D RIVENWORLD
April 2015
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Contents
D RIVENWORLD ISSUE 64, April 2015
EDITOR IN CHIEF
Dustin Troyan
ART DIRECTOR Connected Media Group LLC COPY EDITOR Heather Troyan DESIGN Connected Media Group WEB DESIGN
Page 8
Jeff Balbien
STORIES BY Dustin Troyan Mark Llewellyn Kike Grudt Brooks Smith Tommy Mansuwan Jim Hunter Scott Martin Eric Roehm Jim Gianatsis
PHOTOGRAPHY Art Machines Brandon Goodyear Jim Hunter Octane Photographic LLC Tommy Mansuwan Dustin Troyan Halston Pitman Jim Gianatsis Eric Roehm
Advertising / Marketing Dustin@connectedmediagroup.com (818) 516-5053 www.drivenworld.com www.connectedmediagroup.com www.supercarsunday.com Driven World Magazine is published twelve times per year by Connected Media Group LLC. It is distributed at upscale locations and events all over California. It is also available online and distributed electronically to high-net-worth individuals as well as members of the car community at large. All rights reserved. Driven World and Supercar Sunday are registered trademarks of Connected Media Group LLC. No articles, illustrations, photographs, or any other materials or advertisements herein may be reproduced without permission of copyright owner. Driven World Magazine and Connected Media Group LLC, do not take responsibility for the claims provided herein. Connected Media Group LLC, Driven World Magazine, and its affiliates, contributors, writers, editors, and publisher accept no responsibility for the errors or omissions with information and/or advertisements contained herein. Connected Media Group LLC does not assume liability for any products or services advertised herein and assumes no responsibility for claims made by advertisers or editorial information.
On the Cover: “The Z06� Photo: Brandon Goodyear
From the Editor The sky is the limit. The greatest country in the world. Opportunity is everywhere. Think bigger. Doing what I do...Driven World Magazine. Supercar Sunday. Consulting. I am very lucky to meet a great many people. All sorts of people. Many of whom have had some level of success. This could be financial success, personal success, but in general, some form of accomplishment. I do my best to try to learn from successful people, that I might emulate them and follow in their success. Or, find certain traits and characteristics that I might apply to myself, that they might add value to my life. Being around some extremely successful entrepreneurs, I have noted that they conduct themselves in a certain manner, a positive manner. Yes, I have written about this in the past and cannot stress the importance of a positive attitude and a positive perspective. Outlook. Attitude. Perspective. All are positive traits, yet slightly different. I think that if you combine these three factors they equal hope. Something else I have written about. Hope. You always have to have hope. If you take hope and multiply it by a positive attitude, a positive outlook and a positive perspective, that could really be quite a powerful equation. Such an equation might be something that could carry you through the hardest of times or to persevere through a challenge. What is interesting about persevering thought a challenge, is once you do, it magically does not seem as if it was so challenging. In fact, perhaps you could have pushed a bit harder. The more challenges you accomplish, the easier they become, the more secure you become, the greater your experience bank is, the more resource you have for the next challenge. Coupled with all that positivity, wow...now you are really moving. I am writing on this topic because I have been reflecting on people. People who always seem to have a smile regardless of what they are going through or people that are always willing to go further, to take a risk, to try something new...to create an opportunity. Recently I had the pleasure to speak to a couple gentleman that are “self-made.” These guys are always up early...I had a couple meetings with them (independent of each other) and when I asked to meet at 6:30am and 7:00am, they didn’t even flinch. As they are self-made, they are accustomed to being up early. It is actually better, no distractions and still a full day ahead. Robert Brault said, “One key to success is to have lunch at the time of day most people have breakfast.“ What I found very interesting is
that both of these men, who have never met, who come from different cultures shared something in common. I was asking about how they became successful what their thoughts were, what suggestions they might have on the subject. They both said, “Opportunity is everywhere” and “The sky is the limit”. I spoke about this with them for a while and then I thought about it for quite some time. I began to reflect on my education. Never once did any professor paint such a beautiful picture of opportunity as these two gentleman. Never once did any professor speak so passionately about the United States of America as these two men who immigrated to our great country. I thought and thought and thought. My parents always told me I could do whatever I wanted, I would have to want it bad enough and make it happen, That nobody owed me anything and I should expect nothing from anyone. That it was my responsibility to create my life, my future. To try to accomplish my dreams. That it was on me. A similar thought indeed and I am grateful that they drilled that into me. Yes, opportunity. I like opportunity. Back to these two men. I kept thinking about my formative years, my education, the business department at California State University at Northridge. You know, never once did I hear a professor speak of opportunity, how to create it, how to fight for it, how to appreciate it or how to share it. Strange. I appreciate my education there, but, these two men, when they spoke, there was a steel conviction in their eyes. They clearly fought, sacrificed, took risk and grabbed that opportunity with both hands. They knew that they were capable, they knew they could accomplish, they knew that they had put in the time and that hard work, smart work and entrepreneurship they knew that had those qualities and that whatever comes their way, that they would find a way to get the job done. It was interesting indeed, these two men spoke so passionately about America, they are so grateful to be in our country, to have so much opportunity. That their children might have the same opportunity. It had been ages since I heard men speak so proudly and appreciatively of our great nation. Again, I thought about it and thought about it. I explained to one of them that I had never heard an “American born person” speak so passionately about America. I had never heard a professor, a teacher, any civic person... but...these two men who immigrated here, man, they just love the Red, White and Blue. One gentleman explained that in his opinion, if you haven’t traveled the world or lived in impoverished or violent, government controlled countries, you simply do not know
