvements in performance, ride, refinement, interior quality and sophistication, cancel out the 550’s trump card, its joy at the limits of handling. If you are buying a car to drive at its limits every day, then perhaps this trump card would be the killer app to swing your modern classic decision towards the 550. We also think that, from the outside, the 550 looks just a little cleaner and better. But overall, as a Ferrari for fast, real-world driving, combining speed, luxury, handling, refinement and utter aristo-Italian factor, the 575M manual with Fiorano Handling Pack beats the 550, and by a quite distinct margin. With only 69 made like ours, it’s also a true modern classic.

FOOTNOTE: Party Pooper? 

The Maranellos were succeeded by the 599 Fiorano, which sported a massive increase in power and technology; it heralded a new type of hyperactive V12 from Ferrari. The 599 itself was replaced by the F12, much more powerful, lighter, more agile and much faster again.

But the predecessor to the Maranellos was such a different type of car, never to be made again by Ferrari, that it has gained a cult following and commands roughly twice the price of a 550 in the classic car market. The F512M (LUX owns one) was a two-seater with a lightweight 12 cylinder engine behind the driver’s head and a modified body from the legendary Testarossa. Impractical and loud (in every way), it was also much lighter than the Maranellos, to the extent that Ferrari itself admitted the F512M had better acceleration than the 550 that replaced it.

It also has the sense of occasion of an Italian countess arriving at a Roman ball. Every minute spent in a F512M is memorable, you can feel the machinery all around you, as well as the stares of passersby. It’s also wildly exciting on a twisty road, until a point, easily reached, when it’s just wild. The Maranellos are far better cars, but for sheer presence and occasion, their predecessor still has what it takes.

Acknowledgements:

No serious collector of investments of passion, be they mechanical watches or modern classic cars, can be so without the wise counsel of trusted professionals in the field. For the 575M Maranello, LUX would like to thank Joe Macari whose unrivalled knowledge and nous makes up London’s greatest Ferrari dealer and service specialist: Macari takes as much care over the service of a modern classic as he does over the restoration of a £10m unique classic.

The 550 Maranello resides in the hands of The Ferrari Centre in Kent, south of London whose owners, Roger and Claire Collingwood, are both ex-racing drivers and mechanics with a deep understanding of the cars and the market: they both own modern classic Ferraris as their everyday cars.

Anyone researching or owning a Maranello will find the Ferrarichat board an invaluable resource; technicians, owners, dealers and others offer fellow members a formidable knowledge-bank.

Passion is the essential element for an investment of passion, and we share just a little bit of all of theirs.

Share:
Reading time: 15 min
Modern classic cars
Modern classic cars

The 1997 Ferrari F50, of which only 349 were made. Image courtesy of Ferrari S.p.A.

Classic cars are, for a new generation of luxury collectors, something of a conundrum. On the one hand, they are perhaps the ultimate ‘investment of passion’, objects which you can cherish and use, and which nonetheless gain value over time. On the other hand, for some people the idea of a classic car conjures up an unappetising image of an ancient, uncomfortable contraption sitting broken down by the roadside, leaking unidentified fluid, while people of today breeze past in Teslas or in the back of their Uber.

And I sympathise with both sides. With all the opportunities afforded by digitization, internationalisation, and a connected world – developments I see as almost entirely positive – who now has time to spend their Sunday mornings trying to fiddle around with a vehicle that, even when running properly, has no air conditioning, no connectivity, and is slower and noisier than the average contemporary people carrier?

And yet…the greatest cars are a combination of art, engineering, and, for those who enjoy driving, enjoyment beyond what many of the hi-tech vehicles of today can offer. Today’s new car market offers dozens of cars that can exceed 150 mph, and post breathtaking times on racetracks, but most do this so competently that the joy of driving has turned into something akin to a dull feeling of being driven. And this will only accentuate as people increasingly are driven, by self-driving machines.

Read next: Danish model, Rianne ten Haken on the fashion industry and teaching yoga 

All of this has been postulated as a reason behind the rise of what has been dubbed the ‘modern classic’ collector’s car market, a term that your author helped bring into the mainstream back when this development was in its nascence a few years ago. The term encompasses cars that are as rapid, comfortable and reliable as most contemporary cars, but, through either quirks of engineering or having been manufactured at the point where the old classic car era turned into the new, are as enjoyable as the older ones.

Ferrari modern classic car

The 1995 Ferrari F512M, of which only 501 were made. Image courtesy of Ferrari S.p.A.

A word of warning though. The ‘modern classic’ has been adopted by marketeers and average car dealers, to the extent that it is now turning meaningless and being used as a cover for almost any used car of the past two decades. Most of the ‘modern classics’ so dubbed at today’s auctions are nothing of the kind. To have collectability, the criteria for a modern classic are the same as for anything collectable: they have to have been made in limited numbers, be special in some way (via brand, or history), and be genuinely desirable. A Ferrari F50 (349 made) or F512M (501 made) from the 1990s is a modern classic; a Ferrari 360 (more than 15,000 made) is likely not. (Full disclosure: there is a F512M in my stable). Production numbers are partly, but not wholly, responsible for this distinction.

Does all of this signal the end of the era of the traditional ‘classic car’, with its quirky, hand-beaten body panels, tiny production quantities, and 1950s and 60s design quirks? The obvious answer is of course not: assuming you could find them, you could buy seven or eight of my 1995 Ferrari F512Ms for the price of a single 1969 Ferrari Daytona Spider, or 365 GTS/4 to give it its correct nomenclature. (I use Ferraris as a reference partly because they are the most significant brand in car collecting, and partly because I am most familiar with them.) The most expensive cars ever sold are still those (mainly Ferraris) from the 1950s and 1960s.

But real modern classics are gaining in value fast. Certain Porsches of the 1990s have overtaken the prices of all but the rarest of their siblings from the 1960s, and some 1990s cars, like the McLaren F1, are now selling for more than ten million (pounds, euros, or dollars). Even relatively common but collectible Ferraris, like the 1997 550 Maranello (around 3000 made), have trebled in price over the past four years.

Investment classic cars

McLaren F1 GTR

Whether they will continue to make ground is a question in the mind of collectors – although it tends to get blown out of my mind when I am driving at full speed in any of my Ferraris, as they are of the era when total concentration is required of a driver at any speed, which is a key part of their appeal. One the one hand, there is plenty of evidence that Millennials and Generation Y are less interested in cars: as LUX Contributing Editor and columnist Jean-Claude Biver, CEO of LVMH Watch & Jewellery told me, “teenagers do not wear watches and they do not buy cars”. (Biver is himself a significant collector of what he would call ‘real classics from the pre-electronic era’, including a gorgeous 1966 Ferrari 275 GTB/4, worth multimillions). There is also an argument to say that the younger generation of purchaser is only interested in the newest, most connected cars. I broadly call these the obsolescence argument and the antiques argument: either collectible cars will become like fax machines, entirely redundant; or they will become like antique furniture, out of fashion.

Read next: A futuristic world of modern bodies at Past Skin, MoMa PS1, New York

There is also the view that the current spike in prices for all these cars is due to money chasing after investments in an era of low interest rates, which will inevitably change.

I don’t know. These are probably correct for the vast majority of self-proclaimed ‘modern classics’ which are neither as cool as the real classics which preceded them, or as good as the cars of today. But when I am out in my cars, there is no shortage of young people taking selfies or videoing the car, and many of my spectators are, in time-honoured tradition, small boys dreaming of fast cars who one day will grow up to be purchasers of the car they admired in their youth. Uber, Tesla, and regulations restricting the use of cars in cities can only do so much. And while fax machines and 19th century desk bureaux may be worthless today, try telling your art dealer that a Da Vinci or a Monet is now worthless because of the demand for Jeff Koons.

Which is why I am continuing to acquire modern classic cars – the right ones. And why you will be reading, in LUX, some detailed articles on this most exciting of ‘investments of passion’.

Share:
Reading time: 5 min
Ferrari 575 Maranello

By Darius Sanai, Editor-in-Chief

A few months ago I was invited to take part in a panel discussion on investing in modern classic cars, by the Financial Times, at its annual reader event in London. It was a very FT-type of festival: intellectuals, entrepreneurs, CEOs and private equity principals lining up quietly to listen to the likes of Zanny Minton Beddoes, editor of the Economist, superchef Heston Blumenthal, and economic and political commentators of the likes of Martin Wolf and Gideon Rachman. I had a little chat with Jancis Robinson, the most thoughtful of all wine commentators, ahead of her talk on discovery wines, and then took to the stage myself to converse with the FT’s own classic cars guru Simon de Burton.

modern classic ferrari

As a quintessential Modern Classic, prices of the Ferrari 550 Maranello are set to rise ever higher – but only for the best examples

Modern Classics are a new category of collectible, loosely defined as cars made from 1985-2005. As well as being newer, more refined and more comfortable than traditional classics like a Jaguar E-Type or Mercedes 300SL Gullwing, and appealing to a younger generation, they tend to have been made in greater numbers. I made a good return on selling my own Ferrari Testarossa last year, but there were more than 7000 of those cars made, compared to dozens or hundreds of the multimillion dollar classics like the original Ferrari GTO or 275 GTB.

My message to FT readers was that they should choose carefully, because abundance will act as a natural brake on values, and modern cars can suffer hard-to-solve electrical problems that older, simpler cars do not.

For you, my LUX readers, I have a rhetorical question. Would you buy a classic car because of its design and status, or because of its performance and reputation? Old classic cars, like the GTO, 275 GTB, E-Type, 300 SL, Aston Martin DB5, and others of the 1950s and 60s, are real beauties. They were created by (mostly but not wholly) Italian designers, to look beautiful, and then married to an engine.

They have an objective beauty which transcends the motoring world. I work in an environment which is light on car knowledge, but thick with design, fashion, and art expertise. These cars elicit as much admiration from a magazine creative as they do from a mechanic.

Read next: Hong Kong’s best bars

Modern cars are ruled by different principles: those of aerodynamics, engineering, performance, economy, safety and packaging. None of Sergio Pininfarina’s original designs would pass muster. Some of the most valuable modern classic cars don’t look interesting at all: try selling an Audi Sport Quattro short wheelbase or Porsche 993 Turbo S to a creative director and you’d get a blank look.

So I am going to go a step further than I did to my FT audience and say that if you wish to invest in a modern classic car, looks can be one of many important elements to take into consideration. The other important elements are driving quality, scarcity, brand, and the end-of-the-line factor. Ferrari will never make any more of its metal-gated manual transmission cars: they are all automated, “paddleshifts” now, much more efficient but with less soul. A Ferrari 575 or 599 with the manual transmission is the last such car (V12 Ferrari) ever to be made: it combines soul, driving quality, scarcity, brand and the end of the line kudos.

Ferrari 575 Maranello

A rare Ferrari 575 Maranello with classic manual transmission, right hand drive and the Fiorano Handling Package; it is likely that there were fewer than 20 examples made, earmarking it for classic status

a rare classic ferrariBut the canny collector goes further than that: he or she also identifies sub-brands within the category. There were more than 2000 examples of Ferrari 575 (2001-2005) made, a relatively large number. But only 246 of these were fitted with the gated manual transmission. The model’s handling was also vastly improved by its factory-option Fiorano Handling Pack, fitted to a minority of the cars. So with just 246 manual 575s made, and a minority of them with the “FHP”, the pool of ultra-desirable examples of this car is actually more limited than that of the legendary 1966 275 GTB/4, of which 350 were made, and probably more limited than that of the 1960 250GT SWB, of which 167 were made.

Read next: LUX’s fine wine tasting at Villa Giuseppina 

That’s the kind of calculation collectors of modern classics are making, formed part of my reasoning (apart from sheer desire) when buying my modern classic Ferraris, which also include a F512M, F430 Spider and 550 Maranello, all from 1995-2005. And while I would never claim my own Ferrari 575 (2004, manual, with “FHP”) is anywhere near as beautiful as one of the 1960s cars, it has a 1990s elegance and is rather nicer to drive – and far faster and more comfortable.

Cars are correctly seen as an alternative investment – I prefer the term “Investment of passion” – because they don’t provide a dividend, unlike shares, or an income, unlike a rental property. Unlike wine, however, and unlike art stored in a warehouse, they do, however, provide a return throughout your ownership. This happens whenever I pull the cover off one of my Ferraris, gingerly put the key in the ignition, turn it, let it warm for a couple of minutes, slink the metal gearlever into the slot in the metal gate, balance the aluminium gas pedal against the drilled metal clutch, and ease forward with the music of 12 Ferrari cylinders in my ears, for a day’s blast through the English countryside. It has to be a passion – and the return is both joy and, if you’re lucky, one day it will be monetary too. Because classic cars taken as a whole have been the best-performing investment of all of the past decade, according to – who else – the Financial Times.

All of LUX’s Ferraris are taken care of by Joe Macari, the official service centre in London, with the exception of the 550 Maranello, which is looked after by The Ferrari Centre.

Share:
Reading time: 5 min
gorden wagener with mercedes benz concept car
Due to the technological revolution, design is more integral to our daily lives than it ever has been; but creativity will always be a fundamentally human trait, says our columnist, Gorden Wagener.
Daimler head of design

Gorden Wagener, Chief Design Officer at Daimler

The world is changing rapidly and the pace of change keeps accelerating. Because of that, there is a growing awareness about the details of every aspect of your life. The fact that our knowledge is shared globally, instantly, has created a greater awareness of design and the things that surround us. What everybody is aiming for is to create their own perfect world, and design is a key part of achieving that.

