EuroBerge Magazine - Issue 7

Inside the Vault : A Mean Little Bimmer : Thin Ice : A Race car Reborn

The 2010 Volvo C30 R

Photos taken by Erik Melander

Staff Editor in Chief Richard Melick Photography Editor Erik Melander Design Editor Aaron Crooks Staff Photographer Mike Selander Business Consultant Kellin Goldsmith Forum Advisor Roland Haas Contributers David Willen The Mulsanne Chris Goldsmith The BirdCage Corrections from last issue: - OctDubber’Fest Article photography and writing credits due to Erik Melander - Apologies to SCCA and NASA members for any confusion with the use of a SCCA car and NASA scores.

EuroBerge is heavily commited to proper accuracy and does correct errors. Â Readers who spot mistakes or inaccurate publications are urged to notify us: corrections@euroberge.com

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Contents Spring 2010 :: Issue 7

Sweden built, sweden sold The editor’s words Inside the vault The all new Mulsanne Thin Ice Georgetown Lake as a track Cleaning Coils Detailing tips and tricks The Bird Cage A new look at a vintage racer A Mean little bimmer Another bump to the new millennium EuroBerge’s First Look We take the C30 R for a spin The Perfect Cat Avoid a headache with Erik’s tips

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Publishing / Distribution*: EuroBerge is provided online at http://www.euroberge.com and is published quarterly each calendar year.

Release dates fall on the 15th of January, April, July, and October

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Sweden Built, Sweden Sold

On February 23rd, it was announced by Spyker Cars that they would purchase Saab Automobile from GM, with the transfer of ownership occurring that day.

Finally, Saab would be saved from the fate that so many other automotive brands have suffered.

A brand that has been used as a pawn in the larger game by GM, it is about time this automaker got the chance to shine like it used to in its glory years.

While they have not always had the greatest looking cars, or the most reliable in some cases, they have been an iconic image of Swedish motoring. In 1947, Saab released their first car, the 92001, which set the image of rounded ‘frog-like’ styling that we still see today.

Respectfully, I will say that I am glad to see this brand out of American hands.

Simply put, Saab has not been known for its quality of product over the past few years, especially as it began to share more and more parts with other GM products, which are not necessarily known for their high-end quality. While the association could just be simply brushed off, I really can’t remember sitting in any post-1990 Saab and not noticing any GM parts.

For that matter, it was also the feel of the cars and how when driving, the experience was boring and dull.

This is not saying that the Saab brand hasn’t produced great cars, just that they have not been to the standard of excellence that can be seen in the older models.

So now Spyker has taken on the roll of turning this Swedish brand into something more than just another GM product.

They must break that mold and bring something new to the roads that we will all look at and say “that is a true Saab.” I can only hope that in the near future, we will see a Saab on the streets that is able to keep up with Audi, BMW, and Mercedes, and turn heads while at it.

Do we need another performance brand?

Well, yes, of course we do. I see this whole Saab venture as a sense of change to come within the automotive market. While up to this point, we have had many brands rolling on the roads, many of them did were just re-branded versions of a sister company’s vehicle. No longer will Saab have to play the sharing game, and Spyker has a once in a lifetime opportunity to bring something to the road that is accessible by more than the wealthy.

If there is any brand that could really turn Saab around, it’s Spyker. They have already made a name for itself in the automotive world for creating some of the most beautiful and unique automobiles to hit the road, and with their touch on the Saab brand, I am expecting nothing less than something amazing. Given their performance history, I cannot imagine anything less than a beast to be hitting the road. But this is all pre-emptive day-dreaming as I wait for the first official announcements to hit the press about what is to come.

Speaking of changes to the automotive hierarchy, Volvo is in the news as Ford has announced that it will be selling the Swedish brand to the Chinese automaker Geely. I am glad to see that Volvo is being given a second breath of life, but I am also concerned that Geely might attempt to re-brand the already established image in order to get their own vehicles into new markets.

While some of you might say I need to keep positive and give Geely the same chance I am giving Spyker, I see both transactions on two different levels. The two purchasing companies are far too different, with one focusing on hand built luxury cars and another focusing on mass-produced vehicles. I am going to sit back and have to watch, waiting to make my final decision on the whole change. I can only hope that our beloved Volvos didn’t transfer from Ford just to become a lesser quality product.

Maybe I will be totally surprised.

Richard Melick Editor in Chief

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In Memory of

Danny Ng 1985

2010

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Vault

Inside

Article By: David Willen

The

Photos By: Erik Melan

der & Alex Martinezne

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MULSANNE

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Far form the glitz and glam that is the coast cities, Denver hosted a star worthy event with the unveiling of Bentley’s newest addition: the Mulsanne. The event was hosted at the very elegant Vault in downtown Denver; not to judge a book by its cover, but the curb appeal at first does no justice to the eloquently appointed interior of the Vault building. The Vault catered to those who prefer the finer things in life, spare no expense. With an open bar and hors d’oeurves, t-shirt and jeans had no place at this venue. The red carpet was rolled out for guests; the dress felt much the same as a Hollywood event.