how good you have it in America. That to some degree, you grew up with it and take it for granted because it is all you know. But, when you come from a country where there is NO opportunity and then arrive in America, that the American Dream is true and attainable. That the “sky is the limit” that there is “no limit” that it is all in the perspective. I like that. No, I love that. I have been very lucky to subscribe to being positive and appreciative, but being around these two men kind of took my blinders off. In respect to my education, I was taught more how to act in a corporate environment versus actually going out and appreciating and creating opportunity. Listening to these men speak, eyes as clear as glass, speaking from experience not theory, “Listen kid...this is what you need to do...” Well, my eyes opened a bit more. I almost became a bit troubled about what is it that we are being taught? I have been reflecting and reflecting and all I can think is that the human experience is becoming a bit compartmentalized. We are taught that we might be able to achieve a little bit, move up a little bit, but to achieve our dreams...that, that might be an unrealistic hope. That we can only accomplish a small amount and that we should be happy with that. That who we are, what we stand for is to be defined by others, and back to those dreams. That we should not dream so much. That we should not fight for it, for what we love, for what we dream of. A dream...why kill a dream? I have been thinking about this almost non-stop for a few days now. I wonder how many roadblocks we, that I might put before myself without even realizing that I do. That I am stopping myself before I begin. I don’t think that I put roadblocks in front of myself, but, I am trying to expand upon my own paradigm. Do I? Am I creating the opportunity that I need to? Am I pushing hard enough? Do I give in too early? Do I give in at all? Is chasing a passion or dream a job or a pursuit or the road to achievement. What exactly is my dream? My dreams... I started to reflect on other people that I know, other people that ALWAYS get the job done. They are always trying to do something and seemingly always have the energy or the strength to push forward regardless of their emotion, fatigue or others trying to hold them back. What is it about that person that they just get it done? And then they keep going. What is that quality that separates them from the rest? I have really been thinking about the passion that these men have for the United States. Man, I wish they would climb up on a mountain top and scream it loud! To tell their story, to show their love and appreciation for our country, for our freedoms, for our opportunity. Continued-
Letter From Editor Continued That we might take note and reflect on our opportunities and cherish them. That we might be so proud of a great nation, and our freedom. At this point, I know that some of you are thinking that this must be some politically motivated letter... it is not. It is a letter on the human condition, mine and yours. It is about choices and opportunities. It is about embracing and appreciating the opportunity that is around us everyday that I or you might take for granted. I believe that I am appreciative of opportunity, but hearing these men speak so passionately, so honestly, really makes me think. It is as if a spark has ignited a fire inside of me and there is a blaze that I am trying to understand. That there is a choice that I have to make, for myself, my family. my community, my country and my world. The choice that I can accept the challenge to be the best that I can be, everyday or I can do just enough. I am not saying I am the best, or even know if the best even exists or is attainable, but what I am saying is that I know that I have more ability than I have ever tried to harness, that you do too. That we, together could become better people, that there is room for improvement, room for achievement, honest achievement. Something so pure, something so honorable, something that defines us, that shapes us, our world...our great country. I say, let’s go for it, let us shape our day, our moment, our world, our lives and let us take a step toward excellence, for no other reason than we can and that it is our right. And please, teach our children to dream, dream so big that they might go so far beyond what they know. That is our destiny.
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Ferrari Day at Supercar Sunday Presented by The Auto Gallery Story Dustin Troyan // Photos Casey Schendel // Greg Grudt The Ferrari Marque Day curse...RAIN! For the last three consecutive years, Ferrari Marque Day at Supercar Sunday has been cursed with rain! This year...we all had our fingers crossed that there would be clear skies and hundreds of Ferraris... The presenting sponsor of Supercar Sunday, The Auto Gallery had pulled out all stops to ensure a very special day for Ferrari owners and enthusiasts alike. From bringing in the hottest cars from their amazing brands; Lamborghinis, McLarens, Porsches, Audis..to bringing in a driving simulator with trophies for the fastest laps, to coffee and pastries... The Auto Gallery also had huge support from their staff of enthusiasts. Over Forty Auto Gallery team members were present to support this very special day. Waking up at four am, it was... raining. We had made the decision to push through regardless as it was scheduled to be clear skies...it was on! The first Ferrari pulled in and then another and another and...another. Ferraris do drive in the rain! Including the rare and coveted Ferrari Enzo! What started off as a rainy day turned into an awesome morning of friends, fun and Ferrraris. As the morning motored on it turned into a very special day. Having the support of the Ferrari Owners Club and Ferrari Club of America, Ferraris kept pulling in. A reunion of sorts for many friends,it was all hugs and smiles. It was wonderful! With the 2015 line-up of cars that the Auto Gallery brought over to share, it was also awesome to compare exotics side by side...usually something that is reserved for the LA Auto Show. But, we do call Supercar Sunday “Supercar Sunday� for a reason. Thank you Auto Gallery. The enthusiasts that attended had a great time...with such a variety of Ferraris on display, including the Enzo, a pair of Porsche 918s, the driving simulator and just about every other car you have ever wanted to see present...it was awesome. As it did rain, we have rescheduled Ferrari day to May 3rd and paired it with Maserati. Save the day...it is going to be awesome! SupercarSunday.com
IMPRESSIVE BOTTAS STILL IMPROVING Story // Photos Jim Hunter
The 2014 F1 season came quickly for Finn Valtteri Bottas. The 2011 GP3 Champion had been hoisted into F1 by Williams as a reserve driver in 2012, and so impressed the team with his intelligence, work ethic, and pace over 15 FP1 appearances that they awarded him a race seat for the 2013 season. Despite an outstanding qualifying performance in Canada and finally netting his first world championship points at Austin, Bottas’ inauguration proved difficult with the Renault powered FW-35 chassis. Williams went on to sign an important partner, Martini, and were to benefit immensely from their shift to Mercedes power with 2014’s massive rule changes. Valtteri seized the opportunity and proved himself to be one of the sport’s toughest competitors. “Well, I think just getting more experience–that was the main thing–and now last year being able to race at the very front, you learn a lot because the competition is always better.” There’s no doubt that Williams
rebound could not have come at a better time for Valtteri. Highly regarded engineer Pat Symmonds came on as Chief Technical Officer mid-2013. No stranger to working with world champions, Symmonds told Autosport’s Ben Anderson, “I’m really impressed with him. He’s very bright and he’s very quick. He doesn’t make many mistakes and when he does he learns from them. He’s got a great personality and he’s a real team player and I’m absolutely convinced that he’s got the potential to be a world champion.” Bottas certainly proved himself worthy of that acclaim in 2014. He twice earned first row grid starts, and netted six podiums (including two 2nd place finishes) on his way to finishing 4th in the driver’s standings. He drove magnificently on a number of occasions, most notably fending off a late challenge from Hamilton for a 2nd place finish at Hockenheim. For a rise to the top of motorsport some might categorize as meteoric, Valtteri does not see it quite the same way; “I always knew if we could make a competitive car there’s no reason I couldn’t fight at the front. As a team we knew that we were in the right direction at the end of the 2013, and we knew that we could make a good step for ‘14.” He continues, “However, I think the step we made was a little bigger than anyone could expect, so it was a nice and positive surprise in the first race how competitive we were.” The latest in a long line of Finnish