You can see this happening in the design of cars. Just 15 years ago, you would have a car, add some instruments and surface details and that was it – there was no design at all. Now, the complexity of this process has increased by a factor of about 100. We design each and every little detail. The seats and their surfaces are very design-driven, and so is all the digital stuff. The satellite navigation screens have become such a big topic. Previously, the headlamps were just there to illuminate and it didn’t matter how they looked; now each one of them is a super-complex little piece of art and technology. And, of course, good technology always has to work hand-in-hand with good design – think of your smartphone.

Read next: Luxury tourism returns to Zimbabwe 

GW from Mercedes-Benz

Gorden Wagener in the studio

All of this has made the world change utterly, and it’s cool to be part of that movement. When I studied design, it was very much a niche. But now you see how powerful it is to the point where it’s actually transforming the world and it is reshaping multibillion-dollar industries like ours in a dramatic way. It also means there are other areas where designers can focus.

Mercedes-Benz is not just a car company but an international luxury designer label. It’s important to create a holistic brand experience that extends from the product to the retail stores (which we design) and to selected luxury goods – to create an entire world, in fact. On the one hand, that positions us well as a luxury company, and on the other, it gives us feedback from other creative design disciplines, which in turn influences our own work and opens new doors to let us create things differently.

gorden wagener with mercedes benz concept car

Gorden Wagener with a Mercedes-Benz concept design

In the past three years we have moved from being a traditional luxury company to being a modern luxury company – from the parents’ generation to the next generation, and it seems to have happened in an instant. Our aim is to attract our consumers into a total world so that they never leave Mercedes. We design their apartments, their homes, their cars, their commercial airplane, their boat and private jet, the Mercedes Me Store where they can go for dinner, and so on. It’s about creating a world that completely surrounds you.

Read next: London’s hottest property development 

Our philosophy of Sensual Purity is a new movement; no-one has combined emotion and intelligence, the two basic tenets of humanity, within a single design movement before. Our designs are becoming more simplistic while keeping their sex appeal, which is again a natural thing. In the end, simplicity is always longer lasting than drama.

Emotional intelligence is deeply enmeshed in modern luxury and it is something a computer cannot have. A computer may have more intelligence than a human one day, but emotional intelligence is different. And to this day, we still make our key sketches on a piece of paper and only then do we digitize them and render them into 3D. Humans still lead design, despite the technological revolution.

Gorden Wagener is Chief Design Officer at Daimler, parent company of Mercedes-Benz. ‘Sensual Purity: Gorden Wagener on Design’, published by Condé Nast, is available at good bookstores worldwide.

Share:
Reading time: 3 min
By Darius Sanai
Editor in Chief

Starting on Friday November 25, around 480 supercars and classics will be up for sale in Milan at the RM Sotheby’s Duemila Route (“two thousand wheels”) auction. But it’s not the just the quantity of stock or the lack of a reserve that has excited collectors and dealers from around the world: it’s the quality and variety of the collection.

From a single owner whose business assets were seized by the Italian government, the sale is of a connoisseur’s collection of some of the most exciting and prized cars of the past 40 years, including a phenomenal selection of the hottest market category right now, so-called “modern classics”. The collection is short on the prewar Bentleys and 1950s Jaguars that might have made up a classic collection in the past; instead, it features some of the hottest cars of the modern era.

Read next: Mercedes-Benz launches new book with Condé Nast

The star of the show may be a 1966 Ferrari 275 GTB/6c Alloy, estimated at more than 2.5 million euros (although, hypothetically, if nobody else bids, it could be yours for a fraction of that). However much of the attention has been focused on more modern cars. These include one of a handful of Ferrari 599 Fioranos made with a manual transmission instead of the much more common paddle-shift; a rare Ferrari 575 Maranello with the same transmission; two Porsche 911 GT2s from the ‘996’ model designation, considered the last of the raw driving experience Porsches; a Ferrari F512M, the final, rarest, most powerful and desirable of the Testarossa series of the 1980s and 1990s; and many more, including rally cars from Lancia, a desirable ‘plexi’ Ferrari Daytona, and a 25th Anniversary edition of the legendary Lamborghini Countach, designed by Horacio Pagani, who later went on to found the Pagani supercar brand.

[Best_Wordpress_Gallery id=”7″ gal_title=”rm sothebys”]

The collection of the unfortunate, bankrupted collector was as broad as it is deep, with cars for fans of every marque and at every price level: if fast BMWs are your thing, there is a brace of original BMW M3s, a M635 CSi and an original M Coupe. There are Porsches from 1970 to 2007 (a 997 GT3 RS).

Read next: Salvatore Ferragamo on Tuscan indulgence

“It’s an extraordinary selection – there is every Porsche 911 you can imagine, for example,” says Alain Squindo, COO of RM Sothebys. “It was amassed relatively discreetly, the collection was not known about before. What’s particularly interesting about this auction is that it highlights what’s particularly appealing to new collectors, 30 and 40 year olds coming into the car world. They are not interested in prewar grand sedans: instead we have sporting high performance stuff, Porsche 911s, Lancia Integrales, Alfas, Astons, thrilling high horsepower stuff.” It’s the sheer quantity that fascinates, he points out: there are two fibreglass Ferrari 308s, four Ferrari Testarossas (all red).

Squindo says most of the cars are “cosmetically pristine” while emphasising that RM Sotheby’s hasn’t had time to inspect them all and that bidders need to look carefully at the particulars in the catalogue. If your newly acquired Ferrari 400i doesn’t work, there’s no comeback.

Still, for a collector of modern classics, the atmosphere will be of a child in a sweetshop. The world’s biggest sweetshop. Just don’t get carried away. Now, I’m going to look at one of those Ferraris…

rmsothebys.com/tv16/duemila-ruote/

Share:
Reading time: 2 min
Joe Macari is one of the most renowned names in the classic car business, his showroom in London a wonderland of racing cars, supercars and hypercars of all eras, plus the occasional dalek. A racing driver and car nut himself who spends much of his time crisscrossing the world to secure multimillion dollar deals on automotive rarities, Macari has high net worth customers all over the globe and cuts a flamboyant figure commuting to work in his $3m 1960s Ferrari Daytona Spider, cigarette firmly planted in mouth. Macari also has an official Ferrari and Maserati servicing workshop, and was recently appointed an Approved Ferrari pre-owned dealer. For our Luxury Leaders series he speaks to Darius Sanai about his maverick reputation, Brexit, and the hottest cars to buy now.
Joe Macari Ferrari dealer showroom

The Joe Macari Showroom. Image by Dylan Morris

LUX: How is the classic car sales business? Are modern classics important, or just incidental?
Joe Macari: I would argue that the classic car business is as strong as it has ever been! classic cars are now, more than ever, seen as a very strong alternative asset class, with a series of incredibly strong auction results proving that people are willing to pay good money for good cars.

LUX: Is the younger generation as passionate about the mechanics of cars as the older, and is that a problem?
Joe Macari: I think that there will always be a huge proportion of young people who take a keen interest in mechanics, it’s a timeless interest that evolves with the leaps and bounds technology takes over the course of time. I don’t think we’re in any danger of experiencing a shortage of petrol-head technicians any time soon.

Read next: LUX test drives the Rolls Royce Wraith

LUX: Are people more or less into racing than they were when you started out?
Joe Macari: I think racing has become more popular and accessible. F1 has obviously changed massively over the last few years, and my perception is that the changes have led to a migration of sorts. People seem to be more and more interested in events like Goodwood Revival and other classic car racing events in order for them to get their fix of unadulterated, noisy, raw racing.

LUX: How has the typical buyer changed over the decades?
Joe Macari: Certain areas of the world have changed tastes over the years. For example, the Middle East is really waking up to how investable the classic car market is. Obviously there have always been a number of collectors from the Middle East who have sought after classic cars, but there seems to be a broadening in the consumer demographic. Ultimately though, the buyers haven’t changed a great deal. Every single person who buys anything from me shares a burning passion, one I quite obviously hold very dearly, and have used their passion to drive themselves to a level of success whereby they are in a position to buy into their dream. Very few industries share that trait.

LUX: What is hot in the market right now?
Joe Macari: Ferrari are the pinnacle of the classic car market, almost every variant of the 250 sits at over £1m. The Testarossa (particularly the Monospecchio) and the 206/246 Dino are two cars that are picking up value very quickly. Anything limited Edition from Ferrari tends be a safe investment; the 288 GTO, F40, F50, Enzo, Challenge Stradale, 430 Scuderia, 599 GTO, LaFerrari and F12 TDF’s have all picked up value hugely from their list price and seem to be continuing to rise in value.

Read next: Motoring with Jude Law

LUX: Is the classic car market overheated?
Joe Macari: Not in my opinion, were that to be the case we’d be seeing average cars sell for huge money and a quick browse of recent Auction Results will show you that people hold provenance and condition of the cars in high regard. If a car has very obvious flaws, it won’t make money. If a car has questionable history, it won’t sell.
If we ever reach a point where very obviously terrible cars are being sold for far more than they’re worth, then there would be cause for concern, but until then I firmly believe the market to be the healthiest it’s ever been.

img_5453

Left to right: Joe Macari & Tom Kristensen after their win at Goodwood Revival. Image by Andrew Gill

LUX: Some 1950s and 60s Ferraris sell for multimillions. Will the newer ones ever do so (even the limited editions)?
Joe Macari: Undoubtedly so, it all boils down to the relationship between supply and demand. The supply of past-generation Ferraris remains fixed, however as the younger generation reaches financial maturity the demand for these cars increases, resulting in rising price. We saw a LaFerrari  sell for $4.7m at Pebble Beach in August, who knows where they’ll be in 10 years time!

LUX: Do people really buy the cars they hankered after when they were kids – does that mean the 50s and 60s cars will drop in price as their owners get old/pass away?
Joe Macari: Not at all! The value these cars have accrued has given them serious kudos amongst the younger generation, I can’t conceive of a time when a 250 GTO or California Spyder are seen as “just another old Ferrari”, they are primarily works of art, and much like art they will continue to cause a reaction and be desired by many.

Read next: Rustic luxury on the coast of Devon

LUX: What gives you the greatest pleasure in your business?
Joe Macari: Witnessing the transformation a car goes through during restoration. We take a car in average condition at best and pour our blood, sweat and tears into making it as beautiful as it was the day it rolled off the production line. I can think of few feelings as totally satisfying as seeing a customer’s face when they see their “new” car for the first time.

LUX: What makes you most frustrated?
Joe Macari: Potential not being utilized to its fullest extent. When someone isn’t doing as good a job as I know they’re capable of doing I get very frustrated. I don’t tolerate carelessness because in my mind the only reason one gets involved in the motor industry is because they have a passion for it, if you aren’t working at your best then you’re clearly not passionate about it.

Porsche Carrera RS pictured in Joe Macari showroom

A Porsche Carrera RS. Image by Dylan Morris

LUX: Do you purchase many cars and hold them back before selling? What car would you like to purchase for your business, that you haven’t done already?
Joe Macari: The only reason that would happen is if we’re planning on restoring a vehicle, we have storage with a number of cars in varying stages of restoration but very rarely, if ever, would we buy a car simply to hold it off market and then sell it at a later date as space is a very valuable commodity.

Read next: The MD of the Alpina Gstaad on modern luxury

LUX: What is the effect of Brexit on your business?
Joe Macari: I think we’ve been relatively fortunate, obviously we specialise in LHD (left hand drive) cars which means that due to the swaying currency our cars became cheaper for Europeans quite literally overnight. A large proportion of our clientele tends to be relatively immune to financial shocks, so the demand for high performance cars is still very much alive.

Ferrari Daytona Sypders pictured in the Joe Macari showroom

Four Ferrari Daytona Spyders. Image by Dylan Morris

LUX: Some years back you became an official Ferrari service centre, and now you are an official Ferrari approved used car dealer – is this significant and what does it mean?
Joe Macari: Above all else it bestows a huge sense of confidence onto our clients that we are supplying the absolute best product that we possibly can be. The fact that before we sell a car we’re able to perform Ferrari Approved Servicing and Sales Prep, as well as provide the customer with ongoing maintenance support, puts us in a position that very few other people find themselves in, and ultimately makes our business unique amongst a host of other very competitive businesses.

LUX: People refer to you as a maverick. What does that mean?
Joe Macari: I suppose people see the showroom and the service centre & imagine they’re run by someone in a suit; I think seeing me with greasy fingers and a cigarette in my hand comes across as a bit of a juxtaposition when in actual fact I like to lead from the front. I gain more pleasure from putting a car back together than pretty much anything else on earth, why would I turn my back on my roots?

Read next: A guide to drinking and dining in East London

LUX: You have good personal relationships with your big customers. Is that important?
Joe Macari: Relationships are without question the most important aspect of any business, anywhere. The friendships I have forged over my years in the industry are far more important than any deal I’ve ever done, the fact that people trust me enough to return to me for business is something I don’t take lightly, it spurs me on to maintain the standards I have become known for.

