LET THE LION ROAR

Jordan Henderson knows how to dominate matches. With a powerful mix of explosive runs, robust physicality, pinpoint passing and relentless stamina, the Liverpool man has established himself as one of the Premier League’s fittest and most effective box-to-box midfielders – not to mention an inspirational captain who leads by example. According to player-tracking service Opta, Henderson is officially the hardest-working player in the Premier League, covering 11.8km per game, making an average of 88 passes and winning 70% of his tackles. As captain of Jürgen Klopp’s high-flying Liverpool team – and skipper of the England national team for their autumn 2016 games against Slovenia and Spain – the 26-year-old is proving that natural leadership skills fused with supreme fitness make a powerful combination.

Henderson joined Liverpool from Sunderland for an undisclosed fee (believed to be around £16 million) in June 2011 and went on to succeed Liverpool icon Steven Gerrard as club captain last season. He is now in the form of his life, orchestrating Liverpool’s high-tempo performances, altering the course of matches and driving his club into the Premier League title race. By the end of January, Henderson had made 1,824 passes this season – 302 more than any other player in the league.

Having won the League Cup with Liverpool in 2012, and narrowly missed out on the league title in 2014, Henderson is now aiming to harness his athleticism and stamina to power his teams to more success, with Liverpool in the race for the Premier League title and England pursuing World Cup qualification. He met Men’s Fitness to discuss the art of leadership and explain why strength, endurance and good nutrition can make the winning difference for any athlete.

Henderson with his club manager Jürgen Klopp and national coach Gareth Southgate

Some men enjoy the responsibility of leadership. Others suffer from the pressure. Does captaincy suit you?

Yeah, I think I do enjoy taking more responsibility. I like trying to help the players around me and trying to do the best I can for the team. Obviously when things are going well that is much easier. But we have a lot of leaders in the [Liverpool] team so I feel as though we lead this team together. We have really good morale and togetherness in the dressing room, and I think you can see that on the pitch in the way we all work for each other and fight for each other.

How do you ensure the team remain united?

It’s about making sure everyone in the team knows what they need to do. As captain I try to make sure everyone’s feeling good, preparing the right way and working as hard as they possibly can on the training field to become a better player. If everyone is doing that, we will automatically have a better team. We also do things as a team, like going out for food or playing golf together for a bit of team bonding. We are a very close group.

He says he’s been “lucky enough to work with a lot of great leaders in football”

Are there any particular captains you admire?

I’ve been lucky enough to work with a lot of great leaders in football, both managers and players. I’ve learned a lot from everyone. But the main thing I’ve learned is to always put the team first and try to do what you feel is right for the team.

In what key moments do you speak to the players?

Before the game a few of us might say one or two things. At half-time it is mostly the manager who will talk about different things we need to work on, such as what we can do better going forwards or defensively. If I have anything to say it will normally be before the match.

Do you have any pre-match routines?

I’m pretty relaxed about getting myself into the zone. I just concentrate on what I need to be doing in the game so I stay focused and feel ready physically and mentally.

As Liverpool captain do you hope to write yourself into the club’s history?

Personally, that’s not my aim. My aim is for the team to write itself into history – that’s all I’m bothered about. If you’re successful as a team then of course you will be remembered. That’s what we’re trying to achieve this season and in seasons to come.

What are the main physical qualities you need as a box-to-box midfielder in the Premier League?

You have got to be robust and you have got to be able to cover the whole pitch, because it’s about both attacking and defending. You have also got to be able to get about the pitch quickly because it’s a high-intensity game, which means you do need a good level of fitness, but we had a great pre-season so we are prepared to stay in good shape. We play a very intense game at Liverpool and we run a lot – whether we have got the ball or not we’re always working hard, making options for each other and trying to win the ball back quickly. Because of that fitness levels are very important.

What is your main focus in the gym?

It is mainly core work and a bit of upper-body work now and again. Because we do a lot of training work on the grass and our training is so intense, we don’t do many leg-specific sessions or it can lead to injury and fatigue. We all do individual work too – if a player has had an injury they might do specific stuff to make sure they are stronger in that area.

“After every single match you should be coming off the pitch exhausted,” says Henderson, pictured playing against Scotland in 2016

How do you boost your speed for those high-intensity sprints?

We have a speed session during the week where we use speed ladders and practise short-distance sprints. We often do that as part of our warm-up.

Describe how your body feels after an intense 90-minute match against, say, Everton or Manchester United.

The body aches after every game – not just derby games. After every single game you should be coming off the pitch exhausted. Mentally. Physically. Everything. This season whenever we’ve got back to the dressing room everybody is exhausted, but that means you’re doing something right and giving everything in every single game. You feel drained but that’s a good feeling, when you know you’ve given everything.

How do you recover in time for the next match?

Recovery is a big part of football, especially when you are playing every three days. You have to recover very quickly and as best you can. That might involve ice baths or a jog or just making sure you eat the right food. We have a lot of protein after matches to help our recovery and to make sure we’re ready to go again as soon as possible.

Nutrition is key for any athlete. Are you any good in the kitchen?

[Laughs] I’m OK. I don’t do much if I’m honest with you! But when I need to I can put on a decent meal for myself. Nutrition is a big part of football and we have to make sure we are eating and drinking the right things. Are any other players good at cooking? Well, I haven’t met any yet… But I’m sure they must be out there! Everything is done for the players at the training ground so we’re very lucky in that respect.

What is the main nutritional lesson you have learned in your career?

The big thing about nutrition is variety. You don’t want to be eating the same things all the time. So for breakfast I’ll often mix things up, so it’s eggs on toast, or porridge, or fruit and muesli. It’s important to have different things because different foods support your body in different ways. I also aim to eat as much natural food as possible before and after matches to get maximal nutrition.

What is your pre-match meal?

Before a game I normally carb-load with pasta and rice, but that can vary as well – I will have different carbs and different proteins. But in general before each match is the one time I will tend to have a very similar meal – pasta or rice with chicken. At that stage we are just trying to get as much energy into the system as possible.

What is the main thing you have learned from Liverpool manager Jürgen Klopp?

We learn something every day, not only on the pitch but off the field as well. He’s very close to the players and wants to help them in whatever way he can, whether that’s tactically on the field or making sure they are doing the right things off the field. We are all learning from probably the best manager in the world every day – it’s an honour to be playing under such a good manager and in such a good team.

Is winning the League Cup in 2012 your career highlight so far?

Obviously when you win your first trophy that is a big thing for anyone. The game that really sticks in my memory though was the Borussia Dortmund game [the Europa League quarter-final second leg in April 2016, when Liverpool came from 3-1 down to win 4-3]. I was injured so I wasn’t even playing but it just sticks out because of how the team went behind, came back and went on to win the game. The atmosphere and everything about it really stands out.

Finally, was your 30-yard wondergoal against Chelsea in September the best you’ve ever scored?

Yeah, that was probably… one of my best goals! It was an amazing feeling to score but even better to win that really important game. Hopefully I can get a few more like that for the team this season.

