Vicarious | Summer 2022 Issue by The VICARIOUS Magazine

At Home In Maranello

2022 Ducati Streetfighter V2

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SUMMER 2022

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CONTENTS EDITOR IN CHIEF

EDITOR AT LARGE

CONTRIBUTORS

Driver’s Seat

AT HOME IN MARANELLO

Featured Hotels

ROADSIDE CHIC

RITZ RECIPES

CORKSCREW

Discovered

WALKING THROUGH HISTORY

Featured EV

2022 PORSCHE TAYCAN TURBO S CROSS TURISMO

Power Brokers

JUST THE TIP OF THE ICEFIELD

Featured Car

2023 AUDI R8 PERFORMANCE RWD

Game Changers

BMW ART BASEL MIAMI

Featured Region

DRIVING TO FRANCE

OUR TEAM EDITOR IN CHIEF

Featured Motorcycle

2022 DUCATI STREETFIGHTER V2 68

Jeff Voth jvoth@vicariousmag.com

EDITOR AT LARGE EV Avenue

2022 MERCEDES-EQ EQS 580

Matthew Neundorf mneundorf@vicariousmag.com

WEST COAST EDITOR Dan Heyman dheyman@vicariousmag.com First Ride

2022 HUSQVARNA NORDEN 901

EV EDITOR AT LARGE Steven Bochenek sbochenek@vicariousmag.com

Discovered

ALOHA PORSCHE MUSEUM

CONTRIBUTORS Ant Anstead Benjamin Yong Costa Mouzouris Jeff Wilson

Featured SUV

2022 FORD F-150 RAPTOR

Matt Bubbers Mark Richardson Pablo Kovacs

Discovered

CROSSING CANADA IN THE SUMMER OF 2021

Peter Bleakney

DESIGN & LAYOUT Jennifer Elia

First Drive

2022 CHEVROLET CORVETTE STINGRAY CONVERTIBLE

TIMEZONE

102

108

Gear Up

WHAT’S NEW FOR SUMMER

110

BOYS AND THEIR TOYS

112

EXIT LANE

114

DIRECTOR OF NEWSSTAND Craig Sweetman

ADVERTISING SALES DIRECTOR Grant Wells gwells@vicariousmag.com

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EDITOR IN CHIEF “That which we call a rose by any other name would smell just as sweet.” – William Shakespeare

t’s a well established fact at this point in history that when Porsche made the decision years ago to save the company by producing a full-size sport utility vehicle with the model name Cayenne, it sent shockwaves throughout the automotive world. We often forget significant events such as this and the ripple effect that continues to this day.

Karl Friedrich Benz. EVs are the new performance benchmark and Porsche is once again leading the charge.

Taycan is a name that anyone reading this magazine has heard of. While there may be some confusion as to how to pronounce it (Tie-con) there is no uncertainty as to what an electric vehicle means for a company built on the sweet sounds There is an old saying that goes “imitation is the of a Porsche flat six. The silence is deafening, but sincerest form of flattery.” It is fascinating to the power is unmistakably sweet. Thankfully, we me that other luxury and exotic automakers took can also celebrate vehicles that are actually deafso long to finally join the likes of Porsche and ening, and we are happy to so as we wait for the develop their own sport utility vehicles, but even- electrified ripple effect to crest. tually they did catch on. In this issue, Costa Mouzouris drives the mighty A few years ago, Aston Martin introduced the Ferrari 812 Competizione on the famous Pista di DBX, Rolls-Royce the Cullinan, Bentley the Fiorano, Matt Bubbers flies to Hawaii to pilot a Bentayga and Lamborghini the Urus. And then rare collection of cars pulled from back rooms of there is the recent surprise announcement that, the Porsche Museum, Mark Richardson drives to having denied it for many years, saying they would France on a long-awaited ferry ride from Canada never dilute the brand by offering their custom- to Saint-Pierre And Miquelon and West Coast ers an SUV, Ferrari showcased the upcoming Editor Dan Heyman puts the 2022 Chevrolet Purosangue model, which will make its global Corvette and EQS 580 4Matic through their debut later this year or early next. ecologically different paces. And that is just the start. But there is something much bigger happening today than people around the globe altering their The world of automobiles, motorcycles and travel buying habits to shy away from coupes, sedans is changing at breakneck speed. There is no new and wagons and embrace small to full-size util- norm; design and tech moves too fast to stand ity vehicles. I equate its importance to a time 136 still and be considered normal. But there is the years ago when the horse power of one animal constant of an industry that is not shy at taking pulling a carriage was replaced by the horsepower risks and a globe that still has places we can all of a four cycle gasoline-powered engine built by dream about visiting. And we take you there. So, another famous German automobile inventor, let the adventure begin!

JEFF VOTH Editor In Chief | VICARIOUS jvoth@vicariousmag.com

#BeOneInAMillion Help us cross the $1,000,000 line for Parkinson’s

Since 2016, Drive Toward a Cure™ has been on a mission to support Parkinson’s Disease research AND patient care, with donations benefiting the Michael J. Fox Foundation and the Parkinson’s Foundation. Most recently, we created our own ‘Access to Care’ fund that supports Parkinson’s Foundation Centers of Excellence throughout the country, in areas including Atlanta, Phoenix, Boston, Denver, Houston, Nashville, New York City, Portland and San Diego. And we’re not done growing!

Having raised more than $960k to date, thanks to generous donors, clubs, and organizations, we are on the cusp of crossing the $1 million dollar threshold – BUT WE NEED YOUR HELP. Join our #BeOneInAMillion campaign to help us foster even more programs for 2022 and beyond, and to keep the momentum going. We’re going for the Checkered Flag and with your help, those challenged by Parkinson’s can win this race, so #BeOneInAMillion!

www.drivetowardacure.org/BeOneInAMillion #BeOneInAMillion doesn’t just mean making a donation. Ask us how you can organize an event like these... Genau Autowerks (San Francisco) raised over $7,500 by inviting friends and customers to take part in a fun wine country drive to visit The Racers Group. With some key sponsors lined up, every penny of the registration fees went to support the UCSF Parkinson’s Disease Clinic.

The Peachstate Region (Atlanta) of the Porsche Club of America raised over $5,300 simply by taking a regular club tour event and setting donation options for participants that included a “Gold Donor” level which 1 out of every 3 registrants opted for!

Drive Toward a Cure is a 501(c)(3) charitable organization.

News, event registrations, and donations at

www.drivetowardacure.org /DriveTowardACure

@DriveTowardACure

@DriveTowardCure

A rally to visit the 425 Magazine Northwest Idea House (Seattle) organized by Lochwood-Lozier Custom Homes and Avants raised more than $12,000 from registrations and generous donations in the days that followed.

Supporting Parkinson’s Disease through beneficiaries including: The Drive Toward a Cure

Special Assistance 9 Fund

EDITOR AT LARGE “Oh Lord, won’t you buy me a Mercedes Benz” – Janis Joplin

The automotive market is crazy.

ored, locked-down in front of a computer and with oodles of money collecting in (some) people’s pockets, online vehicle auction site Bring-A-Trailer recorded $828.7 million in sales for 2021 (17,846 vehicles). This number more than doubled their sales from the year before ($398M). And 2022 shows no signs of slowing down… On January 5th, 2022, a Guards Red Porsche Carrera GT was sold for $1,902,000 via the online auction site, Bring-A-Trailer. It was a record breaking sale for the site. Given the car’s unicorn status (only 1,270 were ever built) and the fact that this one spent its first sweet sixteen years barely ever getting out of bed (780 miles were on the odometer), the price is almost understandable. But then thirteen days later another Carrera GT popped up and that record sale was eclipsed. With a third of the previous one’s mileage, the hammer dropped on that GT Silver example for a cool two-million bucks. And, literally as I’m typing this, a 1987 Porsche 959 Komfort (in Ontario) has bids registered for over $2.1m, with days remaining on the sale. Now, while those prices are headline grabbing, what’s truly befuddling is that they are not anomalous. Chip shortages and various other pandemic related supply chain issues have stymied the flow of new vehicles hitting lots. A study conducted in October last year pegged Canadian car inventories at being down nearly 53%, year on year.

MATTHEW NEUNDORF Editor At Large | VICARIOUS

Consequently, the cost for a new vehicle has risen an average of around 18%. And that’s before dealer markups. These issues associated with supply and demand have pushed buyers to look at the used market. Typically a somewhat safer financial haven (at least in terms of initial costs), that just isn’t the case anymore. That same study estimates the used market has seen a pricing increase of over 30%. And if you’re a nostalgic enthusiast looking to get into car collecting or hunting down something cool “that got away” in your youth, be prepared to shell out: a 1999 Mitsubishi 3000GT VR-4 recently sold for $100k on Bonhams’ new “The Market” online auction site. And Hagerty is showing that even often overlooked cars from the 80s (like the Chrysler Conquest TSi and third generation Honda Preludes) are on the rise, with near triple-digit value increases. Hell, not even a thirty-six year old Volvo 240 wagon can be had on the cheap anymore. A very beige one of those hammered for just under $50k CDN. If the pandemic has taught us anything, it is to expect the unexpected. That endings are often actually beginnings, down is sometimes up and that soothsaying is best left to mystics and magic eight-balls, of which I am neither. The market is in fact crazy right now. Here’s hoping it starts to cool and that the curve reflecting pricing is another one we can flatten. I’m sure I’m not the only one out there with a hankering for something new.

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CONTRIBUTORS ANT ANSTEAD Ant Anstead is best known for hosting car-centric television shows. His versatility and natural on-camera presence has allowed him to host car, travel, engineering, homes and art TV shows, and to date he has hosted 16 different TV shows and is currently working on five more. For many years, Anstead built bespoke cars and one-off pieces of art for elite clients and collectors all over the world. As his reputation grew, he attracted the attention of various television networks. The British native co-hosted For the Love of Cars in 2013 and moved to the United States in 2017 to host Wheeler Dealers, the number one most distributed show on The Discovery Channel. He recently announced five new television shows in the works for 2021, including two collaborations with HGTV’s “Property Brothers” Drew and Jonathon Scott. MATT BUBBERS Matt Bubbers is a car critic and columnist for The Globe and Mail’s Drive section, and the automotive editor at Sharp magazine. He has contributed stories about cars, culture and the future of transportation to a variety of publications in Canada and the U.S. Matt has driven nearly every car there is, on roads, racetracks, frozen lakes, salt flats and sand dunes all over the world. At home in Toronto, he tends to a ragtag collection of ancient BMWs. He has also recently learned to ride motorcycles, which, according to him, may have been the best bad decision ever. COSTA MOUZOURIS Barely into his teens, Costa spent the money he made stocking grocery store shelves to buy a moped. As soon as he was old enough to buy a motorcycle, he spent his earnings on a CZ250 Scrambler dirt bike. So much time was spent fixing that Czechmade calamity that it led him to a career as a motorcycle technician. Eventually Costa traded his toolbox for a keyboard, and he began writing about motorcycles, and ultimately cars. When he isn’t in front of a computer, Costa can be found in his workshop fixing bikes, cars, and even wristwatches. MARK RICHARDSON Mark Richardson writes about cars and motorcycles for The Globe and Mail, and is the former editor of the Toronto Star’s Wheels section. He loves a good road trip, and has written books about riding and driving across North America: In 2004, he retraced the route of Robert Pirsig to San Francisco in Zen and the Art of Motorcycle Maintenance, and in 2012, he drove the length of the Trans-Canada Highway to celebrate its 50th anniversary. It was first opened to Canadian drivers on the same day he was born, which kind of made the road trip a done deal. 12

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DRIVER’S SEAT

AT HOME IN MARANELLO 2022 FERRARI 812 COMPETIZIONE

Story

Costa Mouzouris 17

“D

o you want to go to Italy?” asked the voice on the phone. I’d been grounded for almost two years due to, well, you know, so my reply was automatic: “Sure!”

There was a pause. My palms started getting clammy. I tightened my grip on the phone. “Oh, okay,” I replied. I then learned it would be at Ferrari’s home track, Pista di Fiorano, located just “Good, it’s a Ferrari event, so you have to be on minutes from the Maranello factory where the your best behaviour.” Sweet, I thought. My first 812 Competizione, as well as all other Ferraris, trip to Europe after a forced hiatus, and it’s to come to life. drive an Italian exotic. “Which one?” I asked. Usually, I’m not intimidated by driving powerful, fast cars on a racetrack, but the 812 Competizione “The 812 Competizione.”

sent a chill through me. This was like being re-baptised by fire, since aside from a couple of track days in a friend’s car earlier in the year, I hadn’t been on a racetrack in several months, and several months before that. The prospect of being somewhat rusty while driving a car with 819 horsepower flat out on a closed course worked on my psyche. And while I have driven a couple of Ferraris before, this was my first event hosted by the Italian maker of exquisite automobiles.

drives the rear wheels. It’s distinguished from the 812 Superfast on which it is based by more aerodynamic bodywork, and its 6.5-litre V12 makes 30 horsepower more. It has a wider rear spoiler, and airflow has been craftily manipulated through openings in the body to help increase downforce by 35 per cent.