LUX: How do you secure the cars you want, when everyone wants them?
Joe Macari: By building relationships and gaining trust. Everyone knows that if they need a car, I can find it for them. They know that the car will undergo the highest possible level of scrutiny and ultimately I have cultivated an environment around me and my business whereby people selling through me know that they’re getting the best deal they possibly can. Everything lies in relationships and trust!

joemacari.com

Share:
Reading time: 8 min

Francois Paul Journe is the CEO of the eponymous Geneva-based watch company that is the ultimate object of desire for some of the world’s most discerning collectors. For our Luxury Leaders series, he talks to Darius Sanai about how F.P.Journe’s watch business has thrived as an independent, focused on scientific precision, in a world dominated by luxury groups.

Francois Paul Journe watchmakers at work

FP Journe watchmaker’s atelier

LUX: Why have you succeeded where so many others have failed?
Francois Paul Journe: I believe we have to go back in time to explain. Watchmaking schools do not teach to conceive a watch and being a watchmaker is not synonymous with changing a battery. I was lucky enough, after finishing my watchmaking school, to work with my uncle Michel, renowned antique horology restorer in Paris and learn “on the field” to repair complicated watches, benefit from his experience and discover a world of culture the school does not teach. My uncle was also the curator of the Musée des Arts et Métiers in Paris, I discovered the most astounding creations by the great French Masters and that obliged me to go further in my research, in order to create watches as beautiful as theirs. But I had to work tirelessly and acquire a real knowledge of the horological history. You do not acquire this kind of experience at school. I became totally passionate and horology became my life.

At the time, there were maybe 15 collectors who were interested to buy authentic horology as the quartz was revolutionising the watch industry and haute horology was not any more in the trend. I had to wait for the taste of clients to revert to real horology until about 1991 when I sold my first wristwatch with tourbillon. I set up my own independent manufacture, to remain independent above all and not have to depend on anyone. From then on, I created a full collection and I never stop selling my watches after that.

Read next: Jean-Claude Biver on the evolution of luxury

Also, F.P.Journe is the only manufacture in the centre of Geneva, and we are producing 95% of the haute horlogerie components necessary to make our watches, dial and cases included. We also offer a true watchmaking art. Each certified watchmaker makes a specific watch according to his technical sensitivity, and performs all production stages from beginning to end without anyone interfering in the process. A long lost privilege in today’s industrial watchmaking that is more and more segmented.

This is why my horology is different, authentic and respecting the fundamentals of haute horology. Above all, I remain in my own path, innovation, quality and independence. And collectors appreciate our authenticity, transparency and our permanent researches for precision, innovation and exclusivity.

Luxury watchmaker and owner of eponymous brand FP Journe

Francois Paul Journe

LUX: How does history inform your brand?
Francois Paul Journe: I respect the history of horology as a musician would study Mozart. If one does not understand the philosophy of the ancient grand watchmakers which only goal was to make watches that were giving the exact time, then you only create gadgets.

LUX: How can you make a product stand out to a consumer who owns everything?
Francois Paul Journe: Our collectors who can have the best money can buy, and above all, exclusive objects know that I am running an independent manufacture with an integrated production of all the components necessary for the making of our watches. It includes the creation and production of all its dial and watch cases which echo our 18 karat rose gold movement in perfect harmony. We are the only manufacture in the world to do so. My goal is continue my pursuit of precision in creating innovative precision chronometers in the respect of the fundamental values of haute horology and I will not disrupt this rule under any circumstances.

Read next: Sky high with Bombardier private jets

LUX: What is luxury?
Francois Paul Journe: Luxury is a term that has been perjured and used outrageously. It means excellence, know-how and innovation, within a limited production combined with genuine craftsmanship, an exclusive design with a genuine authenticity. It is also a desirable object that is not a necessarily a necessity.

LUX: How do you honour tradition while still innovating?
Francois Paul Journe: You can certainly innovate but you have to respect the fundamentals in high horology that have pertained for over 2 centuries, and there are not many horologists doing so today. I am proud to be one of the only fervent defendants of the fundamental values of haute horlogerie. We have a real manufacture and we continue to produce our watches as if they were scientific objects. That is how watches were considered in the 18th century.

LUX: What are the biggest challenges you’ve faced as the owner and CEO of a luxury brand?
Francois Paul Journe: Independence is in your genes; for me it is not negotiable. Many of the challenges I set for myself would be difficult to achieve if I depended on large financial groups, on a financial side as well as on a creativity side and on a component production side. When I create a new calibre, I can modify components as I please in no time as they are made in our manufacture and I don’t have to depend on a supplier either.

As an independent, we have to demonstrate a strong resistance against big groups and provide a genuine authentic concept and rely on ourselves only. We thus have to be self sufficient and control our production as well as our sales network. That is why we have opened our own network of boutiques which are offering the best possible service to our client, a professional approach of high horology and a perfect knowledge of our collections, without mentioning receiving our clients in a décor at the image of our brand. But creativity is our most powerful weapon to exist and coming out of groups’ shadow.

Big groups sell industrial watches, and we are selling authentic high horology watches. I can only hope a certain public will know how to make the difference and do justice to the genuine values of craftsmanship that we will never cease to perform.

Read next: Secrets to investing in Switzerland

LUX: Would you define F.P.Journe as a discovery brand?
Francois Paul Journe: I don’t know what you mean exactly by a discovery brand. We can be called a discovery brand in the sense of innovation as we are producing innovative mechanism, or reunite different technical developments another brand have not put together, i.e. the Tourbillon Souverain with remontoir d’égalité and we are the only ones to do so. If you mean a recent brand, yes we are not for the general public but we are one of the best known brands in the world of collectors.

FP Journe watchmakers at work

FP Journe watchmaker’s atelier

Francois Paul Journe plush room

The entrance to the FP Journe Manufacture in Geneva

LUX: How many watches would you recommend an individual owned?
Francois Paul Journe: I cannot tell a collector how many timepieces he should own, each collector has a collection that correspond to his taste but also its financial means. If he has only a few watches and he is happy with them, it is fine but he is not really a collector. But it is also fine if a passionate collector owns one models of each available in my collection .

Read next: The silent speed of a Rolls-Royce Wraith 

LUX: What innovation are you most proud of?
Francois Paul Journe: The Tourbillon has been my first fascination of course and the resonance phenomenon has been occupying my mind for years in order to produce my Chronomètre à Résonance with 2 mechanical beating in opposition and auto-regulating each-other. But the watch I am most proud of is certainly the sophisticated Sonnerie Souveraine, the most difficult and most accomplished horological creation never realised and the one that has certainly given me the widest challenge in my career. It means six years of research for the Invenit and 10 patents for the Fecit, over 500 components, 4 month of assembling, adjusting and fine tuning, and this without counting the manufacturing of the components entirely produced in our manufacture in the centre of Geneva.

Operating a chiming watch has always been risky. If you do the slightest thing wrong, like setting the time while the chimes are engaged or ringing, you damage precious mechanisms. My challenge was to create a Grande Sonnerie that was safe to use, and what sets it on a higher plane is that it is the only grand strike clock watch safe to use existing today.

LUX: How do you relax?
Francois Paul Journe: I work a lot and I do not have so much free time. Mostly it is dinner with friends, tasting good food and good wine, and enjoying each other’s company. And Formula 1 racing.

fpjourne.com

Share:
Reading time: 7 min
Jude Law pictured with classic car for Johnnie Walker Blue Label's short film

Is Jude Law the coolest actor alive? The star of ‘Sherlock Holmes’, ‘The Talented Mr Ripley’ and ‘Alfie’, among many others, chills out with LUX amid a plethora of classic cars to speak about beauty, gratitude, the importance of wearing hats – and how to serve the perfect whisky.

Jude Law pictured with classic car for Johnnie Walker Blue Label's short film

Jude Law with the Delahaye 135S classic racing car he drives from Italy to Monaco in the film ‘The Gentleman’s Wager II’

Jude Law looks very much at home leaning on a 1930s racing car. The British actor, who is as comfortable playing Shakespeare on stage as he is in a Hollywood movie, has a nonchalance, a motoring raffishness, that hark back to the era of Steve McQueen and James Dean, to which he adds charm. This son of south London schoolteachers has never lost his head, his roots or his nerve. We spoke to him about his life and career in a break from filming the latest Johnnie Walker Blue Label short film, The Gentleman’s Wager II, which sees him return from his exploits in the first Wager film. This time he takes a fancy to a sky-blue 1930s Delahaye 135S (worth north of £1 million today). To win it from his old friend and rival, played by Giancarlo Giannini, he has to race it from southern Italy to Monaco by noon the following day.

LUX: Have you ever taken part in a real-life wager?
Jude Law: You know what, I don’t think I have. In real life I’m not really a betting person, and I don’t get a massive thrill from it. So in a way I’ve bet vicariously through this adventure with Giancarlo in the last two Johnnie Walker films. I’m probably a bit too cautious in real life if I’m honest. I seem to live out most things in the roles I play as opposed to doing so in my own life.

Read next: China is changing the luxury world, says Luca Solca

LUX: The film is in part about gratitude. Is there anyone in your life you think particularly owes you a debt of gratitude?
JL: Who owes me?! Oh, all my children, I mean huge gratitude, every day… No, well… I suppose with gratitude you don’t keep an account of it. You do it and you move on and don’t necessarily expect anything back. So I can’t think of anyone as I don’t see it as a debt really. But I like to think of myself as generous, in trying to offer people my advice or ideas of favours.

LUX: How important it is that you feel connected to the brand that you’re working with?
JL: It’s really important. One of the things that struck me at the very beginning of my relationship with Johnnie Walker was that they really wanted my input. It wasn’t a case of turn up, do this, and do what you’re told. Secondly, they also have a really healthy overview; the idea of using a campaign like this to also spread a positive message is great, and in the past they’ve been involved in organisations that I’ve championed, like Peace One Day . If you’re going to forge a relationship with a company or with a brand, it’s got to be something that you can hold your head up high and feel a part of. On a personal level, the most important thing is the people you’re working with, and on set they’ve been great, both at the company and the people they employ to make the films. It’s been a really pleasurable experience.

Read next: The only suite to stay in this summer

LUX: What’s your greatest passion?
JL: Well, the obvious one is movies, and that’s been true since I was a boy. I’ve always been obsessed with seeing films and have been fortunate enough to get involved in making them now. I like architecture, too. It’s not something in which I have any expertise, but I know what I like. I’m living and working in Rome at the moment, so I’ve become obsessed with the Baroque architect Francesco Borromini, and I’ve been hunting down all of his little gems around the city. Well, little and not so little, some of them are huge. Travel’s a passion as well.

Classic cars driving through Italy's countryside to celebrate new Johnnie Walker Blue Label short film

A cavalcade of classic cars driving through the Italian countryside to launch the latest Johnnie Walker Blue Label short film

LUX: What does beauty mean to you?
JL: When I was younger it was something that I felt almost apologetic about in a way, because it felt like an indulgence. But I think more and more now that it’s actually an integral part of your day, and funnily enough, it’s been more apparent since I’ve been living in Rome, because it’s such a beautiful city and you get so much from that just on a daily basis. Whether it’s inspiration or just feeling incredibly at peace. So I think it’s a really important part of my life actually. Natural beauty is also something that feeds the soul. I seem to be more moved by surroundings than objects.

Read next: Emilia Wickstead’s royal designs

LUX: Where would your ideal road trip be?
JL: I think it would probably be in South America. I went to Bolivia earlier in the year and I would like to go back and explore more of South America as I don’t know it very well. Want to come?

LUX: What is your favourite classic car?
JL: I’m a bit of a Rolls Royce  fan actually. I just like the scale of them. I like sports cars too, but really I would say that my favourite classic car has to be an early-sixties’ Rolls-Royce, preferably in chocolate brown.

LUX: What has been the best thing about being involved in the Johnnie Walker films?
JL: The people certainly – they’ve been really fun and there’s something very organic about a group of people who get on so well while creating something that they believe in. And then there’s the fantasy of driving a car, or spending the day on a boat and the challenge of learning to dance for the first Wager film, and particularly the environment of this one. We were in Monte Carlo a few days before the Grand Prix, so we had the whole of the finishing line to ourselves and driving down that straight in the car, with all the bleachers on either side and the crash barriers, was just a dream and fantastic fun, too.

Read next: Flight of the billionaire

LUX: In line with the Johnnie Walker ‘Joy Will Take You Further’ brand campaign which you are involved in, how has joy taken you further?
JL: Some things you say to your children such as, “do things for others”, can become something of a cliché, but the truth is, I think, that when you do things for others, it gives you a warm feeling of personal well-being. A lot of the stuff I’ve done outside work, with charities and with other organisations, has been very uplifting and that’s certainly taken me further as a human. Experiences with friends and family, with whom you have the perfect Sunday or the perfect holiday or a good Christmas or anything like that, elevate your sense of well-being as well. It’s the simple pleasures.

LUX: How would you serve the perfect whiskey?
JL: I’m really straightforward. I like it large and without any ice, and that’s it. I like it a little bit warm, just as it comes synthroid tablets buy online. Only a straw required. It’s such a delicious drink.

