Noble M400
British sports car makers are normally financial disaster areas. It seems almost inevitable that the bailiffs come knocking only weeks after a model's launch. But in recent times, Noble has bucked the trend.
The £62,548 price might deter some, but the M400 is the best Noble to date. More grip and performance, plus a better seating position, mean it's one of the most focused drivers' cars around. But this hasn't come at the expense of road manners - it's usable and fun on a day-to-day basis.
British sports car makers are normally financial disaster areas. It seems almost inevitable that the bailiffs come knocking only weeks after a model's launch. But in recent times, Noble has bucked the trend.
The main reason is that its vehicles are very good. Great performance, reasonable pricing and sharp handling mean the mid-engined supercars have sold steadily. This success is set to continue with two new M12 variants - the GTC roadster and higher-powered M400. We put the latter through its paces ahead of its public debut at this month's British Motor Show.
Joining the GT0-3 and GTO-3R in the line-up, the newcomer will top the range. With output upped to 425bhp, the M400 has a power-to-weight ratio of 400bhp per tonne - hence its name. The extra muscle comes from high-lift cams, forged pistons and larger turbos for the Ford-sourced V6. The engine retains the lower-powered model's fine manners, but the thrust builds harder up to the 7,200rpm red line.
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Visual tweaks are limited to enlarged side air intakes, to feed an oil cooler, anthracite-coloured wheels and wing struts, plus M400 graphics. But to offer more focused driving, chassis updates have been extensive. The standard version's sharp steering, high-speed stability and low-speed ride compliance all remain, but there's now more grip.
This model has been designed for track use, and its race-tuned dampers and soft-compound tyres allow cornering at far higher speeds. What's more, when its road-holding limit is reached, the M400 has the same predictability as the lesser variants.
With a front anti-roll bar now fitted, body control is better than ever, and a revised steering rack aids parking and gives a little extra movement to help correct slides when on a circuit.
Inside, the thinner transmission tunnel allows the driver's seat to be shifted further towards the centre of the car. This removes the awkward pedal offset and increases headroom. Reworked gear linkage and pedals mean a slicker box and easier heel and toe downshifts. So with many of the previous cars' problems ironed out, this latest model will be even more tempting to supercar buyers. It looks as if it will be customers banging on Noble's door, not the bailiffs.
