(19th November 2001)
Latest updates from Trident:
- The debate over the rear spoiler is finally over. Whilst the
majority agree it doesn't add appeal to Trident have conducted
numerous tests proving that, at speed with the roof on, handling is
improved and the spoiler will therefore be offered as an option.
- The roof panels have been modified to reduce wind noise.
- The doors have been restructured with the quarter-light replaced
by single, "active glass" (?) side windows
- The headlamp assembly has been modified to improve lighting of the
road, although the profile remains unchanged.
- Boot lid opening increased
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When the Trident
made its public debut at the 1998 NEC Motor Show it generated a lot of interest
thanks to its curvaceous body and stainless steel chassis but mainly thanks to
its unique central 'flying buttress'. One person who took a keener interest than
most was former Lola boss Eric Broadley who liked it so much he ended up doing a
Victor Kiam and bought the whole project.
The Trident as exhibited at the NEC might have looked finished and the car
featured here might superficially appear the same, but in fact a multitude of
changes have been made as the car is readied for production. For example, the
body and chassis have been modified from the original design to reduce
body-fitting time from a commercially prohibitive two man-weeks down to just
eight man-hours.
There have also been various changes to the running gear, quite a few of
which have been made recently, which is largely the reason it's taken so long to
bring you a report on it, with several cancelled test dates due to the release
and installation of the latest 3.2 litre version of General Motors V6.
However, this delay has turned out to be no bad thing as it's resulted in us
being able to bring you a report on a car that's much nearer to the production
model than the early prototype reported on elsewhere.
The
new engine is an impressive state of the art unit with coil over plug ignition
and 'fly by wire' throttle (though wiring problems meant reverting to old
fashioned 'pull by cable' for this prototype) and considering that most will be
fitted to Cadillacs it may come as a surprise to learn that it's made in
Ellesmere Port!
It may not be a V8, but it still produces a competitive 245bhp. It's a smooth
and flexible motor that pulls strongly from low revs right round to the limiter
cutting in at 7200rpm. Being a mass produced unit has obvious advantages with
thousands of hours of testing already completed by GM and parts and expertise
available at every Vauxhall dealer. Trident don't have any performance figures
for the new engine, but with the earlier 3-litre version the Iceni clocked 0-60
in 5.4 seconds, so low fives seem probable for production cars, with top speed
likely to be limited to 150mph - unless customers dictate otherwise...
Performance may not be as extreme as a Tuscan, but out on the road it gets
you past the other traffic with a healthy rush, whilst a flat out standing start
acceleration run produced an impressive shove in the back. Fact is, its plenty
fast for real world road driving.
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Earlier prototypes used 'Supertrapp' silencers, which made the car
sound fantastic but gave you a headache after an hour, so the switch has
been made to conventional silencers which keep the noise to comfortable
levels but still produce suitably meaty sounds at low revs. Fitting
these has meant ditching the rear 'diffusers' and production cars will
also lose the low central hump between the exhausts that houses the low
level light. Production cars will also gain a hinged bonnet and larger
boot lid. |
Along with the engine, GM also supplies the 5-speed gearbox. This is a joy to
use, with a slick precise change that's both lighter and less notchy than a T5,
which combined with the equally light clutch means that driving the Iceni in
stop start traffic isn't hard work, though an automatic option will be available
for idle types.
With a useful 26mpg reported in town driving it bodes well for the car owner
commuting to work. Of interest to us of course is how it handles on the twisty
bits at weekends. Eric Broadley built his reputation on making cars that go
round corners quickly, and this final prototype with its revised double wishbone
front/multi-link rear suspension (both with anti-roll bars) is the first Iceni
to run the full 'Broadley spec' set up.
Most cars are set up to understeer because that's easier for most drivers to
cope with, but Eric's set the Iceni up to oversteer, the logic being that the
type of driver who's going to buy an Iceni is probably going to be no stranger
to opposite lock, tail out moments and in fact will probably be looking for
them!