Actors Giancarlo Giannini and Jude Law in Italy

The stars of the film, Giancarlo Giannini and Jude Law, at the Villa Mondragone in Frascati, outside Rome

LUX: The Gentleman’s Wager films are very stylish and you’re a very stylish guy. Do you have any style tips or guidelines you would like to share?
JL: I’m quite old fashioned. I like dressing up for events as opposed to just turning up in whatever. I like making a bit of an effort, and I know I get that directly from my father because he was always a jacket-and-tie man. I love hats, too. Someone told me a story once that John F. Kennedy was the first public figure to stop wearing a hat because he thought they made his ears look big, and since then, men have stopped feeling the need to wear hats in public. Prior to that, every man wore a hat. I think there is something gentlemanly about men who wear hats, and that’s why I always wear one. I think being yourself, being comfortable, enjoying yourself with how you live and how you

express yourself in your clothes or whatever it might be, is probably a good way forward.

Read next: Roland Herlory of Vilbebrequin on striving for more 

LUX: How happy are you with your career so far?
JL: I’m pretty happy. I’m always restless and looking out for new challenges though. I find the longer you work in film, the more you get to work out what it is you want to get out of it. And that can change, obviously, depending on where you are in your life, and how old you are and what stuff you’re being offered. When I turned forty I really felt like it was a new chapter starting because prior to that I leaned more towards playing romantic leads or the sort of hero-type roles that are often written for guys in their twenties and thirties. At forty, suddenly you start to get a little bit more opportunity to play character and that’s something I’ve always been keen to explore. So as long as work keeps coming I’m happy really, because I really love it. I’d like to maybe start trying other stuff as well, maybe a bit of directing. I’ve always been curious about how films are made, I’ve just never really found anything that I felt I could commit that amount of time to. But that might be something I do in the future… if they let me.

LUX: You became Hollywood royalty at a young age. What has that meant to you?
JL: I’ve never thought of myself as Hollywood royalty! It’s interesting because on the one hand, if you find a certain amount of success in films that come out of America, it opens a lot of doors, mainly to choice. It means that you can start to really think about the kind of films you want to make and the kind of people you want to work with, as opposed to just trying to get a job, so it makes the immediate future a little easier. On the other hand, though, there’s the down side, which is that you quickly become aware that you’re in a game and that your worth can rise and fall accordingly. That can get very confusing for a young actor who experiences a high early on. If that success can’t be maintained, the fall can throw you and you can become paranoid. But weathering that is part of the job, of course, and what I’ve realised over the years is that as long as you keep working and as long as you’re doing stuff you’re interested in with people that interest you, then you’re learning and it’s alright and is always pleasurable… well, it should be. So at the moment, I can’t complain. I’ve been blessed with a career that I’ve always dreamed of having.

Interview by Alice Clarke

Share:
Reading time: 9 min
Rolls Royce Wraith model in the sunshine
Test driving a Rolls Royce Wraith

Rolls Royce Wraith

In the third part of our car reviews series, LUX experiences the silent joy of driving a Rolls-Royce Wraith

Give a small child a toy car to play with and, to accompany the motions, they will inevitably make roaring noises to imitate the engine. So what would said small child do when handed a toy Rolls-Royce Wraith ? They would have to make no noise at all, because you drive this car in complete silence. As we wafted out from the centre of Edinburgh towards the hills, there was no noise, from inside or out. A few people outside stopped, pointed and gawped. Perhaps the small child would need to line up some dolls to point at the toy car as it drove past with its plutocratic inhabitants.

It’s worth pausing for a second to consider the type of gawping we are talking about here. The Rolls didn’t attract Lamborghini-style attention, where the whole street stops and smiles, small boys stare transfixed and larger boys (and girls) whip out their camera-phones.

Read next: The high life with Bombardier private jets
No, it was more like incredulity. Our Wraith was a huge car, in two-tone silver and black, with only two doors but the road presence of a truck. It demands attention, and the people who stopped to look at this road sculpture did so reactively, instinctively: this is the kind of car you have if you want to feel like senior royalty, or Beyoncé .

Rolls-Royces have traditionally been cars to be driven in. The Wraith is the exception. A coupé, it is aimed at the driver, his regal passenger, and their children, or Hermès bags, on the back seat.

Read next: Hot property in Knightsbridge

To this end, it is not only silently fast, like other Rolls-Royces, it is also a little more agile. Shoot along a wide Highland road with sweeping curves, and your lips may even curve into the flickerings of a smile. The car shoots forward, and remains reasonably flat (given its size) around corners; it feels both swift and manageable.

Dark interiors of the Rolls Royce Wraith

Spacious interiors

It swallowed up the distances between towns effortlessly, and there is an assumption that the owner will share the car’s regal hauteur and sense of detachment from the world. There is also plainly an assumption that, for his car-racing needs, the owner will have available in his garage several Ferraris, McLarens and Lamborghinis.

What the Wraith does is tell you, and those whom you pass, that you really are in a different class. You travel in sepulchral silence, surrounded by panels of hand-fitted wood whose burl fits together like the seams of a Birkin bag. You, and the watching crowds, are reassured: you have made it. There is no more opulent manifestation of the automotive dream. You’ll just need the Norland nanny to teach the children that some cars do actually make roaring noises.

LUX rating: 17.5/20

rolls-roycemotorcars.com

 

Share:
Reading time: 2 min

Speed and posing in Monte Carlo: Francesca Peak revels in the most glamorous destination on the F1 calendar, courtesy of Rolex

Formula 1 Grand Prix de Monaco 2016When you think of Formula One, you don’t think of the gruelling driver training, the complex mechanics, or the global travel involved in an exhausting 10-month schedule. Instead, it’s the lavish parties, glamorous crowds, and beautiful surroundings. More than any other international competition, Formula One is a seductive combination of speed and charm, and nowhere is this more evident than at the Monaco GP.

Read next: Why this billionaire investor loves Switzerland

Since the first race was run on the Circuit de Monaco in 1929, the event has remained one of the most competitive and desirable for drivers and fans alike. Along with the Indy 500 and Le Mans 24 Hour race, it forms the Triple Crown of Motorsport, lusted after by every driver that graces the tarmac. And this year, about 10 years into being a Formula One fan, it was my chance to see the sport’s most legendary race up close and personal.

For this year’s Monaco Grand Prix, I was hosted by Rolex, Formula One’s official timekeeper, and taken underground – literally – to see all sides of the race weekend. Driving into the city from Nice airport, the colours of the houses and Mediterranean nonchalance drew me in, definitely something I could get used to. Oddly, the track is opened to pedestrians and cars when races aren’t taking place which, while making it much easier to drive up to the hotel, meant walking to dinner was a little unnerving.

Read next: Boodles’ Michael Wainwright on taking luxury overseas

Formula 1 Grand Prix de Monaco 2016

One question I always had about race weekends was what visitors do to amuse themselves on the mornings before qualifying and racing. The answer in Monaco is, of course, take a classic car for a spin along the Grande Corniche, the mountain road that connects Monaco and Nice. My ride for the morning was a navy blue Jaguar XK120, in perfect condition but seemingly produced in an age before seat-belts were compulsory. The almost dangerous lack of power steering and extremely low gearstick were certainly a glimpse into the world of Formula One before today’s technology kicked in – no wonder the drivers had to be thin and fit as marathon runners.

A rainy Sunday took us around The Paddock, otherwise known as the Beverly Hills of motorsport: this is where the teams park up their motorhomes for the weekend, worth tens of millions of pounds. The Red Bull motorhome is more of a floating disco – by day a modest bar, restaurant and press centre, by night a disco with live DJ and dancing until the early hours.

Read next: Constructing timeless elegance

Being shown around The Paddock by Sir Jackie Stewart (a Rolex Testimonee for nigh on 50 years) was an honour – this year celebrating the 50th anniversary of his first win in Monaco, Stewart spoke of the track and the sport with nostalgia, affection but a tone grounded in reality, as only a brutally honest Scot can. Walking through the teams’ homes with Stewart made one realise how revered and legendary a personality he is – the sport certainly couldn’t be blamed for forgetting those who made it what it is today.

The weekend ended with the race itself which, thanks to a dry qualifying session followed by a race in the pouring rain, made for a more interesting race than usual. We watched from the Norman Foster-designed yacht club, an impressive structure nestled next to the water on the edge of the track. While some braved the rain outdoors to watch the cars passing beneath, others stayed inside with a blanket and a glass of champagne to watch on television with live commentary by Jonathan Legard. Somehow everything’s more immediate when the commentator’s standing right behind you.

rolex.com

Share:
Reading time: 3 min

Porsche_911_Turbo_Type_996

By Darius Sanai
Editor in Chief

Like art, fine wine and limited-edition watches, classic cars fall into the category of what luxury analysts call “Investments of Passion” – stuff you can enjoy while its value rises. But, leaving aside the question of potential returns, what motivates investors to buy particular assets?

One reason widely cited for the first boom in contemporary art prices, back in the 1980s, was that the new wealthy wanted to show they had earned their money themselves, and not inherited works, or tastes, from their parents.

A generation later, watch guru Jean-Claude Biver cited the same reasoning to me for the taste for contemporary and uber-complicated mechanical watches.

Fashions in fine wine wax and wane: Bordeaux, the materiel du jour just five years ago, is now as out of style as a hipster moustache.

Classic car dealers are fond of telling you that people collect the cars that featured in their bedroom wall posters when they were kids; thus the recent price rises in the likes of Ferrari Testarossas and Lamborghini Countaches, as Thatcher’s children come into serious money.

That’s true up to a point; the advertising creative directors pootling around in 1960s Porsches 911s were surely not born when their cars were.

As to my own Ferrari Testarossa, this was released to the world in a year (1984) when my bedroom posters featured The Clash and the only redhead I was interested in went to the girl’s school next to mine.

Still, one has to abide by cliché, and having acquired three fantastic Ferraris, it was time to target the dream car from earlier in my boyhood. The Porsche 911 Turbo seemed wonderfully glamorous to a small kid in drab 1979 London: a much-faster version of a car that was then a sports car for aficionados, not the daily transport it has now become.

911 Turbos have been made since 1973, and the challenge for anyone wanting to acquire an old, or rather, classic, one, is the slow discovery they are either very expensive, or slightly rubbish, or both. In my search earlier this year I sat inside numerous slightly musty 30-year-old cars, wondering what I was missing. The test drives were no better: old 911 Turbos had no performance at all til the boost arrived, and then what in 1983 was a warp-speed thump, is, in 2015, the acceleration of a fruitily-driven post-nightclub diesel cab which has been chipped. And for a price tag approaching six figures. Hmm.

FullSizeRender

So, logic led me to a much newer Porsche 911 Turbo which I knew was brilliant, because I had reviewed it when it came out, and was also, by the perverse logic of the classic car market, much cheaper. If you imagine the value curve of classic cars over time describing a V-shape, the 996 model range of the 911, produced between 1998 and 2004, is currently near the bottom of the V.

The “996” model was tainted as a whole by the fact that it was the first 911 with a water-cooled (as opposed to air-cooled) engine, an engine which moreover, proved quite fragile.

But a growing clique of aficionados recently started noting publicly that the engine in the 996 Turbo was unrelated to that in its lesser siblings, and was both hugely reliable and had a racing pedigree. Known as the “Mezger” engine after its original designer, Hans Mezger, it was derived from a design for a Porsche Le Mans car, and is starting to become something of a motoring legend.

So – a brilliant Porsche 911 Turbo, at the bottom of its depreciation curve, with a Le Mans engine. A slam dunk.

The next challenge: finding a good one. Unlike Ferraris, Porsches tend to get driven, so Pistonheads was full of ads for cars with 80,000 miles, or “low mileage” ones with 50,000 miles. “Miles are important” was a mantra taught me by one of my car gurus (a man who has made more out of his car collection than most of us will make in several lifetimes). Low mileage on a Ferrari means less than 10,000 miles; on a Porsche, I decided, it means less than 20,000. And it had to be a manual, not a semi-automatic: I am convinced that as manuals are phased out, they will become ever more desirable.

FullSizeRender[1]

One day my eye was caught by a very striking newly-advertised car in Basalt Black, with only 17,000 miles, and a host of rather nice factory extras including a carbon-fibre driver zone and Porsche “ruffled leather” seats. It was being sold at a price higher than any other 996 Turbo, by JZM, a renowned specialist in Hertfordshire.

A quick sortie, inspection and drive indicated this was the car. It felt quasi-new, had a full wallet of Official Porsche history, and had plainly lived a pampered life in a garage – even the headlights showed no sign of cloudiness, a hazard of cars living outside. There was a little wriggle room on the price, and Russ Rosenthal, director of JZM, agreed to throw in various bits to make the car absolutely sublime.

One sunny Saturday morning I took the train up to King’s Langley – less glamorous than Barcelona and Rome, where I had bought my previous two Ferraris, but pleasant nonetheless – signed bits of paperwork in JZM’s pristine showroom, and was presented with a very shiny black 2004 Porsche 911 Turbo.

I have driven every recent incarnation of the 911 Turbo extensively, and going back to this model was both a shock and a revelation. What seemed at the time (just over a decade ago) to be an ultra-modern, slick 911 now seems pleasingly old-fashioned. Push it around a fast corner with a bump in the middle, and you are suddenly aware, despite the four-wheel drive, of being in a car for so long known as a ‘widowmaker’ due to its rear-engine exerting extreme centrifugal forces (and spinning the car around).

It’s fast, too – scarily fast at full throttle, full boost acceleration – and unlike the latest models, you can actually feel the road through the steering. It’s an exciting car but with comforts like heated seats, air conditioning and even sat nav.