Carbon fibre is applied copiously inside and out, including the blade across the hood that conceals openings that evacuate hot air from the engine “Don’t drive too slow — they notice that kind of bay, thus enabling a smoother, downforcestuff,” I was advised. “But whatever you do, don’t enhancing undercarriage. crash it — that, they definitely notice.” Sure, no pressure. The onus to keep the wheels on the Rear glass is replaced by an aluminum panel with track was compounded by the fact that the 812 six curved carbon-fibre ribs that redirect airflow Competizione is a limited-edition special, of toward the rear spoiler to increase downforce. which only 999 will be built. I didn’t want to be the This is preferable to an oversized, tacked-on rear guy responsible for having to issue revised press wing that would have sullied the Competizione’s sultry silhouette. The carbon-fibre combines releases claiming only 998 would be available. with the lighter engine to drop 38 kg, to 1,487 kg The Ferrari 812 Competizione (and its targa- dry. The Competizione claims a top speed of 340 topped sibling, the 812 Competizione A, of which km/h and can get to 100 km/h from a stop in 599 will be made) is a classic sports car, in that just in 2.85 seconds. I’d have my hands full at the its engine sits between the front wheels, and it track.

system operates seamlessly and invisibly, the only indication that it’s doing its job being that the car goes precisely where pointed at speed, giving me the confidence I’d been longing to pin the throttle to the floor not far beyond the apex of a turn. Further reinforcing my confidence is a car that remains supremely stable through the fastest sections, and this with the steering wheel I finally take a seat in the 812 Competizione for “Manettino” dialled to Race mode. my three lapping sessions of the Fiorano circuit. The clamminess returns to my palms. The engine Race mode backs off electronic intervention to fires to life almost in anger that it’s been sitting sub-disaster levels, allowing a very fast pace, and idle, revving up immediately before settling into some wiggling about on the edge of traction, but intoxicating legato exhaust note that turns your without breeching the traction-control threshold. ears into erogenous zones. Leaving the pit area C/T Off mode backs off stability control further, and quickly gaining speed, it takes a surprisingly and allows more rear wheelspin, though Race short amount of time to begin to feel comfortable. mode feels more confident, and faster for me. I dared not turn the Manettino to the last of five I could wax poetic about how the rear, indepen- positions, which turns everything off — handling dently steered wheels give the car a telepathic 819 uncontrolled horsepower falls beyond my pay ability to obey commands, but in reality, the grade. Enhancing handling is rear-wheel steering. While there are cars that have some form of rear-wheel steering, the Competizione’s is unique in that each wheel steers independently. Ferrari calls the system a “virtual short wheelbase,” since it allows the car to turn in quicker than its wheelbase would otherwise permit.

Nonetheless, unleashing 819 horses shoves me into the deeply sculpted seat like I’ve been dropkicked in the chest, and every time I pull on the shift paddle the process repeats. The tachometer winds so quickly to redline that I must rely on the array of lights hidden at the top of the steering wheel rim to shift gears. The Michelin Cup 2R tires provide race-car tire grip, while the carbonceramic brakes slow the car with eyeball-bulging force, repeatedly and without fading. All too soon, my time in the Ferrari 812 Competizione comes to an end. My trepidation at having to handle the most powerful car I’ve ever driven (and I’ve driven Le Mans race cars) melted away after just a few laps. A lot of that confidence came from the car itself, which when handled with finesse, rewarded me with heart-palpitating velocity. And I think my pace was worthy, as the sessions were lead/follow, in which a lead

driver, usually a factory tester, or active or former race driver, sets the pace based on the following driver’s ability to keep up. As I stepped out of my test car one final time, he flashed a genuine grin, shook my hand, and exclaimed: “That was very good! Good fun!” I took this as acknowledgement that I’d kept an exciting pace. I had, after all, noticed that his car had gotten squirrelly through some of the faster turns, so it at least looked like he was pushing. Or maybe he was just grateful I hadn’t crashed the car. If you’re hungry for a near-erotic automobile experience and have aspirations of running down to your local Ferrari dealer to make a deposit on this exotic supercar (starting at approximately $750,000), I’m sad to advise you that you’re too late. All examples of the 812 Competizione and the 812 Competizione A are already spoken for.

FEATURED HOTELS

oadside Chic is all about finding those hidden gems, the places that provide a perfect balance of comfort, luxury, exceptional service and the opportunity to do as much or as little as you want. Here are four exclusive getaway destinations that we believe offer not only a welcome end to your journey, but an equally inspiring route to get there.

FAIRMONT EMPRESS Victoria is one of the rarest gems in the Canadian vault of must see travel destinations. Located on Vancouver Island, it resides on the northern shore of the Salish Sea, on a parallel course with Mount Vernon in Washington State and equidistant between Vancouver and Seattle. If you have never been, you owe it to yourself to visit Victoria and experience firsthand the magic and relaxed vibe this city has to offer.

premier amenities for all rooms are designed to envelop guests in luxury and elegance.

Dining takes place in several equally unique settings at the hotel. Q at the Empress features Pacific Northwest cuisine using locally sourced ingredients from the rich farmlands located in lower Vancouver Island and a nearby supply of sustainably sourced seafood. Q bar is a Canada’s 100 Best 2020 award-winning destination to secure a uniquely crafted local beer or west Destination one in Victoria should be the magnif- coast martini. Of course, a visit to the Fairmont icent Fairmont Empress, referred to by those who Empress would not be complete without experiknow best as Canada’s Castle on the west coast. encing Tea at the Empress in the stylish lounge This award-winning hotel is listed as a National lobby. Historic Site and for decades has been the resi- The Willow Stream Spa at Fairmont Empress dence of royalty and dignitaries visiting British offers a complete menu of services includColumbia. ing treatments unique to this west coast hotel. Nearby, biking in Victoria, strolling along the A total of 464 rooms offer luxurious surroundharbour and watching the float planes arrive, or ings, many of which feature views of the inner spending a magical evening on the town, is a sure harbour, gardens and downtown Victoria. Room way to recharge the soul. sizes range from the 420 sq. ft. Executive Suite to the Governor General Suite and Royal Suite at 721 Government Street, Victoria, BC, Canada www.fairmont.com/empress-victoria 1,600 sq. ft. Sophisticated colour palettes and 24

ASHFORD CASTLE The story of Ashford Castle takes root in 1228 when the Anglo-Norman de Burgo family conquered the native O’Connors of Conaught and established several castles throughout the region. Ashford was the principle residence of the family. Fast forward 800 years later and it remains a symbol of historic Ireland that has been transformed into a modern day respite for vacationers looking to experience the best of castle living, without the need for horse and sword. In a castle with this notable history, you would except accommodations to be first class and Ashford delivers. Room sizes range from the elegant Corrib Room with feature beds and Egyptian cotton linens, to Lake View Deluxe Room and Deluxe Queen Family Room. Suites offer additional space and amenities, including curated art work, silk curtains and names such as the Kennedy Suite and Regan Presidential Suite. For those who require outmost privacy, the former boat house has been reborn into Hideaway Cottage with a private garden and lake access. Dining is as much a part of the grand experi-

ence as the lakeside setting on which Ashford Castle resides. A total of seven unique venues offer everything from classic fine dining to afternoon tea. Those wanting the full chef experience beneath coiffured ceilings with Waterford crystal chandeliers reserve their table at the George V Dining Room. The Connaught Room serves tea, morning coffee and casual fare is provided at The Drawing Room overlooking Lough Corrib prepared by Chef Phillippe Farineau. For something truly befitting its castle setting, a bistrostyle menu inspires diners in The Dungeon. Activities at the castle are rich and varied. A ninehole, 2,996 yard par 35 golf course is located on a former deer park on the grounds, with numerous famous Irish links courses nearby for additional challenge. Falconry, horseback riding, fishing, tennis, clay shooting, ziplining and kayaking, or a more traditional lake cruise are all available to guests. For a truly Irish castle experience of the highest level, Ashford Castle is a one-of-a-kind stay. Ashford Castle, Cong, County Mayo, Ireland www.ashfordcastle.com

HACIENDA ALTAGRACIA, AUBERGE RESORTS COLLECTION

A romantic dinner for two under the canopy of a palapa roof is not your everyday experience, but it is here. Ambar restaurant features farm to fork Costa Rica is not a destination that first comes artful interpretations of local Costa Rican food to mind when debating great driving roads. A expertly prepared by the chef. Casual dining takes conversation such as this typically involves the place at El Bistro, or go all out at El Grill and enjoy French Riviera, California, Australia and, of course, a traditional parrillada Latin-inspired grill experiCanada’s east and west coastal areas. The drive ence with live music. in from Juan Santamaria International Airport takes approximately 3.5 hours, but this doesn’t Two pools, one for the family (El Mantantial) and take into account getting lost in the mountains a second adults-only infinity pool (Vistaverde) or finding your way on roads that Google maps provide the perfect amount of fun and relaxation. is unaware of. For the adventure seeker, it’s the Those seeking grand adventure can take a helicopter ride over the Chirripo Volcano, explore perfect start to a Talamanca Mountains getaway. the three-tiered Namu Waterfalls, ride horseOne and two-bedroom casitas and luxurious back or tackle mountain bike trails, white water suites offer a unique take on the Costa Rican raft on the Savagre River or my favourite, zipline good life at Hacienda AltaGracia. Neutral tones through a canopied cloud forest in the Talamanca and natural wood floors, ceilings and accents are Mountains and the Cerro de la Muerte. Finish designed to blend in with the countryside. Comfy it all off with a Forest Stretching Ritual at the is the code word here and it shows in every detail. onsite spa. Large windows offer expansive views of the Contiguo al Escuela de Santa Teresa de Cajon surrounding tropical mountains, the warmth of a Santa Teresa Perez Zeledon fireplace and oversized couch or bed wrap you in San Jose CR, San José, Pérez Zeledón, Costa Rica www.aubergeresorts.com/altagracia ultimate luxury. 26

MANDARIN ORIENTAL LAGO DI COMO The crackle and wail of a Ferrari 812 GTS rounding a corner at speed may be a unique sound in most corners of the world, but in Lake Como, it has the potential to be as commonplace as a rumbling Cummins diesel engine in western Canada. New on the scene, the 5-star Mandarin Oriental, Lago di Como resides on the eastern shore in the picturesque town of Blevio. Getting here is just a short 55 minute drive from Milan or a 10-minute jog from the town center of Como.

Dinner is served at the Michelin-starred L~ARIA restaurant under the watchful eye of Executive Chef Vincenzo Guarino. Mediterranean influences combine to serve refined Italian cuisine in an open kitchen setting for guests to see the magic at work. Of course, the open-aired terrace is the perfect setting for a romantic dinner. Casual dining is served at CO.MO Bar & Bistrot, with a full drink menu and lakeside seating under the lights.

A total of 75 rooms define the resort including 21 guest rooms, 52 suites and junior suites and 2 villas. All are situated to provide exceptional views of the garden or lake - the choice is yours. Many feature private balconies, a terrace or easy access to the gardens. Natural wood floors and muted wall colours offer a casual yet sophisticated elegance with a touch of oriental flare. Light pours into the room and you are never far away from the crystal blue waters of the lake.

The Spa at Mandarin Oriental, Lago di Como offers a full range of services spread over 1,300 sqm. A 16 metre outdoor swimming pool is a magnet for guests of the hotel and there are plenty of recreational activities available lakeside such as kayaking, boat rides and seaplane excursions. Via Caronti, 69, 22020 Blevio, Italy www.mandarinoriental.com/lake-como/blevio/ luxury-hotel

RITZ RECIPES VICARIOUS has partnered with The Ritz-Carlton, Toronto to bring you some of their favourite recipes with each issue. Try these for yourself and enjoy the pleasure of fine dining in the cozy confines of your own home or home on the road.