The star of the evening that out shined even the best-dressed muse was the luxurious Bentley Mulsanne. Upon first appearance the Mulsanne mirrored utter perfection as the orange peel was for lack of a better word non-existent. Beneath the flawless paint stood two-piece finely crafted high polished rims. Shiny rims and pretty paint is not the reason for excitement here, it is what is under that hood that makes this worthwhile.

It is then that you realize that the Mulsanne is not just your average luxury car; it is a full-fledged speed demon. Every part of the six and three quarter twin turbo V8 is polished to a mirror finish. This car has no problem getting out of its own way. Even with all of these exterior styling queues that we have come to expect from Bentley, not even I was ready for the all out posh materials used to create the interior.

From the leather that felt like suede, to the mile deep lacquered wood and the chrome ashtrays, the sky was the limit. Bearing this price tag not only creates a status element, but it allows Bentley to become an artist, using great technology such as the hidden ambient l.e.d. lighting, and some of the finest materials available imported from all over the globe. This car screams eloquent right down to the stitching of the Bentley logo in the trunk. Denver does not often get to revile in these unveiling of super cars often reserved for the coast cities, definitely making this an event worth attending.

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Thank you to Ferrari of Denver for hosting this wonderful event.

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Thin Ice Article by: Article by Roland Haas Photos by: Erik Melander & Richard Melick

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Almost any seasoned Colorado driver will tell you that it is not a matter of if but of when, the you will find yourself driving in slippery and dangerous winter conditions. Having the proper tires for your car will most certainly help you navigate through adverse conditions, however the tires are just one piece of the puzzle. One other equally important piece is driver skill, which is shown to be a direct result of the driver’s experience.

Unfortunately, the experience of testing the limits of the car in a slippery situation is not easy to come by in a safe, regulated environment. Practicing on public roads is not only unsafe, but is also frowned upon by law enforcement agencies. Many enthusiasts use parking lots; however there is still a risk factor involved and most property owners aren’t willing to accept the added liability issues.

However, there is a safe and affordable solution; the Ice Gymkhana run by the Rocky Mountain Chapter of the BMW Car Club of America. The Ice Gymkhana has been an annual event run on the Georgetown Lake by the BMW Club since the 1980s with the exception

of one warm winter in 2006. The lake usually freezes in November and by the time January rolls in, the ice is often thicker than 2 feet which is more than enough to support the multiple cars that move around on it during the event.

The Ice Gymkhana has been successfully coordinated by Paul Schultz for several years. This is one of the few events held on the lake each year that allows for vehicles that do not have four-wheel-drive systems.

The event is also not limited to BMW vehicles either, and is a first come, first serve reservation which fills up a month or two in advance.

The event begins with a buffet breakfast at the Raven Hill Mining Restaurant in the scenic downtown area of Georgetown.

After breakfast, a quick driver’s meeting is held to inform the twenty-five participants about what to do and how the day will go.

Upon arrival to the lake the participants were given a few choices, one being to practice on the actual gymkhana course, and the other was to practice car control maneuvers on one of the two ice skid-pads that

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were available. The ice was comparatively smooth this year compared to previous, which made it exceptionally difficult for drivers to maintain traction while attempting to accelerate, decelerate, and turn.

The participants are allowed to practice on the skid-pads and the course until lunch. After lunch, the time-trial competing begins. The Ice Gymkhana is similar to autocross in the sense that the participant is timed from his departure from the start-box to his arrival in the stop-box. The driver must also pass through the cone gates, but instead of being docked a certain amount of time for clipping a cone, the driver must exit the vehicle and reset the cone before continuing on to complete the course. Once the participant reaches the finish, they must stop completely within the box. If this is not accomplished, a time penalty will be awarded.

The fastest overall raw time wins, but in the interest of promoting competition, there are also 4 indexed classes that the vehicles are split into. The classes are basic due to the small amount of vehicles allowed to participate each year. Cars are classed as such: cars with studded tires, cars with non-studded tires, AWD cars with non-studded tires, AWD cars with studded tires.

At $45, the event is a bargain for a winter driving school, which gives the participants a chance to gain some invaluable experience behind the wheel of their streetcar in slippery conditions and it still provides some healthy and exciting competition.

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CLEANING COILS

Article by Erik Melander Photos by Mike Selander

Is it that time to lower the ride height because the ice chunks on the road won’t return till next winter? Or ready to start adjusting your spring preload for a track day or auto-cross?

Here are some guidelines to help clean out the grit and snow-melting chemicals to avoid ruining the coilovers.