Jordan Henderson is a Maximuscle athlete. Maximuscle’s new range of raw ingredient powders is now available at maximuscle.com

GET THE GOAL

If you’ve ever tried something hard – running a marathon, getting a six-pack, learning to box, writing a best-selling dystopian novel where children fight each other – you already know that just wanting it isn’t enough. Motivation can get you started, but what gets you to the finish is persistence: the ability to push on through obstacles and in spite of difficulties. The bad news? Humans are lazy creatures, primed by our psyches and society to resist change while we dawdle along the path of least resistance. The upside? Science has brought us more ways to fix this than we’ve ever had before. Read on to find out what they are.

STEP 1 CHOOSE A BETTER CLASS OF GOAL

Want to get lean? You’ll need to be more well-defined. Or, to put it another way, vague plans like “lose weight” or “put on muscle” are too imprecise. “Lose 3kg by June” or “add an inch to my arms” is slightly better, but there’s still a problem: you aren’t entirely in charge of the results, and anything short of hitting them counts as a (de-motivating) failure. Instead, aim to make goals that are based on processes, not results.

“The key is to scale the overall goal down into pieces,” says personal trainer Alexander Edwards. “Break it down: what do you need to do, on a week-by-week basis, to get to where you want?” To stay focused on the process, pick goals like”‘learn to cook one new meal a week”, “go to the gym at least twice a week” or “do 50 press-ups a day”. Process-based goals are more satisfying because you get a tiny jolt of success every day and you’re fully in control – which ultimately makes you more likely to succeed.

STEP 2 STACK THE ODDS IN YOUR FAVOUR

Got your processes in place? Excellent. Now it’s time for some more motivation. “Motivation in a fitness context can generally be divided into two categories, intrinsic and extrinsic,” says Jack Coxall, a sports psychologist who works as a performance director. “Intrinsic refers to an individual’s motivation centred around the individual themselves, whereas extrinsic motivation centres on the idea that an individual wants to perform well for an external source, such as a parent or spouse.”

Which one should you use? “In my opinion, in a health and fitness context, a balance between both types of motivation is the ideal scenario,” says Coxall. “So someone who’s motivated to become fitter and healthier to improve their life and daily performance for themselves and their own sense of achievement, but also has the motivation to accomplish the same for external reasons like performing better for their five-a-side team, or being able to play for longer with their children in the garden.”

Extrinsic is easy, but intrinsic is tougher. Focus on finding exercises you’d like to master or the endorphin rush you get from a good session. And calm down on the post-workout treats – in studies, volunteers who were offered rewards for completing a task put less effort into it than people doing it for the incentive of a job well done.

STEP 3 AVOID THE INSTANT DIP

In the gap between starting and seeing your first results, apathy is inevitable: you’ve given it everything you have, everything feels hard, and you’ve got nothing to show for it. “Focus on processes that give you positive reinforcement,” says John Brewer, professor of applied sport science at St Mary’s University London and 18-time London marathon finisher. “A great example of this is when you’re racing, and split times show that you are on for a great time or a PB. This has the effect of motivating you to keep going and possibly run even faster, whereas if early split times are poor, the negative feedback from this can have the effect of making things even harder – and slower.”

With a new training programme, easy wins in the early going will have a knock-on effect that helps you gear up for later workouts. So start with weights slightly lighter than the heaviest you can handle, but aim to add weight, reps or sets – or just reduce your resting time – every session. And when it starts to hurt, make sure you’ve got an exit strategy.

“Sports psychologists often recommend a mixed technique using both association and disassociation,” says Brewer. “Association means you focus on your body and how it’s feeling, and concentrate on doing the best that you can. With disassociation, which is often used when the going gets tough, you disconnect from thinking about your body and focus on the external environment.”

If all else fails, use the idea of “non-zero” days. If it’s approaching bedtime and you’ve done nothing towards your chosen goal that day, then do the bare minimum: one press-up, one glass of water or one line of your epic space-fantasy trilogy. It’s about building the habit, not hammering yourself every day.

STEP 4 THINK IN BLOCKS

It’s easy to get after it when you’ve just started a new regime, especially since you’re adapting to new movements and the results are coming fast. But there’s a point – usually after about four to six weeks – when things slow down. That’s when it’s time to embrace the grind.

“I believe that you can only train hard in blocks of two, four, six and maybe eight weeks. Then you slide back to medium,” says strength coach and author Dan John. “Most of the time, you need to do what I call ‘punch the clock’ workouts. I suggest doing all the basic movements – push, pull, squat, carry and ‘hinge’ with a swing or a deadlift – do any corrective work you need, improve your technique on one or two exercises, break a sweat and get the heart rate up. Then pat yourself on the back.”

Despite all the well-meaning advice from social media, not every workout has to be a fight to the death. Just getting something done three days every week beats the occasional all-out effort followed by a fortnight of indolence.

SHARPEN YOUR COOKING SKILLS

“The non-cook is in a helpless position,” says former New York Times food editor Raymond Sokolov, author of How To Cook. “Much like that of a car owner who can’t change a tyre and has to depend on mechanics to keep his car running.” Movie director Robert Rodriguez puts it more bluntly in his video recipe for puerco pibil, the slow-roasted pork dish fetishised in his film Once Upon A Time In Mexico: “Not knowing how to cook is like not knowing how to fuck.”

The point? By learning to cook, you’ll be better equipped to prep healthy food from the simplest ingredients, making it easier to eat well without spending too much time or money. And here’s the better news: cooking doesn’t have to mean squinting at endless recipe books and buying 15 sorts of fresh herbs you’ll never use.

Adam Gray (adamgraychef.com), who’s executive chef at Bourne & Hollingsworth Group, the owner of a Michelin star and runs healthy cooking courses, has selected the recipes you’ll find over the next few pages as the best ones to teach you the basics of knife skills, ingredient prep and cooking on the hob. Once you’ve nailed those, it’ll make everything else easier.

LEANPIZZA

Even if you don’t feel the need to go gluten-free, cooking with gram flour and cauliflower makes this pizza a low-GI option, saving you the bloodsugar spike you’d get from your shop-bought American Hot. By going home-made, you’ll also cut down on the preservatives and fats your typical takeaway includes as non-optional extras, and you’ll be able to add toppings that help, rather than hurt, your efforts to get lean.

Ingredients

FOR THE BASE

400g gram flour (chickpea flour) / ½tsp baking powder / 200g cauliflower, grated / 1tsp ground cumin / 1tsp ground coriander / 3 spring onions, finely chopped / 160ml semiskimmed milk / Natural sea salt / Ground white pepper / 50ml rapeseed oil FOR THE TOPPING 300g organic passata / 200g cooked free-range chicken breast, sliced / 50g baby spinach leaves, washed / 50g fresh parmesan cheese

Why cook with…

GRAM FLOUR

Otherwise known as besan, gram flour – made from chickpeas – is lower in calories than wheat flour but more nutritionally dense: it’s high in fibre, iron, potassium, manganese and vitamin B6.