POCH Bar & Kitchen Terrace redefines pub culture and pays homage to traditional British Gastrobars. Tucked away on the lobby level of the luxurious Ritz-Carlton, the restaurant gives a nod to iconic food and beverage trends of the past, reimagined with a new perspective on modern EARTH-TO-TABLE FARE dining. Helming the kitchen at EPOCH Bar & Kitchen Terrace is Chef Jeff Crump, a Canadian slow-food Designed by DesignAgency’s Allen Chan, pioneer and founder of Earth to Table Organic EPOCH provides a contemporary and welcoming Farm and Earth to Table Bread Bar. Crump has atmosphere. Guests are greeted with a relaxed authored two cookbooks based on the ‘eat local’ chic dining room, the ideal place to unwind and concept. socialize among a thoughtfully curated gallery of works by Canadian artists Caitlin Cronenberg The EPOCH Bar & Kitchen Terrace menu is a culiand Heidi Conrod. The centerpiece of the restau- nary homage to our Chef’s earth-to-table philosrant is a stunning wraparound bar fitted with pale ophy, and his roots in the UK Gastrobar scene at stone countertops. The Green Room, adorned The Fat Duck and the Hind’s Head. Thoughtfullywith a fireplace and pool table, is a cozy space, sourced ingredients and an emphasis on seasonperfect for intimate events, and a tribute to the ality is of paramount importance to his menu entertainment industry and Hollywood North. concepts. Chef Crump’s cuisine can be described The terrace, created to be an extension of Simcoe as approachable and seasonally inspired. Park, features a canopied bar, perfectly framing Anish Kapoor’s ‘Mountain Sculpture’ in the park A SIP THROUGH THE AGES and offers stunning views of the CN Tower, and EPOCH’s cocktails, designed by mixologist also has an open-air kitchen with stone fire oven Jason Griffin, use creative mixology techniques to transport patrons through the eras. The beverand sleek fire pits. age menu is divided into three chapters, each General Manager Guillaume Benezech says, ‘We indicative of a moment in time: Retrospective wanted to provide a place that evokes your own (retro classics reimagined for today’s sophististory, where you can enjoy a personalized expe- cated palate), Contemporary (focusing on the rience and create memories with your friends, current trends of eco-sustainability and health family and colleagues.’ consciousness) and Prospective (forward-looking cocktails using modern techniques). The cocktail menu will spark nostalgia and intrigue the senses like the Mermaid Lagoon (a updated Blue Lagoon), Moment of Zen (an alcohol-free cocktail) and Business as Usual (a modern take on the Bloody Mary). Along with its regularly scheduled service, EPOCH offers an express lunch option for people on the go and live jazz music every Friday evening.

LYCHEE QUEEN Enjoy EPOCH Bar and Kitchen Terrace’s signature cocktail, the Lychee Queen, and be transported into an era of elegance and splendor. INGREDIENTS METHOD 10mL Rich Syrup In a mixing glass, combine the first 4 ingredients. 10mL Strawberry Water Stir and strain into a sour glass. 10mL Lychee Fino Top with 60mL of Prosecco. Garnish with lychee 30mL Spirit of York Aquavit caviar. 60mL Prosecco

EPOCH TERRACE 29

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CORKSCREW

o anyone who appreciates the finer points of taking corners at speed on a race track, the word ‘Corkscrew’ means only one thing; turns 7, 8 and 8a at WeatherTech Raceway Laguna Seca. It’s iconic. Get it right and you will be smiling for a least the next 1:27.62 seconds as your work your way back for another go around should you happen to be driving a McLaren Senna, the current record holder. Of course, there is an equally compelling use of the word corkscrew that evokes a sense of surprise and delight as you anticipate the simple joy found in a fine glass of wine or spirits. While it may be a different pleasure than deftly making it through the famous set of turns located just east of Monterey, California, the pleasure is no less intoxicating. In fact, it is certain to last longer than a perfect lap of the race track. Pablo Kovacs takes us inside the world of wine and spirits with insider knowledge only an expert can share.

ABOUT PABLO KOVACS Food and wine have always been a big part of Pablo’s life. His father, Thomas Kovacs was a chef for Starwood Corp. specializing in opening hotels, so Pablo was fortunate enough to grow up and live all over the world and experience many different cultures and cuisines. 25 years of hospitality experience, doing everything from cooking in award-winning kitchens to running beverage programs for multi-unit restaurant companies, have all had a part in shaping how Pablo treats and cherishes his relationships with his clients. Pablo believes that wine has a unique trait – it brings people together. Special bottles are rarely enjoyed alone, and ever since wine was first produced it has always been a conduit for conversation, good company, and celebration. Besides wine Pablo has a deep passion for fine automobiles and the football team of his alma mater, The University of Washington. Having spent some time working with Singer Vehicle Design in Los Angeles has only made it worse and he’s on the hunt for his own ‘barn find’ so he can get to work on his own restoration. Currently Pablo is a Senior Wine Advisor for Harper’s Club and in his spare time he enjoys rounds of golf, local gatherings of Cars & Coffee and spending time with his wife Megan, his two children Skylar and Clayton, and their Border Terrier Scout 32

NEWFOUND WINES As springtime approaches, I tend to shift my wine drinking habits from robust wines to stuff that is a little bit leaner and a better pairing with the produce and foods we tend to eat as mother nature’s bounty wakes up from its winter slumber. If you’ve read any of my previous wine reviews here, you’ll know that I am a HUGE fan of what is currently happening in California as new, ambitious winemakers all over the state are working to establish a renewed sense of place. The wines of Newfound are no different, in 2016, Matt and Audra Naumann founded Newfound wines in the Sierra Foothills of northern California. As firstgeneration grape growers and wine producers, that was no easy task. Ask anyone in the wine making industry: making money is hard! ‘Nature-led Farming’ is the focus as Matt & Audra produce wines that are focused and restrained examples of the varietals they work with. Grenache, Carignane, Mourvèdre and Chardonnay are all produced under the Newfound label from both estate and privately owned vineyards. Personally, I believe the Grenache that Matt & Audra produce is some of the best domestically produced Grenache that I’ve ever had. It’s focused, balanced and is tremendous with a good meal or just a piece of cheese. The wines are fresh and vibrant with an intoxicating bouquet that screams quality. All the vineyards that Newfound uses have a unique story and have been around producing grapes for at least 20 years.

QUILCEDA CREEK WINERY The wines that are produced from the great state of Washington are too often overlooked by the wine loving masses. After spending a 10-year span of my life in Seattle and attending the University of Washington I learned that the folks up in the PAC NW are a unique group. So are the wines. Most people think of Washington as an evergreen state with lakes, trees, mountains and rolling hills of green pastures. That is true, for about half of the state. Eastern Washington is dry, arid, and desert like in many areas. High plateaus give way to the Columbia River and Snake River that have carved out breathtakingly beautiful landscapes. What it also has is soil with Newfound is a great story about believing in a high-mineral content where wine plants happen a vison and having the guts to see it through. to thrive. Your best chance of tasting these beauties is to Quilceda Creek has been the big man on the block become a mailing list member. Production is low in Washington for decades. Established in 1978 so it isn’t sitting on any store shelves unless it’s a by Alex and Jeanette Golitzin in Snohomish WA. fancy wine shop. The wines are priced to sell and The name comes from a nearby creek that runs it’s difficult to think of a better value that I’ve had through the property. They produce 4 wines; all over the past few years. Simply brilliant juice at an are Cabernet Sauvignon based. They’ve managed affordable price. What a concept! to produce seven 100pt. rated wines, the most ever by any winery in Washington. These are wonderfully complex wines that are both robust and nuanced. If you can find a bottle with a little bit of age on it that would be ideal. Mailing list is a great way to go (you may have to wait for a bit) or if you ever visit the amazing Pacific Northwest go during the summer or fall and make sure you carve out some time to visit this iconic and legendary producer. 33

PHOTO BY SUZANNE BECKER BRONK

HANABI LAGER BREWING CO. Beer. I LOVE BEER. Especially Lager. Hanabi Lager Co. is a brewery that just started producing some of the most amazing Lager I’ve ever poured down my gullet. There is a fascinating individual behind the rise of this brewery. Nick Gislason is a rockstar. Hand-picked by Andy Erickson to take over the winemaking duties at Screaming Eagle (yes, that Screaming Eagle) Nick had to agree to not make or be involved with any other wineries while he was at the winemaking helm of what has become one of the most sought after and expensive wines in the world. So, as a result, he came up with the idea of making an exquisite lager from ancient strains of wheat.

read it. I’d take up way more than the few pages I’m allowed here to tell you the story. Nick has a buddy who happens to be a master-welder and they created and fabricated most of what is in the brewery themselves. These are driven, hardworking artisans that are always on the lookout for another avenue to get creative. If you don’t know, Lager is very difficult and time consuming to produce. Add to that the exceedingly hard to find strains of wheat that Nick has decided to use means that you can’t screw up a batch and start over. Every release is produced from a unique strain of wheat and is available to mailing list members only. They don’t make a lot of beer and it is expensive, about $15 USD a bottle but it The story itself is amazing, go to the website and is incredible. 34

It stands for torque. It means we take you inside and under the hood. Check it out today!

DISCOVERED

WALKING THROUGH HISTORY THE MERCEDES-BENZ MUSEUM

Story and Photography

Dan Heyman 37

here are few ways to get more ensconced in car culture than a visit to a car museum. Every major manufacturer, from Ford, to Ferrari, to Porsche and on we go has one. Major race courses the world over – Le Mans, Indianapolis, Daytona – have museums either on their premises or close by and the amount of private collections out there – the Blackhawk Museum, the Petersen, LeMay – are too numerous to count.

And then, there’s the Mercedes-Benz Museum in that brand’s current hometown of Stuttgart, Germany. Walking through the doors of this incredible odd-shaped building (more on that in a minute) is like stepping into the birthplace of the automobile – which, really, is kind of the case as 1886’s Benz PatentMotorwagen is regarded by many as the first commercially-available automobile.

Some of these – the LeMay, for example – are mainly constituted of massive warehouse galleries packed full of cars. The cars are the focus; this is what qualified as a mid-size in 1932, in 1958, in 1975. Here’s the evolution of the pickup. Here’s an old bus. Mercedes themselves will tell you, however, that Others, however, are more than that. Much an asterisk placed next to that statement would more. The Henry Ford, for example, has some not go amiss. That’s because that while Mercedes exhibits surrounding American history – tech- survives today, back in the early 1900s – when nological, social, economic -- that would make entrepreneur businessman (some would also say The Smithsonian blush. The Ferrari museum “playboy”) Emil Jellinek patented the Mercedes in Maranello feels like a full-fat look at just how name – there were a multitude of lesser-known grandiose and spectacular the world of the car companies building self-powered vehicles, usually and racing can be – you get the feeling you’ll with steam or electric power. The 1886, however, never have a better window into that world than had a one horsepower combustion ‘plant, man, this. the genesis of the prevailing powertrain today. 38

1886 BENZ PATENT-MOTORWAGEN

That’s not really the point when it comes to the much else to it but it doesn’t change the fact that Mercedes Museum, however. While the cars Mercedes had to first develop a motor that could on display – some small, some big, some weird, fit in the vehicle and be supported by the chassis. all wonderful – are undeniably the main focus, After all: the first exhibit on the there’s a reason the museum looks like it does. It’s designed as such because it forms kind of a dual-helix shape – yes, like a DNA strand, make no bones about it – with the cars centralized on each floor as part of one helix, and a veritable timeline of the history of the world on the other. You’ll find plaques dedicated to the building of the Berlin Wall, Russia’s October Revolution and the ill-fated maiden voyage of the Titanic, to name a few. So you’re facing the wall and having a read of the brief write-up, after which you turn around to see what cars of the era looked like, right there in real time. It is a beautiful way of showing that through all of modern history’s touchstone moments, there was once constant: a car was always near by.

top floor of the museum – the exhibits are arranged in chronological order, heading downwards – is not so much about cars as it is about the engine.

Indeed; the early combustion motors they have on display look incredible -- at once delicate, at once functional, at once almost artistic – but they were massive and wouldn’t easily fit into a vehicle you could thread through traffic and shops on a cobblestoned 19th-century German throughfare. Then there was the issue of fueling them which, early on, could mean many long walks to get gas. All of a sudden, sitting in your warm EV while it charges doesn’t seem so bad, hey? So, just like today, they had to go smaller and more efficient before they could be fully mobile. You can see all Of course, while Mercedes brought an internalof this unfolding before you in real-time here, and combustion car to the masses, they first had to it is fascinating. find a way to develop its engine. A cynic would look at the 1886 and be like “yeah. All it really is is a It’s not just about actually making the power, little four-stroke motor with some stuff attached either; it’s about getting power to the wheels, to it” and they would partly be right. There wasn’t then to the road before rubber was available

en masse. How would you steer it? The 1886’s tiller worked, but it was hardly practical, and so the steering wheel was invented. How would you suspend it? Control the ride? Slow it down? Well, since Mercedes has been making vehicles – that’s vehicles, as opposed to just cars because they made the earliest trucks and service vehicles, too – you can see all of this played out through the decades. From wooden wheels to galvanized rubber, from chain drive to driveshaft and from leaf springs to coils, it’s all here. Heck, keep going a little further down the rabbit hole and you’ll find an entire exhibit dedicated to Mercedes vehicles that were used as development hacks for crumple zones, airbags and even one that was used as a measurement vehicle that accompanied new Mercedes during their development. See, here’s the thing. Today, Mercedes is known mainly for its luxury vehicles, especially in North America. It is so much more than that, however. You don’t, as a brand, span the lifespan of the automobile as we know it without dipping your toe in many facets of the car world. Which is why, as you walk through here, you’ll want to be sure to catch a glimpse of the fancy stuff, but do not let that bling blind you from the vast array of motoring goodness on display.

