The engine still requires some mild tweaks, so I’ve been asked to keep the revs below 4000rpm. This could leave the test drive feeling a bit flat, but I’ve been assured by Michael that, if I give the loud pedal considerate beans, I won’t be disappointed. Reverse gear proves more difficult to find than I expected, but once I’m in position, I lift the clutch, find the low biting point, and I’m away.
It’s an odd sensation. While I’d expected to hear fireworks from those twin-turbocharged six cylinders, my ear is first drawn to a rattle somewhere in the back, another item for Michael’s checklist back in Frankfurt. The mechanical notes of the V6 are there, since Rick and his team are very keen for the ‘drama’ of the drive to come through, but in the lower revs it’s a little more sombre than I’d expected. Still the gear changes are nice and smooth, a ‘ker-ttt’ as the lever folds into the gate and a small poke from the V6 as we cruise past 3000rpm reminding me there’s much more potential lingering beneath the surface.
At the end of the first straight, I’m faced with a narrower turning circle than I’d expected, and I’m wary to throw full lock on the wheel: with suspension that slammed, surely the tyres will rub? Surely they wi…hold on, what was that?
The hitherto rather sombre V6 engine note hits a completely new octave under downshifts, an altogether, throatier, much more aggressive timbre rising from the overrun as my foot depresses the dry clutch pedal. Where did that come from? It’s awesome! A similar cruise back down the run brings much the same sense of gentility, offset once again at the end by this mechanically-etched growl under deceleration. Like I say, this German super sports car is not ‘sensible’, a conclusion I reach quickly when I grow some sprouts and give the throttle Das Boot for run number three.
Approaching the mid-rev range, the readiness of the GT-R engine starts to come alive, acceleration alert and constant though not violently so, Halcón’s amendments to the powertrain clearly not having an undue effect on the grunt: it’s very tempting to push past the 4000rpm limit. Momentum rocks the cabin as third gear is slotted, a little more oomph emanating from the V6 now as the turbochargers are brought into play at the mid-rev range, though once again, not violently so. The outside may be mental, but there’s a surprising civility – albeit an alert one – to the manner in which 640bhp is set to the rear wheels in the Falcarto.
“With suspension that slammed, surely the tyres will rub? Surely they wi…hold on, what was that?”
It’s the ride though that sticks with me. It’s stiff – dear Lord it’s stiff – but as I wander off piste and begin to snake my way through some of the turns that confront me, it demonstrates just how capable that chassis is. Once again, grip on the limit is a question we’ll only have answered another day, but there’s a delightfully neutral balance through the corners, even despite my high-mounted seating position and the V6 hanging over the front axle. Indeed, modifications to the 370Z base have produced a much stiffer platform, with little body roll or understeer (within reason) over the Nissan’s slightly more flexing base. Ride comfort raises an eyebrow or two as a result, but it pays significant dividends, both front and rear axles staying true. A shame the rear-spoiler mounted across the back means I can’t see the corners I’ve just gone through though.
What’s also come as a pleasant surprise is the steering. Granted, the level of camber we’re dealing with means that at low speeds, it’s quite heavy to manoeuvre, but at pace, the weight dissipates from lock-to-lock, there’s enough textured feel from the front wheels to give me enough confidence to start leaning on the front end. Again, within reason. Steering feel has proven both the making and downfall of independents that have come and gone over the years, but with a base as strong as this, Halcón has little to worry about.
There’s a bead of sweat starting to run down my nose as the un-air conditioned cabin starts to heat up, and I’m being ushered to call it a day for fear the building temperatures may cause undue hassle. One lap. Just one more lap. I just have to hear that noise under downshift again. Eventually I’m brought to a halt, and the gaggle of iPhone screens springs into life once again.
Run complete, everyone is once again a little on edge. So am I quite frankly. Though this is not Halcón’s only big-hitter – there’s already a convertible model and an ‘R’ performance version in the works – it’s nevertheless the company’s first stepping stone. “How was it?” “What did you think?” “What do you think of the engine”, “Seats are good aren’t they…?” etc etc.
“There’s a sense of relief from all concerned when I give a thumbs up”
Okay yes, there are some issues to work on, the slightly cramped cabin layout and questionable visibility among others, but these are not dream shattering issues. Quite honestly, even at this stage, the Falcarto is an alert and well-balanced package with more than enough grunt on-top – delivered in a not-alarmingly violent manner – and solid handling to interest at least 25 people, and then some, across the planet. True, even as I stand before the SuperSport as it ticks itself, er, warm, the hints of GT-R continue to stare back at me, as they do during the drive itself. But given the effectiveness of Nissan’s flagship performance car though and the impressive job Halcón has done to foster a new sense of character into its DNA, this could hardly be considered a bad thing.
The only question that remains now is, when do official test drives get underway?
Technical specifications available on page 3
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