CAULIFLOWER

Frequently overshadowed by broccoli, the other cruciferous veg that comes in florets is high in betacarotene, quercetin and vitamin C and, according to a study published in Molecular Nutrition And Food Research, is linked to a reduced risk of several cancers.

RAPESEED OIL

Rapeseed has half as much saturated fat as your extra virgin olive oil –although the jury’s still out on whether that’s important – but it’s also worth cooking with because of its omega 3 content and high smoke point, which keeps it stable for cooking.

Keyskills

Know your onions

Most people throw away too much of their spring onions, but prep couldn’t be simpler. Rinse them under cold water, then chop just above the stringy roots to remove them. Take about 2cm off the top, then “roll” your knife – keeping the tip on the surface of your cutting board to cut the rest as you feed them through with your other hand.

Use ’flower power

This recipe uses cauliflower to bulk out the pizza dough – but it’s a good substitute for carbs elsewhere too. Blitz it in a food processor to make a healthier substitute for couscous and rice, or steam it for ten to 15 minutes and then mash it up like potatoes with a splash of coconut milk.

Pick your toppings

Not feeling the chicken? There’s more to life than Hawaiian and pepperoni. Top your crust with red onions for folate and potassium, or mushrooms for selenium and hard-to-acquire vitamin D.

How to make it

• Mix the gram flour, ground cumin, ground coriander, chopped spring onions and grated cauliflower together in a large bowl.

• Add the milk and mix until it forms a doughlike consistency. Add salt and pepper to taste.

• Wrap cling film around the bowl and leave the mixture to rest for ten minutes in the fridge.

• When the dough is rested, remove from the bowl and place on a clean work surface. Use the palm of your hand to gently press the dough flat until you have a disc about the size of a small dinner plate and about ½cm thick.

• Lightly grease a flat baking tray with half the rapeseed oil and place the dough base on it.

• Spread an even layer of passata over the pizza base.

• Place the chicken slices and the baby spinach leaves on top of the passata in an overlapping pattern.

• Drizzle the remaining half of the rapeseed oil over the pizza and finely grate the parmesan evenly over the top.

• Bake in a pre-heated oven at 180°C/gas 4 for 18-20 minutes, until the base is golden brown and the cheese in the topping is melted.

The final dish

FAT TORCHING SOUP

A can of store-bought soup often contains more sugar than a bowl of Frosties, alongside other undesirable elements that include MSG, modified starches and mechanically separated meat. This home-cooked version cuts out all the bad stuff, and packs in a double-dose of capsaicin-heavy peppers to kick-start your metabolism. Serve it hot in the winter or chilled with a dash of herb oil in the summer – either way, it’s a spicy little number.

Ingredients

8 red peppers, de-seeded and cut into 2cm pieces / 1 large onion, chopped / 2 red chillies, finely sliced / 8 plum tomatoes, roughly chopped / 100ml rapeseed oil / 1.5 litres vegetable stock / Salt and pepper

Why cook with…

RED PEPPERS

If you’re cooking with peppers, bet on red: they have the highest concentration of vitamin C, as well as fatburning capsaicin and an array of other helpful phytochemicals, including a rare combination of six carotenoids.

CHILLIES

Go hot if you can take it – the spicier the chilli, the higher it is in capsaicin, a fat burner that’s may also help reduce some types of inflammation. There’s also some evidence that chillies can reduce blood cholesterol and triglycerides, lowering your risk of a heart attack or stroke.

PLUM TOMATOES

Tomatoes – canned or fresh – are your best source of the carotenoid pigment lycopene, which studies suggest can help prevent prostate, lung and stomach cancers. They’re also an exception to the rule that cooking destroys nutrients – lycopene is better absorbed when it’s been heated.

Keyskills

De-seeding factors

Prepping peppers is laborious unless you know how. Slice off the top and bottom, then make a neat vertical slice down the pepper, allowing you to open it up. Put it skin-side down and work the knife along the inside with the blade parallel to your worksurface, removing the “ribs” and seeds as you unroll it. You’ll end up with a flat, seedfree pepper, ready for chopping.

Sautéeing sorted

Cooking onions is something you’ll do a lot, so do it right. Keep the pan on a medium heat until your oil shimmers, then toss them in. Stir occasionally – you don’t need to throw them around like it’s a cooking show. Unless the recipe demands it, don’t let them start to brown. And remember: red onions are sweeter, so you can get away with cooking them less.

Blitz tactics

Rule one of using a blender: be careful with hot stuff. When you blend soup, steam forms and increases the pressure, which can pop the top off. The fix? Either remove your blender’s central plug and cover the hole with a tea towel or, if you’ve got a holeless blender, start on low and blend gently. Alternatively, invest in a handblender and do it all in the pan.

How to make it

• Prepare the peppers, onion, chillies and tomatoes as directed.

• Heat a large thickbased sauce pan to a medium heat. Add the rapeseed oil to the pan.

• Add the onions and chillies to the pan and cook for five minutes, stirring with a spatula until they start to soften.

• Add the red peppers and continue to cook for a further five minutes, stirring occasionally.

• Add the tomatoes and continue to cook until

• Add the vegetable stock and bring to the boil.

• Simmer the soup gently for 15 minutes, then season with salt and pepper.

• Serve the soup chunky, or blitz it in a blender if you prefer a smooth consistency.

The final dish

BULKING LASAGNE

Step away from the ready-meal aisle. Lasagne might have the whiff of intimidation about it, but it’s actually a dish that’s simple enough to make, and arguably better when reheated a day or two after you make it. This recipe substitutes sweet potato for starchy carbs, but you don’t have to leave the swaps there – once you’ve tried it once or twice, sub in turkey or lamb for the beef mince, and experiment with the cheese ratios for a solid hit of protein.

Ingredients

500g lean, organic minced beef / 2 red onions, peeled and finely diced / 2 garlic cloves, peeled and crushed / 3 medium sweet potatoes, peeled and thinly sliced into 2-3mm discs / 300ml chunky passata / 100ml rapeseed oil / Worcestershire sauce / 500ml low-fat natural yogurt / 100g mature cheddar cheese, grated / ½ bunch of fresh basil leaves, stalks removed and finely chopped / Maldon sea salt / Ground white pepper

Why cook with…

BEEF

Disregard the red meat scare stories – the ones linked with carcinogenic effects are talking about the processed kind, not raw beef. Good-quality mince is packed with vitamin B12, zinc, selenium and iron, as well as 36g of protein per 100g.

GARLIC

There’s some evidence that the more you smash your garlic, the better it is: chopping activates alliinase enyzymes, which will eventually convert to allicin – a sulphur compound linked to keeping blood pressure under control.

SWEET POTATOES

The sweet potato vs “real” potato war isn’t as clearcut as you think: the former are far higher in vitamin A (438% of your RDA as opposed to, er, none) but otherwise it’s a nutritional near-tie. They’re also a good source of slow-burn energy, making them an ideal sub for higher-GI carbs.

Keyskills

Crush it

How much flavour garlic gives your dish depends on how you prep it: the more cells you rupture, the more potent it gets. Full cloves are bland and even slicing doesn’t do much; crushing with a press or the flat of a knife makes things more pungent, but for ultimate intensity invest in a microplane, which finely minces your cloves for a serious flavour punch.