Do that, and you’ll miss stuff like LP 333 platform truck that was affectionately dubbed the

P 333 PLATFORM TRUCK MILLIPEDE 40

“millipede” thanks to its having dual front axles. Or the 170 V panel van used for roadside assistance in the ‘50s. Or one of the first gas-powered fire trucks circa 1910. Or what about the world’s first diesel-powered light duty truck? They have that here, too, and how could we forget about the O 10000 bus-turned-mobile post office truck? Not simply a mail delivery van, but an entire post office for remote regions. That’s here as well. It’s an incredibly fascinating look at just how important motor vehicles have been throughout world history. Don’t get me wrong, though; the more “Mercedes” stuff – as we know it -- in this collection is the stuff of absolute legend. From motor racing to pop culture icons and continentstorming roadsters, they have it all. You won’t want to miss the gorgeous 300 SL Gullwings and SLR race cars they have on display in their own gallery, and you really won’t want to miss the 1955 Uhlenhaut Coupe – of which just two were produced – a hardtop version of the venerable 300 SLR racer that never saw action after the disaster that befell the brand at the running of the 1955 24 Hours of Le Mans. One of the more famous exhibits also involves the 300 SLR, but in a different way in that it’s displayed here atop its “high-speed racing car transporter” (Mercedes’ words, not ours) dubbed the “Blue Wonder” so built to be able to shuffle the Silver Arrow racers from race to race at over 100 miles-per-hour. The cars are fast; why shouldn’t their transport be fast as well?

And that’s all before you get to the actual racing ing cars such as the 190E and CLK-DTM; rally gallery, which is an absolute mecca for petrol- cars; a racing truck or two – I know people that could spend an entire day in this section alone. heads – but we aren’t there yet. Crosstown rival Porsche has their museum just Before all that, be sure to take a detour to what down the street from here and while Porsche’s can best be described as a rogue’s gallery of one- racing prowess has been well-documented, do off Benzes. Indeed, when your content ranges not sleep on Mercedes. Or do, and have your butt from a G-Class transformed to Popemobile spec, barbequed at the track like a good ol’ helping of to one of the heavily-modified ML SUVs used in bratwurst. the Lost World installment of the Jurassic Park film franchise, to the 500 SL driven by Princess There is a small concept car gallery after this, Diana herself (and eventually sent back, because but such is the enormity of the race gallery – not Diana, ever the humanitarian, didn’t like the optics to mention everything before it – that it’s easy of driving such a powerful car), you’ve earned the to overlook. If you do happen to stop, however, be sure to check out the famous C111 concept moniker. they have there as it is one of the more famous concept cars we’ve come to know. Bright orange We end our trip in the rennen paint, wedge styling and rotary power will do that, or “race” gallery. Every significant Mercedes racer you y’know? can think of is here, arranged within a pleasingly banked gallery (as you do), as well as many lesser known racers.

What and absolute adventure this is. It is a sterling example of the car museum as legion but at the same time, not so sacrosanct that you fell like you don’t belong lest you be in a market for one of The full compliment of Silver Arrow Grand Prix cars these yourself. It is history. It is action. It is advenand speed record holders; modern F1 rides includ- ture and it is a monument not to be missed by car ing Nico Rosberg’s ’16 championship winner; people, history buffs and everything in between. the all-conquering Sauber Le Mans racers; tour- In short, it’s 10 Euros very well spent. 41

FEATURED EV

ROAD TEST 42

WHERE ELECTRONS AND SPEED COLLIDE 2022 PORSCHE TAYCAN TURBO S CROSS TURISMO

Story Dan Heyman

Photography Jeff Voth 43

and rear cargo area. It also adds plastic cladding around the fenders and on the rocker panels, and you can add even more – as seen here – if you so wish. It also rides higher than the standard Taycan and features a Gravel mode that automatically After all; when you’re basically a family wagon that raises the car and sets the torque, suspension can lay up to 750 horsepower onto the pavement and traction/stability control to give you as much without hardly breaking a sweat, you know you’re traction on the gravel on the way to the cottage something special. Indeed, when you feel that as possible. launch-controlled start for the first time (and the second time, and the third, and…), the feel- When in the other drive modes, however, the ing gets driven home in less than three seconds. Cross Turismo handles like a Porsche should; Those aren’t fast sedan numbers. Heck, they’re power gets shuffled around to curb understeer not even sports car numbers; those are supercar and provides optimal rotation through turns, and numbers and the fact that you’re doing it all by all that instant EV torque has you reaching turn just firing a bunch of electrons about is hard to exit in no time. believe, even in this day in age. Since it can be charged from 5-80 per cent in Then there’s the “Cross Turismo” thing. Basically, about 20 minutes on a DC fast charger, meanwhat that means is that this is the more off-road while, you never feel too guilty or stressed out ready Taycan, but also the more station wagon- as you attempt those repeated launch controlled like, meaning there’s added room in the backseat starts we talked about. he Porsche Taycan Turbo S Cross Turismo. Yes, it’s a darn long name but you know what? A car this special deserves all the long nomenclature you can heap upon it.

POWER BROKERS

JUST THE TIP OF THE ICE FIELD RACING 356 MILES ACROSS ANTARCTICA

Story Steven Bochenek

ever underestimate the power of goalsetting, amplified by bullheaded chutzpah. Take 65-year old Valkyrie Racing owner Renee Brinkerhoff. In December 2021 she raced her vintage Porsche 356A across 356 miles of Antarctica’s Union Glacier.

Furthermore, Brinkerhoff’s Porsche is a 65-yearold too — though, like many, it’s had some work done. This adventure required a great deal more, including switching the front tires for skis, the rear ones for compact tank tracks, and the installation of solar panels which reinforced a necessary ‘crevasse bar’.

Team Valkyrie didn’t call the challenge a race. But consider some of the logistics. Starting with just Ché? getting there. Unlike that diminutive crevice you wish the The five members of the team flew in from as carpenter wouldn’t share, some crevasses are far as Colorado, Spain and Britain. Obviously, no hundreds of feet deep and many miles long, flights were direct. Nor was the Porsche 356A titanic clefts between slow moving fields of ice. carry-on; it had to be flown in on a Russian Despite that size and the spotty availability of Ilyushin cargo plane. Then, it spent three weeks ice-penetrating radar, crevasses are often invissitting outside on the glacier, collecting minus ible until it’s too late. A crevasse bar hopes to act 20-degree dust while waiting for the team to as one of the hooks that could halt your sudden arrive. And, yes, that’s minus 20 before wind chill. drop. Other solutions would include opening the doors and, one supposes, biting into the ice walls. Good luck with ignition.

CHRISTINA BRINKERHOFF

JASON DE CARTERET

NEIL CAREY

SIMON REDHEAD

Brinkerhoff’s navigator Jason de Carteret compared this Antarctic drive to crawling along “a steep mountain pass with sheer drops on both sides. You’d go slowly.” He paused. “Now try doing that blind.” Brinkerhoff spoke of the level of trust a rally racer needs to place in her navigator. When you can’t see the tip of your crevasse bar, it goes from deep to total. Though the pair drove a car that would’ve spent much of its youth on the Autobahn, they drove a great deal of the 365 miles in first gear, frustrated by conditions, using five days to cover the distance. “Some days we made just 30 miles,” admitted Brinkerhoff. Moving faster would’ve been foolish.

Chief Mechanic Simon Redhead had to spontaneously MacGyver myriad problems. The air filters clogged with ice and the carburetor continually froze. (One time, Brinkerhoff said, it began to snow inside the unheated car.) With just 16 miles to go, they broke a bolt in one ski for the third time. Luckily, they’d brought four bolts and drove daintily the rest of the way. Brinkerhoff had to steer off kilter to counter the wayward ski. So many logistical issues. If you wrote such a story for fiction, it wouldn’t be believable.

Speaking of words and images, if you haven’t posted it on TikTok in today’s world, it didn’t happen. Brinkerhoff’s daughter and Operations Manager, Christina, with help from videographer Much of the glacier — remember, it’s just water Neil Carey needed to continually plumb emoji— was covered in sharp frozen waves of varying worthy content from whiteout conditions. And sizes. Drive any vehicle aggressively over that and there was no local coffee shop to hang out in and soak up their Wi-Fi. They shrank files to their you’ll need to visit the pit stop pronto. minimum and prayed their spotty internet service Except there is no pit stop. Just miles of beautiful would remain robust enough to continue graband threatening nothing. bing the world’s attention.

Oh, and there’s still a pandemic stifling the world right now. The world had lots of other stuff to pay attention to. Indeed, omicron arrived in Antarctica not long after Team Valkyrie flew back. A lot to consider, isn’t it? But it’s just the tip of the ice field! This drive across Union Glacier was but the culmination of two larger Brinkerhoff goals: 1) race the 356A on every continent and 2) use the novelty of these stories to bring awareness to the issue of child-trafficking and raise millions for the fight against it. Those other continental races were also grinding buggers: La Carrera Panamericana in Mexico, Caminos del Inca in South America, Australia’s Targa Tasmania, the East Africa Classic, and Peking to Paris across Eurasia. (If you’re one of those people who still considers Asia and Europe as separate continents, please consult reality.) But was this frozen challenge a ‘race’? We think so. You could say it was a race against fate and self-doubt. Plus, considering the most un-glacial spread of omicron in December or the logistics-busting effects of the most minute changes in the weather, it was also race against the clock and ultimately into the record books. Our congratulations to Renee Brinkerhoff and Team Valkyrie.

FEATURED CAR

ROAD TEST 52

2023 AUDI R8 PERFORMANCE RWD Story Costa Mouzouris

here are two main types of drivers: Those who drive out of necessity and those who are passionate enthusiasts. The former regards a car as mostly an appliance; a tool to get them to their destination comfortably and conveniently — some even find the task of driving a nuisance. If you’re reading this, you’re definitely the latter. You form an emotional bond with a vehicle; the sound it produces, the feedback you feel through the steering wheel, the way it sinks you into the seat when you gas it — these all stimulate the senses and reinforce that bond. The 2023 Audi R8 Performance RWD is by no means an appliance.

The first stimulant is visual. The R8’s halfteardrop shaped silhouette looks as if it were shaped by the wind — it bears the hallmarks of speed before even turning a wheel. Despite casting a streamlined shadow, its form isn’t brash or outlandish, but rather understated and sophisticated. There are no juvenile wings, spoilers or bold graphics that attract unnecessary attention. The R8, however, does not go unnoticed. Although its styling is (appealingly) subtle by supercar standards, it nonetheless draws the gaze of bystanders at traffic lights. Step into the R8 and you’re greeted by a unique mixture of luxury and performance. The side bolsters on the luxurious leather seats cradle you snugly, providing G-force countering lateral support. The cockpit is driver-centric, cocooning the pilot with a partial partition and raised console in the centre. The flat-bottomed steering wheel is wrapped in leather and velvety Alcantara, the latter providing a soft, almost sensual grip.

bright-red start button on the steering wheel. Doing so brings to life the naturally aspirated V10 with a startling, raspy bark, before settling down into a steady drone. The 5.2-litre engine, which is placed mid-chassis, behind the cockpit, produces 562 unadulterated horsepower, without the assistance of a turbocharger, supercharger or electric motor. More importantly, the engine drives only the rear wheels. All-wheel drive is great for driving the kids to class in winter, but if stimulating your adrenal glands is the primary reason you get behind the wheel, a powerful rear driver will get you to euphoria in no time.

If you’re passionate about driving, the Audi R8 Performance RWD provides all of the cues that enhance the driving experience. But you’ll have to move fast to get one, because Audi has announced that future R cars will be electric. And while performance will most likely still be part of the package, infatuation for electrons is not But the real seduction begins after you press the guaranteed. 55

GAME CHANGERS

BMW XM CONCEPT SUV ART BASEL MIAMI

Story

Peter Bleakney 57

MW has a long association with art, be it the driving kind where one is painting the racing line on a snaking road in an M3, or perhaps the more tangible kind represented by the famed BMW Art Cars of which there are nineteen in total. French racing driver Herve Poulain approached BMW in 1975 with the idea of giving an artist free reign on his 3.0 CSL race car. American sculptor Alexander Calder got the call, and the resulting coupe, adorned in bold, flowing swaths of red, yellow, white and blue was a hit at the 24 Hours of Le Mans that year. While Poulain didn’t finish the race, his 3.0 CSL fired the starting gun for the BMW Art Car phenomenon. Notables bestowing BMW sheet metal with their artistic vision include David Hockney, Matazo Kayama, Roy Lichtenstein and Andy Warhol. BMW also has a longstanding association with Art Basel, a massive art fair held yearly in Hong Kong, Basel and Miami that brings together leading artists, fresh talents, galleries, designers and collectors in a comprehensive art deep dive. During Art Basel Miami in December of 2021, BMW took the opportunity to reveal its XM Concept SUV, along with presenting Brooklynbased sculptor Kennedy Yanko and hosting a concert by hip-hop legend Nas.