drivers to grace the F1 grid, Valtteri should soon join them as Grand Prix winners. Keke Rosberg, Mika Salo, Mika Hakkinen, Kimi Räikkönen, and Heikki Kovalainen. Considering that three of these men are World Champions, that’s pretty exclusive company. “When I was a kid Hakkinen was a big idol, he was a big hero for me and so when I got to try the go-kart, I then knew this is for me–this is what I love to do. He really motivated me a lot. I was looking up to him–that’s where I want to be one day. I immediately decided about F1 and set it as a target, so it was basically the first time I drove a go-kart.” Bottas made a mark from the moment he started in karting at the age of six. He competed across Europe until 2007, when he moved into Formula Renault where he won two separate titles in 2008. Bottas switched to F3 for 2009. He became the first driver to twice win the prestigious Masters of Formula 3 Title, and gambled on a lateral move to GP3 in 2010, which placed him in the F1 paddock every weekend. He earned the support of Toto Wolff, and further benefitted gaining management from his childhood idol Hakkinen and his long time manager Didier Coton. It wasn’t long before he caught William’s attention, who signed him as a test driver and gave him his first test run in a car that May. Bottas later took the 2011 GP3 title and on the heels of that success was offered the reserve seat at Williams for 2012. Asked
if he knew the moment that he would make it to F1, Valtteri laughs, “when I signed the contract with Williams.” Kidding aside, Valtteri took his achievement in pragmatic fashion, “Being quite a long time, you know, close to F1, and a test driver in F1, you see that a lot of things can happen and nothing is sure until the contract is done.” Competing across F1’s worldwide theater comes with certain trappings, all of which Bottas takes in his stride, “Sometimes, because we do get to go to different kind of events or filmings and stuff, and I’m not really an actor (laughs), I find that a bit harder than the driving.” Staying on top of his time and energy so that he’s prepared, rested, and focused when the lights go out on Sunday is a challenge, and a priority. “Yeah, you need to find a good balance in your life to be able to also charge your batteries because it is a lot traveling, a lot of driving, a lot of other events, time differences, everything.” “For me the main thing is to spend some time with Emilia, my friends, family, that’s the best thing. Even sports, you know even though it is for racing and it is physical exercise, but that somehow just really makes me relax a bit so I do a lot of sports as well.” This is especially true over grand prix weekends. “You work hard during the day between, obviously at the track, but also in the briefings, everything, and then when you’ve finished the day and you know you’ve given everything and then you can go to bed early–yeah, you can feel comfortable that you’ve done everything you can and tomorrow’s a new day and that you are well prepared.” Considering how to best address the international challenge of the sport, Valtteri offers, “Well I think first thing is to choose good flights that you know don’t land middle of the night or crazy times, so always arrive so that you can go straight to bed. A good night sleep is the main thing, and always right nutrition. That’s really important so that you can quickly get into the rhythm. Exercise works for me–I think it’s quite individual, and again the more physically
fit you are, the healthier the lifestyle is, the more you can take different stress from different time zones.” Of course, being a grand prix driver has it rewards, so many in fact that Valtteri finds it hard to pick any part of the endeavor from it’s whole. “There’s plenty of interesting parts in a grand prix weekend. Qualifying is for sure one, but I think in the end it’s the race day. You can feel everyone is focused and looking forward, and if you get a good result that is really rewarding to see, you know, because everyone has to work really hard for the result and if you get a good one and how happy everyone is. Yeah, that’s the best bit.” In reaction to F1’s new era, there’s been a lot of discussion of late that today’s F1 cars are too easy to drive. Valtteri takes an objective, philosophical view on the topic. “Well I think that any F1 car is easy to drive if you then want to drive it to the absolute limit and every single lap of the race it’s, you know, they are very different from the old cars. These cars are much more technical, so you also need to have much more technical understanding. You need to be better in multitasking with all the switches we have nowadays on the steering wheel and the power units are quite complicated systems as well. So to get everything perfectly you know it’s not that simple nowadays, even though some people say it’s easy. All I can say is that it’s very different and maybe different challenges in different eras.” As for every flying Finn, also comes the obligatory question about rallying. “Yeah, I tried it once, on gravel, a proper rally car and other than driving always months in Finland on ice (laughs), we did some ice rallying in Lapland with BBC.” “I was driving on a circuit so that helped, but yeah it’s very different and the cars, being 4 wheel drive–so it’s driving style is completely different. It’s really good fun, but I’ve always just preferred F1 where you can race actually at the same time with other people at the same track.” Bottas appears for now very happy at Williams-Martini Racing, not only with the team, but with his teammate, Felipe Massa.
“There’ve been no problems between me and Felipe because we both have the same target we both want to push the team forward. We both want to win and we completely accept that we also want to beat each other and that’s normal because we are teammates and that’s how it goes, but at the same time we have the same target to improve the car so we work really closely with the team and also together to improve everything.” Their cooperative relationship is paying off. Williams-Martini enters the 2015 season stronger in relation to the entire grid than last year and could likely find them best suited to take the fight to Mercedes than anyone. “From the first race last year we’ve improved a lot and I think we’ll be much more competitive car this year,” Valtteri remarks. “We’ve moved forward really well with the aerodynamics of the car so we’ve been able to produce more grip especially through the rear end.” “We are still going to improve a lot I think and the engine also feels a bit better than last year. I think Mercedes at this point is still
ahead of everyone and they are going to be really difficult to beat but I think it’s going to be quite close between us, Red Bull and Ferrari. So I think we’re gonna see nice really close season and I hopefully we can be at least one step better as we were last year as a team.” There’s every reason to expect Bottas to take his first Grand Prix win this year. It would be hard to discount his accomplishments to date, not to mention Pat Symmonds’ observations. Team principal Sir Frank Williams, quoted by F1.com on their decision to promote Valtteri to his 2013 race seat, ““Valtteri is quite simply one of the most talented young racing drivers I have come across and we expect great things from him in the future.” Lofty praise, but Bottas keeps his feet firmly planted on the ground. “So yeah, I learned a lot about everything and where to improve- there’s always room to improve and I don’t see any big problem areas, just want to again, after every race, when you go to the next one I want to be sure that I’m a better driver than in the race before and just want to keep progressing.”
