By Iain Robertson
Rescued from 2013 bankruptcy by Indian investment entrepreneur, Roheen Berry, since 2016, German independent sportscar firm, Wiesmann, has been planning for its future and Iain Robertson believes it has the best chance of doing so…right now.
Some five years prior to owner Peter Wheeler’s death in 2009, Blackpool-based TVR Sportscars looked as though it had a rosy future in the form of Russian son-of-an-oligarch, Nikolai Smolensky, whom was an enthusiastically long-time fan of the product and had access to pots of cash. While it surely did not contribute to the legendary Wheeler’s demise, by 2006, production had ceased and all promises were cast to the breeze. Despite further (unsuccessful) rescue bids, TVR remains a fond automotive memory to some people and classical anachronism to many more.
Jensen Motors was another higher-end niche sportscar maker that had enjoyed a vainglorious past, until its business folded in 1976, was resurrected sporadically but entered liquidation again in 2011. Had it survived, it would have celebrated its centenary this year. It still exists as a brand but, despite rumours emanating from St Athans (where Aston Martin operates its Welsh production facility), has not yet managed to produce a new model. The brand has a moderate classical value.
Wiesmann
They are not the only casualties of a fickle world sportscar scene that perpetuates Mazda’s fortunes with its world-best-selling MX-5 two-seater, as though it were the only member of the breed. Yet, the number of ‘exclusive’, hyper and super sportscars that has been announced with splendid international flourishes in recent years would convince even the hardest nosed investment entrepreneur that life existed within the drop-top beast, even though the numbers do not really add up. At best, drips and draps of new models will emerge from much-vaunted workshops, supported by the ‘bigger’ names from the automotive world, but the truth is that they will remain as sensual as Victoria’s Secrets, the premise of only the super-rich and as much use as a Belgian chocolate fireguard.
Looking like the offspring of an eminently productive union between a Jaguar XK and a BMW Z-model, Teutonic Wiesmann is a relative newcomer having been incorporated as recently as 1985 by fraternal fans of British sportscars (Healey et al), both being determined to build their own and tap into other fans’ heart-strings…the dream turned reality until 2013. However, it had drawn the positive critique of the fast-aging and cynical Clarkson and, I must admit, following a very close inspection of a Bavarian example on its home turf, me too. Just every now and then, an interested speculator might spot a lovely piece of bespoke furniture, might taste an engagingly old bottle of claret, or buy an impeccably tailored jacket that fits to perfection and that is the impression that Wiesmann nails into the medullas of its future customers. It is a special brand indeed.
Wiesmann
Yet, even the best of management intentions, the most judicious of budgeting plans and the most disruptive of marketing propositions can fail at the first hurdle. No matter how cute, or acute, are the skills of the core investor, unless a steady stream of deposits can be orchestrated from expectant customers, as a means of confirming their interest levels, support mechanisms may have faulted foundations. However, love is a fickle thing…every bit as fickle as its protagonists.
One key aspect of the revitalised Wiesmann project lies in electrification…of course it does, just as it does for each and every new and reborn entrant to the already burgeoning motor industry. Working closely with its German technology partner, Roding, which specialises in carbon-fibre structures and battery packaging, a pair of rear axle located electric motors develops a shockingly potent 671bhp accompanied by a hefty 811lbs ft slug of torque. Wiesmann was already familiar with BMW ICE technology, taking inline sixes, V8 and V10 engines from its backstock, but none are as punchy as electric drive. Boasting a 0-60mph blast in a blistering 2.3s, with a maximum velocity on the naughty side of 200mph, matched fortunately by competition brake, steering and suspension hardware, if there were any fault line occurring, it would be in component durability but, despite a background of financial investing, Mr Berry has kept his knowledgeable Wiesmann team together and they ensure that handling and reliability are tip-top.
Wiesmann
Known as Thunderball, without so much as a nod to either Cubby Broccoli, or Ian Fleming, the car’s projected range is a whopping 300mls, enhanced by a 22kW in-built charger, brake energy recovery and truly rapid recharging, either domestically, or at an appropriate grade of publicly accessible charger, with space beneath its long bonnet for a couple of sets of golf clubs and room in the boot for the Pommery picnic. Of course, it looks like every other classically hinted sportscar, even taking in TVR and Jensen as inspiration but the Thunderball is beautifully bespoke, reliant on the highest quality of Germanic build materials, hand stitching, laser-etched detailing and a price-tag of £253,000. It possesses the eye-appealing (and eye-watering) deliciousness of the finest sculpture.
Conclusion: It is easy to eulogise about sportscars, they ooze desirability and cause owners to exude passionate support. Wiesmann knows its market and is giving credibility to Germany’s remaining solus sportscar marque. It’s an expensive club membership and makes a Bentley look like a budget brand but, for sheer guttural thrills, Wiesmann has its colours nailed to the mast and it is a production reality, not a pipedream.
Wiesmann
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