Knock Loose Dirt – Since CDOT loves to cover the roads deep in gravel similar to a five-year-olds sandbox, typically there is a lot of collected grit in the spring perches and threads. Use a dry toothbrush to brush out the sand lodged in the retaining lock rings. With eye protection, use compressed air to blow away the loose dirt; a drinking straw and exhaling with bursts of air works great if a compressor isn’t in your equipment reach.

Wash Down – After the dirt is removed, it’s time to scrub the coilover body to remove the snow-melting chemicals.

Magnesium Chloride (MgCl) and even the more corrosive Sodium Chloride (NaCl) are used on winter roads to lower the required temperature of freezing water.

However MgCl attacks and degrades aluminum where NaCl oxidizes untreated iron and steel components. Taking a mild detergent or soap-based degreaser with a bucket of warm water and applying it with a kitchen sponge gets rids of lingering chemical deposits. Rinse heavy with a hose or several cups of water to flush out any missed dirt. Towel dry to remove any pools of overlooked grime.

Inspection / Polish – Take an inspecting look over the coilover body checking for cracks or road-related damage. Check for strut / shock leakage from the piston seal. If surface rust is apparent due to road containments, remove with a simple metal buffing compound or polishing wad.

If the coilover body is polished steel or nickel-plated, use a chrome polish or very fine steel wool. If stainless steel, use on a stainless-approved compound or wadding that won’t place ferrous filings back onto the body. After becoming clean, liberally apply a water resistant wax to seal any microscopic pours to keep any leaching chemicals to degrade the material.

Verify Torque – Put a wrench, socket or allen tool on all of the mounting locations and hardware; check with service / instruction manual and verify the rated torque required on nuts, bolts and set screws. If any hardware is damaged or missing, replace with properly rated grade hardware according to manufacture’s specifications.

Rotate Retaining Perch – Before turning the spanner wrench to lower the ride height on the coilover, apply some anti-seize lubricant on the threaded body. Since most retaining perches and lock rings are anodized aluminum, galling and the advent of galvanic corrosion can occur ruining the threads of the perch and the coilover. Marine and automotive grade versions of copper, aluminum, and zinc-based anti-seize are all acceptable for the use on polished and stainless steel construction coilovers. Brush apply on a small thin bead and then rotate the perch to desired height.

Remove any excess seize that collects.

*These tips are only meant as basic guides. Please follow all safety guidelines when working any vehicle.

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The BirdCage

Article by Chris Goldsmith - Photos by Erik Melander In early February, our local Volvo club got an invitation to visit Rallye Coach Works, a body and mechanical restoration shop in Englewood, CO. The owner is a vintage Volvo guy, daily driving a P1800 and racing one as well. He said he had some interesting projects in his shop right now, including one that would be of interest to the Volvo community. The weather this winter had been consistently rotten and we hadn’t had a get-together or drive since the late fall, so it sounded good to us! On February 20 at 10:00 AM a group of us met at their front door. We were expecting a small group, but ended up with a nice little crowd of 18 Volvo enthusiasts.

The shop is modest, with two paint booths and space for about 10 cars inside. Today there were 7, 6 of which were around the perimeter in various states of restoration, and one in the center of the room under a cover. It was very clean and organized, probably due to only 3-1/2 workers whom are old school and well paid enough to clean up after themselves. At first glance the shop appears to be primarily a body shop, with cars often delivered mostly stripped of drive train and interior, but they do have full mechanical capabilities as well. They also don’t work exclusively on vintage cars, haveing just rolled a late model Hyundai out of the shop just before the tour.

After mingling a while and downing a few tasty donuts, Tony, the owner, took us around the shop clockwise, starting with this little guy - a 1963 Porsche 356B Super 90. The car’s owner only wants a repaint rather than a full strip and restore, but fortunately the previous restoration took it down to metal. But there was still some repair

needed to make the car perfect.

Next, on their Car-O-Liner frame rack was yet another 1963 Porsche 356B Super in decidedly worse condition. Tony told us that this car was absolutely rusted out, clear up to the top of the car, but it seems that’s all you can find these days outside of cars that are already restored and preserved. Not many people would undertake a restoration of this magnitude, but this owner wanted to. He told us that it was difficult to source all the panels needed for fixing the rust, and in the end they had to fabricate several pieces. He showed us their English wheel and mentioned that they did have the talent in the shop to fabricate panels from scratch when necessary.

The little pillars holding up the 356B all have finely graduated rulers built into them to measure out the car.

They can use a reference sheet and pick up on critical frame points to ensure the car is where it belongs. They can also mount a port-a-power to the main structure of the rack and pull the frame into alignment when needed.

The car arrived so rusted out that it almost bent in half when they put it up there, and they couldn’t source a

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data sheet for the car. How fortunate then that they happen to have a spare ‘63 356 right next to it in the shop!

The other car was used to measure up and create a data sheet for it.