The evening before Art Basel opens, I’m on the top level of a tres chic parking garage (yes, there are such things apparently) in Miami Beach for the unveiling of BMW M division’s XM Concept. A warm breeze wafts from the ocean as the sun dips and Nas’s production crew readies the stage area for his performance. But generating anticipation at this point is a large concept vehicle hiding under wraps. Frank Van Meel, boss of BMW’s M division, is about to reveal BMW Concept XM, a full-size luxury performance SUV that in production form will arrive early 2023. As the high-performance arm of BMW, M celebrates its 50th birthday in 2022, and this SUV will be only the second “true” M vehicle – meaning one that isn’t a modified production BMW car. The first was the mid-engine M1 sportscar built from 1978 to 1981. Andy Warhol transformed one into an Art Car in 1979. Yes, M-purists will surely have their Sparco knickers in a knot over the fact that the new M is not a car, but as Van Meel told me, “It’s an answer to a question a lot of people posed to us, ‘What do you have above X6 M, X5 M? We want to have something like the Lamborghini Urus, Mercedes G-Class AMG. Where are you? We need you?’ ”

sizes the power that comes from following one’s creative impulse towards innovation.” The following day BMW’s effervescent Thomas Girst, Senior Vice President of Cultural Engagement, takes us to artist Julien Creuzet’s display at Art Basel. Creuzet is the latest recipiThe XM Concept looks the part – big, bold and ent of BMW’s Art Journey award where an interangular – and with the exception of a few concep- national jury selects an emerging artist who tual flights of fancy, BMW brass tell us what we proposes a journey to be documented through art see in the XM Concept is pretty close to what and social media. Creuzet’s project will focus on we’ll get. What the competitors will get is a seri- the Caribbean island of Martinique. ‘Martinique ous dusting, as this PHEV super SUV will sear the is an island of possibility, with energies willing landscape with 750 horsepower and 737 pound- to make the artistic and cultural scene thrive,’ feet of torque courtesy of a next-gen BMW 4.4L Creuzet says. ‘But this territory is overlooked twin-turbo V8 paired with two electric motors. because of lasting colonial dynamics.’ He will be The two-row XM rides on a modified version of working with art students, filmmakers and musiBMW’s SUV platform with a wheelbase sitting cians in Fort-de-France to create a body of work between the X5 and X7. that will include hybrid sculptures of Antillean animals along with a ‘Caribbean road movie’ Later that evening the space fills up with BMW incorporating underwater footage. heavy hitters, folks from the art community, Miami movers, shakers and influencers, and a Of course, one might question why BMW is so few journalists. BMW’s featured artist Kennedy deeply engaged with the arts, and how, if at all, Yanko is strolling round, resplendent in a spec- its continued support of orchestras, art festivals, tacular polka dot outfit that contrasts her elec- galleries and individual emerging artists plays tric green braids. The work she created for the into vehicle sales. Thomas Girst explains: “We event is on stage – an imposing sculpture named would always like to find ourselves on the side Intrinsic Sage that blends a large hunk of twisted, where we are creating things that really matter patinaed metal with a flowing blanket of dried and where we can make a difference. And while paint skin, the latter from a technique she has it is about the image of the brand and the reputadeveloped over years of experimentation. Yanko tion, it is also about corporate citizenship. It would scours scrap metal yards for the ferrous pieces, be obscene to measure this with car sales. With finding inspiration in twisted bits of boilers and our cultural engagement we want to open up to a other industrial relics. Intrinsic Sage “empha- much broader audience.” 59

FEATURED REGION

DRIVING TO FRANCE SAINT-PIERRE AND MIQUELON, FRANCE

Story Mark Richardson

Photography Mark Richardson and Garry Sowerby 61

he streets of Saint-Pierre are narrow and can be steep, well-suited to the compact Citroëns and Peugeots favoured by the town’s residents. Even so, I believe I drove every road on this small island, some several times, and never tired of the view through the window.

was closed. It took until last August before the car ferry could make the first commercial crossing.

In Newfoundland, the ferry docks at the small port of Fortune, which is about a four-hour drive from St. John’s; two of those hours are on the Trans-Canada Highway and the other two are I was in a full-sized Chevrolet Silverado pickup north-south on the Burin. Many of Saint-Pierre’s truck that until recently would have been left 6,000 residents used to keep cars at Fortune for behind at the dock in Newfoundland. Now, driving to the Wal-Mart at Marystown, or on to however, there’s a 15-car passenger ferry that St. John’s or even the North American mainland, connects this tiny French territory to the Burin but that’s no longer necessary. Peninsula of Newfoundland, and it’s finally possible to make a road trip from Canada direct The road on the Burin Peninsula that passes through Fortune is a smoothly-paved three-hour to France. loop through Marystown that’s well worth the drive. On its eastern side, it follows the winding It’s been a long time coming. There’s been a ferry for years coast through hillside forests, while the south that carried foot passengers and southwest are mostly moorland, swept by and freight, but six years ago, the prevailing west wind. I set the active cruise on the French government spent the Silverado and made my way down to Allan’s $50 million on a pair of modern car ferries. Island, a small Newfoundland fishing community linked to the peninsula by a causeway. Legend has Upgrading the wharfs to handle the larger vessels it this is the landing point for smuggled alcohol meant several years of negotiations to decide from Saint-Pierre just 20 km across the water, which local and federal authorities would pay for but I saw no hidden caches. The days when it kept what, and then Covid-19 struck and the border the United States well stocked during prohibition

are long passed, though many of the older houses There are actually two islands. Miquelon is larger on the island still have wood in their structures and with more roads, though they’re mostly from discarded liquor crates. gravel. The land is not good for farming and the real economic lure of the islands is the deepIt remains to be seen if the water port at Saint-Pierre. It’s the reason France residents will trade in their kept a toe-hold on North America over the years, small cars for larger vehiso its fishermen could have a base and a place to cles like the Silverado truck, which is more comfortable dry their catch on the other side of the Atlantic. for a longer drive in Canada. These days, Saint-Pierre also has the rights to all Probably not. Taxes are high in ocean resources that extend south for 320 km Saint-Pierre, and the residents across the 17 km width of the islands. Locals call are mostly content to stay on their island. that area “the Pipe.” “We have everything here. We don’t really need to leave, except perhaps for health care,” says Lauriane Detcheverry, director of the town’s museum. About half the population was born on the islands and of those, she says there are some who have never left, not even for a vacation.

It’s a 10-minute drive out of town to the south of the island to see the Pipe. It’s just the ocean, of course, but the sunsets are wonderful. The gently curving roads have a blanket speed limit of 70 km/h outside of town and there’s never an urge to exceed that.

I met a trio of local motorcyclists who said they have a regular 45-km ride with their large bikes on Saint-Pierre that covers all the asphalt, much of it in both directions. Now, if they want to ride on the mainland, they can just cross on the ferry instead of shipping their bikes as freight to Halifax.

The island of Miquelon is sparsely populated, with about 600 people living there throughout the year. It’s really two land masses joined by a sand bar with a causeway that connects Langlade in the south to Miquelon in the north. The ferry will come here too in the summer, seven days a week, and visitors will think the grassy fields are inhabited by wild horses; those horses are all privately owned and most spend their winters inside barns on Saint-Pierre. The climate here can be harsh, with frigid wind and snow in the cold months and

thick fog off the Grand Banks through May and June. The main draws for visitors to Saint-Pierre are the fine French cuisine in the restaurants, and access to wines and cheeses not easily found elsewhere in North America. This is France, after all. The islands are considered a French Territorial Collective, similar in many ways to Martinique or Reunion or French Guyana, and their citizens are as French as if they live in Paris or Marseilles. Prices are in euros and it’s rare to hear English. In the summer, there are flights direct to Paris from Saint-Pierre’s small airport; the rest of the year, flights connect the island to St. John’s, Halifax, and Montreal. I had no use for the airport. This was a road trip and I set out to explore the island of Saint-Pierre. I could have rented a car, or hired a taxi to carry me around, but there’s a satisfaction to driving in the

same vehicle with which you set out from home. I travelled with my friend Peter, a St. John’s resident who’s travelled widely around the province, and he was surprised at both the similarities and the differences with his home. The rocky shoreline was the same, as were the short tuckamore trees studding the windy fields, yet there was also a gentle prosperity from French investment. “I can see Newfoundland in everything,” he told me, “but not everything is Newfoundland.” After all, the houses are made of wood and some of them are brightly painted.

There are few outdoor patios and decks – or at least, none were set up when we visited in early November. The roads are steep and narrow like so many of the harbours in Atlantic Canada. And yet there were residents playing pétanque in the town park, and almost everyone went home at lunchtime for several hours to be with family. It’s an unrushed pace of life, in synch for a visitor with its sense of isolation.

The large public museum explains how SaintPierre came to be, both culturally and politically. It details the squabbles between the English and French, and how the islands changed hands nine times from the first year-round French settlers of 1604 until it was returned to France for the last time in 1816. “I think England expected this would just be like a fishing base here for France, but France wanted us to be a permanent place, with a permanent population,” says Detcheverry. “I think it was easy for France to negotiate to keep us because we’re small, and we were seen as harmless. France didn’t want land – it just wanted to be able to trade, and have access to resources.” I drove down to the docks, where a group of local traditionalists called Les Zigotos (literally, “the crazy guys”) have restored a number of the fishing dories used by their parents and grandparents.

They row the heavy wooden boats out to jig for cod near the shoreline and tourists are welcome to come with them; they’re the Saint-Pierre equivalent of dragon boats and the exercise is invigorating. Tourists are charged 50 euros for the experience, with lunch out on the water or at the old fishing village on the nearby Ile aux Marins, but if they help with the rowing then the fee is waived. Most help – they’re here for hiking and fresh air, not just the food and wine. The tourist season is July and August, when the fog’s burned away and the days are warm, but Saint-Pierre welcomes visitors all year round. It’s not likely the 15 vehicles each day on the new car ferry will overwhelm the islands and take away from their sleepy charm. Saint-Pierre and Miquelon will always be just a little off the beaten track, and that’s exactly how its residents like it. 67

FEATURED MOTORCYCLE

FIRST RIDE 68

2022 DUCATI STREETFIGHTER V2 Story Costa Mouzouris

Photography Mateo Cavadini and Alessio Barbanti 69

initially thought that a morning spent thrashing the 2022 Ducati Streetfighter V2 around Circuito Monteblanco, a racetrack located 60 kilometres west of Seville, Spain, would have been the crescendo in a day of sport riding, but then we hit the roads to the north of racetrack. Having been told by our hosts that the roads would be twisty, and traffic would be light, it was an unexpected surprise to find a serpentine strip of asphalt so bendy that there was no room to take a breather between curves — almost dizzying, in fact — and aside from a handful of other vehicles we passed along the way, it was almost completely devoid of traffic.

beneficial on the track.

At the heart of the Streetfighter V2 is the same 955 cc liquid-cooled 90-degree V-twin as in the fully-faired Panigale V2 supersport machine. It’s tuned a touch differently, claiming 153 horsepower and 74.8 pound-feet of torque, versus 155 hp and 76.7 lb-ft for the Panigale, but that difference is not noticeable from the seat, and in fact, the Streetfighter feels snappier off the line due to a slightly shorter final drive ratio (two teeth were added to the rear sprocket). Of course, those numbers pale in comparison with the Streetfigher V4, which claims 208 horsepower and 90.4 lb-ft of torque. However, its more modest output (if There are two schools of design when it comes you can say that for a 150-hp motorcycle) is what to the styling of naked bikes: Old-school retro makes the Streetfighter V2 a more desirable and new-age bold. The Streetfighter V2 is obvi- motorcycle. ously the latter. While I do have a soft spot for The Ducati Streetfighter V2 proved to be the ideal retro-styled naked bikes, the Streetfighter is well accomplice for the day. Something almost magiproportioned, with its tail-up stance and insect- cal happens when you take a supersport machine like headlight nacelle giving the machine an like the Panigale V2, and strip it of bodywork: You appealing, dare I say sexy silhouette. For the track get a narrow, nimble motorcycle with the perforportion of the test ride, the folks at Ducati had mance of a supersport, but with a more accominstalled optional, downforce-inducing winglets. modating, upright riding position. An added bonus Whether you find them attractive or not (I find is a wider handlebar in place of low clip-ons that they detract from the bike’s narrow profile), they makes it easier to manoeuvre on twisty roads or are said to increase downforce at speed, which is while threading daily traffic in town.