That's not to say the Iceni is tail happy though. In fact when executing a
power turn after an acceleration run on an old runway, even with the rear wheels
spinning on the loose surface there was no problem in balancing the car with the
steering and throttle to bring the back end round just enough to get the car
pointing in the right direction.
What this set up does result in, is a car with phenomenal turn-in. The speed
and ease with which the Iceni changes direction when pushed hard through tight
bends is incredible, the suspension being aided in this by the tenacious 225/45
x 17 Goodyear F1s and the super quick (2.2 turns lock to lock) steering. This is
power assisted though still confers plenty of feel.
Suspension settings for any sports car are inevitably going to be a
compromise between handling and comfort, but Trident seem to have got the
balance near spot on, the Iceni's suspension soaking up most bumps effectively
while only occasionally feeling a little too soft through fast smooth bends.
Adjustable Bilsteins will enable owners to stiffen things up to suit personal
taste or for track use as no doubt many cars will seeing circuits as their
owners double up with road and track fun.
Of course good handling is also dependent on a stiff chassis and again the
Iceni scores highly with no perceptible scuttle shake or rattles thanks to the
strength provided by the high chassis sides and that central 'flying buttress'.
That 'flying buttress' does make the chassis stiffer but it does create a small
rearward visibility problem! Whilst I didn't have cause to try it I imaging
it'll make reversing into kerbside parking spaces a bit tricky because it
obstructs your over shoulder view.
It
also means that a conventional rear-view mirror would be completely useless - a
problem Trident have solved by adopting the high-tech solution of using a camera
mounted in the high level brake light hooked up to a small TV screen. This also
shows tyre pressures and works with the satellite navigation system.
On the test car this screen was mounted in the conventional mirror position,
but this has proved to be too intrusive when driving (though you can retract it
and just rely on the door mirrors as I did for most of the time) so it's being
relocated to a revised central dash console. This console (like the instrument
panel) is also due a change of finish, Trident wisely deciding that the
prototype's 'carbon look' is too downmarket for a car like the Iceni.
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Apart from that, the Iceni's leather trimmed interior is a nice place
to be, the new Trident made seats being very supportive and comfortable
while the driving position is good with nicely positioned pedals. The
prototype's glove box had been ditched in favour of handy electronics
access, but on production cars this, along with the door pockets, should
provide reasonable interior stowage space. |
Main stowage space is of course the boot, which is more capacious than its
small lid would suggest, running the full width of the car, and it's big enough
to take both the roof panels and either some luggage or the ubiquitous golf
clubs.
To make removing and stowing the roof panels (which Trident call 'oculight
tops') easier, production versions will be fixed by quick release catches as
opposed to the prototype's fiddly screw fastenings and made in once piece rather
than two, with edges that fit flush with the body.
I don't know how good those roof panels are at keeping water out but they're
certainly good at letting light in, leading to a greenhouse effect on sunny days
that'll make you glad of the air conditioning. Alternatively you can always do
the proper sports car thing and expose your dandruff to the breeze.
Driven open topped with the side windows up the Iceni remains very
comfortable with very little buffeting even when cruising at the ton, and I'm
sure this is a car you could drive long distances without finding it tiring.
In fact my overall impression of the Iceni is of a car that offers all the
comfort and refinement you want for commuting to work during the week - and
combines it with the performance and handling you want for amusing yourself at
weekends and track days.
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With prices starting at £36,000 and servicing available from Vauxhall
dealers it's little wonder Trident already have orders for over six
months worth of production, many from TVR and Lotus owners.
Trident have big plans, and while Eric Broadley's involvement gives
them a head start, ultimately their success will depend on getting their
cars right. And on the strength of the car tested here it looks like
they will, with the last few niggling shortcomings shown up by this
final prototype set to be eradicated on production models. |
Certainly both the performance and build quality look as though they should
be well up to the mark, while the favourable reaction of the crowd that gathered
wherever we parked left no doubt that when it comes to looks the Iceni is
already a proven winner.
Copyright (c) Graham Bell 2001
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