Slice it fine

In this recipe, you’re replacing sheets of pasta with sweet potato, and thickness is key: make them too hefty, and they’ll be too crunchy by the end of the cooking time. To make thin-slicing easier, get yourself a full-size chef’s knife and keep it sharp – five minutes on a whetstone every couple of weeks will do the trick.

Know your herbs

Chefs will tell you fresh herbs are better than dried, and they’re mostly right – but sometimes it’s fine to reach for the jar. Herbs that flourish in hot, dry climates contain flavour compounds that stay stable at high temperatures. Basil is best used fresh but with dried oregano, bay leaves, sage or rosemary you’ll notice little difference once they’re cooked.

How to make it

• Heat a large thick-based sauce pan to a medium heat. Add the rapeseed oil and then the onions and garlic.

• Cook the onions and garlic for three to four minutes without letting them brown.

• Add the minced beef, making sure you break it up as it cooks using a wooden spoon or spatula so that it browns evenly.

• Continue cooking for a further five minutes, stirring occasionally. Then add the passata and mix thoroughly.

• Bring the mixture to the boil and simmer gently for ten minutes, then add a good splash of Worcestershire sauce and the chopped basil, mixing thoroughly. Season and remove from heat.

How to build it

• Spoon some of the beef mixture into a shallow ovenproof baking dish, so that it completely covers the bottom.

• Place the discs of the raw sweet potato on top of the beef mixture, ensuring that it completely covers the beef mixture.

• Repeat the process so that you have two layers of beef mixture and two of sliced sweet potato, then finish with a layer of beef on top.

• Cover the top layer of beef with yogurt, and then scatter the grated cheese over the top.

• Place the lasagne in a preheated oven at 180°C/gas 4 for 25-30 minutes.

The final dish

HIIT IT LIKE YOU MEAN IT

It may have achieved unprecedented popularity in the past few years but whatever you’ve heard, high-intensity interval training (HIIT) isn’t new. In 1912, Finnish athlete Hannes Kolehmainen used interval-style training in his preparation for the Olympics, and came away with three golds in the 5,000m, 10,000m and cross-country events. In 1952 Emil Zátopek, one of the most celebrated distance athletes of all time, won the Olympic marathon on a regime that included 400m interval sprints. And in the 1970s, Sebastian Coe’s father Peter used HIIT principles to create sessions of repeated 200m sprints that shaped his son into one of Britain’s best ever middle distance runners.

What’s changed since then is the science. You’ve probably heard of the Tabata regime – eight sets of 20 seconds’ high-intensity work with ten seconds of rest, based on a 1996 study by Professor Izumi Tabata – but that research is just the tip of the iceberg. In recent decades, there’s been a huge amount of research into exactly how different work-rest intervals, levels of intensity, and movements affect the results you get from HIIT.

And yet, when a lot of trainers explain it, the only description given is “hard work, short rests”. In short, there’s a better way to do HIIT.

HIGH ENERGY

First, it’s important to understand that while HIIT is an effective fat burner, it has a host of other benefits: upping your VO max (the amount of oxygen your body can use and an indicator of cardio fitness), reducing lactate accumulation (so you can train harder, for longer), and increasing enzyme activity to reduce fatigue. When you start, almost any format will work, but as you get better adapted to the workout method, tweaking your routine will help you focus on what you need to improve.

It starts with your body’s energy pathways. There are three: the ATP-PC, which fuels high-power, short-lived activities like explosive weightlifting or sprints; the glycolytic, which takes over for moderate-duration activities; and the oxidative, which is in control for anything beyond that. The first two are anaerobic, which means they don’t use oxygen, and the last is aerobic because it does. HIIT works both your aerobic and anaerobic systems, but how it works the different energy pathways depends on the work/rest ratios you’re using.

In a 2001 study, for instance, researchers found that the aerobic system’s contribution to energy rockets from 6% after ten seconds of exercise to 45% after 60 seconds. But the same happens during repeated sprints: in one Loughborough University study, the anaerobic systems provided all of a test subject’s energy for the first of ten six-second sprints (with a 30-second rest), but by the end they were supplying around 35%, with the rest coming from aerobic fitness.

What does that mean? Well, it means that 30 seconds’ rest isn’t enough to improve power, but the main takeaway should be that your workout doesn’t have to leave you in a pool of sweat on the floor (depending on your aim). A 2011 study published in the Journal Of Strength And Conditioning Research found that test subjects doing a “descending” sprint protocol, which was rated easier than an “ascending” protocol that used the same distances, experienced a higher rise in growth hormone and testosterone. Sometimes, it’s not about how exhausted you feel.

FEEL THE BURNOUT

If you’re feeling worn down in the first place, of course, HIIT isn’t the session to go for. “A common mistake with HIIT is the assumption that it trumps steady-state cardio at all times, which isn’t true,” says trainer David Jordan (thefittingrooms.com). “HIIT is highly effective because it requires less time and burns calories during recovery. However, to reap the benefits of HIIT you need to attack it with a lot of energy. On days when you’re feeling less than 100% or, more importantly, you’re sore from your previous workout and are at risk of pulling a muscle, then steady-state cardio is probably more effective – and safer.”

Finally, it’s important to consider how often you can do “real” HIIT. “It’s true that HIIT can trigger protein synthesis but it also causes protein breakdown,” says Jordan. “Doing several HIIT sessions a week would be catabolic so while you’d lose weight overall, some of that loss would be muscle mass. If building muscle is a goal, proper weight training still needs to be your primary focus with HIIT as a supplement. A training split of two weights sessions and two HIIT a sessions a week would keep you lean, while making sure you aren’t overtrained.”

Remember: it’s supposed to be short, intense and infrequent, not an everyday effort. Read on to find out how to structure your HIIT workouts.

01 FOCUS ON A GOAL

Decide on your main aim for the session: is it power production, fat loss or the ability to sustain endurance efforts at high intensity? “You need to choose a goal before you start, or you’ll end up in the middle ground, not achieving as much as you can,” says Philippe Ndongmo, a personal trainer at Dolphin Square Fitness Club in London.

02 KNOW THE VARIABLES

There are five: learn what they do, and crank the sliders accordingly

WORK DURATION

You can measure this in time under tension or reps. Either way, it’s dependent on your goals: shorter/harder is better for power; longer/more builds endurance.

REST DURATION

More rest builds power, less builds cardio. Minimal rest is best for fat loss, but you’ll compromise on intensity.

WORK INTENSITY

“You need to know your target heart rate or understand the rating of perceived exertion (RPE),” says Ndongmo. Rate the latter out of ten and try to keep the effort constant across every interval.

RECOVERY INTENSITY

Are you going to stop completely, or do “active” recovery like pedalling slowly on the bike? Sometimes, the latter can help to flush away lactate, which is something to think about when you’re choosing exercises.