Frank’s Z06 Convertible Story Dustin Troyan // Photos Art Machines + Brandon Goodyear
One of the best things about Supercar Sunday, beyond the people, is the awesome vehicles that casually turn up. The new Corvette Z06 is one of those magical vehicles that we have been waiting to see. The Z06 Coupe had begun to turn up at Super-
car Sunday but the convertible... we were all waiting to see the convertible. A unicorn indeed, nobody had seen it! Keeping true to name, what we believe to be the first Z06 Convertible delivered turned up at Supercar Sunday and it was a huge hit! Actually
a show stopper! Frank Gonzales, the owner, drove his new baby in with his son as co-pilot and immediately a crowd of photographers surrounded the car. I immediately knew that I had to meet the owner and see if we could do a photoshoot with his new Z06. Frank loved the idea and I spoke to photographers David Lee (Art Machines) and Brandon Goodyear and it was a go! We were all so excited to shoot the new Z06! We have included an interview with Frank who is a successful entrepreneur and one heck of a car guy! Frank, when you came into Supercar Sunday in the brand new Corvette Z06 Convertible, everybody went crazy. Were you the first person in Ca. to take delivery? I believe I was the first one in Southern California to take delivery. When we met at your home for the photo shoot, it was apparent that you are quite the auto enthusiast... why did you choose the Corvette Z06 over other cars? Because I am a Corvette “junkie”,
always have been, always will be. What other cars do you currently own? What cars have you owned in the past? 1979 Trans Am (Smokey and the Bandit), 1970 SS Camaro, 1972 Mustang Convertible, and a 2010 Corvette GrandSport...Classics. Turns out your brother and son are also car enthusiasts. What cars do they have and is it a family thing? Yes, it is a family thing. My son owns a 2012 Camaro SS and my brother owns a 1973 Mustang Mach 1. We love cars! Frank, you are a self made man, tell us about what you do... I started as a laborer in a construction company and worked my limits you set for yourself. Back to the Corvette, what does it mean to you? It is the reward for my consistency...consistently begging my wife! How does it compare to other vehicles you have owned or driven? There is no comparison, it is my new baby! Are you planning on taking the Z06 to the track? Yes, every chance I get! You have a Corvette Grand Sport as well, how do these two Corvettes compare? way to the top. I own my own construction company and have worked very hard to stay on top. Having my family involved is my motivation to stay at the top! If you could give some advice to other entrepreneurs about how to be successful, what would that advice be? Being disciplined, consistent, work hard and don’t ever give up. The early bird gets the worm. Something struck me that you said... when we were discussing business... "the sky is the limit" you said. Tell me...what does that statement mean to you? There is no limit on anything you can achieve, only the
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Two different animals,just depends on which you want to tame that day... Frank, we would like to thank you for sharing not only your Corvette Z06 with us, but for your hospitality and story as well. We look forward to seeing you on the road and at Supercar Sunday!
2015 Z06 Engine Specs
LT4 6.2L supercharged V-8 Displacement (cu in / cc): 376 / 6162 Bore & stroke (in / mm): 4.06 x 3.62 / 103.25 x 92 Block material: cast aluminum Cylinder head material: cast aluminum Valvetrain: overhead valve, two valves per cylinder Fuel delivery: direct injection Lubrication system: dry sump Compression ratio:10:1 Horsepower(hp / kW @ rpm): 650 / 485 @ 6400 – SAE certified Torque (lb-ft / Nm @ rpm): 650/ 881 @ 3600 – SAE certified Max. engine speed (rpm): 6600 Recommended fuel: premium required EPA-estimated fuel economy 15 / 22 – manual 13 / 23 – automatic
Tenuous Melbourne F1 Does no Favors The pinnacle of motorsport underwent a serious rewrite in 2014 and that transition has not sat idle across a largely disgruntled fan base. 2015 will clarify whether this path will find acceptance or serve to kill a once lofty sport, and time is indeed of the essence. Although no one likened the multiyear build up to introducing 2014’s turbo hybrid formula to a simple tweak, its implementation has not been patiently received and continues to draw non-stop criticism online. The F1 World Driver’s Championship has rapidly fallen prey to a social media free-for-all. Such is the paradox of running a global sporting endeavor that can never please everyone. F1’s faithful long for lessor regulation, more ingenuity, and a wide-open interpretation of succinct guidelines, while the corporate
players in the saga lobby for exactly the opposite ... Enthusiasts hail F1’s leading edge tech innovation, long a hallmark of the sport, but lament advances that produce cars which are too easy to drive and gripe when one team pushes further and decimates the rest of the field . . . Purists bemoan DRS and KERS, yet fret when no can overtake, seeming to forget that winning position was never easy . . . Contrary desires contribute to F1’s esoteric nature, but 2014’s formula has left the sport’s brain trust grappling to recover F1’s formerly unshakable foundation. Neither the governing body, the commercial rights holder, the competitors, nor the fans will be immune from the consequences of the choices that have brought us to this point. If 2015’s season opener in Melbourne proved to be any indication, those consequences maybe felt sooner than later. F1 was once secure in its spectacle, offering a world beyond mortal imagination. Plentiful sponsorship dollars painted the liveries we now revere as retro, but the sport remained comparatively free of interference and the laws of standard economics. Restrictions and trends in advertising since those days have
Story Jim Hunter // Photos Leanne Boon Octane Photographic Ltd
not kept up, and the emphasis on F1 as a marketing tool for those who compete has increased dramatically. With Mercedes’ return to the paddock in 2010, Ross Brawn and then McLaren Principal Martin Whitmarsh cautioned that without change, F1 would die. They weren’t talking about the environment. They were talking about the showroom floor. No one expects F1 to be cheap; in fact most actually expect quite the opposite. Leading edge technology requires significant investment, but many are asking if today’s F1 technology is viable, sustainable. The turbo hybrid, designed to prioritize and promote commercial objectives, has helped escalate costs beyond reason into the stratosphere. Unless one has deep pockets, manufacturer’s pockets, the cost is almost impossible. However, unlike true racers, manufacturers are dispassionate. Their endeavors either fulfill marketing objectives or they do not. This stands to conflict with F1’s DNA of innovation for the sole objective of winning. Ironically, it is Niki Lauda, at once assisting Mercedes’ corporate objectives, who has conversely firmly placed himself center of the storm’s eye. Lauda is a rare breed; one of few characters in the paddock who does not quip carefully edited sound bytes. He may serve Mercedes, but he is his own man. Niki unflinchingly calls “all that bullshit” where he sees it, no matter how contrary he appears to