Next was a 1968 Jaguar XKE that was also getting the full restoration treatment, followed by a 2005 Morgan Aero 8. Apparently this was the first one to be imported to the US. Next was a 1957 Alfa Romeo Giulietta Sprint. Tony was able to use this vehicles as an of how modern materials are so much nicer than the original stuff in terms of paint and undercoating. The new coatings that the shop uses is very tough, designed to replicate the original sound deadening, but with much longer lasting results. Last around the circle was an early 1957 Austin Healey 100/6 BN4L, which appears to have already undergone, drive train restoration, and was nearing the end of the body restoration. This is a fairly rare car and should be spectacular when finished.

So then it was time for the main event. It was under a cover in the center of the room, so we were prepared for something really special.

We got it, but it was at the very beginning, I mean VERY beginning of

the project. It was just delivered and it hasn’t begun disassembly yet.

A 1959 Devin.

Many of us had never heard of Devin before, so this was quite an education. Devin was a kit car manufacturer in the 50’s and 60’s, selling fiberglass bodies for the end user to stuff a chassis and motor in. There were several wheelbases and widths available, and at their peak Devin was making 200 bodies a week.

What’s special about these is that they were slapping V8’s into super light chassis and cleaning up in races about half a decade before Carroll Shelby got the idea. Fully restored Devins sell for up to $100k due to the fact that even though there were so many produced, many were never finished.

This particular car has a homebuilt tube frame with the drive train out of a 1959 Volvo PV544. Front chassis, rear axle, engine and transmission. Our host suspects that this particular car was never even driven, as the floor pans where they are way too high to be actually useable with a seat installed.

The engine and transmission were seized solid, and the driveshaft was torched years ago, apparently to

facilitate movement of the car. It did roll, interestingly enough.

Tony commented on the engine position being completely awful.

Mechanics can’t even get to the back carburetor, which is another clue that it may have never been driven under its own power. The steering box is mounted too far forward, and the steering geometry is all wrong as well. He was telling us that it’d have terrible bump steer with the way things were attached.

So the plan for this car is a full restoration for vintage racing. The beauty of a vintage kit car is that because it was homebuilt, they are almost completely free of restriction within the rules on the parts they use, as long as they are period correct. They wouldn’t be able to put ABS brakes or other modern equipment on, but they can do things like shorten the wheelbase and rebuild the chassis from scratch in any configuration they like. Plans are to shorten it about a foot, push the motor forward, and much scrap just about everything there except for the body. All I know is that it looks really expensive, but a whole lot of fun.

The Maserati type 61- Commonly known as the “birdcage� Maserati because of the multiplicity of tubes used in its chassis.

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A Mean Little Bimmer

Article by Erik Melander and Roland Haas Photos by Erik Melander

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ging and growing older are rites of passage for literally all things.

From the moment something is created, there usually a date stamp slapped to it to signify its place in the space-time continuum, especially in the business of manufacturing automobiles. The Sports Car Club of America (SCCA) is watching these vehicle production dates ever so closely for competition racing, specifically within the Touring division category. Automotive age has a blessing and a curse all together.

The blessing is the allowance of latemodel common production vehicles to

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compete at a near street legal configuration, aside from the increased safety gear. The curse is that after ten years of the last approved production year of the automobile has past; its eligibility is removed from sanctioned SCCA Touring events. And that can put a big sting in countless owners who have been meticulously working on their cars for years, especially now for the BMW E36 M3 owners.

The E36 M3 has been argued to be one of the most predominant club racer platforms since its introduction in 1992. Though the run of seven model

years, the E36 chassis has seen a plethora of racing engineered components come from the aftermarket, and many more after the last car rolled off factory floors in 1999. Implementation of almost any conceived performance part has been produced and used to push the E36 into an easy entry level platform and one that proves that it can win against fierce opposition. However, with the SCCA Touring 10-year production year provision, the E36 is unavailable for use starting with the 2010

series. The question now many have is what could, or even can replace the E36’s large shoes of an off-the-shelf race platform?

Drivers Dan Spirek and Jason Ott in conjunction with Jim Leithauser and Dan Goodman of Bimmerhaus may have found that solution to the retiring E36. These four were expecting the platform change to come, and in late 2008 they began discussing ideas of what the replacement automobile could be. Spirek wanted something

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new after being in a Subaru and Mazda for several racing seasons; similarly Ott had been driving a wide collection of vehicles and not sticking specific to one automaker. After much debate on technical specifications and gauged availability of approved SCCA models, Spirek was convinced to a final decision: the BMW Z4 M-coupe. Why the bull-nosed two-seater as a competitive car? Beyond its meager three model year production from 2006 through 2008, Goodman is quick to point out that these “fun” cars are easy to locate with good care history and low mileage.

And subjectively, Leithauser loves the look of the sleek, low-ridged hood and roofline, which helps the aerodynamic effect of the fastback style car.