VOLUME

It’s easy to do too much, which is when intensity drops. As a rule, start with low volume and go as hard as possible. When it feels easy, add a round or two. You’ll have to drop the RPE slightly.

03 CHOOSE YOUR WEAPONS

Some tools are better than others

FOR CARDIO AND FAT LOSS

KETTLEBELLS

A Louisiana University study that compared kettlebell swings, cleans and deadlifts with a more traditional sprint training programme found that maximum heart rate was only slightly higher in the sprints, while calorie expenditure was bigger with the bells.

FOR ALL-OUT INTENSITY

BIKE

There’s a reason lots of studies use exercise bikes: going all-out on the pedals isn’t too technical, injury risk is low, and you can ruin yourself. For “supramaximal” efforts, which stimulate every available muscle fibre, the bike is the perfect choice.

FOR AN ALL-DAY BURN

BATTLE ROPES

In a College of New Jersey study, battle ropes beat 13 other exercises for energy expenditure, including burpees – and produced the highest average heart rate. The protocol: 15 seconds of single-arm waves, then 15 of double-arm waves, 60 seconds’ rest, repeated eight times.

FOR IMPROVED ENDURANCE

BURPEES

In the same New Jersey study, burpees beat four other bodyweight moves and every free weights exercise for VO response. If you’re short on time and space, use the Wingate protocol: 30 seconds all-out, then four minutes of rest, done four to six times.

04 PICK A PROTOCOL

Got an aim and staked out a corner of the gym for yourself? Go for it

BEGINNER TIMMONS METHOD

Developed by a team at Loughborough University, this one’s entry level. Do 20 seconds of all-out work, followed by two minutes of active recovery (walking/freewheeling will do) or complete rest. Repeat three times, and you’re done.

INTERMEDIATE 10-20

Also known as “reverse Tabata”, this doubles the rest and reduces the work intervals to shift the focus to anaerobic fitness. Use it if you’re aiming for power production, or if you don’t have the fitness for an all-out Tabata. Warm up for ten minutes, then do six to eight rounds.

ADVANCED 10-20-30

Now things get complicated. In this plan, you’ll do five “blocks” of work, made up of 30 seconds at 30% intensity, 20 seconds at 60% and ten seconds all-out. Result? Lots of volume, at manageable intensity.

NASTY TABATA

The most famous HIIT protocol is ideal for increasing V0 max – as long as you do it right. Twenty seconds of all-out work, followed by ten seconds of rest, repeated eight times, improved endurance as much as 30 minutes of steady-state cardio in a Queen’s University study. The key is keeping intensity high – if you can talk during the session, you’re getting it wrong.

WORKOUT 1: SPRINT

“Production training” workouts improve your ability to put out maximum effort, with short rest. Ultra-short, super-hard exercise intervals combine with long rests for a workout that’ll improve your power: one for a 500m row PB or white-collar boxing bout.

1 Mountain slider

Work 15sec

Rest 1min 30sec

Rounds 6

Start in a press-up position with your feet on a pair of small towels or Valslides, then bring one knee and then the other up to your chest as fast as possible. Think of it like a crawling sprint.

2 Thruster

Work 15sec

Rest 1min 15sec

Rounds 6

Holding a pair of dumbbells or a barbell at shoulder height, drop into a squat. As you stand up, drive the weight overhead, then lower straight into the next rep.

WORKOUT 2: SUSTAIN

“Maintenance training” workouts use longer work intervals and slightly shorter rests to increase your body’s ability to sustain exercise at high intensity, using both your aerobic and anaerobic systems. Use this one to improve your 5K time.

1 Kettlebell swing

Work 30sec

Rest 1min 30sec

Rounds 6

Using a moderate-weight kettlebell, swing it back between your legs and then pop your hips forward to swing it to eye level, letting it drop straight into the next rep.

2 Assault AirBike

Work 15sec

Rest 45sec

Rounds 10

The Assault AirBike forces you to use your full body for a short-butnasty experience. Haven’t got one? A regular exercise bike also works.

WORKOUT 3: STRIP

Shortening the rests and keeping the work rate high burns more calorie burn during and after your workout, for maximum fat loss. This session from Ndongmo will get you lean in your lunch break. Do all three exercises to complete one round, and repeat eight times.

1A Jump lunge

20sec

Explode off the ground and change legs in the air on each rep. Rest for ten seconds, then go straight into 1B.

1B High knees

20sec

Run on the spot, bringing your knees as high as possible. Keep the intensity high throughout, then rest for ten seconds.

1C Jump squat

20sec

Drop into a squat and then explode off the floor, landing as softly as possible. Rest for 30 seconds before you start the next round.

Jordan 195

F1 RESTORATION

I don’t quite yet have a fully rebuilt and dyno-tested engine, but the good news is that the Peugeot internals have passed crack testing and there are, so far, no horrible surprises. I’m still itching to see — and hear — it up and running. I have never been in a dyno room with a V10 Formula 1 engine on full song. People who have tell me it’s one part awesome and one and a half parts terrifying.

In the meantime, we have started to put the final touches to the chassis build of my ex-Rubens Barrichello Jordan 195. The first job was fitting the fuel tank. The physical fitting is not a simple job, because the aperture through which it must pass to fit inside the monocoque is very small. All the foam inside must be removed then painstakingly refitted into the tank, along with the pump hardware. This means the guys at Tour-de-Force Power Engineering are essentially working blind most of the time.

The uprights have been stripped, crack-tested and rebuilt. Visually they appeared to look fine and non-destructive testing proved this to be the case. It’s only when they are apart that one can appreciate just how much design and manufacturing skill has gone into these components. The uprights on the car are fabricated from titanium with a machined centre. They are beautifully made.

I have been incredibly lucky to find another pair of front uprights to use as spares, but interestingly these are fabricated from steel. I can only guess that these were possibly off a test car. Before rebuilding the uprights, we re-greased the bearings, which themselves were in such good condition that they did not need replacing.

The radiators have also now been serviced. They were sent to an F1 radiator specialist at Silverstone to be ultrasonically cleaned and pressure tested. Apart from a minor repair needed to one small part of one radiator, everything else was perfect and they have now been mounted back on the car with fresh fittings and fasteners.

The Brembo brake callipers were in great condition and have been stripped, cleaned and rebuilt with new seals and fittings. Suitable carbon-carbon discs and pads were sourced. Carbon-carbon is an incredible material, but the braking system used in 1995 was relatively simple, certainly compared with the brake-by-wire and energy recovery systems of modern F1 cars.

The modern electronics have been mounted in the original box locations on the car, including the ECU above the fuel cell. New brackets were produced for the mounts in the tub and all components fit into the original recesses with the period closing panels. We can now move on and begin to build the wiring loom. We are also testing the original dash and cockpit electronics to ensure these are fit for purpose.

New front and rear dampers are being manufactured and should be on the car very soon. Engine permitting, we aim to give the car its shakedown test in the early spring at Snetterton, and I am hopeful that it may get one of its first public outings at the Goodwood Festival of Speed in July, followed by some demo runs at Brands Hatch in August and Jarama later in the summer.