be even with himself. He is a genius at the art of bluntly resetting public discourse for the betterment and preservation of F1 esoteric appeal. 2014 provided Lauda with ample fodder. His caution that broadcast transmissions of F1 drivers whining to their teams does no one good was spot on. His mid-2014 call for a return to astronomical horsepower and wider tires, “which deliver a steep power curve that becomes very critical at the limit,” caught fire and the support of new Ferrari team principal Maurizio Arrivabene, who recently brought his revolutionary call before the oft-conflicted F1 Strategy Group. Unfortunately, the group rejected his proposed shift to twin turbo V8 power in 2017 with manufacturers Honda, and big surprise, Mercedes, threatening to withdraw from the sport outright! Renault later also publicly voiced their preference to stay the current course. Unfortunately it is this course that brought us to Melbourne and the 2015 Australian Grand Prix. Always a popular and conducive racing circuit, Albert Park’s attrition rates looked more like what most expected with last year’s entry into the new era. Williams’ Massa and Red Bull’s Ricciardo were sidelined from entire practice sessions due to engine changes which once required tens of minutes, not multiple hours. Sans Manor-Marussia, qualifying went fairly well with 18 entries and even proved to offer some excitement leading into Q3. However, by the time the field lined up under the lights, only 15 cars took the start. Valtteri Bottas sustained a lower back injury and was deemed unfit to compete by the FIA’s medical team. Magnussen, given a chance to race while filling in for the long recovering Fernando Alonso, was ultimately denied the opportunity when both his McLaren and Kvyat’s Red Bull melted down on way to the grid. Once the lights went out, two of F1’s new faces (Sainz and Nasr) revealed that they never got the memo about winning a race in the first corner. Executed with GP2 gusto, their verve immediately cut the field to 14 punting a hapless Maldonado into the wall and destroying an otherwise sensational start by The Iceman Kimi Räikkönen. Although the motoring press later hailed Nasr’s drive to 5th place, I’d
more likely classify his and Sainz’ eagerness to a sloppy late night PlayStation game. R ä i k k ö n e n recovered to fight another day, but pit mishaps ultimately cost him an almost certain 4th place finish. 15 starters, 11 finishers–attrition rates like this harken back to the 1970’s, but don’t mesh with today’s triple digit ticket costs. This sort of driving also brings us back to Lauda’s call, a viewpoint shared by many former F1 drivers. Former Ferrari F1 driver Stefan Johansson recently posted an interview by writer Jan Tegler on his LinkedIn page. In the interview, Tegler quotes the oft outspoken Jacques Villeneuve, “Verstappen arrives, does 10 laps and immediately looks strong. It seems that anyone can drive an F1 car, while in my father’s day the drivers were considered heroes at the wheel of almost impossible monsters.” Johansson responds, “It’s true, it’s just obvious to see. For example, look at the testing in Abu Dhabi with all the junior drivers getting an opportunity. Within 20 laps they’re within a tenth or two of Alonso, Vettel and Ricciardo. It just shouldn’t happen.” “There’s something fundamentally wrong if the car is that easy to drive that anyone with virtually no experience can just jump in and be even within a second of the regular drivers – that’s wrong.” Johansson continues, “A proper race car should be an absolute beast to drive. Then you’ll see the difference between who really knows how to drive, who has the car control, throttle and steering coordination to balance the car on the limit, the bravery, all the elements that constitute a great racing driver. And most of all, who can keep it together, on the limit, in a car like that for 80 laps or more without making any mistakes, that’s where the real skill of a Champion driver will show.” Former F1 driver Mark Webber, quoted last year on Motorsport.com, touched on another issue with the current formula: overly restrictive fuel regulations. “Look at Kimi (Raikkonen), this is not racing,” Webber exclaimed. “If you could drive the cars hard at the limit, he would be there–one fastest lap after the next. He’s completely frustrated.” These sentiments, combined with
the nagging loss of F1’s former, glorious sound could explain what was reported to be a significant dip in worldwide TV viewership in 2014. The possibility that the manufacturers’ budget-busting turbo hybrid formula is driving audiences away is lost on no one. Hindsight begs question as to whether those who championed this direction even understand their product. Some contend Bernie Ecclestone actually lost touch with his audience, and thus his product, long ago–long before the growth of social media. There have been suspicions that he may have championed this change behind closed doors to attract Mercedes to the sport. However, Mr. Ecclestone has also publicly cast doubts over the manufacturers push upon the FIA’s governance of F1 since the outset. With Ferrari, he successfully stemmed their original call for 4-cylinder power units, a proposal which would have certainly dealt F1 a fatal blow. When considering the solidity of the ground upon which Mr. Ecclestone stands, its hard to ignore that no matter who wanted this, it is partially the result of his policies. There is no escaping the stranglehold his exorbitant commercial rights have placed upon the endeavor for years. It may be argued that Mr. Ecclestone’s unwillingness to account for current economic trends is largely responsible for pushing F1 far beyond the fiscal reach of both the competitors and fans alike. It would not be accurate nor productive to place all the blame on his shoulders. We often forget that despite everything, Bernie isn’t wholly dispassionate. He’s often overlooked for the good he has done, not the least toward making F1 a safer enterprise. When the day arrives that Mr. Ecclestone has gone, many of these pressures will still remain, only worse. Sadly, F1 appears destined to follow the path of almost every professional sport to become a largely spec, dispassionate, marketing exercise. The clock is ticking, and 2015 will prove crucial in determining just how urgently those in charge must commit to stay the course, or listen to what Lauda, Arrivabene, Webber, Villeneuve, and Johansson are saying.
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Later this month I will blow out sixty candles on my birthday cake and hopefully won’t set off any smoke detectors. I’m not sure if that officially signifies that I am now an “old man”. When my son Greg and I attended the Ferrari 60th Anniversary party in Beverly Hills late last year I realized that I would turn sixty in a few months. When I was in my 20’s, sixty always seemed so old since my grandparents were in their 60’s at that time and they were really old. Now that I am turning that milestone number birthday, seventy and even eighty don’t seem so old. My family members have mostly lived into their 80’s (good genes) so I figure I have a few good years left. I thought I would take a few moments to reflect. My grandparents grew up mostly on farms and in the country. They rode horses and drove some of the earliest motorized vehicles. My Dad grew up during World War II and mostly drove stick shift vehicles with minimal creature comforts and he experienced some of the original hot rod and drag vehicles. When I was born mid-century cars had moved forward at an amazing pace. A few iconic examples made around 1955 were the early Corvettes, the 1955-1957 Chevy vehicles and of course the amazing gull wing Mercedes cars. I feel very fortunate to have experienced a number of car phases during my life. I lived through the muscle car era, the van craze and amazing changes through the 60’s, 70’s and 80’s. When I took auto shop in high school we rebuilt carburetors, changed points and set timing and changed/adjusted drum brakes. When I grew up cars had roll down windows, manual door locks, 4 track and then 8 track stereos, manual steering, manual brakes, a mix of stick shift and automatics, mostly drum brakes, carburetors, adjustable valves and points/distributors. I feel blessed to have experienced cars in a time when one could actually work on them (which is where the term “backyard mechanic” probably originated). Don’t get me wrong I love technology and I love progress, I just feel fortunate to have experienced an unforgettable period in automotive history. Fast forward to the present…my son Greg and I have attended Supercar Sunday for the past 9-10 years and we make an effort to attend every local car event we can. I have met some amazing people and have developed a number of long term friendships throughout the car world. I still see the early Corvettes, the 1955-1957 Chevys and a gull wing Mercedes on occasion. The point to my story is that we are only as old as we feel. I don’t feel sixty (I’m not sure what it should feel like) and I plan to continue attending car events as long as I can. Our common bond (automobiles) transcends our physical ages.