EV AVENUE

DRIVING THE FUTURE TODAY 2022 EQS 580 4MATIC

Story and Photography

Dan Heyman 73

hen it comes to the world of big luxury cars, there will always be one that stands tall above the rest. It’s called the S-Class, and it has been the industry standard for luxury motoring this side of Rolls-Royce and Bentley (actually, when the S first arrived in North America, it was priced quite similarly to cars from those Brits) for as long as most can remember. Indeed, a new one was released for 2020, and it was everything one would hope. Here’s the thing, though. As of right now, the S-Class is only available as a gas-powered car with 48V hybrid tech (it’s called “EQ-boost”, which will make more sense in a minute) and that’s probably not going to cut it when it comes time to meet governmental EV-sales demands as well as those of high-level luxury buyers. So, as a result, the S-Class is soon to meet its biggest rival; and it comes from within Mercedes-Benz itself.

consumer tech world in North America. Google, for example, has so much presence that there are areas in its hometown of Mountain View, CA just outside of San Francisco where seemingly every industrial complex you see is actually a Google HQ of some sort. And if it isn’t Google, it’s Nvidia, or Mozilla, or Nokia. Heck, NASA is close by, but you get the sense that it has nothing on the tech behemoths surrounding it. This is just the place to release a car that’s powered solely by electricity, has a dash that is basically one massive digital display and looks very close to the car of the future you pictured as a kid. Indeed, it looks nothing like any Mercedes we’ve seen before it, this side of some far-out concepts. Well, you could make an argument for a very futuristic take on either the CLS four-door coupe or the AMG GT 4-Door Coupé, but that’s a stretch.

It’s called the EQS, and it’s an S-Class sized, ultrafuturistic monolith of a luxury sedan that looks Neither of those have a completely smooth front poised – along with its EQA, B and C siblings – to fascia bereft of a traditional grille or shutlines, because opening the “hood” actually just means propel Mercedes into an electric future. removing a panel with a tool. You see, being an Indeed, it was no fluke that we were deployed to electric car, maintenance costs are low and the Silicon Valley to put the EQS through its paces, as most common things owners need to do – refillit is the prime stomping ground for the folks that ing the washer fluid, for instance – can be done Mercedes has pegged for one of these – think via a panel ahead of the left front fender. There’s the Tesla crowd – as well as the centre of the no need for them to ever open the hood on their 74

own. The headlight lenses are very futuristic and is one of the most technologically-advanced connected by a full-length light bar which ensures vehicles available to today. A Silicon Valley sled, indeed. that even at night, the EQS is distinguishable. Then there are the wheels; there are many designs that are all unique to the EQS but they’re all developed with aerodynamics in mind. So, they look as futuristic as that sounds. The super-spokey 21” items seen here are the perfect match for their surroundings. Which – and there’s no better way to say it —are absolutely spectacular. The wheels and front fascia, along with a totally flat underbody all contribute to a drag coefficient of 0.20, meaning this is the slipperiest car you can buy today because if you know anything about EVs and their range, you know that in addition to big batteries, a slippery shape for low wind resistance is crucial to developing range. Which, by the way, the EQS does to the tune of about 545 km and which during our route through Chez Google gridlock and picturesque coast and country seemed perfectly attainable according to our trip computer. Probably could have done even better had we made more use of the paddles attached to the wheel that can modify how much power gets recuperated whenever you come to a stop. Speaking of our trip computer – it’s one of what must be about 500 loaded into the EQS as it

While much of that happens under the skin, the most evident happens in plain sight as soon as you step in, and it’s called MBUX Hyperscreen. It comes as standard on the EQS 580; the American market gets an EQS 450+ that comes with RWD and a more traditional dash, but that model won’t be arriving in Canada until they decide to add 4Matic AWD to it further into the model’s lifecycle. Basically, the dash appears to be one big digital display measuring 56-inches, although it is made up of three separate screens – one for the gauge cluster, one for the front seat passenger and one for the central infotainment display. It will come as a surprise to none that most every in-car command you can think of is done via touchscreen with haptic feedback, from your climate controls to your sunroof controls and everything in between. Of course, many will mourn the lack of something like a volume knob, but know that a lot of this is also voice controlled (just say “hey, Mercedes”) and you can add an option – yes, even with a base price of $144,200, there are still additional options – to control some of this with gesture controls.

I count myself as one of those that mourn the lack of hard buttons in cars today but I was taken aback by how well this particular interface made it easy to let down my guard. The buttons are all responsive and while there is a lot going on here, a 20-minute conversation and demonstration with one of the project leads revealed that it isn’t as imposing as it might look.

for my navi but this system is so high-tech and clever that it’s the way I’d go, every time. What augmented reality does is display a video image of the road ahead as you come to your next instruction, and drops arrows and road signs on the screen that land just ahead of the turn you need to make. So, the only way to miss the turn would be to drive “through” the digitized arrows. They appear on the massive heads-up display as In addition to all your traditional functions – naviwell, as if the Hyperscreen wasn’t enough. gation, drive modes, infotainment, Apple CarPlay and so on – the system also offers everything Then there’s the driver aids, chief of which is from minigames (great way to pass the time as a hands-free drive system that can creep you you charge, even if you are making use of a level through traffic, stay centered in the lane (with III charger that can return an 80 per cent charge almost imperceptible steering adjustments to do in about 30 minutes) to an equalizer system that so) and change lanes for you once you’ve actieschews your traditional sliders for a more user- vated your turn signal. It will occasionally ask you friendly interface. It really helps get the most out to put your hands on the wheel, but it’s not very of the spectacular Burmester audio system. invasive and we spent many strings of kilometres And then, there’s the augmented reality naviga- letting the car do the work. It will get after you if you take your eyes off the road, however, and tion system. even remind you to adjust the steering wheel so Usually, I attach CarPlay and use Google Maps that you can best see the gauge cluster. That’s

right; it can tell when your view of the gauges is you don’t emerge from long drives feeling worn blocked by the wheel rim. Which, I have to say, is out or exhausted. Which, if our experience is somewhat uncanny. anything to go by, will not be a problem with the EQS. Equally uncanny is the rear-wheel steer system, that can turn the rear wheels up to 10 degrees in A word of caution, though: if you’re expectan effort to shrink the turning radius. Which it ing S-Class levels of rear seat room, think again does, to the point that it measures no larger than as that aggressively sloped roof does cut fairly that of the A-Class compact. The feeling of that noticeably into rear seat headroom and the rear rear end swinging ‘round independently of the seatbacks can’t be adjusted, either. A rear seat front end is one I’ve felt before, but never to this, package that would add all that may be coming ahem, degree and it makes tight city driving and down the line but for now, be sure to spend time parking that much easier. in the back seat if you plan on looking at one of Of course, if all that high-techery isn’t enough these. and you’re more interested in the drive, well, At the end of the day, the real question was there’s a lot going on there, too. “why start your EV journey in North America Power for the 580 is rated at 516 horsepower with a sedan, as opposed to the SUVs we North and 630 pound-feet of torque, and since there’s Americans know and love?” Well, for starters, the no delay in power delivery, this big (as in, over EQS and EQE SUVs are right around the corner 5,500 pounds big) EV super-sedan gets up so don’t you worry; Mercedes-EQ will have a spot and running lickety-split, completing the 0-100 at that table. km/h in about four seconds on to a top speed of 250 km/h. Those aren’t quite the bahn-burner We ended our drive with a quick stop at Standford figures you’d get from, say, an S63 AMG but University, whose campus is a testament to just they’re plenty fast for anything anyone will be how much money American universities have, doing in their EQS 580 and if that just won’t do, yes, but to design and architectural prowess as there is an AMG version right around the corner. well. It’s a spectacular place, all columns and clay colouring but you know that inside, some of the When you really break it down, though, all-out world’s brightest minds are at work, preparing to speed isn’t really the point here. What you want shape our world. In a sense, the EQS is cut from from a car like the EQS is a serene, comfortable a similar cloth. It’s looks give it presence for days, drive that has you feeling like you’re driving some- but they also serve as a testament to the ultrathing almost of another world. The EQS 580 gets advanced world within, one that you can’t help air suspension, continuously adaptive dampers but think is a harbinger of cars to come. and incredibly supportive and comfortable seats (with a multitude of massage functions) so that I have driven the future, and it’s spelled “EQS”. 77

FIRST RIDE

OFF THE BEATEN PATH 2022 HUSQVARNA NORDEN 901

Story Costa Mouzouris

Photography Marco Campelli and Sebas Romero 79

We’re on the island of São Miguel, in the Azores, and it’s the first time a motorcycle press launch has ever been held here. I understand why the region hasn’t hosted a press event before: Logistics. The Azores is a chain of Portuguese islands off the coast of Portugal, in the middle of nowhere — you can sail off in any direction and travel across the Atlantic for more than 1,400 kilometres before touching land again. The islands are so remote, Google has yet to provide a street view, so I imagine getting a couple of dozen motorcycles here from mainland Europe was no easy task. But I’m glad it was done, because what a treasure São Miguel is, especially when being discovered on the 2022 Husqvarna Norden 901. Founded in Sweden in the 17th Century to produce firearms, Husqvarna began making motorcycles in 1903. The motorcycle branch of the company (the name can also be found on power equipment, vacuum cleaners and sewing machines) has transferred ownership several times over the years. The company now belongs to Pierer Mobility Group, which also owns Austria-based KTM. That final point is important because the Norden 901 — the brand’s first offering in the adventure touring segment — is closely based on the KTM 890 Adventure. Despite sharing its frame and 889 cc, 105-horsepower parallel twin with the KTM, the two adventure bikes are

designed for different riders. Our two-day adventure begins in balmy rain, with a jaunt through the narrow streets of Ribiera Grande, a town on the north side of the island. In Street mode (one of three standard ride modes), the Norden proves the ideal traffic reliever, especially when filtering — as one does in Europe — between cars. Its narrow profile helps it slip effortlessly through tight spaces, and its upright, spacious riding position and wide handlebar make negotiating the tightly twisted, narrow lanes effortless. Ergonomic adjustability includes reach-adjustable levers, fore-and-aft adjustable handlebar clamps, a two-level adjustable brake lever, and adjustable seat height. Of course, the tall seat (adjustable to 854 or 874 mm) does favour taller riders, though the plush suspension soaks up enough travel when seated to provide a reasonable reach to the ground. We headed southeast out of Ribiera Grande into the mountains, where I quickly realised that the land here is alive and breathing. The Azores are volcanic islands crisscrossed by several subterranean faults, and volcanic activity can be seen throughout São Miguel. Steam is often seen rising by the roadside, through the vegetation surrounding vents in the ground, and you often get whiffs of sulphur dioxide in the air. The volcanic activity is so prevalent that more than 40 per

cent of the electricity generated on the island is remains neutral even while standing on the footvia geothermal energy. pegs, and the traction control is loose enough in Off-road mode to slide the rear end at will when As we climb in elevation the damp weather powering through turns. The fully adjustable produces dense fog that drapes what would suspension, while initially feeling like it would be otherwise be scenic vistas overlooking what I too plush to handle rough terrain, allows the bike assume are breath-taking views, in a thick white to glide over rainwater ruts, while soaking up big veil. Thus far, despite the sultry weather, I’m gellbumps and whoops at speed without bottoming. ing quite comfortably with the Norden. Steering The suspension really impressed me, as I did not is neutral and light, it’s stable at speed, it’s alter the adjustments from the factory settings, comfortable, it’s powerful, and its suspension is and it handled everything from a fast pace off compliant and pillowy without wallowing through road to a ridiculously fast pace on pavement sweeping turns. Once we leave the pavement, I without complaint. The Pirelli Scorpion Rally appreciate this new Husqvarna even more. STR tires contributed greatly to the bike’s overall Switching to Off-road mode softens the throt- handling. Despite being aggressively treaded for tle a bit from Street mode (Rain has the softest off-road use, they handled on pavement like true throttle and limits output to 80 hp), but more road tires, without vibration or noise, and handled importantly, it backs off ABS at the front wheel, the off-road stuff easily and with great feedback, disables it at the rear, and permits a lot of wheel- and this without reducing tire pressure from the spin before tripping the traction control. There’s standard street settings. And as a bonus, they an optional Explore mode, which provides the railed around corners on wet pavement with a most aggressive throttle, and rider-selectable surprising amount of grip. ABS and traction control settings, but I simplified The rain cleared the following day, as did the fog, by remaining in Off-road mode. revealing much of the splendour we’d missed the The forests are thick, and the unpaved roads day before. The gravel roads and trails were still threading them are narrow and serpentine, often damp, keeping dust at bay, while providing excelrocky, and rutted by rainwater. The Norden 901 lent traction. The winding paved roads dried out, was built for this terrain. The bike’s handling allowing a pace that would make sport bike riders

So, why offer a bike that’s so close in specification to the KTM 890 Adventure? The 890 Adventure is designed more for the street rider, and it has a narrower seat and firmer suspension. The taller, stiffer Adventure R? Well, it’s almost a rally racer sweat trying to keep up. Again, I did not find with turn signals. Both are fine for covering long reason to adjust the suspension, and again the distances on and off pavement, but neither are as Norden impressed with exceptional, confidenceadept at swallowing kilometres as the Husqvarna inspiring feedback and handling no matter what Norden 901. It has longer, plusher suspension was happening under its wheels. than the standard 890 Adventure, making it a One area I feel Husqvarna missed the mark is better off-road companion, while conceding very with the ride-control interface. Ride modes are little, if anything at all, in on-road performance. selected by scrolling through various levels of It’s also easier and more forgiving to ride off road menus within the five-inch TFT instrument than the Adventure R. The Norden’s seat is wider screen, and the ride modes only adjust engine and flatter than the KTM equivalent, and its larger management and traction control — ABS settings are set independently. Selecting Off-road mode, fairing offers better wind protection — all factors for instance, softens the throttle and allows rear that make it better at covering long distances. wheelspin, but it doesn’t set the ABS to Off-road KTM’s tagline is: “Ready to Race,” which hints mode; that has to be done separately. Other manuat the firm’s focus on performance-oriented facturers usually include ABS settings within the ride modes, making the selection process easier. off-road riding. Husqvarna, on the other hand, The good news is that I left the bike in Off-road focuses more on real-world adventurers looking mode for ABS and engine management all day, to explore rather than attack. The Norden 901 is and it worked exceptionally well, regardless of the a true all-rounder that’s — more appropriately — surface texture. ready to ride.