With perfect timing, 996 Turbo prices have started to rise since I bought mine. I went back to Russ, told him I was writing this for LUX, and asked him for his thoughts. He, in turn, told me that the interest in high-end modern classic Porsches has been a boon for companies like his – they are building new showroom to double the size of their facility – as people invest more money into the best cars. (It’s an old, and true, adage that it’s worth buying the best you can find.)

“There’s a realization that with the latest incarnation of the 911, there’s something that’s basically missing with the more recent cars. There’s a rawness from the 996 Turbo, and as the cars have gotten newer they’ve lost that edge a little bit, they’ve become a little bit softer, a little more refined, they’re not quite as raw and personally, when I jump in a nice manual 996 Turbo now, it just feels edgy and it’s something that’s lost on the later cars. I think there’s a realization, people are starting to understand that.

It applies to the Turbos but also to 911s across the board – with the latest incarnation, there is no low speed fun. I think there’s less feedback, there’s less feeling.”

Couldn’t have put it better myself. Russ says I could already sell my car for 20% more than I bought it; but with both newer and older 911 Turbos costing more, and offering less joy, I am hanging on to it. The 11-year-old me would be delighted.

jzmporsche.com

Share:
Reading time: 6 min

By Darius Sanai
Editor in Chief

One of the truisms of collecting, whether you are Imelda Marcos hoarding shoes or a 21st century gentleman acquiring classic cars, is that enlightenment comes with possession. You research your subject, speak to fellow collectors, make an acquisition, and, through the circle of friendship and contact endowed by possession, acquire more and better knowledge.

Thus it was with my Ferrari Testarossa. The fabulous looking 1980s supercar is still being fettled to perfection by Joe Macari Ferrari, the celebrated London dealership. Joe Macari has the reputation as one of the most exacting, and most expensive, places to set your classic right. In the course of my conversations with their chief guru (gurus are essential in this game), Andrew Gill, head of aftersales and a man long-term Ferrari aficionados regard with awe, a new dream came into view.

It started when I told him , slightly playfully, that having acquired a Testarossa I was now interested in its successor, the 512 TR, a car that was basically an improved version of the Testarossa: looking just as beautiful (and almost identical), but better to drive. It is also, and this is important for a classic car’s value, rarer. There were 7177 Testarossas made (though mine is one of the 438 UK, right hand drive models), and just 2280 512TRs.

IMG_2540

Forget the 512 TR, Andrew said: the 1995-1996 512M was the car to have. “Amazing car. They ironed out all the faults and they drive like nothing else.” Another friend, a very big and respected collector, gave it the nod also and said he’d even go halves with me if I found one.

The 512M was the final iteration of the Testarossa series, and one of the most outrageous looking Ferraris ever. It was given a dramatic aerodynamic makeover which divided opinion at the time (I remember thinking at the time it looked cool and fast, but no longer like a Testarossa) but now looks slick and modern, 20 years on. And its mechanical credentials were legendary. Essentially, the 512M was a racier, lighter, faster and more hi-tech version of the 512TR, down to the engine’s titanium alloy connecting rods and variable pitch valve springs.

 It was Ferrari’s flagship. When it came out, it was the fastest Ferrari and for a while the fastest car in the world. It was also a beast, the last mid-engined production 12-cylinder Ferrari, the end of a line that started with the 365 GT/4 Berlinetta Boxer in 1973, with all the flamboyance that implies. Its successors, from the 550 Maranello to today’s F12, all have engines in front and are far more sober looking.

And there were only 501 made, in the world. I really wanted one.

F512M interior

But where to find one? Calls to friends in the Ferrari universe saying I wanted one received replies of the “so does everyone else” variety. Someone knew of one coming from Japan; no, already been sold. A classic dealer had one advertised in southern Germany, but he wasn’t getting back to me and, no, sold weeks ago. A friend in Switzerland knew of a friend who had one, but values were going up and he wasn’t selling. One in Holland: but lots of miles and looked a bit tired. One at auction in London, but it was missing a lot of history. If you don’t have history, you have to take the mileage and the fact that it has been maintained properly on trust.

One evening, an ad popped up on an alert from an Italian website I subscribe to. Yellow 512M, great history and condition, low miles. I rang the number. “So sorry,” said the owner, a gentleman I would guess in his 70s. A dealer had seen the ad hours earlier, come over with cash (more than 200,000 euros in cash!) and taken the car. When dealers rush for cars, you know they’re hot.

Two days later, on a Friday, another alert, this time from a Spanish specialist site, a car in Barcelona. Pictures, obviously taken by an amateur, of a car on a sunny hillside. Ferrari Red (rosso corsa) with red and black carbon fibre racing bucket seats, a rare option. Only 12,000 miles, a 1995 car, always serviced at a main dealer. An even better car. I dropped the iPad and rang. “Yes, there are lots of people calling,” said a distinguished voice in Spanish. “Dealers, who don’t even speak Spanish!” (a disgusted tone). “I am going away until Tuesday night”. The ad only stated a landline, which meant nobody would get through to him until then.

I’ll meet you on Wednesday at 9am at the Ferrari dealership in Barcelona, I said, to get the car inspected and seal the deal. He agreed. Nobody would be able to get there before me, or would they?

On the Tuesday evening, I flew out to Barcelona and settled in at the Majestic. I had to finish some work, and then drank a couple of cocktails by the (closed) rooftop pool. What if he didn’t show up? What if someone else had managed to get hold of him and put a deposit down sight unseen on the phone, common with such desirable cars? What if the car was not as good as advertised? Did I really want to spend this money on a car which, until last year, had just been another old money pit? Was I ahead of the market or a sucker? A. wasn’t answering his phone.

At 9 the next day, A. (as I will call him) was there, besuited, with his 512M already up on a ramp at Ferrari Barcelona. It looked so clean and barely used, underneath and above. “We service all his Ferraris,” the mechanic told me. All? What others does he have? “A F50 and a 550 Maranello,” he said, naming more than a million euros worth of car. “And then there are all the Porsches and the Aston DB6 and the Rolls…”

A., a scion of Barcelona society in his late-sixties, was delightful. I looked over the car in detail, a list of tips in my hand from both Andrew Gill and the experts on the Ferrarichat online forum. We agreed a price, subject to a full formal inspection by the dealership. I gave him a copy of one of my magazines containing a feature I had written about Ferraris. He zoomed off and came back with a full set of bespoke Schedoni luggage for the car, which hadn’t been mentioned before (market value, more than £10,000). He threw it in for free. We left the 512M with the dealership and he took me for the finest paella I have had, and then a tour of his cars at his stunning modern hillside home (next to Neymar’s house) and in his storage garage. The 512M was neither the fastest or finest of his possessions. We spoke in a blend of French and Spanish, and I pondered that any English or German dealer who had rung A. would not have been able to communicate. He received several messages about enquiries about the car.

The dealership rang me. “We’re emailing the results through,” they said. These included a compression test, which doesn’t lie. It was perfect; as beautiful an example as you could dream of. We shook hands, I transferred the money and boarded a flight to Switzerland for a business meeting the next day, with the elegant gentlemen of Ferrari Barcelona looking after the car for us. A couple of weeks later, my 512M arrived in Britain. I entrusted it to Roger Collingwood of The Ferrari Centre in Kent, a former racing mechanic so honest he needs to be reminded by customers to send his invoices. It passed its UK inspections with flying colours and received a number plate.

I took the train out to Kent to drive it back to its London garage home. The flat-12 engine rumbled behind my ears like a pair of growling hunting dogs. The steering told you everything about the road and more – it has no power assistance and is heavy and astonishingly direct and real compared to today’s cars. The gearlever is grumpy and obstructive when cold but slashing it through the bare metal gate is a joy in itself on the go. The carbon fibre seats are amazingly comfortable. At speed, around corners, it feels on edge (with a big 12 cylinder engine behind you) alive like no modern car and just a little bit dangerous – it has no traction control of any kind, apart from the driver. And the howl when you take those lightweight pistons towards the top of the rev range is properly frightening – you feel this is why they made the car. Even idling, you are always aware of those two angry mastiffs behind you – I keep wondering if a superbike is dawdling by the rear three quarter flank of my car, only to realise it’s my own engine.

While it is now 20 years old and not as fast as any of today’s Ferraris, it feels very fast because it’s so raw, and it is still a properly quick supercar (200 mph, 0-60 in 4.1 seconds).

 Its value has also risen 50% in the six months since I bought it. A is happy, as I paid a strong price at the time; we went to his wedding last month. I don’t intend to sell it anytime soon; it is one of the greatest Ferraris ever made, and I recommend tracking down one of the remaining 500 or so in the world before the prices hit the moon.

Meanwhile, the bug hit again. The 512M’s successor, the 550 Maranello of 1997, was as different as it is possible to be: front engined, understated, wearing a Milanese suit rather than a Versace shirt and Gucci loafers. But a magnificent car, even more powerful, and apparently much easier to handle. Prices seemed very low. With two outrageous Ferraris for those Versace moments, I needed something sober suited and sleek: bespoke Zegna. Time to start looking for one.

(to be continued…)

Darius Sanai

Share:
Reading time: 8 min

Driverless cars – this year’s big thing in automobiles – trade emotion for efficiency. Can the company that invented the motor car combine both? Caroline Davies speaks to Mercedes- Benz’s Dr Thomas Weber to find out

Tomorrow’s World: The driverless Mercedes F 015 takes to the road

Tomorrow’s World:
The driverless Mercedes F 015 takes to the road

The world of autonomous – or, in lay parlance, self-driving – cars, which has been on the horizon for a few years, is finally threatening to become reality very soon. Self-accelerating, self-braking, self-navigating models will soon follow today’s self-parking models in to the marketplace. But motoring is, for a significant minority, more than just the least painful way to get from A to B: in the world of luxury, a car is an end in itself, not a utensil. And for them, Mercedes-Benz has created a striking concept car, snappily named the ‘F 015 Luxury in Motion’.

Not available in a showroom near you ever – its purpose is as a debating point and research showcase – the F 015 re-conceptualizes the purpose of a car. Tellingly, rather than reveal it at a motor show, Mercedes-Benz selected the Consumer Electronics Show (CES) in Las Vegas, the world’s biggest tech fest: a signal that this is not just a car. It is also the company’s riposte to latent threats by Apple, Google and other tech firms that they will disrupt the world of cars like they disrupted the world of the PC.

At the CES I spoke to Thomas Weber, effectively the global number two at Daimler, the parent company of Mercedes-Benz, about why they had developed it. “We asked ourselves, ‘What is luxury [motoring] in the future?’” he said. “It is time, space and access to information.” That was the driving force behind the future driving concept.

Screen Shot 2015-06-10 at 22.16.22

Meet the Mercedes: Dieter Zetsche, head of Mercedes- Benz and chairman of Daimler, unveiled the F 015 in Las Vegas

As the executive board member in charge of research and development for the world’s leading luxury car company, Weber’s view is carefully observed by industry watchers. The monolithic design of the car gives passengers the largest possible space, he says. The inside, upholstered in white leather and open-pore walnut wood, has four rotating chairs, allowing guests to look at the road or each other. The door panels are touch screen, allowing passengers to call up contacts, information, the route, music or points of interest along the way. Unlike the original cars Google produced, there’s a steering wheel, should you feel the need to take over. Also unlike Google’s cars, it feels like a car, not a disposable electronic device.

The car is, in part, a response to what Mercedes-Benz feels will be one of the major issues of the future: a burgeoning urban population. As the world moves to live in the city, roads will become increasingly congested. An automated car provides two solutions to the problem. Firstly, it gives the passenger time back, free to do what they want instead of driving. Secondly, it allows for cars to be shared; once a car has dropped off one passenger, it is free to collect another rather than sit in a car park.

“If you want to create more than only a car, then you have to do more than only look at the car,” says Weber. “You have to ask what a city in 2030 will look like. We know that more than 50 per cent of all people will live in crowded urban areas. Then what happens? What will the customer do in their car? You have to understand their lifestyle. The car is part of your daily life, your digital companion.”

Weber believes that while a self-driving car from Mercedes may be an efficient space when it is driving itself, it will still provide pleasure when you want it to, unlike other modes of transport. He does not believe that driving will become obsolete.

“[Transport autonomy] will happen in taxis and trains but not in the car,” he says. “It is comparable to skiing. Everyone takes the lift to the top, but the enjoyable part – downhill – you want to do yourself.”

City Slicker: The Mercedes F 015 could revolutionize urban life

City Slicker:
The Mercedes F 015 could revolutionize urban life

Admittedly, a machine would in most circumstances be a better driver than any human; they don’t get tired, distracted or forget which side of the road they should be on. Accidents could reduce to near zero; insurance, too. “We need autonomous driving to realize our vision of accident-free driving,” says Weber. “With sensors and these machines we can mitigate most of the critical situations where accidents happen.”

There are still issues – technological and legal – to iron out before these cars will be on the road. “There is a concern that some of our colleagues will do certain steps too early and terrible accidents could happen based on poorly realized autonomous cars,” says Weber. “If that happens then we could be forbidden from developing these cars. We need to do everything possible to mitigate these early failures.”

One such issue is strong internet signal; creating a bandwidth strong enough to control a full highway requires creating this digital infrastructure. Manufacturers will also have to wait until the legal framework is in place. Who is to blame if an autonomous car hits a pedestrian? What if a car was faced with a moral dilemma: for example, a mother pushes a baby in a pram into the path of an autonomous car on one side, as a cyclist is overtaking it on the other. Which way should it be pre-programmed to go? An autonomous car, for all its computing power, will not make decisions of its own: it will do what it has been told to do.