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Apr 5 Pre-1973 Muscle Cars May 3 Ferrari + Maserati Jun 7 McLaren Jul 5 Hot Rods Jul 19 Lamborghini Day Aug 2 Corvette Sept 6 Porsche Oct 4 Audi Nov 1 Pre-1970 European Cars Dec 6 Motor4Toys
Bandito Brothers PorsChe gathering Luftgeuhit 2015
I had never heard of Luftgekuhlt until a Facebook friend, Todd Murrin told me about it the night before it was to take place. Luckily I had no special plans for the following morning, so I drove down into Los Angeles to check it out and was glad I did. “Luftgekuhit” is presented by factory IMSA Porsche racer Patrick Long and Howide Idelson, and is hosted by Bandito Brothers. Bandito Brothers is a huge video production company aimed at the motorsports market, producing TV commercials and YouTube PR videos for various car and motorcycle companies and such. They are located in the Baldwin Hills area of Southwest West Los Angeles, just off Interstate 10. Located off the street and up a side alley, you come across a huge area of refurbished warehouses of video production facilities and storage lots for movie production vehicles and trailers. I came to lean this is a fast growing annual event with free admission, in celebration of all things air cooled Porsche. All the facilities were open to visitors with most notably air cooled Porsche’s of the 911 type were packed everywhere inside and outside the buildings. Inside the main Bandito Brothers building was a display of some of the most desirable and well known racing Porsches ever; including a Porsche 904, Carerra 6, a legendary IMSA 930 and 934 turbo race cars. Besides the cars, spectators were kept entertained with a row on very high budget driving simulators, coffee bar, a T-Shirt and
commemorative poster concession, and an Outdoor Breakfast Grill. All in all, it was a pretty cool way to spend a couple of hours on a Sunday morning. As for future events, I’m not sure how to plan for it as nothing was posted about it on the Bandito Brothers company website or Facebook page. It was more or less word of mouth and blogged about on Facebook. But, expect it to take place about this time again in future and phone Bandito Brothers direct for more information. www.banditobrothers.com
Story and Photos by Jim Gianatsis/ FastDates.com
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The Gearhead Diaries In 2005 Ferrari decided that their Enzo supercar wasn’t super enough, and introduced the track-only FXX. It was a novel idea at the time; one that immediately caught on. Maserati followed suit, with the MC-12 Corsa, and Pagani produced the Zonda-R, before Ferrari gave us a second round with the 599XX. This was a new kind of car; a completely different paradigm to anything that had gone before. Ferrari wouldn’t even let you take the car home, keeping them instead at the factory race shop. This new breed existed somewhere beyond “racing inspired” road cars like the Stradale/Scuderia/Speciale, or homologation specials like the GT-1 cars of the 90s. These were not racing cars, nor were they sports cars. There wasn’t even a one-make, customer series for any of them. Ferrari made a cursory attempt to legitimize their scheme by allowing customers to participate in an extended “development process” but it resulted in little more than an evolution kit for the extant cars. For the first time, cars were being purchased purely as toys, with little to no attempt to make them in any way useful. This year marks the start of round three with Ferrari, McLaren, and Aston Martin all releasing incredibly powerful cars for noncompetitive track use. All are likely to turn lap times faster than their drivers are capable of at the trackdays arranged by their respective manufactures, and all of them will require great
Story Brooks Smith
heaps of money to purchase. The Aston Martin Vulcan is foremost in modesty, both in output and outlay at 800hp, and around $2.3 million. The Ferrari FXX K is highest in power at 1036hp, the McLaren’s P1 GTR is the most expensive in US dollars at $2.9 million. And it’s at this point that I start to lose patience with the whole idea. It’s not just that $2-3 million is a lot of money. It is, but there are of course, cars that cost far more. The engineering behind these new machines justifies much of the expenditure. I understand why these cars cost what they do, and I still don’t care. It’s just too much for something that will spend its entire life going in circles on a track, with no competition spirit motivating the endeavor. I understand the appeal, but I don’t experience it. I try to stay to one side of a line of logic in my head. If I don’t have the money for these cars, who am I to say they’re not worth the expense? In this case, however, It’s not just the money. Forgetting that I could buy almost all the cars in my dream garage for the cost of any of these three, the whole concept irks me. For me, cars are as much about where they go, as how they get there. And a track car, no matter how delightful to drive, or beautifully engineered, is going nowhere, fast. A sports car is about the journey. On even the longest racing circuit, the journey in one of these cars will last about seven minutes before you’re back where you started. Seeing anything but a racing car
confined to a circuit makes me sad in a manner similar to seeing a cheetah or tiger trapped in a circus. It’s not that I find driving on a circuit to be boring. The appeal is evident, and if you want a powerful track car, there are plenty of older racing cars to choose from at far lower cost. Cars that will provide at least as much entertainment as these new trackday dominators. As I write this, a somewhat unbelievable Craigslist ad has appeared for a restored Lola T160 Can-Am car with period racing history featuring a famous driver, for $225K. Expensive yes, but at 1/10th the cost of the Aston it will challenge you as a driver for decades to come. And it brings access to the world of historic racing, which is at least as compelling as jointing Ferrari or McLaren’s development club. Interestingly, James Glickenhaus has just revealed a car from an almost polar opposite school of thought. The SCG-03 (Scuderia Cameron Glickenhaus, 3rd design) is a car designed to meet all the requirements of international GT-3 racing, while being legal for road use. Glickenhaus is demonstrating the concept by driving it to the Nurburgring for the 24hr. race, competing, and driving away. It’s a return to a much older, more sensible concept. It may lack the beauty of a Porsche 550 or a Ferrari 250 California, but it carries their spirit. Far from a caged animal, SCG-03 is a free range, dual purpose competitor. A sports car then, in the truest sense.
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2nd Annual Street Machine and Muscle Car Nationals
Story + Photos Eric Roehm
Story + Photo Eric Roehm 92 degrees and not a cloud in sight. Such was the forecast for the weekend of March 14th and 15th: the dates of the 2nd annual Street Machine and Muscle Car Nationals at the Pomona Fairplex. This event, presented by Lucas Oil and O’Reillys Auto Parts is much more than a normal car show, but provided much more enjoyment for today’s gearheads than anyone expected. Here is the premise: Stake off a large portion of the Los Angeles County fairgrounds in Pomona, cone out an AutoCross course with a burnout box, bring a DynoJet, a stage with a Queen tribute band, pin-up models and top industry vendors and then invite 1500 of Southern California’s best Hot Rods, Muscle Cars, Street Rods and Customs… and let them all cruise around the Fairplex to their hearts content for a whole weekend before the sweltering summer heat makes us all melt. Recipe for success.