DISCOVERED

ALOHA PORSCHE MUSEUM HAWAIIAN STYLE ROAD TRIP

Story | Matt Bubbers 85

or reasons unknown, Porsche decided it would be a great idea to fly some classic cars from the company museum in Germany half-way around the world for a nice drive across the Island of Hawaii. A wonderful idea, truly inspired, except for the unfortunate fact that on this particular week in December there would be a freak blizzard bringing 12-inches of snow, rain, flooding and power outages to the Big Island.

new 911 Carrera S Cabriolet is – I’m not ashamed to admit – emotional. After being on lockdown for the better part of 18 months, the joy of sweet ocean air roaring over the car’s open roof is overwhelming. It’s pure visceral thrill – speed, air, noise, sun, leather, salt, sky, sea, gasoline – and a laugh-out-loud reminder that driving is glorious fun when you’re not doing it just to stock up on toilet paper.

To make matters worse, all of the classic cars Porsche flew out are convertibles.

The west coast of the Island becomes less barren and more like a rainforest as you head south, past Kona. Some of the best coffee in the world grows on these hills, and you’ll need it because the jetlag is killer coming from the east coast. Kona Joe Coffee in Kealakekua, where you can try roasting your own beans, is worth the stop for the views alone.

Nevertheless, the plan is to drive counterclockwise around the coast of Big Island on day one, and then drive clockwise on day two before cutting back to the hotel via the spectacular Saddle Road, which runs across the dormant volcano Mauna Kea. We’ll be swapping cars the whole way. The first morning the sun is mercifully shining and the assembled sports cars from the Porsche museum, plus a pair of modern 911 Cabriolets, are neatly lined up with their tops down in front of the Mauna Lani hotel on the Island’s northwest coast.

Tearing out of the hotel’s parking lot and heading south across this barren volcanic landscape in a

1990 911 CARRERA 2 CABRIOLET 86

Coming out of the modern 911 and into a purpleon-purple 1990 911 Carrera 2 Cabriolet (type 964) is a lesson in just how far the 911 has come. With just under 250 horsepower and a recalcitrant Tiptronic automatic gearbox, the 964 initially feels stiff, wooden and slow. But, shift down a gear or two and throw it into corners and it’s immensely poised, even eager. This is an old car you don’t need to baby, which, as is turns out, is a common theme among these old Porsche convertibles. The 964 rolls a bit before turning, but then it grips and the flat-six picks up steam

1991 PORSCHE 944 TURBO CABRIOLET

through a post-apocalyptic landscape of twisted volcanic rock. Putting up the roof on the 944 is really a two person job that I leave to Porsche’s crack team of traveling mechanics who never let these cars too far out of sight. They fiddle with Into the 944 Turbo Cabriolet, which was a onesome snaps, pop the 944’s trunk, press a button, year-only model for 1991. Its 2.5-litre four-cylinraise the roof, and lock it in place with two special der motor puts out 250 German Pferdestärke, or tools that come out of the arm rest. “It’s easy!” 247 Canadian horsepower. they say. It isn’t. And I’d hate to think how much one of those tools costs if you lost it. The 944 is an underdog in and heads for the redline. Just as I’m realizing what a depth of talent this car has, it’s time to swap again. Despite its age, as a sports car, the 964 more than holds its own.

the Porsche pantheon, but it shouldn’t be. An easy fivespeed manual gearbox makes keeping the engine above 4,000 rpm an enjoyable minigame worth playing to keep the big turbocharger on boost. The steering is slow but livens up in corners, where the car’s perfect balance lets you enjoy a little wallop of turbo boost without trepidation.

Still, at this moment on Chain of Craters Road, there’s no other Porsche I’d rather be driving. Maybe I’m tainted by nostalgia, but the 944 Turbo feels like a sweet-spot in automotive history: modern enough but still totally analog. Besides, it looks effortlessly cool in Maritime Blue. A jolly man from Porsche knocks me back to reality by saying this car is worth around €100,000 euros and that it is, in fact, the most difficult one in the bunch to look after.

The rain starts as we’re driving along Chain of By the time it gets dark, the blizzard/cyclone is Craters Road to the southern edge of the Island, closing in but the Mauna Kea Visitor Information

PORSCHE 356 SPEEDSTER

Station, which sits at 2,800 metres above sea looks and less-than-adequate waterproofing, level, pokes above the clouds. Out here in the everyone loves driving the 356. middle of the Pacific Ocean, the stars paint a This model’s 1.6-litre four-cylinder boxer engine watercolour across the sky. chuffs along until you dip into the throttle; then it makes an absolute racket. At 4,500 rpm it churns On day two, it pours. The out around 56 horsepower, but it feels like double students we meet at the that simply because the car weighs nothing. The ecologically-focused West Hawaii Explorations Academy throttle response is immediate, and the fourschool say it hasn’t rained like speed manual shifter is buttery smooth once you this all year. And it’s my turn to get the hang of the comically long-throw lever. drive the 356 Speedster, which, Despite its age, you can pitch this classic car as I’m about to find out, leaks like a sieve. into corners with reckless abandon, even on wet pavement. Its limits are low enough that it’s hard Introduced in 1954 at the behest of Porsche’s to get into any real trouble (so long as you leave American importer, the Speedster is the oldest plenty of braking distance) and every control is and most valuable car here; this particular car is brimming with feel. said to be worth around €350,000 euros. Rain comes in everywhere. Roof up or down, it hardly matters. The rearview mirror is dripping. The top of the windshield is dripping. My left shin is somehow soaked under the dashboard. And, at a certain highway speeds, water sprays up from the window pillar right into my face. The side windows are stored in the front-trunk, but, as the mechanics explain, you can’t put the driver’s side window in because it just fogs up. So, we leave the windows off. There’s no staying dry, but it doesn’t matter. Despite its squished-Volkswagen-Beetle 88

The 356 wants you to drive fast, to fly through the gears and really drive for once in your lazy life. I’m working hard and sopping wet, laughing maniacally and I love it.

For the final stretch of the road trip, across the volcano along Saddle Road, I’m driving the current 911 Turbo Cabriolet. It’s $213,000 worth of contradictions. The ride is soft; the steering is sharp. It’s a cushy cruiser, and a beast for lateral-

2022 PORSCHE 911 CARRERA TURBO CABRIOLET

Gs. It can be whatever you want it to be. Near the Kaohe nature preserve, Saddle Road becomes like a rollercoaster. Thick fog sets in, or maybe it’s clouds. This road has a nasty tendency to go from blind crest into 90-degree left without warning. There’s 572 horsepower available and putting the pedal down you’d better be ready for the next corner because it’s upon you in an instant.

What have we learned here exactly? Well, for one thing, flying your drop-top sports car to Hawaii is a good idea, and don’t worry about the weather.

I suppose, we also learned that Porsche has always known how to build a great car. The question you’ve got to ask yourself is: when? Which era of Porsche do you want? After sampling seven decades-worth, I’d pick something from 1990s: Despite what some critics say, modern 911s aren’t either the late-model 944 Turbo, or perhaps a too good or too easy to drive. The Turbo can make 996-generation 911. The only reason is because a driver work hard, but you’ve got to be on a race- those cars are the ones I grew up wanting. It’s track going much, much faster than I’m prepared pure nostalgia. Everyone has a particular vintage to on this narrow foggy road. Nevertheless, we’ve they’re especially fond of, and my only advice is: left all the classic old cars for dead in the fog. meet your heroes. They really are that good. Go Even going slow in a 911 Turbo, you’re still going out and buy your favourite old Porsche before it gets even more expensive. fast.

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ROAD TEST 90

2022 FORD F-150 RAPTOR Story and Photography I

Jeff Wilson

othing can kill a good road trip buzz like a Canadian winter, eh? Here at Vicarious, we live for the open road and any chance to go for a long drive, even if there’s no destination in mind. But the constant weather warnings and salty pavement mean most of us have parked our summer toys for a few months yet. So, what’s a Canuck with wanderlust to do?

system than a high-performance rig. But in offroad-only Baja mode with the revs soaring, this truck has the wail of an exotic sports car. Out of character perhaps, but it sure is fun!

Fun is what the Raptor is all about. It’s built to withstand absurd punishment off-road while blasting through the desert at speed, so clamouring through some snow drifts or down a bumpy cottage road is an absolute cakewalk for this truck. Simple: get a Ford Raptor. And as part of a new 37 Performance Package are Overkill? Perhaps, and at $110,000 as equipped, massive 37-inch all-terrain tires, giving even more our test truck is a pricy machine, but it does a ground clearance than before, but be forewarned: heck of a good job of staving off the stir crazies those donuts reduce the suspension travel by an as we pine for spring thaw. Plus, no matter what inch (not that you’ll notice). the road – or off-road – conditions, this brute is As impressive as the Raptor is off-road, the active ready to tackle them. damping with 3.1-inch diameter Fox Live Valve While there’s a new Raptor R coming soon (with shocks provides an impressive on-road ride, too. a Ram TRX-fighting V8), the latest version of The huge tires make their mass known, but the Ford’s desert race truck still comes with a twin- truck’s ability to make potholes disappear helps turbo 3.5L V6 mated to a 10-speed automatic. make the case as a road trip machine. Power output remains unchanged at 450 horsepower and 510 pound-feet of torque, with a new The interior helps, too, thanks to the updates intake that’s said to contribute to more of the enjoyed across all F-150s, including a 12-inch touchscreen and Ford’s latest SYNC infotainlatter available at fewer revs. ment system. The optional Recaro thrones offer A bigger change is in the exhaust system that all-day comfort, while the back seat and cargo now features a ‘trombone’ pipe and multiple bed, allow friends and winter toys to come along modes to help the V6’s exhaust note since the too. most common complaint against the old Raptor was that it didn’t sound like a V8. We appreciate The Raptor is a big beast around town (especially that Ford’s made this fix, but most of the time as six inches wider than a normal F-150), but it’s the transmission climbs through its ten cogs, the tough to beat when you want to get out and get Raptor sounds more like a loud industrial HVAC away, regardless of weather or terrain. 93

FEATURED SUV

CROSSING CANADA IN AUGUST 2021 “WHAT ARE YOU, STUPID?”

Story I

Steven Bochenek 95

VANCOVER, BRITISH COLUMBIA

DAY 1: Vancouver

solution, but when simply breathing aches, it’s part of the discussion. Our voices crack and drop an octave: imagine Sylvester Stallone with hrowing his hands up, Richard at Richmond consonants. BC’s Chrysler dealership half apologizes. There’s a crown of ash atop the Pacifica Pinnacle DAY 2 & 3: Hybrid. It was washed at 10am. Vancouver to Victoria, then all over Victoria multiple times – 120km I’m here for this Chrysler minivan, to move our daughter and a few of her favourite things from Only clothes, books, essential electronics, some Victoria to Toronto — across smoke-filled and camping gear, kitchen doodads and a bicycle will threatening-to-burn-any-second western cordil- pack the Pacifica. So, first we move any furniture lera, endless plague-riven prairie then scrubby that’s not coming yet can’t stay. Ontario, a province bigger than its opinion of itself — all for postgrad studies at a university Which demands eight crosstown trips denuding the apartment of heavy furniture before we even whose very name sparks protest. start packing. Flying here over the mountains, the Rockies occasionally emerged from the brume, their Chrysler vans’ Stow N’ Go seating in most white caps now ashen. Picture endless acres of second and third rows magically tucks into the old meringues from a Glasgow pensioners’ club. floor, creating space. However, a Hybrid’s second row doesn’t disappear because its battery’s I spend the evening in the company of good underneath. The captain’s seats do come away friends on a Kitsilano restaurant patio. The dry with a tug on a strap that releases their anchoring weather sparks conversation about electric vehi- mechanisms. We store them temporarily in my cles. Of course, electrification’s not the whole daughter’s building’s bike lockup.