Weber is keen to have these discussions early. “Legal discussion, social discussion, acceptance discussion – these things take time,” he says. “But we have cars on sale with first situations of this technology. We have a road map.” The first autonomous cars will probably be developments of today’s self-parking cars, with drivers taking control at times.

Legislators have already started thrashing out these details and manufacturers have begun to steadily introduce autonomous elements, easing the population into the idea with the expectation that fully autonomous cars will be on the road as early as 2025. For many, that remains a frightening thought, but we have been entrusting our lives to aeroplane autopilots for years. At least style needn’t be a worry; with Weber in charge, autonomous cars will have plenty of panache.

Share:
Reading time: 5 min

cars-1The head of future mobility at the world’s leading luxury car manufacturer predicts that the transformation of the auto market will come slowly, but surely. Herbert Kohler

As a company, as announced a few years ago, we are preparing the platforms of our cars to adapt to hybridisation [the use of electric and combustion engines in the same car]. We have done this with very good results in the [mid-sized] E-Class, but we have to admit that the market has changed a little since: hybrids are not the only way to dramatically reduce CO₂ emissions anymore. Look at the [big SUV] M-Class and you can see that a [diesel] combustion engine by itself can reach emission rates lower than 160g CO₂/km, which is outstandingly good. Nobody would have imagined that three or four years ago.

Still, the latest development is plug-in hybrid technology [where the electric engine is powered by batteries charged by mains electricity] with the S-Class, with preparations taking place to use the technology in other cars in the future. However, that depends on market acceptance, and nobody can realistically claim to predict that. The technology is fantastic and outstanding in terms of the technical challenge and solution; there is no question about that.

But the question is: how does this technology fit in and work from the market side, from the consumers’ side? And there is not only one market. There are different markets – China, the rest of Asia, Europe, the US and the rest of the world. It will come step by step and we are all feeling our way.

There are different opinions in the market. On the one side, you have the consumers who love such developments and are more passionate and committed to sustainability. Others do not care about that sort of thing, or not that extensively. And most people have no clear idea of the technology involved. In itself, this is not a disaster. But there is a tendency to associate with the word ‘hybrid’ – that this means the car has less emissions, that it is cheap but with as good a performance as before, and that there are no restrictions in the package. Most people would like to have all that without the additional costs – it’s a very attractive idea.

An important point to make is that [car manufacturers] cannot survive solely on the purchases of those who are really committed, on the consumers who say, “I really want to have that technology, and I will bear the extra costs because I know it is a positive thing to do”. I would say that they are less than five per cent of the market. You cannot build a business on less than five per cent.

There is a global move towards reducing emissions. China and Japan are in the same situation as Europe and the US. If you sum up the volumes of these countries, it adds up to more than 50 per cent of the world market, so it is clear we have to be guided by that. And then there’s the requirement for high technology and specification, from the Middle East, for instance, and such markets might not be as interested in the consumption side.

It is not possible to predict the future with certainty, as we all know. But we think there is strong movement behind plug-in hybrid motoring technology. I remember seven or eight years ago, when the first realistic ideas were being aired about plug-in hybrids. The initiative actually came from our Van department. Due to some requirements in the US, they asked if we were planning to do a plug-in hybrid. Our response at that time was, “Is this really necessary?”

My reason for recounting this is that there is a lot of development going on and there are a lot of new ideas, so it’s very difficult to say today what will happen in the next 10 years. I do think we will have more plug-ins in the future, because we’ve got good technical solutions without the compromise of additional costs or the lack of driveability. Nobody would want a luxury hybrid car with an electric mode that drives very slowly; nobody would pay for that. We are convinced that the time will come for [hydrogen] fuel cell and hybrid cars and that will bring us additional momentum, not being appropriate at the moment for the entire portfolio. But certainly [compact cars] will go in that direction for the next generation, and it will conquer other segments step by step. The technology is a given, we can do it, but it is also important not to swallow too much from the beginning. We need to do it step by step.

cars-2

Our biggest challenge in all this is infrastructure [the network of electrical charging points for plug-in cars, which is mostly incomplete or non-existent around the world]. We will not get involved with it because it is not our core business and we are not willing to compete against energy suppliers – that would not make sense for us. We therefore have to rely on those who are more interested in it to grow in that direction. And sometimes there aren’t enough companies who wish to develop in that direction, so there is always an intensive struggle behind the curtain about that. This is one of the biggest challenges, but of course we also have a lot of technical challenges, as with any new technology. On the engineering side we have developed a very good cooperation with Nissan and Ford.

To showcase our technologies on this front is the S-Class [the new large saloon launched at the end of last year] for several reasons: it has autonomous and semi-autonomous driving modes, the most advanced safety features, and a plug-in hybrid solution. It shows everything we can do right now.

Professor Herbert Kohler is Chief Environmental Officer of Daimler AG, parent company of Mercedes-Benz; mercedes-benz.com

Share:
Reading time: 4 min

formula-one1Ahead of the new Formula 1 season, CAROLINE DAVIES caught up with two of its stars, Mercedes AMG Petronas driver Lewis Hamilton and team boss Ross Brawn, at an IWC exhibit. Brawn has since announced his retirement, but we’re running the interview anyway

LUX Regarding the tyre controversies, why would a company produce tyres that don’t grip? Isn’t that like producing watches that aren’t on time?

Ross Brawn That is a delicate topic. When you only have one supplier as we do in Formula 1 then the tyre supplier can work on one end of the scale or the other. If they only supply tyres that don’t deteriorate then they run the risk of the tyres becoming too predictable. It’s about finding the balance between a tyre that is extremely durable and never wears out and the other end, which is very soft, very fast but only has a limited life.

Just finding that right point is quite a challenge for Pirelli as they have some elements of Formula 1 pushing them in one direction and some pushing them in the other. They will never do a tyre that suits every team because each team looks for a particular thing. I think Pirelli can do whatever is required and Formula 1 needs to decide which they need. Perhaps we have gone a little too much towards the entertainment with all the pit stops, which can confuse the fans, and it needs to come back a little bit, but not go all the way.

LUX Lewis, you’ve recently joined IWC. How’s the watch collection coming?

Lewis Hamilton I’ve collected watches for a while, but I’m only just beginning my IWC watches collection…

LUX Are there any similarities in the details of watchmaking and a Formula 1 driver?

LH Timing is everything for a Formula 1 driver. We are constantly developing and improving, chasing time throughout the year. Time means points so that’s what we are working towards. All the different materials we use – carbon fibre, aluminium, titanium – and the processes we use are now used to make brilliant watches.

LUX Engines are changing in the coming season. How’s this going to affect Formula 1?

RB I think for a number of years the engine has not been a strong factor. Sometime ago the engines were frozen so there hasn’t been any development on them. Formula 1 tends to be thought of as a competition between the cars and not so much between the engines. This year we have a fresh start. It is a very important change. At the moment we have V8 engines, but next season we are having some small capacity turbocharged hybrid engines. These are becoming more common in the automotive industry and we get a lot of ‘energy recovering’ from them. We will have the same power and performance for 100 kilos of fuel as we had for 150 kilos before. The efficiency improvement is enormous and that is going to feed back into our daily lives in terms of the types of cars we drive and the sort of engines we have. Formula 1 is getting relevant again. I think we are going to see a discussion about the drivers, the cars and the engines, which is a good thing. It is also bringing in new companies as they see that relevance. In 2015, Honda will be returning to Formula 1 and certainly they wouldn’t have done that before with the previous engines. It is a good step.

formula-one3

LUX We have seen materials used in car manufacturing cross into watchmaking. Which materials will move next and why do they work well in watches?

RB I think it is an interesting area of synergy. We are using them because of physical properties, which may not be totally relevant for a watch, but are very interesting in terms of the technology and the aesthetics. One of the obvious areas is carbon fibre. A huge percentage of cars are carbon fibre and that is now becoming similar in watches. I think that the synergy is developing. It is at an early stage presently, but there are a lot of interesting materials. It adds another aspect to the watch as well as pure design.

LUX How do you know when the chemistry is right in a dream team?

RB I think sharing the same goals, when everybody works together. At Mercedes we had a very strong principle in our team that we didn’t have a blame culture. If something went wrong it went wrong for everybody and when things went well they went well for everybody. We worked together as a team. It is a combination of everyone working with attention to detail at every level of the company. It is a reason it succeeds. We had two fantastic drivers who worked well together with the right spirit, which translated through the whole team.

LUX Lewis, would you rather have a vintage IWC or a vintage Mercedes?

LH I like driving, but I would rather both. A vintage Mercedes would be a Gullwing. I’ll have to wait and see which vintage classic IWC watch I should get.

Share:
Reading time: 4 min

It’s the combination of history, hospitality and a superb location in the heart of South Kensington that makes Cranley Hotel the ideal home away from home in London. Explore the neighbourhood with ANDREA SEIFERT

There are few hotels that make you feel instantly at home from the moment you set foot through the door, but The Cranley is one such place. Tucked away on Bina Gardens, a quiet side street in elegant, historic South Kensington, it is an intimate hotel more akin to a friend’s grand home. It is perfectly placed for exploring the myriad of charming shops, legendary auction houses and world-class museums that the area has to offer.

Distinctly British, with the nostalgia of yesteryear evident in the classic fit-out of antiques, grand oil paintings and gilded mirrors, The Cranley is comprised of three intimate Victorian townhouses that date back to 1869.

Each of the 39 well-appointed bedrooms is comfortable. The focal point of mine? A Beaudesert four poster canopied bed with handstitched Irish linen – certainly a decadent cocoon to slip into at night. Modern amenities are not forgotten – a contemporary limestone bathroom houses Penhaligon’s toiletries and all rooms boast LCD flat screens and complimentary WiFi.

The inviting sitting room with its Regency blue palette is a relaxed setting to indulge in the champagne and canapés that the hotel serves each evening. During winter, sink into an armchair and enjoy the roaring fire. The terrace is heated, but I had the luxury of languorous mornings in the sunshine with numerous cups of tea and freshly baked pastries.

The Cranley is well-served by Gloucester Road station just a few blocks away, and the shopping areas of Knightsbridge and Kings Road are also close by. But for those who would like to really feel like a local resident, the staff can let you in on the gems that are but a few steps away.

You really don’t have to venture far to enjoy the riches of London; you’ll find a vibrant neighbourhood teeming with things to do, right on your doorstep. Read on to explore some of the highlights

EVOLVE WELLNESS CENTRE
Holistic Healing

london1I try to maintain a consistent yoga practice whilst on the road, and a brisk eight-minute walk to a dear little leafy mews off Old Brompton Road brought me to Evolve Wellness Centre. A vine-clad façade opens up into a tranquil haven from the busy London streets. Evolve offers not only superlative walk-in yoga classes and Pilates instruction, but also integrative holistic medical therapies. Acupuncture, massage, craniosacral therapy and osteopathy by well-regarded practitioners are heaven-sent for weary travellers.
evolvewellnesscentre.com

NATURAL HISTORY MUSEUM
Science and Nature

Take in nature’s wonders at this impressive free museum: there are over 70 million specimens to view from botany, entomology, mineralogy, paleontology and zoology. The Diplodocus dinosaur model and colossal 1,300-year-old sequoia tree are worth the visit alone, but one should also explore The Vault, home to extraordinary treasures, gemstones and meteorites.
nhm.ac helpful hints.uk

london2

© Trustees of the Natural History Museum, London

HEXAGON CLASSICS
Motoring Marvels

london3

Car buffs will enjoy a visit to this fine showroom, exhibiting vintage racers and roadsters. Established in 1963, Hexagon has a storied 50-year history in car dealership, having traded just about every type of fine motor. They also deal in historic racecars and truly exotic models such as the Aston Martin DB4 Zagato, DB3S Coupé and the Ogle-designed Aston Martin DBS V8. Hexagon can source rare models, restore them and ship internationally.
hexagonclassics.com

AUX MERVEILLEUX DE FRED
Pastry Perfection

london4

Frédéric Vaucamps’ London outpost of this decadent homage to the meringue is a veritable parlour of sugary sin. His creations come in six flavours and three sizes, beautifully displayed underneath a gleaming counter. The eponymously named Merveilleux consists of a marvelously more-ish meringue base, encapsulated in lightas– air chocolate whipped cream and hand-rolled in shavings of dark chocolate. Enjoy your treats alongside a cup of coffee or tea. So simple and yet so divine.
auxmerveilleux.com

THE LIBRARY
Menswear Chic

Peter Sidell is the owner of this luxury multilabel menswear boutique. He has an exacting eye for selecting edgy threads, and this is a good thing for the fashion-forward gentleman customer. Expect heavy weights like Alexander McQueen, Saint Laurent Paris and Lanvin alongside cult labels Carol Christian Poell, LGB, The Label Under Construction, Lost and Found, Lumen et Umbra and many others. They also carry a selection of accessories, shoes and books, and a small women’s range.
thelibrary1994.com

STAR OF INDIA
Upscale Indian

Feast like a Maharaja at this world-renowned Indian stalwart. The family-owned restaurant has been going strong since 1954, attracting a loyal following of locals and visitors alike who come for their favourite dishes from all around India. Light and crispy poppadums, tangy chutneys, fiery curries and sizzling tandooris are on the menu alongside a good wine list. The ambience is cosy with an Italian-style frescoed ceiling complementing an otherwise simple décor in slate grey and earthy, muted beige.
starofindia.eu

