Ever wanted to know what goes into a car photoshoot for a magazine feature? We’ve created a short video of a behind the scenes car photoshoot on this Mk7 Ford Fiesta ST.

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There’s an awful lot of work that goes into shooting a car for a feature in our magazine. First up, it starts with selecting a feature car. The next thing is to review what said feature car is all about, that will help determine what sort of background you want. Whether that’s an underground car park, a derelict factory or even a race circuit, certain cars suit certain backgrounds. The hardest part of a shoot is often finding a location. On occasion you can find one within 20 minutes, but if you don’t know the area, you could be searching for well over an hour.

Next up is positioning and actually photographing the car. This now varies from photographer to photographer. Some prefer to spend a good amount of time on one angle, perhaps for a cover shot, and others will take a basic image and create a cover shot in Photoshop or Lightroom or something similar. As a result, car photoshoots can vary from around 2 hours right up to full days, even across multiple days, depending on the size of the feature.

Want to know what angles to shoot? Typically, the first few you want to cover are: front 3/4, side profile, rear 3/4, rear shot and front end shot. Next up you want details, perhaps carbon ceramic breaks, or air ride, then you’ll need interior and engine shots. It’s good practice to also snap a rolling shot, whether that’s car-to-car or the photographer stood statically while the car drives by.

Once it’s shot, all of the images are processed through editing software and sent over to both the editor and designer. The designer will then select images based on how well it sits on paper before the editor approves, or suggests changes.

There’s more to a car photoshoot than you think…

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A stock Toyota GR Yaris has just lapped the Nurburgring in 7:56 (BTG) on Michelin Pilot Sport 4 S tyres in 6 degrees Celsius conditions and that’s mightily impressive.

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Just when you thought the applause for the new Toyota GR Yaris couldn’t get any louder, it suddenly does. While this may not be any official Nürburgring lap as YouTuber Captain Gasrank completes the tourist layout of the Nürburgring, otherwise known as Bridge To Gantry (BTG). This misses out the stretch between the last gantry and the first bridge. As a result, the lap totals 19.1km opposed to a full lap distance of 20.832km, which equates to around 20-30 seconds faster.

However, factor in that this was during a tourist track day, the Toyota GR Yaris was running on a Michelin Pilot Sport 4 S tyre, and finally conditions of just 6 degrees Celsius, you start to appreciate the engineering feat Toyota has managed to create with its 4WD system. Bravo. Oh, and this is a completely stock car, no track-based modifications.

What is the new Toyota GR Yaris?

The new Toyota GR Yaris is Toyota’s first genuine all-wheel drive sports car and its first homologation model for World Rally Championship competition since the end of production of the Celica GT-Four in 1999. Well, it would have been, had Toyota not canned the competition car in mid-2020. However, the car was still engineered for that reason, so think of it still has a homologation special.

The WRC-skilled team of designers and engineers at Tommi Mäkinen Racing focused on perfecting the aerodynamics, weight distribution and light weight of the new car – the three qualities essential to achieving the best performance and drivability.

The body is made from lightweight materials including carbon fibre and aluminium to deliver a 1280kg kerb weight. Couple that with the all-new 1.6-litre turbo engine that produces 257bhp and 267lb ft of torque and Toyota says the GR Yaris will sprint from 0-62mph in 5.5 seconds and go on to a top speed of 143mph.

The GR Yaris’s performance is supported by a new GR-Four all-wheel drive system designed to optimise drive power to each wheel, while also being simple and lightweight. The distribution of torque between the front and rear axles is governed by a high-response coupling and has, in theory, the ability to send 100% of the torque to either the front or rear wheels. As an option in the Circuit Pack, two Torsen limited-slip differentials manage the split between the left and right-side wheels to give natural and direct car control.

That track pack also includes 18-inch lightweight forged wheels shod in Michelin Pilot Sport 4 tyres, while the standard model gets Dunlop SP Sport MAXX050; both measure 225/40R18

The driver can adjust four-wheel drive performance to suit their preference or the driving situation using a 4WD mode dial switch. In normal mode the base front/rear torque distribution is 60:40; in Sport mode the balance shifts to the rear, with 30:70 distribution to achieve a fun-to-drive quality on winding roads and circuits; and in Track mode the base setting is 50:50 for fast, competitive driving on circuits or special stages. In each mode, the torque balance will automatically adjust in response to the driver’s inputs, vehicle behaviour and road or track conditions.

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It’s another video of Hoonicorn vs the world. This time, Ken Block’s Hoonicorn Mustang is going up against the 950bhp Trophy Truck with AWD and paddle shift. Who will win?

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Like the McLaren Senna vs Hoonicorn video, from the off you’ll be wondering why they are even pitting these two machines against each other. Besides the fact that the Hoonicorn Mustang makes a collosal 450hp more power than the 950bhp Trophy Truck, it’s a closer race than you might expect. On paper, the Ford Raptor-based Trophy Truck is down massively, with it weighing over double the amount of the Mustang. But watch the video and you’ll realise that a wheelie-pulling Ford Raptor is no joke, even in a drag race.

Built to race through the desert, the Ford Raptor features a 555 big block Chevy race engine that produces 950hp, naturally-aspirated. The aim is to travel as fast as physically possible over tough terrain and as a result, has a suspension travel of 30 inches, meaning it can climb over obstacles at over 140mph without trouble. The other point which hinders the 950bhp Trophy Truck is the 40-inch Toyo Tires. Yes, that’s a hell of a lot of rotating mass and rubber, perfect for creating traction on loose surfaces, less useful on a stonking-hot, tarmac airstrip in the US…

The Hoonicorn Mustang V2, on the other hand, is a little different. It’s a ’65 Mustang with what is essentially the base for a Nascar V8 engine that’s been reworked for Hoonigan and Gymkhana. Unlike the Trophy Truck, Ken’s Mustang sits on 18-inch Toyo Proxes R888R tyres, a high-grip race compound. It also features AWD and a sequential gearbox.

So, who will win?

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