The Z4 M-coupe (MZ4), less commonly referred to the E86 chassis, shares a wealth of mechanical components with from it’s coincide brethren. Beginning with the power train, it utilizes the 3.2L inline-6 S54 engine from the E46 M3 rated at 330 horsepower and 262 ft-lbs of torque. For the Touring competition, the two sets of catalysts are removed and the exhaust manifold is replaced to open up breathing of the engine, but without exceeding sound regulations. Similarly the suspension design is literally a straight rip of the front with a McPherson strut assembly and semi-trailing arm design in the rear. The race trim car has been fitted with a set of custom Koni struts and shocks thanks to Koni, who have

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been working with Bimmerhaus’s stable to suit the stock spring rates for a vast array of chassis transitional changes and heavy corner damping. The MZ4 brakes are the coveted M3 CSL / ZCP package, a single piston caliper with cross-drilled two-piece directionally vented rotors in both front and rear.

However all those repeat parts are put into a wheelbase that’s 98.3 inches and an overall height of 50.7 inches, 9.2 inches and 3.3 inches respectively shorter than the E46 M3.

One of the initial concerns was how the driving characteristics would be changing from a mid-90’s sedan to a new-millennium fastback. Surprisingly the shift to the MZ4 was less overwhelming than expected. The MZ4 has similar spring rates on all four corners and comparable weight distribution that of E36 and E46 which makes it remarkably easy to adapt over. Aggressive turn-in produces mild to moderate

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understeer situations due to the maximum -2.0° of negative camber allowed, without the use of camber plates, and small sectional width tires mandated

by Touring category rules (see sidebar for details). Yet stability and control during at-limit maneuvers are comfortable and predictable as the car provides essential feedback to the driver. The main difference between the E36 / E46 and MZ4 is the sensation of yaw since the driver sits behind the center of rotation in the MZ4 with having the long bonnet and the cabin sitting on the rear third of the vehicle.

What’s better even is that when the car is not in race-mode, plastered with sponsor graphics and alpha-numerics, the car looks like a daily street driver. Aside from the required roll-cage installed, with safety net, proper seating and harnesses, the pair of MZ4’s retains the comfort of door panels, sound deadening carpet, and even the

radio. Why isn’t it removed to shave weight? Again the SCCA is quick to hold each individual approved chassis a certain weight requirement in race trim with driver inside. If weight isn’t met, added ballast cannot be distributed throughout the car, it must bolt to the passenger side floor pan. Keeping the interior allows Spirek and Ott to reduce the need for required unwanted ballast and makes the trip from the paddock and garage beyond tolerable compared to a gutted rolling tin-can.

Not everything has come super easy for BimmerHaus on the MZ4. To be quick and a contender, most drivers rip over the rumble apex in several sanctioned races. But that’s where the one of the small weaknesses of the MZ4 are exploited. At Road America in Elkhart Lake, Wisconsin, Leithauser and Goodman had unfortunately come across worn out inner ball joints due to the aggressive rumble strips. Another

formable challenge has been the brakes, where the MZ4 is exceptionally quick, and the large CSL rotors aren’t providing the same predictable results as to older BMW platforms. Leithauser and Goodman are researching into conceivably incorrect operating temperature could hold the answers, but wouldn’t comment beyond such. What they did note is that Spirek and Ott are running two different pad combinations based on driver comfort and pedal feel.

Regardless of the small engineering challenges, Bimmerhaus thinks the drivers have the best of both worlds for an affordable club racer that is showing to be highly competitive that aesthetically pleasing. That’s right, affordable.

Several of the chassis found in the T2 series can run over $100K for the platform, safety equipment and race trim components, not including the oh-sonecessary spare tires and parts bin that several forget to invest in. Goodman gave EuroBerge a quick peek at the log-book for cost, and Bimmerhaus’s pair of MZ4’s run around $75K each for chassis purchase, safety fabrication, preparation, and out the door turn-key performance. Sounds like Dan Spirek and Jason Ott are set till 2017… when this chassis is past its age.

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QUICK SPECS continued from: "a mean Bimmer" At the time you read this article, the SCCA has only approved the 2007 Z4 M-coupe (MZ4) for competition use in Touring category, class 2 (T2). The rules for Touring aren’t complicated but discrete, here’s a quick run-down of the key factors that participants must follow.