BUMPKIN
Brit Bites

london5

The rustic environs of Bumpkin channel country-chic, with the open-plan kitchen adding a convivial and relaxed atmosphere to the Brit-centric eatery. Their seasonal menus use only the freshest of UK produce sourced directly from farmers to ensure sustainability and quality. Enjoy quintessentially British dishes like lightly spiced cured Highland venison with beetroot relish and foraged leaves, british beef pie, award winning English cheeses and sticky toffee pudding. Beverages are similarly patriotic – try Bumpkin’s house ale brewed in Kent.
bumpkinuk.com

SLIGHTLY FOXED
Rollicking Reads

london6

With the advent of the digital age, bookshops large and small have been under pressure. That makes a place like the Slightly Foxed bookstore even more special. Luckily there are enough bibliophiles that agree. What could be better than browsing the shelves of antiquarian, out-of-print and secondhand tomes for hours on end? There is also a curated selection of new reads, and “The Sly Fox”, their resident bookworm and literary advisor is available to answer all your bookish questions. Email him at [email protected].
foxedbooks.com

CHRISTIES
Arty Endeavours

london7

Founded in 1766 by James Christie, the world renowned private sales and auction house has enjoyed an illustrious reputation for dealing in all areas of fine and decorative arts, jewellery, photographs, collectibles and wine. Over 450 auctions in more than 80 categories are held here annually. Prices range from a prosaic $200 to a cool $100 million. Don’t let that put you off though. Browse the lovely South Kensington showroom for a slice of history and you just might see a thing or two you’d like to bid on…
christies.com

ECLIPSE
Lounge Lover

london8

This mainstay of the South Kensington bar scene is not the newest kid on the block – far from it – but it has maintained its reputation as a happening spot. The bijou, dimly lit art deco setting is perfect for pre- or post-dinner sips from a stellar cocktail list. Later, adjourn to their subterranean club for a gander on the dance floor. It also happens to be right opposite The Cranleyvery handy for stumbling home.
eclipsebars.com

Share:
Reading time: 5 min
Ergonomics, style and sound. Sports car technology, intelligently combined.

Ergonomics, style and sound. Sports car technology, intelligently combined.

In which Darius Sanai experiences the latest model of the most iconic sports car of all, and an updated version of a modern legend 

Porsche 911 C4S Convertible

Pity is not an emotion that has commonly been projected onto purchasers of Porsches over the decades. Envy, loathing, awe, respect — all of these have their place. But pity?

Yet I do feel for purchasers of the latest Porsche 911 Carrera 4S Cabriolet, and, more particularly, for the car’s makers. They are judged by an impossibly high standard.

When comparing benchmark wines against each other, it is standard practice, among professionals and amateurs, to do so ‘blind’, in a quasi-scientific setup that ensures each product is (theoretically) judged on its virtues alone, and not its reputation.

It is impossible to do so with cars. Even if you were to blindfold a driver until he was seated, and to cover up the badges in the interior, most driving enthusiasts would recognise the interior style of a new sports car as belonging to a brand with which they are familiar: whether it’s Aston Martin’s architectural cool, AMG’s metallic chic or Ferrari’s boyish flair. In the case of the Porsche 911, one look at the rev-counter dominating the instrument pod and the sweep of the interior door handles is enough. Even though the latest 911 may have no visible parts carried over from its predecessors, it is plainly a 911.

And that means it is judged as a 911: not just an icon but a benchmark, the 911 is to sports cars what Château Lafite is to wine or (currently anyway) what Bayern Munich is to football. Everyone wants to try and beat it; everything else is the underdog.

Even the most ostensibly unbiased enthusiast may fall into the trap. Drive the latest Aston Martin, or speedy Jaguar, or Audi, and you err on the side of the positive. You forgive. The steering that is not quite right is ignored in favour of the handling balance that is. Traction that may be questionable is overlooked in favour of blowout mid-range performance. Back seats that aren’t really usable are less relevant than the machined finishing on the dashboard. You are constantly thinking: is it as good as a Porsche? Is it better? Parts of it are better!

Porsches, like all cars, are constantly improving: each generation is faster, smoother, more economical, roomier, more efficient. And the 911 can only be benchmarked against itself. I climbed in to the 911 C4S Cabrio, and, instead of marvelling at its stunning exterior — stretched, slicker, smarter than before — and modernised, roomier interior, immediately asked myself whether the electronically-aided steering system would be as alive as the wonderfully tactile steering in its predecessor model.

I realized I was preparing to judge the 911 on a different standard to any other sports car: not asking whether it was fun, fast, well-made and complete, but whether it was perfect: whether every element of it was an improvement on every element of every one of its predecessors.

And that would be falling into the trap I outlined above. So, instead, here are my views on the new 911 C4S Cabrio — at the moment the fastest of Porsche’s convertibles, with an uprated engine, as well as four-wheel drive — as if written by someone encountering the brand for the very first time.

Firstly, it looks stunning. Mine was in silver with a crimson roof, and matching crimson interior — every centimeter of the seats, doors and dash leather was crimson. Very, very cool. Even in more standard colours, the extended back and elongated light cluster on the rear give it an elegance that adds to the 911 squatness (necessary because the engine is in the back). It instantly makes all the previous models look a little squitty.

The interior is functional and purposeful, rather than chic: the red dash leather is a good idea because I imagine that in black it might look a little basic. There are lots of switches and the instrument display is absolutely clear and crisp. There is a surprising amount of room: much more headroom than in any other sports car (even with the convertible roof) and so much rear legroom that my long-legged 11-year-old could happily sit straight while my long-legged wife sat in front with her legs stretched out.. The downside, according to the rear seat passengers, is that the seat squab itself is flat and you have to sit very straight up. Fine for a fit nearly-teen child, not so good for a bibulous adult.

You may imagine that the slim front area of a 911 doesn’t offer much of a boot/trunk and it’s certainly an odd shape, stretching deeper than it does long, but it’s surprisingly commodious. It can take a couple of weekend bags, tennis rackets and other bric-a-brac with ease — apparently golf clubs fit comfortably in it (although I would think that if you are keen on golf perhaps a Jaguar might suit you more).

The convertible roof is very quick and easy to raise and lower electrically, and you can now do so while outside the car by pressing a button on the key, which makes for a good show on the street if you are hiding behind another car. You do need to keep pressing hard, though, or it stops and reverses its movements next press; in the end I found it easier to do so using the button in the car.

Instantly noticeable on driving the 911 is the beautiful purity of the accelerator’s response. There is no mechanical connection these days between the pedal and any engine — it’s all done by computer, like flying an Airbus. As a result fast cars can suffer from one of two ailments: over-eager programming that sends the car spurting forward as soon as you brush the pedal, which is both tiring and inauthentic; and turbo-response, which means wildly differing amount of go per touch on the pedal depending on where you are in the rev range.

The 911 suffers from neither of these. Instead, you feel like you are coaxing that powerful six-cylinder engine gently from a prowl to a growl and then finally a wild sprint.

I spent the first couple of days with the Porsche driving it like a sports car: engaging the Sport option that speeds up responses and firms up the suspension, measuring my way into corners and blasting out, noting with satisfaction that, pushed hard, it has a wonderfully interesting tendency to remind you the engine really is at the back — the 911 thrill, although I shouldn’t be noting that as I am playing the 911 novice here. I can’t think of a better sports car.

On the last day I had an early-morning journey entirely within central London, so I flipped it into lazy-automatic mode. Comfort suspension, automatic gearbox. How would it cope? Would it feel like a caged lion? Would the automatic gear changes to maximise engine efficiency mean you never got into the speedy range of the engine, and thus lacked performance to zip into gaps in traffic?

It was surprisingly good: quiet, smooth, with enough low-rev muscle to remind you that you were in a seriously fast car. Not as intuitive as a sports car with a proper automatic gearbox like an AMG Mercedes, perhaps, but this is technically an automated manual, not a traditional automatic, although the differences are becoming increasingly moot.

And how was the steering? It is precise, well-weighted, intuitive, and gets more communicative the harder you drive. I suspect that on a circuit it would be brilliant. Compared to all the other super-sports cars out there, it’s near the very top. Putting the 911-critic hat back on, I would, if pressed, say it’s not quite as tactile as the previous version of the 911 that went off sale last year. It means the car, as a whole, is perhaps a tad more grown up. Less instantly loveable, perhaps, but a better machine. And if you want fun, all you have to do is lower the roof, punch Sport, and the (optional) exhaust button that makes the car sound fabulous, and take off. At the price, the 911 Carrera 4S Cabriolet is impossible to beat.

LUX Rating: 18.5/20

Chassis control systems make a key contribution to the 911 driving experience

Chassis control systems make a key contribution to the 911 driving experience

Porsche’s iconic 911 celebrates its 50th birthday this year. To mark the occasion, LUX spoke to Vic Elford, former racing and rally legend and one of the most famous 911 drivers of all time, for his view on how the icon has developed over the decades.

LUX: What is the defining driving characteristic of a 911?
Vic Elford: Unlike many ‘luxury’ cars of today which apparently think for themselves, the Porsche 911 can not be left to just wander around on its own — it needs a firm, knowledgeable hand in control at all times!

How does it compare to its peers when driven on track?
The simple answer is, it has no peers! There is no other car like the 911 in what it can do and how it does it. Sure you can make some Ferraris go fast, even some modern Corvettes, although they do it by brute force and not engineering superiority.

Is each generation of 911 better than the last, in what way?
I would say, “I would say different, but not necessarily better”. For example, in my ‘Porsche High-Performance Driving Handbook’ originally published in 1994 and still selling well in it’s second edition today, the chapter on ‘Driving in Unusual Conditions’ explains how to drive fast on snow or ice; but since the advent of on-board electronics which take over when they think the driver has overstepped his or her ability, some of those manouevres are impossible to do with a modern car. And you can’t switch them off; they are always waiting in the background ready to switch on again when they think something is wrong.

Have they become less thrilling even as they have become more sophisticated?
In some ways, yes, as noted above.

Which are your favourite 911s to drive in the real world, and why?
Older versions where I decided what the car was going to do, not the car itself!

What are your favourite 911 memories?
In 1967, only the second time I had driven a 911, I should have won the Monte Carlo Rally, but quirky regulations meant that although we were leading as we approached the Col de Turini for the very last speed test before the finish, I had no snow tires available when it started to snow heavily. I finished third. So my favorite moment was the following year, 1968, when for the first time the Monte Carlo Rally was a pure scratch event — fastest driver in the fastest car wins. I did! First time for Porsche, last time for a Brit!

911s used to have a reputation that they needed handling with care — do you think this is still true?
Years ago the 911 had a reputation created by people who had no idea what they were doing. A 911 is a very gentle understeering car but early ones, especially the short wheelbase which was so effective in rallies in the late 1960s, were extremely sensitive to the input from the driver, especially in the way it affected the balance of the car. Modern versions are too, but to a much lesser extent as improved chassis engineering and having tires that fit the performance of the car iron out most of the problems for normal drivers.

Would you encourage 911 owners to get onto the track?
Sure; why not? Just make sure you read my book first and then get really expert tuition from an approved driving school or from the expert driving consultants at a Porsche Experience Centre.

If you could have one 911 from any era to race, which would it be?
A 1967/68 911R with a 2 litre four-cam engine!!! (If you have never heard of that engine, look it up. I think I am the only driver who ever used it).

If you could have one 911 from any era to own and drive every day, which would it be?
Since I discovered and analysed the need for it and then wrote the original specification, I would have to say, ‘The Porsche RS America’, 1993. Preferably in Sky Blue, my favourite colour!

World Class Dynamics - The new revised V12 engine makes this the most powerful DB9 every produced

World Class Dynamics
– The new revised V12 engine makes this the most powerful DB9 every produced

Aston Martin DB9 Volante

It is hard to believe it has been 10 years since Aston Martin launched the DB9. Motoring experts point to its predecessor, the late 1990s-issue DB7, as the car that saved the company, selling more units than all Aston models before it put together. But the DB9 was something else. While the DB7 still had hints of old-fashioned English sports car about it — parts of it were based on the 1970s Jaguar XJS — the DB9 was strikingly, brilliantly modern.

Here was a British sports car which you wouldn’t dream of specifying with walnut wood on the dash and black piped Connolly hide on the seats accompanied by a Racing Green Exterior. It had to be metallic grey or black, with anthracite leather, all the better to show off the metallic-chic dash. The DB9 belonged to an industrial-chic, minimalist, modernist school of design — indeed, it was at its vanguard. It was equipped only with a V12 engine, looked superb with brushed aluminium and carbon fibre adorning its interior, and was a quantum leap over any other Aston in terms of driving appeal.

It was developed with a personal passion by Dr Ulrich Bez, the transformational CEO of the company who is also a successful racing driver. My first experience of the car was in a pre-production model driven on the country roads around the factory between London and Birmingham by Dr Bez himself.

Brilliant and highly desirable though it was, the DB9 was not perfect. Its imperfections were minor and masked by those wonderful avant-garde looks and that beautiful-sounding engine. They crept up on you slowly. In my first drive with Dr Bez, I couldn’t help notice that for such a sophisticated-looking car, its ride seemed ever so brittle. Drive onto a change of road surface and you could feel the change with a thump, and seemingly no suppleness in the suspension.