Next month: final pre-testpreparations – and will Warren’s ears be ringing?

Thanks to: Tour-de-ForcePower Engineering, Bedford; Engine Developments, Rugby

Alfasud Sprint Veloce

RACER REBUILD

GARAGISTA

THIS MONTH ALFASUD SPRINT VELOCE MAKES FIRST PUBLIC APPEARANCE • JORDAN 195 REBUILD LATEST • MGB STRIPDOWN HIGHLIGHTS BAD NEWS

It was, I suppose, a slightly surreal feeling. The Alfa has been edging ever closer to completion over the past few months and I’ve followed progress every step of the way, but so many people have invested so much time in the project that I found it quite hard to believe the finished article was actually mine. I guess it will eventually sink in.

I’m thrilled to bits with the way it looks. Raceworks did a stunning job with my Giulietta – and the ’Sud looks every bit as good. I’m really not sure there’s anything they could have done to improve it and I can’t wait to try it for the first time. If all goes to plan it will have turned a wheel by the time you read this, most probably at Donington Park, and we’re hoping to get in a couple of sessions before heading off for the car’s debut race at Barcelona in early April. I’m still hoping Dickie Meaden will be able to share it with me at some meetings, though he is also committed to driving Gérard Lopez’s Ford Capri. When Dickie isn’t available, I guess I’ll probably race solo. The programme for the year is now pretty settled: Peter Auto’s Heritage Touring Cup, plus the Donington Historic Festival in May and July’s Silverstone Classic.

The Alfa made its first public appearance on the stand of DC Electronics, which built the wiring loom, at London’s Classic Car Show in February

It was a busy event and there were presentations to several well-known former Alfa drivers, including Carlo Facetti, while Gianluigi Picchi was also present. He was prominent in the European Touring Car Championship during the early 1970s: in 1971 he won his class in a 1300 GTA Junior and finished second overall to Capri driver Dieter Glemser.

I’ve always known that Alfa really treasured its racing past – and this confirmed it. I travelled to Milan with long-time Alfa Romeo aficionado Jon Dooley, who used to contest the British Saloon Car Championship in ’Suds and GTV6s. Jon has been a great help in terms of researching the Alfasud Sprint’s Gp2 racing history – and stayed on in Milan after I had left, to meet the Albertinazzi family at EPA Power. Giovanni Albertinazzi built, prepared and raced Gp2 Sprints in both 1.3- and 1.5-litre form back in the day, so we are gradually building up a portfolio of valuable information.

Next month: first impressions from behind the wheel

Thanks to: Raceworks, Characters Signs, DC Electronics

We’ve applied for the Alfa’s historic technical passport (HTP) – ours is the first Gp2 ’Sud Sprint Veloce to have been prepared in modern times – FIA inspector Jim Lowry is on the case and, as planned, I’ve booked a couple of one-to-one coaching sessions with John Norrington. My only previous front-wheel-drive experience has been on the public road, so I’m aware that I have a bit of learning to do…

HISTORIC RACER

MGB Roadster

A few tweaks are in train for the new season – such as new brakes and a rebuilt gearbox. Oh, and the heavy bit up front. Nick Trott takes up the story…

Oversteer was something of a trademark last season, but should soon be tamed

Ithink we’re going to be late for the season openers. We were hoping to get on the grid for the Equipe GTS trackday at Goodwood on March 5, then the season opener at Silverstone on the 7th, but we’ve found a few other issues with the MGB that need sorting. One of them is quite a big, heavy issue…

Firstly the good news. The gearbox, traditionally a weak point on MGBs, is rebuilt. It’s easy to destroy the innards with imprecise heel-and-toeing and/or rushing the shifts, and small issues seem to turn into big problems quite quickly. As an MGB driver, you have to remember that in the rush and fury of racing slow is best when shifting cogs – its counter-intuitive but absolutely crucial. We plan to keep the ’box in tip-top condition throughout the season, and into 2019 hopefully, and avoid a mid-season rebuild like last year.

The suspension and brakes are also fitted – two areas that we believe were weak points last year. We’re hoping for better performance and stability all round, with fewer ‘bad habits’. For instance the B was always one of the more, um, sideways cars on the grid but despite the its crowd-pleasing antics we’d really rather it wasn’t quite so drifty.

Roll oversteer was the key problem throughout 2017, and we’re hoping to have this cured with new parabolic leaf springs and general set up changes. Less entertaining for the spectator (and drivers) but faster, we hope.

Finally, the big heavy issue. With the cylinder head removed an inspection of the bores revealed a rather tired block. A new one isn’t criminally expensive, which is the case for pretty much everything on the MGB to be honest, so owner Ed has ordered a new block.

So yes, we’ll be late for the first races of 2018 – but it’ll be worth the wait. BRX 855B will be fitter and faster than ever. Probably about time its drivers were too…

Next month: Removing the dents, tidying up the shell in preparation for the bodywork rebuild.

Thanks to: Roy Gillingham of
www.chequeredflagclassics.co.uk

Once painting and assembly were complete, and the final graphics had been applied, the Sprint made its public debut at the London Classic Car Show, in mid-February at ExCeL, and immediately received some very positive feedback via social media. I wasn’t able to attend the show myself, but had a very worthwhile excuse – a clashing fixture in Italy.

I’d been invited to the annual Scuderia del Portello ceremony at the Museo Storico Alfa Romeo, which forms part of the site where the marque’s old Arese factory once stood, in Milan. We were up for an award for our team’s performance with the Giulietta Ti at the 2017 Goodwood Revival, when Dickie Meaden and Steve Soper finished second on aggregate in the St Mary’s Trophy. It was great to get such recognition for our efforts with historic Alfas – a real honour, especially in such distinguished company.

SPEEDSHOP

TOP STORY

BUYING • SELLING • AUCTIONS • RACE & ROAD CAR PROFILES

Double-barrelled diehard

Muscular British classic that scored competition successes galore

Big Healey – sounds like a character in a gangster film, no? Someone brawny, tough, determined. And there’s a lot in that. Donald Healey’s co-production with the far larger Austin company, under its BMC umbrella, resulted in a sports car with just those qualities, as proved in major rallies and plenty of racing. A car boasting period credentials in those events has become much coveted, but with heading for 60,000 Austin-Healeys built in several variants, they offer plenty of choice for the enthusiast buyer. The car Vintage & Prestige has in stock, in the desirable BN6 spec, did its bit for Britain’s ‘export or die’ campaign – built at MG’s Abingdon works in 1958 with left-hand drive, it went straight to San Francisco and put treasured dollars into the home economy.

After 32 years the car returned to a home in Jersey and has recently had a complete restoration to concours standard, with just about everything checked, reconditioned or if necessary replaced (including valves and valve seats to utilise unleaded fuel). Casual onlookers may easily miss the differences and assume it’s a Healey 3000, but this earlier model is a 100/6 – pretty similar but lacking 400 of the ccs in its big brother’s title. Whereas the first Austin-Healeys made the most of a four-cylinder Austin A90 engine, the 100/6 upgraded to a big six from the Westminster saloon and, although it was hardly sophisticated, the new 2.6-litre pushrod engine was sturdy and simple to fix. Unshackled from the weighty Westminster it brought enough horsepower to make the Healey lively on the road. In truth the extra weight of the six cancelled out its power until, in 1958, a new 12-port head and manifold raised the figure from 102 to 117bhp. That’s the spec of this BN6 model, the final iteration before the bigger-engined 3000 arrived.