It’s the perfect setting really. Nestled neatly between the Wally Parks NHRA Motorsports Museum and the hallowed asphalt of the AutoClub raceway in Pomona. One couldn’t pick a better venue for a gear head party. The first choice you have when entering the event is watching an endless string of muscle getting strapped to the mobile DynoJet to your left, or the familiar howl of tortured tires to your right. I chose tortured tires. When I first read that there would be an AutoCross event at the Street Machine and Muscle Car Nationals I was doubtful. AutoCross, a scaled down and flattened version of road course circuit racing (without all the scary walls), is usually is full of multi-colored late 90s Japanese cars that may or may not be held together with duct tape and zip ties. I was instantly proven wrong. In fact the squealing tires that brought me to the right were fitted to a beautifully restored 1962 Nova. This must be an exhibition lap. And maybe the 1956 Chevy 210 after it… and the 1933 Ford after that… No. In fact, these were just participants of the show, and anyone that had a vehicle registered for the show could take timed laps of the Autocross course free of charge: fastest time wins. I have never seen a larger variety of vehicles with this level of overall quality running to the ragged edge at a car show: Early El Caminos and Novas, Corvettes from 1964 on, pony cars of all years, and yes, even an Ice Cream Van took to the cones over the 2 day event. During the Lunch break for the Autocross officials on both days
of the show, a burnout competition was staged within the confines of the track. Only a few cars competed both days, but all the entrants were dedicated to giving the spectators a good show. I walked back onto the Vendor midway to choose my next adventure, and spitting distance was the mobile DynoJet. Set up in front of a lush lawn and fountains in the heart of Fairplex, a dynomometer is used to measure the amount of horsepower and torque that a vehicle is able to get all the way to its tires. But more to the point, and on this specific weekend, it turns fuel into glorious music to the ears of its on lookers. There were always five or six cars lined up for the dyno, and the technicians get the cars on and off quickly and efficiently. Normally if you would want to get your vehicle dyno tested it would set you back $50 - $100, but today the dyno pulls are included in the registration, and they even send you home with a laminated print out. While I hear that they strapped down nearly 100 cars over the weekend, the one they all aspired to be was a custom twin turbo ZL1 Camaro that spun the rollers up at nearly1200rwhp! I was finally ready to take a look at the cars. Of course I didn’t need to go far, as a fair amount of entrants were scattered into every corner of the fairgrounds. To top it all off, there was a constant cruising lane set up so at any point during the show, registrants can fire up their engines, and cruise down the vendor midways and around the Fairplex. The quality of the vehicles entered in the show is staggering. Everything from Rat Rods, Gassers, period Hot Rods, and Dragsters to high tech customs, crazy one offs, and brand new modern muscle cars are included in the endless show lanes. It
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is impossible to give every car even a tenth of the attention they deserve, but it’s a fun game trying. The real treat of the weekend was found in the only indoor section of the show. The Pro Builders Pavilion. This is where all the “dream cars” were, and it helped that it was air conditioned. The machinery housed in this building would make even the most accomplished collector blush in embarrassment. High dollar customs were the staple, chassis that are cleaner than the exterior paint on most show cars, and motors that normally are reserved for the “what if I put a _____ in my Hot Rod?” discussions. Although for this gear head, three completely original 60’s roadsters changed the weekend from amazing to unforgettable. All parked within 30 feet from each-other, and in the very back of the building, it almost seems that the show planners were saying to the public, “OK, you’ve walked all day and all over the Fairplex and to come to the furthest point of the show… here are your rewards.” Jeff Cohens nut and bolt restored and NCRS certified Top-Flight Corvette L88 Roadster,
Anthony Boosalis’ authentic and amazingly unrestored 427 Competition Cobra, and Lynn Parks one of six 289 Dragon Snake Cobras. The idea of being in the same room as any one of these vehicles can make the day of any aficionado, but being surrounded by the trio is un-describable. With the weekend wrapping up, I grabbed some BBQ “fair-food”, a cold beer and sat down to catch a set from the wonderful Queen tribute band, Queen Nation, for a bit of reflection on the show. A good portion of enthusiast will tell you they don’t like going to organized car shows because everyone parks, and nothing else happens. Others will say that they don’t like going to Rallies or Cruise-ins because the public at large may not be
as respectful to their machines as other owners. On this weekend, only the 2nd Annual Street Machine and Muscle Car Nationals, it seems they have appeased both camps, and far surpassed the expectations of at least this attendee. I can’t wait for next year.
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Photographer of the Month Art Machines
David, when I met you, you were laying on the ground at Supecar Sunday for about a half hour trying to “get a shot”...who are you? Get down and get dirty! Yes, I will literally lay on the ground for as long as it takes, to get the shot I wanted. Most of us may not want to dirty our clothes from taking a single photo, some may even think it’s a bit odd. I’d rather focus on what needs to get done. I’m David, aka Art Machines (and a Purist) on Facebook. What has led you to photography...is it a passion, is it a career? It is a true passion of mine. Often, I usually don’t charge for my photoshoots (except for commercial/business usage). Why? Because the best things in life are often free. What is your “day job”? I am a Budget Coordinator for a 3.5 billion dollar commercial real estate company since 2004. Prior to that, I was a Production Artist in the print industry... a complete opposite I know :) What direction are you going with your photography? Photography is purely a hobby at this moment in my life. Eventually, I would like to be a fulltime photographer for City of LA, particularly within the law enforcement. I know that you are very serious about your photography...why is it so important to you?
Story Dustin Troyan // Photos Art Machines
Camera is a sophisticated mechanical device we all simply can use to ‘freeze’ time and capture precious moments. Photos I take of someone’s car at a concourse event; at friend’s birthday parties; or their children stealing 3rd base at their baseball game… will all become priceless memories 20 years from now. Do you have a particular direction you are taking with the photography? All cars or anything else? I tried to bring my camera with me wherever I go. 70% of the time involves shooting cars; the rest are landscapes and portraits. Definitely not looking into shooting full-time within the automotive industry (as there are tons of top notch photographers with amazing skills). Will be taking aerial photos of friend’s airplanes in the next few months (whom I’ve met from SCS). How long have you been shooting cars? 2002 was when I first started shooting cars (off and on). The photos back then were solely used for commissioned illustration projects. What is your favorite memory from being part of the car community? Looking forward to being awakened by alarm clock at 5am (sometimes 3am) on weekends!
