How to drift, with Ken Block

Block pops out for a sighting lap of Silverstone’s national circuit, which begins on the old start-finish straight and runs through the fast right-hander at Copse before heading down to the Maggots/Becketts complex, where it turns sharp right off the GP circuit, cutting back straight up to the slow Brooklands/Luffield section, from where the lap begins again.

The best section for pulling massive slides will be the left at Brooklands and into the more than 180deg Luffield right-hander. This means I’ll get to see Block initiate a slide through one corner, transition to a right-hander and then see how he gathers it up on the exit. Which, when all is said and done, are the main things to know. So I strap in next to him.

Because the Hoonicorn weighs, I’m guessing, about 1500kg, I’m expecting it to be fast. What I’m not expecting is the noise, which is stupid of me, because it’s a 6.7-litre V8 on throttle bodies, makes 845bhp, is barely silenced and revs to 8300rpm. Of course it’s loud, to the extent that, even through a helmet, the air pressure makes your ears hurt.

The acceleration is similarly startling. The V8 idles at around 1500rpm, and Block uses about 3000rpm to pull away, slipping the clutch gently. From then on, he’s flat and pulls through the gears without troubling the clutch. Because this car uses cross-country rally gearing, it’s relatively short geared and soon approaching the limiter in sixth.

Because the car makes 120dB, Block can’t tell me what he’s doing, so I watch. He left-foot brakes towards the left-hander at Brooklands, taking what at first appears to be a fairly conventional line, if a bit wide of the approaching apex. He trails the brakes in, shifting down to third, at which point things are still fairly smooth. There’s no speedo, but I’d guess we’re travelling at 50mph or so.

But then he reaches for the tall handbrake and gives it a quick yank, which squeals the back end wide. I look out of the side window as we pass the apex and see the upcoming Luffield right-hander in the distance, at about 45deg from straight ahead.

Even though I’ve seen a few drifts and slides being pulled for Autocar, I reckon Kenneth has overcooked this and that we’ll spin. But already he’s on full noise and full ‘oppo’ and the Mustang is busy pulling itself straight.

There are a couple of seconds of this, the angle of attack gradually reducing, before a throttle lift unsettles the car again and plants the nose, which grips and causes the rear’s slide to go from one direction to the other in a perfect left-right transition. Or what would be a massive fishtail if you didn’t get it right.

Block does get it right. He’s already back on the throttle again, feathering it more carefully now through the longer corner (full throttle would just make us pull straight; off the throttle, the car would spin).

Block keeps the chassis deftly poised between the two, while his adjustments on the steering wheel have the Mustang on opposite lock, neutral lock and occasionally positive lock, at which point he’ll lift to unsettle the rear again and increase the angle of attack. But at all times, the tyres are beyond the point of adhesion, both laterally and under power.

About 10 seconds after it all started, we’re out of the corner and accelerating until the car has seamlessly pulled straight, and only then does Block ease off. You can call it what you like, but by my reckoning that’s a drift, and that I’ve never sat alongside anybody who does them better. And Block? He’s still smiling.

The legend of the Hoonicorn

Block’s earliest Gymkhana videos were run in Subarus, but when he became sponsored by Ford and rallied those, he moved on to near-WRC-spec Fiestas. But 2015 is the 50th anniversary of the Mustang, and that called for something special. So, over a period of two years, his team created the Hoonicorn, using a 1965 Mustang as a base.

Look at the roof and bits of the rear wings and you’ll see that some of it still exists, but the rest is pretty much bespoke. There’s a full cage, which gives all the strength, and a Roush-Yates 410 engine sits well back in the engine bay, behind the fabricated independent suspension.

The rear suspension is similarly exquisite and sits near a fuel tank that needs replenishing every two laps of Silverstone. The propshaft and halfshafts are all bespoke, to mate the Sadev six-speed transmission — designed for a Dakar rally raid car and the only thing strong enough to cope with the punishment - to the wheels.