Healey redesigned his car to swallow the longer six-cylinder engine, increasing the length by six inches and making an already attractive design even better proportioned, especially with the sweeping two-tone paint option in classic ice blue over white. At first you could have a couple of cramped perches in the rear, but that wasn’t popular and disappeared with the arrival of the BN6.

With its drum brakes and ladder chassis the 100/6 offered no technical innovation; Healey very sensibly chose simple, affordable parts from the generally uninspiring Austin range, relying on weight loss and million-dollar looks for sales appeal. Sports cars famously generate low volumes and similar profit margins, but are essential to chrome-plating your market image, which is why BMC’s Leonard Lord pounced on the single example the Healey company built and showed at the 1952 British Motor Show. He needed a ‘halo car’ and here was one ready-made, using parts from his range. Overnight he made a deal with Healey, the car’s name became double-barrelled and Healey’s firm went from turning out hand-built vehicles to being a maker recognised across Europe and America. In 3000 MkI and II form the Big Healey would survive until 1968, but the car’s extrovert character and its huge competition success ensures that in all its versions it remains a favourite from Britain’s golden era of sports cars.

This particular car benefits from the later 12-port head, which boosted power to 117bhp

Launch of the BN6 Healey marked the end for vestigial rear seats

Classic two-tone paint job enhanced lines of an already attractive shape

Open sesame

Burning ambition

Who would have thought, even five years ago, that a Kia would have earned its place on these pages? The Korean duo of Kia and Hyundai have made some incredible in-roads into the more mainstream, affordable parts of the market and have done so on merit with credible products backed by first-rate warranties, but this new Kia Stinger is a sports saloon costing more than £40,000, a price point that pitches it not against VW and Vauxhall, but BMW, Audi and Mercedes-Benz. Can it possibly compete?

On paper, absolutely. You may or may not like the look of the Stinger but you can’t argue with hardware: though four-cylinder petrol and diesel models are available, this flagship comes with a turbocharged V6 developing 365bhp and driving the rear wheels alone through an eight-speed automatic gearbox.

And, at the risk of sounding faintly patronising, it’s a very good first attempt at such a car. The engine is responsive, the gearbox smooth enough and clearly a lot of attention has been lavished on suspension tuning because the Stinger not only rides well, it controls its body movements very capably, too. I spent a week in it and, the odd electronic chime aside, it annoyed me hardly at all and most of the time provided swift, pleasant and capable transport. Indeed it gets closer to the standards set by its new found German opposition than I had expected. So hats off to Kia for that.

There are just two problems. The first is that there are no consolation prizes in any part of the market, let alone one peopled with product as capable as that into which Kia is now venturing. True, the Stinger is a little cheaper than the best Europe can offer, but so it should be because getting close to the establishment is not really good enough: if a car like the Stinger is to tempt people out of their BMW 440i Gran Coupés and suchlike, it really needs to offer something they lack – and it doesn’t. Its interior is not so classy, its chassis not quite so multi-faceted. And while it is undoubtedly powerful, so too does it need to be as the Stinger is exceptionally heavy: more than 1900kg at the kerb while the BMW weighs in at less than 1700kg. This means not only blunted performance, but fairly catastrophic fuel consumption too, worse on paper than a Porsche 911 Turbo S with another 200bhp…

There’s also something else, which shouldn’t be a factor but clearly will be. We are a nation of unconscionable badge snobs. I wish Kia all the best in the world with the Stinger, because I like it when car companies try to do something different and difficult, but it’s hard to see many people passing by all those posh German prestige brands and explaining to their friends and family why there’s a Kia on the drive. Like I said, it shouldn’t be an issue, but I guarantee it will be.

It’s a shame because in isolation the Stinger is a good car. But as we’ve seen so many times before from companies that have tried to steal some business from the old European blue bloods, good just isn’t good enough.

FACTFILE

Kia Stinger GTS

Price £40,495 Engine 3.3 litres, 6 cylinders, turbocharged Power 365bhp@6000rpm Torque 376lb ft@1300rpm Weight 1909kg Power to weight 191bhp per tonne Transmission eight-speed automatic, rear-wheel drive 0-62mph 4.9sec Top speed 169mph Economy 28.8mpg CO2 225g/km

Style with more substance

This might seem a contentious thing to say but in my experience it is true: big 12-cylinder saloons are hardly ever as good as their more modestly powered brethren.

I have, for instance, never driven a Mercedes-Benz S600 or S65 with its 6-litre V12 that I preferred to a similar car powered by merely eight cylinders.

I’ve not yet driven the 12-cylinder version of the all new Audi A8, but I never drove one of its predecessors and concluded that it was the best of the range, despite being the by far the most expensive.

Indeed, the closest I’ve come to seeing the sense in such a car is with this new BMW M760Li, which is as charming a 12-pot limousine as you’ll find this side of a Rolls-Royce Ghost whose 6.6-litre engine, incidentally, it shares.

What’s different about it?

For a start, it has a wonderful motor, better by far than the ancient V12 used by Mercedes and both smoother and more sonorous than the Bentley/Audi W12. It’s silent when you want it to be and has a deep, rich and complex note when extended. It also throws the 7-series down the road at a quite preposterous rate, for right now this the fastest accelerating BMW you can buy.

Actually it’s even better than that because it’s not just far more capable on a difficult road than you’d imagine (thank standard four-wheel drive and four-wheel steering for that), it’s even reasonably entertaining, at least by the standards of such cars.

There are a few downsides, particularly ride quality that is good rather than superb and an interior that looks too closely related to far cheaper BMWs, but as the first 7-series to wear an M-badge, even if it is not a proper M-car itself, BMW has judged it nicely.

It is first and foremost a large and very luxurious saloon, but with a frisson of dynamism I’ve not experienced in other cars of this ilk.

Whether it is worth £135,340 is another question. On the one hand it seems barely believable that it should cost more than twice as much as the entry level 7-series, even in long-wheelbase configuration and, were you to take the plunge, I’d try to think very hard about likely depreciation beforehand and not at all thereafter.

On the other hand it is probably the best car of its kind out there at present.

Even so I’d still struggle to recommend it over a lesser diesel 7-series because, for almost everyone almost all the time, something like a 740d will not just be cheaper but, in certain critical ways, better too, not least in terms of its ability to travel at least twice as far on a tank of fuel.

All I would say to those people who buy such cars, because it is important to them to have the flagship model, is that while they might be spending a lot of money on what is probably not the best BMW 7-series, I can see a case for it beyond mere vanity.

And that is something I have often struggled to do with any of its erstwhile rivals.