Vehicles: #2 (Jason Ott) and #26 (Dan Spirek) 2007 BMW Z4 M-coupes (MZ4) Vehicle Type: longitudinal front-engine, rear-wheel-drive, 2 passenger, 2-door coupe Engine: DOHC 24-valve 3.2-liter (198ci) inline-6 Transmission / Driveline: 6-speed manual; limited-slip rear differential Brakes: front single piston caliper with 345mm x 28mm rotationally vented disc, rear single piston caliper with 328mm x 20mm rotationally vented disc Length: 161.1in Width: 70.1in Wheelbase: 98.2 in Front Track: 58.5in Rear Track: 59.7in Height: 50.7 in Curb Weight: 3375 lbs (minimum required by SCCA with driver) MSRP Price (new in 2007): $45,770 Purchased in 2009: $32,000 (additional ~$43,000 for safety fabrication and race trim components)

-Engine modification beyond OEM specifications, like port and polishing, forced induction, or bore / stroke / compression increase is prohibited -Interchanging of parts from different engine displacements is prohibited -Removal of catalytic convertor is allowed; replacement pipe must have same inlet and outlet diameter as the catalyst -Oil cooling systems for engine oil, transmission oil, and power steering are permitted -Limited-slip differentials are permitted; locked differentials are not allowed -Air conditioning components in the engine bay may be disabled / removed -OEM springs and anti-roll bars must remain in vehicle; no altering of mounting location or suspension geometry -Shock absorber (struts) may be changed; however its mounting type, and location cannot be altered -Brake sizes must remain OEM as installed by factory delivery of car; braided lines may replace OEM rubber lines -Any wheel can be used provided it does not exceed the automobile’s OEM specified diameter and width; any offset of wheel is allowed provided that the tire’s contact patch does not exceed the fender looking down from a bird’s-eye view -All vehicles are allowed a tire section increased or decrease of 10mm or 20mm (225 OEM tire allows for a 205, 215, 235, or 245 section width) and an aspect ratio increase or decrease of 5 or 10 (55

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So many things could be said about the newly face-lifted 2011 Volvo C30 R-Design, but in fear of sounding like a record player and repeating what many others have observed, I am going to look at this new little hatch in a different light.

Specifically, I am going to look at it in terms of its place in the world of hatches, and specifically, here in Colorado.

As we have stated many times in the past, Colorado provides an interesting backdrop for automotive enthusiasts. Very few cars have come to our roads capable of handling all the seasons that the state has to offer, and yet many of us put them through the test year round. Many excel in one area, but lack in others. Some fail at both. And very few meet every challenge head on with no hesitation.

Volvo has been one brand that has been able to handle the difficulties of this state. But, they have also built their image of safety and reliability, with a little fun here and there. Despite their ability to manage their primary safety image, the slang term of ‘mom-mobile’ has been hard to stray from over the past few years.

The Volvo C30 was meant to break this mold in 2007, but with no real excitement behind the wheel, it simply faded into the classic status of being good to look at, and nothing much else. But with the updated design and addition of the R-Design package, Volvo has brought a new little beast to our roads.

This car has the get-up-and-go that is required on our highways, where power is necessary just to merge onto a street. Under the hood is the same 227-horsepower turbocharged 5-cylinder engine that’s powered the U.S. market C30 since 2007, but with a new set of tuning to take care of some of the turbo lag found on previous models. Steering response is immediate, braking is strong, and the power just wants to take the car faster and faster.

Curves are no problem for the Volvo C30 R-Design, with a tight and controlled feel as the speed is maintained through the turn. I felt total control with every switchback and hairpin turn as I took the little hatch through the foothills. And the great thing was that it never let up as I pushed it harder.

While handling was amazing in town, I was even more impressed with the ride quality while cruising the so-called ‘well maintained’ roads of Fort Collins.

With all the bumps, dips, and cracks that infest this road, the car was smooth and elegant to drive. I was comfortable both as driver and passenger, and was impressed with the smoothness of the ride.

Visual styling is spot on with older R-Design models, keeping the smooth shape of a typical Volvo, while adding visual cues that hint at what is under the skin. The nose of the car brings a striking look to the whole vehicle, completing the image that designers might have been going for in the first mode C30.

The subtle badges on the car, small spoiler, and extra body pieces don’t detract from the elegance of the car, but add more flair to the styling.

Inside is typical Volvo, almost feeling more artistic than functional. There are design features that make the inside nice too look at, such as the outward-bound rings that surround the volume knob, or the floating center console. I fit comfortably in the front seats, but was not going to attempt the backs. Honestly, this is the car where you put the least liked person in the back. I personally would have loved to see it just as a twoseater with full storage in the back, but that can easily be setup with folding of the backseats.

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So is this hot little hatch ready for the roads of Colorado? Yes. The C30 R-Design has the power to move, the comfort to make the drive nice, and the styling that is not too flashy, but subtle enough to keep eyes on it. This little hatch is the perfect addition to Volvo’s fleet and the ever growing market of small European vehicles to hit our roads.

Thank you to Pedersen Volvo in Fort Collins for loaning us the C30 R for a test drive.

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Camera: Canon 40D Aperture: f/5.0 Shutter Speed: 1/200s Focal length: 109mm ISO: 100 Š Erik Melander

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Article and Photos by Erik Melander

Article by Erik Melander Photos by Erik Melander and Richard Melick

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Many Denver-ites are familiar with the bi-yearly requirement of completing a Colorado emissions test before renewing their license plate tags.