I drove an early DB9 to Scotland and back and returned with a blend of exhilaration and doubt. This was an involving, entertaining car to drive; but pushed like a sports car, its responses weren’t as progressive or intuitive as they should have been. It wasn’t agile, like a Porsche 911, and it wasn’t as relaxing as a Bentley.

It did look beautiful though.

Now, a decade later, there is a new DB9, although in terms of its looks it is strictly evolutionary. It looks like a sleeker, updated version of the original, particularly from its mean, flat front end. But there’s no mistaking what it is. The interior has also had the touch of a gentle magic wand: you know things have changed, but it’s unmistakeably a DB9 and you would be hard-pressed to say what, exactly, has changed.

Nearly 50 per cent of all parts and more than 70 per cent of all body panels are new

Nearly 50 per cent of all parts and more than 70 per cent of all body panels are new

The engine, still a V12, has 60 horsepower more than the original, taking it to 510, and while this sounds like a lot, it is worth bearing in mind that the lead two-seater super-convertible at the time of the Aston’s original launch, the Mercedes SL55 AMG, managed more or less that kind of output a full 10 years ago. (Its successor has even more now.) And the Aston is not a lightweight car.

For the purposes of an honest assessment, I took along as a passenger a friend who bought one of the first DB9s to appear in 2003 and who still owns it, among numerous other cars. (His is a coupe, while my new test car was a convertible ‘Volante’ version). His immediate response a few seconds after we set off down a central London road was that this model was far more refined, quiet, and smooth in its ride. “It’s like being in a saloon car,” he said. “Mine is like a wooden go-kart in comparison.”

The actual driving experience is also very different, although subtly so. The car sounds the same — that is to say, magnificent — and you still know you are at the helm of a long two-seater super-sports car. This DB9’s responses are smooth, accurate, progressive: it is a relaxing car to drive slowly through traffic, especially when you hit the D button for fully-automatic mode. It heads into corners with gentle determination, or with gusto when you push it, although at speed you are more aware that this is quite a heavy car, despite the admirable flatness of the suspension. What is new is the suppleness to both ride and handling: there is no crashing of suspension, no unnecessarily sudden responses. It makes for a far more satisfying and relaxing experience.

The engine wails mellifluously when you accelerate, and this, combined with the looks which are as striking today as on the previous model, means it scores highly on the head-turn-o-meter I use while driving among tourists in central London. (Most accurately measured by the scientific measurement of cp/h, or cellphone pictures per hour.)

The Aston also has two back seats, although you need very understanding children if you are planning to sit them there (adults won’t fit) and they are best suited to Hermès and Chanel bags, including the larger sizes.

It seems almost all the niggles of the previous DB9 have been ironed out in this new model, although I should mention one factor that will be of concern to a minority of readers. The acceleration is fast, true and smooth, as a V12’s should be: but the car lacks the ultimate punch of today’s latest cars of this price, most of which would leave the Aston behind on cross-country blast (I am thinking in particular of the Ferrari California and Mercedes SL63 AMG). This may only make a difference of mere minutes to a journey, but it also means that an overtaking manoeuvre that is accomplished easily by those other cars might be tight in the Aston: and that’s not necessarily what you might expect from a car with an Aston Martin badge and a V12 engine and a price tag to match.

If that doesn’t worry you — and in most places, you won’t be able to use the car’s full power in any case — then the new DB9 Volante is as beautiful as it gets, and now refined, sophisticated and modern to go with it.

LUX Rating: 18/20

Share:
Reading time: 15 min

 

OVER THE PAST DECADE, MERCEDES-BENZ AMG MODELS HAVE BECOME A BYWORD FOR THE ULTIMATE COMBINATION OF POWER, LUXURY AND EXCITEMENT. Guy Fiorita SPENT A COUPLE OF DAYS AT AN EXCLUSIVE OWNERS’ EVENT, GETTING TO KNOW THESE THOROUGHBREDS OF THE ROAD – AND FALLING IN LOVE WITH THEM

I’m not a car fanatic, a speed freak or adrenaline junkie. I don’t particularly enjoy driving fast. When I learned to drive, I made a conscious effort at smoothness. The goal of any good driver, I thought, was to drive so that your passenger hardly noticed the movement. No sudden turns or slamming of brakes. Right?

“Wrong, all wrong,” comes a voice on a walkietalkie by my side. “You have to hit the brake much, much harder. Jam it as hard as you can and pull the steering wheel to the left.”

Sitting behind the wheel of a Mercedes-Benz CLS63 AMG, stopped in the middle of a racetrack, I had have obviously blown my first test. The voice is Former British Formula 3 and DTM racer Marco Engel, my team leader. I’ve just finished the first leg of the first day of training and I am already coming up short.

The racetrack is in Andalucia, Spain and I am here as part of an AMG Private Lounge event. My co-drivers are all AMG Mercedes owners. The chassis number on their cars qualified them to join the AMG Private Lounge, of which there are now more than 20,000 members. The thirty or so here with me are mostly from Germany and the UK but also from as far away as Brazil, the US and Lebanon. These are people who are serious enough about their cars and driving not only to have paid the price of an AMG but to have splashed out a few thousand extra to spend two days speeding around a racetrack having orders barked at them by professional race car drivers.

The Lounge event is taking place at the Ascari Race Resort. We were helicoptered in the day before from Marbella. From above, the track is a beautiful expanse of tarmac that twists its way through the rolling hills. This 5.4 kilometres track with a total of 26 total turns was once called “the most challenging race track in the world,” by some guy named Fernando Alonso and I get the feeling I’m soon going to find out why.

Earlier this morning we were divided into groups and now each is out on a section of the track being put through their paces by one of the instructors. AMG has brought along an impressive group of rock-star drivers like F1 and Le Mans racer Karl Wendlinger, endurance racer Roland Rehfeld and four-time Mercedes DTM champion Bernd Scheidner.

They have their work cut out for them with me. Back on the track I am finding that this Lounge is anything but relaxing. After my initial break and turn failure, we move onto a series of warm-up exercises including a combination of fast slalom, cornering technique, trail braking and handling parcours, skid pad and lead and follow training. At the end of each exercise we stop just long enough to switch cars between the AMG CLS 63, SLS, SLK and my soon-to-be favourite, the C63 AMG Black Series.

And off we go again. Around and around. I soon find I am pushing the limits, if not of the car then at least my own. I’ve been bitten. The faster I go, the faster I want to go. At one stage in the loop, we get to drag race against another driver. Each time I punch the gas a little harder and break a little later. I’m surprised by how much I want to win. I never do, except once when the other driver was penalised for stopping outside the box.

And it is not only the speed that’s got me. It’s the sound. The primitive, guttural rumble of an AMG is exhilarating. No wonder owners say it was one of the main factors in their decision to purchase one.

Later that day I get a chance to see how it should be done, this time as a passenger in a Pagani Huayra. Equipped with a Mercedes-AMG V12 engine that produces 720 horsepower, this brandnew Italian hypercar has a top speed in excess of 230 mph (370 km/h). By the time I get myself strapped into the passenger seat, my Italian driver is already giving me the thumbs-up. “Ready,” he says and something suddenly pushes me deep into my seatback and I find out what 0–60 miles per hour in just three seconds feels like. The rest of the lap is a jostling blur that proves once and for all that I knew nothing about real driving. There was nothing smooth about that, I say to myself as I walk away on wobbly legs.

Looking at the itinerary the next morning I thought that the “On Road Experience” and the  chance to take a leisurely drive through the Andalusian countryside at the wheel of a classic AMG would be more my pace, but my pace had obviously changed. Halfway through the drive, beautiful as it was, I found myself itching to get back on the track. Before I could however, I was taken off road in a Mercedes-Benz G63 AMG. The vehicle proved to have impressive power as we slogged our way over the muddy hills around the resort grounds but I was here for speed.

Which is exactly what I lacked as we lined up for the big event of the day, a team trail where all the times are added together and the lowest total time receives a prize. I really want this one, or at least I don’t want to let my team down. They’ve been so patient. So this time I really go for it, pushing myself faster and faster until I come skidding to a stop, dead centre in the box. Perfect. I look over to see that my time is just a few seconds worse than the slowest member of our team. Not bad for a non-speed freak. The proud moment is short lived. It appears I’d missed two gates and hit a cone along the way too. It all adds up to 15 seconds of penalty time and knocks my team out of any chance for a victory.

Fortunately everyone’s attention quickly turns to the last event of the day and the chance to run a few laps in a true race car, the SLS AMG GT3. The top-of-the-range of Mercedes-Benz cars, it is a strictly limited edition and so extreme you are not allowed to use it on the road. This was universally considered the highlight of the whole Lounge by my co-drivers. Personally I found the asbestos suit, the helmet with just an opening for the eyes and a driver’s cage that took a Houdini-like effort to get into, almost unbearably claustrophobic. On the track, the car’s raw power is scary and I am afraid it remains beyond my skill set. The experience, however, certainly gave me a new-found respect for race drivers.

I may not have come here much of a “car person,” but by the end of the three days, having driven, and heard, enough horse-power to propel a horde of Mongolians across the Steppe, something in me has changed. Now as the shuttle slowly winds its way back to Malaga airport, I sit leaning over the seatback in front of me like a restless child, watching the road ahead. “Are we there yet,” I ask the driver. “No, about another hour,” he answers. After my AMG Private Lounge experience, I’m confident that I could do it in half that time. And as I watch the olive groves move slowly past my window, one thing becomes perfectly clear, I’d sure love the chance to try.

mercedes-amg.com 

 

Share:
Reading time: 6 min
A golden glen enroute to the Lodge

A golden glen enroute to the Lodge

When your everyday car is a Rolls Royce Phantom and your back garden stretches over thousands of hectares, a drive between your properties in something completely different has its own sort of appeal. Dr Sin Chai, a Scottish-based entrepreneur, makes a tour of some of the most spectacular scenery in the Scottish Highlands in the Mercedes- Benz SLS AMG Roadster

A good friend and I try to do this at least twice a year: a road trip somewhere interesting in a ‘nice’ car. We both own a few of these, but this year we were presented with an interesting option: a Mercedes-Benz SLS AMG Roadster, the most expensive model in their portfolio and a rival for some supercars we are rather familiar with.

The next question was, where to go. We have done most wine producing regions, and then one day it hit us: the obvious answer had been there all the time. Scotland has some of the best driving roads in the world, and it’s also where I happen to live and where my company happens to have a few hotels.

The car was delivered to The Atholl, our latest hotel and Edinburgh’s most exclusive, at 9:00 am on a weekday morning. The first thing I noticed was that it was holding up the morning human traffic on the pavement very seriously. Foot traffic in Edinburgh has been considerably disrupted by the tram works, and pavements have been diverted and traffic rechanneled. People (mostly men) were slowing down and taking a second look. Whilst leaning on the car, I made the most of it; nonchalant, sunglasses on, trying to look ordinary.

It felt rather well-placed to The Atholl: a car you could arrive in, park, and then stroll into your private whisky-tasting room (we have whiskies that nobody else does) or sample some first growths and cheese from your in-room cabinet while soaking in a hot tub on your terrace.

The SLS is powered by a 6.3 litre engine handbuilt by AMG. Most cars of this caliber give out a growl whenever the accelerator pedal is touched. The SLS noise was much more civilized, a controlled purr, indicating there is plenty of reserve. It was a different pitch, more like a jet engine, and again it was turning heads as soon as we started burbling down the streets. My friend drove first, and on the open road he put it to the test. In short bursts the acceleration was phenomenal. As soon as his foot was off the pedal, the car abruptly decelerated, obviously gearing down, ready for the next surge. The driver was completely in control, and so I felt safe as the passenger. Is this what Formula 1 driving is like? Will have to ask Jenson or Lewis.

The Mercedes-Benz SLS AMG roadster

The Mercedes-Benz SLS AMG roadster

I am a more sedate driver than my friend, but I felt it was my duty to do the needful, since I was going to have to write about it. At slow speeds (70mph, legal) it felt comfortable, just like a luxury marque. It really came into its own when cornering at high speed. Twisty Scottish mountain roads are very testing, and Scottish winters are not kind to tarmac: cracked surfaces remain so all summer. Even on what the government euphemistically calls “uneven surface” (read potholes), the SLS was stable, and did not bounce around. And it shot out of corners like a rocket.

Alladale Wilderness Lodge

Alladale Wilderness Lodge

We made it, hair tousled by the wind, to Alladale, our other new hotel. Alladale Wilderness Lodge is a 23,000 acre estate in the remotest part of Scotland, the Northwest Highlands of Sutherland. Up here, you are more likely to bump into a European bison, moose, Scottish wildcat or a wild boar than a supercar, or indeed any car. Our Land Rover Defenders are rather more suited to the terrain there, but the SLS was happy ambling up the single-track lanes on the approach.

I was sad to let go of the car after two days of bliss. The very competent top opening mechanism (with the top open, at speeds over 50mph, rain is deflected by the very clever design and you don’t get wet!), the little warning flashes in the wing mirrors whenever a car (or a Highland cow!) sneaks up in the blind spots, all these made the SLS special. The superb handling one just took for granted.

Dr Sin Chai is chairman of ICMI and is not a racing driver; icmi.co.u

Share:
Reading time: 3 min