FACTFILE

BMW M760Li

Price £138,265 Engine 6.6 litres, 12 cylinders, turbocharged Power 600bhp@5500rpm Torque 590lb ft@1550rpm Weight 2255kg Power to weight 266bhp per tonne Transmission eight-speed automatic, four-wheel drive 0-62mph 3.7sec Top speed 155mph Economy 22.1mpg CO2 291g/km

Pretty flawed

ANDREW FRANKEL GETS BEHIND THE WHEEL OF THIS MONTH’S BEST NEW CARS

ROAD TESTS

THIS MONTH ALFA ROMEO STELVIO • BMW 760iL • KIA STINGER

The Stelvio Pass is rivalled only the Karussel at the Nürburgring and Laguna Seca’s Corkscrew as candidates for the most over-rated stretches of tarmac on earth. But while the slow and fiddly race track corners merely interrupt what are otherwise fast and flowing laps of their respective circuits, the Stelvio Pass is somewhere to which people journey especially in the hope of finding one of the world’s great roads. It is nothing of the sort: it is instead an endless series of switchback hairpins, covered in snow during the winter, cyclists in the summer and guaranteed to induce nausea in your passengers at any other time you might be lucky enough to get a clear run at it. Let’s hope, therefore, that the Alfa Romeo that takes its name doesn’t also promise something sublime only to deliver something else altogether more noisome.

It has its work cut out. Making your first SUV seems to be a rite of passage among car manufacturers these days but it doesn’t make the job any easier, particularly when yours is a sporting brand carrying a certain level of expectation regarding how any car wearing your badge should drive and perform.

But Alfa Romeo appears to have done better than most at providing itself with the best possible chance: the Stelvio is based on the still new and well received platform that underpins the Giulia saloon and it has done well to keep the weight gain to not much more than 200kg. It sounds a lot, but when you consider how much higher the Stelvio sits and how much heavier still is much of the competition, the engineers involved deserve to be congratulated.

Stelvios come with 2-litre petrol engines with either 197bhp or 276bhp and a 2.2-litre diesel offering either 177bhp or 206bhp and the choice of rear- or four-wheel drive for all. And just like the Giulia, there is a 503bhp Quadrifoglio version sitting at the top of the range. The car I drove was a high-power diesel, with four-wheel drive and the bottom of three trim levels.

And as ever, Alfa’s stylists have worked wonders, somehow doing the impossible and making a high-sided, snub-nosed SUV still look like an Alfa Romeo, and a pretty attractive one at that. People buy cars like this to stand out from the crowd, but when the crowd buys them too – as they increasingly are – it is a powerful weapon for yours to be the best looking of the lot, and I’d say this is.

But even in the traditionally underachieving SUV categories, a pretty face will only get you so far these days. There are now some really impressive cars in this category, such as the Porsche Macan, new BMW X3, Jaguar F-Pace, Audi Q5 and Mercedes-Benz GLC and the Stelvio will have to perform like few Alfas in history to provide a credible presence in the market place alongside rivals like that.

It performs well, up to a point. The diesel motor lacks neither power nor torque and in the relatively light Stelvio has no problem bowling it along the road at a decent rate. Allied to the ubiquitous and highly capable ZF eight-speed automatic transmission it seems always to have enough in reserve to get you briskly up to speed or past anything that may be holding you up. But it’s quite a noisy engine too. I was interested to see that it shares not only its 2143cc capacity but also an identical bore and stroke to the equally rattly fourcylinder diesel motor Mercedes-Benz is rapidly phasing out of smaller-engined diesels. Coincidence? Nobody’s saying.

Either way, as a tool for the job it’s good enough and during a couple of days running in mixed conditions, it also managed a genuine 40mpg, which I thought pretty commendable for this kind of car.

I TAKE GREATER ISSUE WITH THE WAY Alfa Romeo has configured the chassis. Here, I admit, its engineers had a problem. How do you make something that’s quite heavy and has a notably high centre of gravity still somehow handle as you’d hope an Alfa Romeo might? Or do you simply accept that that’s a fool’s errand, soften it off and focus on providing superlative ride comfort instead? Alfa’s decision to split the difference, falling if anything on the side of dynamism and response, is entirely understandable, but that does not mean I agree with it.

Yes, it means the Stelvio handles quite capably for such a car, managing its mass under quite severe provocation and delaying the onset of understeer for as long as you could reasonably expect, but only at the price of tying the car down on its springs. The less desirable consequences of this include a generally stiff-legged gait and the occasional unseemly stumble over transverse ridges or into pot-holes. Even so, it should be said that the ride is not terrible nor even particularly poor, just notably compromised: you might well take the view that a little relative discomfort is worth putting up with for the point-to-point poise it undoubtedly brings.

It’s far harder to make the case for the interior which, relative to most rivals is, I am afraid, just plain poor. When not just the Germans but also companies like Volvo are creating cabins for £40,000 cars that would not have looked in the least out of place in something costing twice as much even a few years ago, the Stelvio cockpit appears as if from another age. Yes, it’s quite cleanly presented with an admirable economy of buttons, but the materials used are too variable in both number and quality, what little technology it places at your disposal is very previous generation, but most of all there is little of that sense of design cohesion in here that is essential for creating an ambience of true class in a car such as this. There’s quite limited rear headroom too, and only a tiny rear screen to look out of.

Despite such reservations, I think that Alfa Romeo should be praised for creating what remains a competitive, if flawed, new offering to this super-competitive market.

Its first job was to create an SUV that was sufficiently distinct both in ability and appearance not simply to stand out, but to do so as an Alfa Romeo. And I think it has broadly succeeded in this regard.

But that’s a very different thing to saying I think it should be up there on your list with the best the Germans, the Brits and Swedes already have in this category. In its ride comfort, disappointing interior and noisy engine lie flaws that only the most love-blind of Alfisti will find easy to ignore. Its best rivals may be less attractive, they may even be a little less entertaining, but they are far more complete propositions.

So the question is, what matters more in this new class that’s so crucial to Alfa Romeo’s future well-being? And for me I think more people will want one of the quiet, comfortable and genuinely luxurious cars that already populate the class than an outsider with no track record in the field and a reasonable number of significant drawbacks. The Stelvio, then, may be the world’s first Alfa Romeo SUV, but it remains an Alfa Romeo, with all the good and bad that has so often entailed. The hope must be that for enough customers its charms outweigh its shortcomings for Alfa Romeo to gain a toe-hold in this class. For whether we like it or not it is in building cars like this, far more than the more smaller coupés and saloons upon which it built its reputation, that the future of this most enigmatic company now depends.

FACTFILE

Alfa Romeo Stelvio 2.2 Turbo Diesel Q4 AWD Milano

Price £43,990 Engine 2.1 litres, 4 cylinders, turbocharged Power 207bhp@3750rpm Torque 346lb ft@1750rpm Weight 1659kg Power to weight 125bhp per tonne Transmission eight-speed auto, four-wheel drive 0-60mph 6.6sec Top speed 130mph Economy 58.9mpg CO2 127g/km

The exterior may please, but the cockpit lets the Stelvio down against its rivals