It’s quite simple; allow the state to take hold of your car for approximately ten minutes, run the sucker up to 60mph and measure what’s coming out of the exhaust tips. This shouldn’t be hard if you taken care of the car that has some mileage on. Usually it’s a breeze; grab your renewal reminder card at the beginning of the expiration month, run through the Air Care Colorado testing bay, then off and away to pay tabs for another year. That’s what I thought too for my 2010 registration - until the results come back noting failure to the smog test this last December.

After failing the dyno-sniffer test twice with nitrogen oxide reading over twice the limit of what’s allowed, I was at a loss. The car had been thoroughly maintained the moment I bought it, and it passed emissions in winter of 2007 without flaw. Why now is it a problem? After venting my disappointment to the technicians on staff, I was directed Joe Levonas, an air emissions scientist for the Colorado Department of Public Health and

Environment. Levonas is apart of the Mobile Sources Program (MSP) for the Colorado Air Pollution Control Division and is responsible for taking accurate readings with the RapidScreen vans you spy on the shoulder-side of highway on-ramps.

Embarrassed and dejected, I found myself in small office with archived records talking to Joe about my situation. I explained what’s been checked, recently replaced, and modifications (hoping not to hear an “I told you so” speech) installed on my Jetta.

Handing him my test results, Levonas grabbed a quick look and gently nodded with a smile. “You said you have a catalytic converter on the exhaust system?”

I shook my head yes.

“Looks like its no-good anymore.”

My stomach began to wrench up. “How can that be?” I asked timidly.

Joe asked me to pull the car around to his workshop bay to show why.

“Embarrassed and degected I found myself in small office...”

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THANKS TO SCR PERFORMANCE FOR FACILITIES

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I pulled into a service bay that looked like a tuner garage made love with a college’s chemistry laboratory. White walls, a four-wheel dynamometer embedded into the concrete floor, ventilation systems strung across the ceiling and several processing computers in the corner. Joe immediately plugged into the Jetta’s on-board diagnostic (OBD) serial port, fired up the car and scrolled through a couple of screens to check for current fault codes, fuel trim through the oxygen sensors, and engine running temperature. He informed me that the car is running in tip-top shape. Fuel trims are normal, burn efficiency is perfect.

Levonas headed for the tailpipe and inserted a two foot long sniffer probe, and with the car at an idle, he pointed me to a computer with real-time values of measured compounds: carbon monoxide (CO), oxygen (O2), nitrogen oxides (NOx), and carbon dioxide (CO2). With the car hovering just under 800 RPMs, the catalyst was barely holding on, trying to change the minimum mass flow. But just a blip on the throttle sent too much NOx through and clearly gave a result that my aftermarket cat burned up all nine lives trying to preserve the ozone.

Here’s where your chemistry class in college comes into play: remember that a catalyst accelerates a chemical reaction without consuming itself during the process. The catalytic converter is usually filed with platinum, palladium and rhodium; platinum and palladium are used during the reduction of nitrogen oxides (2NOx → xO2 + N2), and platinum and rhodium are used during the oxidation reaction of carbon monoxide (2CO + O2 → 2CO2) and unburned hydrocarbons. What’s critical is that the converter must reach a certain “lightoff” temperature to initiate the reactions, being the reason why the AirCare asks owners to put some run time on the vehicle before subject to emissions test.

Empowered with the information from Joe’s one-on-one garage session, I headed home excited to know what was causing me to fail emissions yet weary on how much a new catalyst may cost. Upon reading my receipts and the manufacture’s website of my exhaust system, I came across a great glimpse of hope. The company I purchased my exhaust system uses a catalyst corporation that provides life-time warranties. Going through the paperwork and proving that my catalyst was indeed shot, I received a replacement within a week’s time.

Eager to pass emissions before my license tabs expired, had the new cat welded in and headed back to Air Care’s testing facility. Crossing my fingers and dealing with over three weeks of failed attempts to be accepted by Colorado’s strict air pollution standards, the Jetta cleared the bar… with flying colors! The car blew a 0.38 for NOx, well under the 1.50 regulation and worlds better than the failed 3.58 before replacement. Similarly, the new catalyst significantly reduced the amount of CO and hydrocarbons being pushed out of the tailpipe.

Find yourself in a similar situation with not able to get the vehicle to pass due to catalyst efficiency? Joe provided some helpful pointers in locating a replacement catalyst that will easily pass through Colorado’s testing. Before purchasing make sure the catalyst is OBD-certified; this will effectively reduce a possible Check Engine Light (CEL) illumination and catalyst efficiency below threshold fault code. Check for the California Air Resources Board (CARB) certification, which is the prestigious qualification for automotive components.

Avoid parts that have the side-note of “off-road use only”, even with an OBD compliant statements; those catalysts are designed for flame or backfiring reduction and only marginally reduce emission gases. Finally, check service warranties and fine print on application per your region and vehicle.