A few times I got paid to take a red-eye flight to Charlotte, NC for an assignment; tiring but rewarding. What does the car community mean to you? Love cars of all makes. I wish I can own most of them, but that will likely never happen. Through photoshooting cars, I’ve met some of the nicest, genuine, down to earth individuals… a few became friends for life. Let’s talk equipment, what do you use? My first (3) DSLR cameras were Sony, never had a film camera; I have then switched to fullframe DSLR since 2013, Nikon D800. Soon, I will pick up a backup Nikon 4DS, capable of shooting 11/fps (frames per second).
Are you self-taught? Classes? I’ve read (2) photography books back in 2008 and had taken (1) Photography class last Summer at Santa Monica College. I’ve learned a lot from Mr. Jones, a wonderful (and funny) teacher.
day, condition of the day, location, lighting, etc. I like to try them all. I have been shooting mostly during the day time. I also practice shooting in total darkness as much as possible. I will try and shoot in pouring rain or heavy snow… eventually. Photography is art!
What makes your photography different from others? The good thing about photography is… everyone take photos differently! Time of the
What is your favorite photo? (we need to have it in magazine) Why? My favorite car related photo would be my long time buddy, Bruce Sato’s 1968 Chevy
Camaro SS. We had it enclose trailered out to the desert for some night shoots last year, where I have total control of how I would want the lights reflect the bodylines off the ’68. My other favorite photos would be my friend’s little ones. Kids are the darndest thing, their candid expressions are priceless. If you had a message to send to other photographers and the car community what would it be? Try to learn as much as you can about your gears, and apply them to the effect you would like to achieve onto your photos. Learn from fellow photographers; be humble; treat others the way you like to be treated; pay it forward. Where do you see your photography taking you in the future, what is your goal? As I mentioned briefly, I would like to utilize my camera skills to better serve our community, particularly within law enforcement field. A good photographer focuses on the subject matter, a better photographer focuses its surrounding environment. David, Thank you for sharing with us, your passion, your positive energy and your friendship! Follow your dreams...you will make them come true.. this I know. Facebook: Art Machines e-mail: artmachines@ymail.com
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Car Culture
~~~~~~~~~~~~~~~~~~~~~ by Mark Llewellyn ~~~~~~~~~~~~~~~~~~~~~
Stuck on you!
Photo courtesy
of K&N Enginee
ring
Probably one of the most recognizable logos is the STP insignia. Any kid who grew up in the late 60’s had a STP sticker stuck on their notebook or bicycle seat. The STP sticker was born out of a marketing phenomenon called “Contingency Sponsorship”. Common in all forms of automobile racing, this is a form of sponsorship whereby race teams place a sticker/decal on their vehicle from companies in exchange for awards for winning or meeting certain performance goals. These awards can be money or free equipment. Today, racing stickers are called decals, however in the late 50’s a decal was a thin film with a printed image. You would drop the decal in water and slide the image off the paper backing, being careful to eliminate bubbles from the surface it was applied to. A glue backing would dry and bond the decal to its surface. In the early 60’s the sticker was born. The sticker was a thin sheet of vinyl with a printed logo that had a selfadhesive backing. They were much easier to apply than a water-slide decal.
would stop what he was doing, wipe off his hands, go to his tool box and pull out some sort of automotive product sticker. Yes, they actually gave them out for “free.”
As creative as times were in the 60’s, just like album covers, racing stickers evolved. They became colorful and used creative artwork. They were something that you just did not want to put on the fender of a racecar. They were free advertising that ended up on book covers, lockers and pickup truck rear windows. Back then, there was a gas station on every corner. Kids would ride up and stop the poor mechanic who was busy turning wrenches, and ask if he had any stickers. Usually the guy
Today, many a man cave, tool box, or refrigerator door are adorned with classic stickers and decals. Original vintage racing stickers can be found on eBay; some going for as much as $50.00 each. Perhaps you will recognize some of these. The modern era contingency decals definitely lack the creativity that was put into the stickers of the past. The enthusiasm, however, remains. Drive by any school and you’ll see kids with automotive stickers, and other products, all over their notebooks.
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Golf Tips with Tommy Mansuwan It seems that the bunker shot may be the most feared shot in golf for most amateurs I am around. However, the top professionals in the world will tell you that they would much prefer to be in a greenside bunker rather than some of the thick rough you see on television. Why is that? Simply because controlling the ball is more predictable from the sand versus the deep grass. The problem I see with weekend golfers is either the lack of bunker practice or poor technique, and in some cases, it’s a combination of both that leads to the fear. Two of the most common mistakes I have witnessed are when the player decelerates into the ball which results in the club getting buried into the sand and when the golfer tries to “lift” the ball out of the bunker by pulling up on the shot. The first method will likely move the ball a few feet
Bunker Play
while the latter would thin the shot over the green. To avoid this, here are a few tips to improve your bunker shot. As I heard a tour pro once say, amateur should not be afraid to play a bunker shot since “it is the only shot that requires you to hit behind the ball”. With that in mind, expect yourself to hit the shot “fat”. Know that you should hit the sand but make sure you keep the body turning so that the club does not get stuck. To practice accelerating through the shot, take the club back to waist height while hinging your wrists and hold this position for three seconds. To start the downswing, turn your torso around to the left in order to feel your chest facing left of your target. While doing this, try to “splash” the sand with the club head and finish up to shoulder height. The focus of this drill is not to hit a shot but rather train your body to move through the sand. Do this until you feel completely confident of yourself moving the club through the bunker to the finish. Once your body is comfortable enough, the next step is to make sure the club moves effectively through the sand. To do this, setup by opening your stance so that you are aiming a few feet left of your target. Make sure you stand a bit wider than normal and dig your feet into the sand to get a stable base. As for the club, open the face to the
point where it is nearly facing the sky. This enables the bounce (sole of the wedge) of the club to work through the sand. If the club is square at impact, the leading edge of the face will dig straight into the sand creating more resistance. By approaching the shot with the bounce, it becomes a bit easier to “splash” the surface and help the ball out of the bunker. With the open stance, swing along your feet while keeping the face open towards the sky at impact. Think flop shot but in the sand. Make sure you always have the face open so that the bounce can assist you. With this, your shots should come out a bit more consistently. No matter how much instruction you are given or read, it does no good if you do not practice it. Cut a few minutes from your range time and take it to the practice bunker. Hit enough shots in there and it’ll be just a bit easier on the course.
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