Camera: Canon 20D Aperture: f/1.8 Shutter Speed: 1/50s Focal length: 50mm ISO: 800 Š Aaron Crooks

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Preview SUMMER 2010 ISSUE 8

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July 15

List of Upcoming Events R/R at PPIR April 17, 2010 to April 18, 2010 Location: Pueblo register at www.motorsportsreg.com

Solo Event 2- tentative April 18, 2010 from 7:00 AM to 8:00 AM Location: Dick’s Sporting Goods Park Commerce City CUSCC Car Show April 18, 2010 at 12:00 PM to April 19, 2010 at 4:00 AM http://www.cusportcar.com/ 2010 CU Sport Car Club Auto Show

BMW Club Solo 1 May 16, 2010 from 7:00 AM to 8:00 AM Location: Dicks Sporting goods Commerce City Volkswagens on the Green May 16, 2010 from 9:00 AM to 5:00 PM Information to come soon!

Pro Solo @ Wendover May 22, 2010 from 7:00 AM to 8:00 AM Location: Wendover Airport BMW Club Solo Driving school May 22, 2010 at 8:00 AM to May 23, 2010 at 9:00 AM

April All-Euro GTG April 24, 2010 from 11:00 AM to 3:00 PM Location: Golden, CO http://euroberge.com/?p=1538 Euro Denver GTG – Saturday, April 24th, 2010 “…School of Mines, MillerCoors, Lookout Mountain: hooray, its Golden!”

NASA Rocky Mountain #3 May 29, 2010 to May 30, 2010 Location: Byers, CO High Plains Raceway - Byers, CO HPDE, TT, NASA Racing, Nostalgia Racing http://www.nasarockymountain.com/nas...splay. php?f=71

The fourth large Denver GTG of 2010 will be on Saturday, April 24th, 2010 @ 11:00am.

SCCA: N/N at PPIR May 29, 2010 to May 30, 2010 Location: Pikes Peak International Raceway register at www.motorsportsreg.com

NASA Rocky Mountain #2 May 1, 2010 to May 2, 2010 Location: Pueblo, CO Pueblo Motorsports Park - Pueblo, CO HPDE, TT, NASA Racing, Nostalgia Racing * http://www.nasarockymountain.com/nas...splay. php?f=70 BMW Club Solo- car control clinic May 1, 2010 from 7:00 AM to 8:00 AM SCCA: R/R at HPR May 8, 2010 to May 9, 2010 Location: High Plains Raceway register at www.motorsportreg.com SCCA: Time Trials and PDX May 8, 2010 to May 9, 2010 Solo Event 3 May 15, 2010 from 7:00 AM to 8:00 AM Location: Dick’s Sporting Goods Park Commerce City

May All-Euro GTG May 30, 2010 from 1:00 PM to 3:00 PM Location: Loveland, CO Sunday, May 30th @ 1:00pm Centerra Shopping Center - Loveland (I-25 + HY34) BMW Club Solo Street Survival June 5, 2010 from 7:00 AM to 8:00 AM Automezzi Italian Car Show June 6, 2010 from 8:00 AM to 9:00 AM 3rd Annual Yellowstone National Park Cruise June 11, 2010 to June 13, 2010 Location: Yellowstone National Park http://www.ynpcruise.com/ Solo Event 6- tentative June 12, 2010 from 7:00 AM to 8:00 AM Location: Dick’s Sporting Goods Park Commerce City

SCCA: R + Enduro at Pueblo June 19, 2010 to June 20, 2010 Location: Pueblo register at www.motorsportreg.com BMW Club Solo 2 June 19, 2010 from 7:00 AM to 8:00 AM Location: Pikes Peak International Raceway June All-Euro GTG June 26, 2010 from 11:00 AM to 3:00 PM Location: Littleton, CO Tipsy’s Liqour - Littleton (C470 + Bowles) Pikes Peak Hill Climb June 27, 2010 Location: Pikes Peak Solo Event 7 June 27, 2010 from 7:00 AM to 8:00 AM Location: PPIR Fountain NASA Event #1023: July 3, 2010 to July 4, 2010 Location: Pikes Peak Raceway, Pikes Peak, CO NASA Rocky Mountain #5 July 3, 2010 Location: Fountain, CO Pikes Peak Raceway - Fountain, CO HPDE, TT, NASA Racing, Nostalgia Racing http://www.nasarockymountain.com/nas...splay. php?f=73 SCCA: N/N at HPR July 3, 2010 to July 4, 2010 Location: High Plains Raceway register at www.motorsportreg.com Solo Event 8 July 10, 2010 from 7:00 AM to 8:00 AM Location: Dick’s Sporting Goods Park Commerce City BMW Club Solo 3 July 11, 2010 from 7:00 AM to 8:00 AM Location: Dicks Sporting goods Commerce City Dates and times are subject to change. Please check our calendar for undated information

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