If this were a movie, these days would be montage, with ‘80s synth-pop soundtrack: trips up and down stairs; pizza and beer amid boxes; visits to the hardware store for duct tape, batteries and door stops; shuffling and rearranging boxes full of clothes, books, essential electronics, some camping gear, kitchen doodads and a bicycle. It all fits. Eventually. DAY 4: Victoria to Osoyoos, 500km 8am: The day begins with a frigid plunge into the Pacific Ocean. During these two nights in Victoria, I’ve been staying with our other, slightly older daughter who lives 150 metres from the brine on, appropriately, Beach Drive. The ocean plunge is more ritual than bath, like a symbol of new beginnings — or goodbyes. It’s followed by an extended hug amplified by a lump in the throat. Noon: Cue the Celine Dion, we’re on the boat again! It’s packed, but what a launch! The brown our southwestern route on Crowsnest Highway firmament starts, miraculously, finally, to rain 3 is open. Moreover, the clouds clear, leaving only — but hard. smoke overhead. Yay-ish! The rain forces us inside, sealed. Visions of our What a drive! Steep mountains, almost vertiGood Ferry transmogrify into The Plague Ship, cal as bookshelves, gradually give way to gentler ironically chugging toward Delta, BC. slopes with wide alpine vistas, God’s art gallery 1:30pm: As the name suggests, the Pacifica’s captioned occasionally with brimstone plumes. rain-sensing wipers automatically adjust and sweep this newborn silt off the windshield. “Cool” observes my daughter when I mention it. She’s loving the Uconnect infotainment system and its dependability even in these deep valleys we can’t yet see. Sure, we occasionally lose a few beats in songs on the satellite radio — but, mysteriously, only the bad songs.

English needs a new word, combining awe and anxiety. DAY 5: Osoyoos BC to Canmore AL, 600km

8am: Many Canadians don’t know of our deserts. When watered this one just inches from Washington State’s a Garden of Eden. It hasn’t Appropriately, the skies lighten near Hope, BC. been watered much lately but drips with fat fruits, BC Highway 5 to Kamloops is closed due to the nonetheless. ongoing wildfires. But the highway splits here and The day dawns brownish clear but, soon, rainclouds augment the overhanging Mordor. Driving through Penticton and Kelowna, usually jewels of the Okanagan Valley, we often can’t see much beyond the smog. Noon: The system eases, exposing rocky walls whose crests are only visible through the Pacifica’s sunroof. Huge helicopters dangling heavy swinging cables for fighting fires regularly swoop in, then loom ominously overhead. 97

Mangy mountains, obvious recent wildfire paths, still display their dead trees, standing like an old man’s three-day stubble, coniferous but no longer evergreen. DAY 6 & 7: Canmore AL to Drumheller AL, 230km

than an hour amid more maskless people than either of us has seen indoors or out in a very long time, the majority of whom are hollering, excited children — we leave for a walk in the scrubby, cool coulees.

This landscape’s magical but Drumheller’s BIA 11am: Moving towards the Rocky Mountains, went all in on dinosaurs. Most businesses look you’re always impressed by the triumphant sponsored by t-rex and his triceratops pals. The upward eruption of rock. Driving out of them, funeral home is spared. however, is calming, hypnotizing. DAY 8: Rolling foothills, then wide open prairie quietly assemble like a bunched-up carpet being pulled flat. There’s little traffic, and driving feels like the day after one of the best concerts you’ve ever seen. The ubiquity of the sky is the prairies’ answer to the mountains.

Cypress Hills to Saskatoon SK — 440km

8am: It’s raining as I write in the Pacifica’s heated passenger seat, while my daughter sleeps on in the tent in Canada’s only interprovincial campground. Today we drive to Saskatoon, staying with friends Mairi and Trevor who moved during the 1pm: Drumheller lies hidden in ‘Badlands’. Indeed, pandemic from down our own street in Hogtown. you descend a few dozen metres from the seemingly flat prairie tableau to discover an other- After two nights of camping, we’re a bit miffy, worldly film set of desert scrub and ‘coulees’, soaking wet, and hope they won’t mind sharing brown hillocks that at once look like rounded- their laundry facilities. off pyramids, layered tiramisu and those back4pm: First — we’ve barely said hello — we plug grounds from Roadrunner cartoons. in the plug-in hybrid Chrysler minivan. It’s been A visit to Drumheller’s world-famous Tyrell days since it’s used the limited electric drive Museum with its rotating collections of dinosaur mode. A single light on the meter bleeps an angry bones and fossils is cut short. After a little more 0-19% charge.

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My daughter finally can reassemble and ride her beloved bicycle — last item packed. Mairi supplies a map, then she’s gone for two hours along Saskatoon’s meandering Meewasin Riverside trail. My Saskatoon experience is decidedly less active. Mairi, Trevor and I walk just five minutes to that place where good liquor stores go when they die.

5pm: Riding Mountain National Park is beautiful. In Southern Ontario, you’d have to continually refresh three screens from 6am some Wednesday in February to book such a site that early. Yet, a clear Saturday night in August with almost zero chance of precipitation, during this epoch when being outside is the safest human activity, our campground is barely populated.

Decisions made: we love Saskatchewan.

Either the Pacifica’s growing or my daughter’s stuff is settling like patio stones, but this minivan’s roomier than last week. Packing and unpacking for essentials — tents to organic free-range west-coast coffee beans — became choreographed ritual.

DAY 9: Saskatoon to Riding Mountain National Park MB — 560km Clean, charged and dry, we’re off by 11am. The charge is spent by 11:30. You get around 50km on pure electric drive with the Chrysler Pacifica Hybrid. That’s fine for most daily commuting. Provided you plan well, you could live your entire #vanlife without gasoline — unless your commute’s 560km, not 50.

DAY 10: Riding Mountain to Winnipeg MB — 270km Like much of Canada, central Manitoba’s suffered dangerous drought. Now, God’s making up for lost time, rotating biblical deluges for

days. We’d planned to camp on my friend Willy’s property just outside of Winnipeg but practically canoe to a hotel. We were also supposed to visit Winnipeg’s famous Human Rights Museum but it’s closed Sundays and Mondays. Sigh.

Maybe Ontario’s size is why, unlike every other province, many Ontarians profess zero provincial pride. It’s like being proud to be North American. Sure, we love our hometowns and country but for many Ontarians, it’s some geographic boundary whose beige offices designate liquor stores, glacial speed limits and driver’s licenses.

Mind, Winnipeg’s no washout. Willy and theMissus drive into town for a team rib dinner and DAY 12: laughs. Atikokan to Sault Ste Marie ON, aka The Soo — 900km Laughs? Willy’s the sort of person who times his jokes to send milk shooting out your nose — but if The drive between Thunder Bay and The Soo (Sault you’re with Willy, it’s not milk. Soon, my nostrils St. Marie)? Glorious! Curtains of rocky treeaching and leaking into my mask, we roll out of covered hills wantonly part for Superior Lakeside the rib-roastery, overfed, and hug our farewells. views of islands, pretty as BC’s Sunshine Coast. Really. It’s some of loveliest roadside in Canada DAY 11: but, oh, does it sprawl! Today we’re driving eleven Winnipeg to Atikokan ON — 580km hours through Northern Ontario’s rural revenge: The Pacifica enters Ontario at noon and we the antithesis of the GTA’s urban spillage. passengers enter that Stupid Torontonians’ Indeed, we’re three hours late for friends. So, I Almost-There mode. exceed the speed limit somewhat. And why not? Fools. Ontario’s huge, even by Canadian stan- The minivan boasts a hefty six-cylinder engine, dards. Kenora to Toronto is far as Toronto to and handles well in corners considering it’s Halifax! It’s ok to stop, stretch, answer nature’s long as a Stephen King audio book. (Yet, somecall and sleep. how, even weighed down with a grad student’s

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500 favourite books and commandeered by my osmium foot, it regularly produces fuel efficiency numbers in the low to mid-7s.) We go like a hockey puck!

Leaving any later than 5am would plop us in the middle of GTA traffic ugly enough to make anyone nostalgic for lockdown. So, we stay till noon and pass an active morning.

Most visitors remember Wawa because of its oversized Canada Goose statue (eat your heart out, Vatican!). Us? We got a speeding ticket.

My daughter assembles her bike and scoots to Whitefish Island, crossing those magnificent locks connecting Lakes Huron and Superior, covering nearly 30km in two hours.

Fortunately, the officer’s curious about our cross-country odyssey and its publishing deadlines. She dispenses the minimum fine with no points. “There are different speed limits in different provinces.” Ever noticed how, months or years later, good friends can just pick up where they left off? Two hours later and three hours late (#TimeZoneChangesGonnaChangeTime), we’re at Janet and Paul’s, having obeyed speed limits. Finally, the plug-in hybrid is close enough to an outlet to charge overnight, only the second occasion since Day 1. Meanwhile Paul, a dad of two and owner of a 2010 Chrysler Town & Country minivan, inspects the Pacifica closely.

Janet, Paul and I just walk their dog 1km through Algoma University campus, a former residential school. A small cemetery behind contains student graves, recent as the ‘70s. Tired as the word’s become, this summer’s unprecedented — an especially odd time to drive across Canada. Were we stupid to do this? I don’t think so. On the other side of campus, people we pass nearby socialize, laughing, in a sweat lodge.

Paul produces pizza, beer and immediately sets up an ax-throwing lane in their backyard. Next comes fun.

Noon: After yesterday, today’s eight-hour drive flies, both the worst and the best yet: worst, courtesy of the ubiquitous roadworks and exponentially growing number of boneheads the closer we get to Toronto; best because, as much as we’ve loved and learned from these thirteen days — you know, home!

DAY 13: The Soo to Toronto — 700km

8pm, we roll in: After nearly 5,300kms, my daughter embraces my wife, a long healing hug.

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FIRST DRIVE

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THE FORCE IS STRONG WITH THIS ONE 2022 CHEVROLET CORVETTE STINGRAY CONVERTIBLE

Story and Photography

Dan Heyman 103

hen I picked up my Chevrolet Corvette Stingray loaner – all swooping midengined angles and sparkling Accelerate Yellow Metallic paint – I was wearing a red, white and blue trucker-style item emblazoned with what looked like a U.S. Route 66 – yes, that one – road sign. A closer inspection revealed that while it did say “66”, instead of “route” above that it said “order” and it was then I realized I had come across a way-cool Star Wars/Americana combo. Why? Well, because, like the two divergent examples of popular American culture on the hat -- the Old Mother Road, baked into the earth below and the world of the famous space opera, many millions of miles above -- the latest Corvette is an incredibly tantalizing mix of the old and the new and a nice window into where cars are at today.

long-hooded, front-engine sports car digs for a mid-engined supercar body. It now has a perfect 50/50 weight distribution as a result, and cuts a profile unlike pretty much any American car this side of the Ford GT. It is an absolute head-turner; some people can’t believe it’s a Corvette (unless seen from directly head-on; that’s the only angle from which this looks like any Corvette you’ve ever seen), others nod with approval and recognition and still others are somewhat put-off by it. After all; when you’re a fan of a car that has pretty much become an institution, you’re not gonna necessarily love the idea of having your engine in the “wrong” place. But why not?

After all, the ‘Vette still gets a naturally-aspirated pushrod V8 good for 495 horsepower and The new, well, that’s pretty obvious. For the first 470 pound-feet of torque (that’s thanks to the time ever, the Corvette has swapped its traditional performance exhaust that comes with my car’s

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3LT Z51 package; take five off of each figure with standard exhaust), fed to the rear tires, and the rear tires alone. That means instantaneous response from the throttle, accompanied by a bloody great noise that only a V8 with quad outlet exhaust could produce. It’s a strange dichotomy, actually as the looks are modern to the point where the sound of an old school V8 seems at-odds with the environs. It seems like a car more likely to be powered by a twin-turbo V6 – yes, like that pesky Ford GT – so when you hear that V8 bellow, it really does make you stop and once again think about how different this new Corvette is.

convertible gets a power folding top that leaves occupants much more exposed to the elements. That’s great, but it’s a shame you can’t see that bloody great big V8 as there’s an unmovable firewall between the roof stow area and the engine bay. What it does mean, though, is that when the top is in place, you can hardly tell the difference between the two.

You do, however, keep the storage areas both front and back – just like in the coupe – and the rear stowage area can actually fit a set of golf clubs, even though it doesn’t really look it. You even have to firmly push the leading edge of the “frunk” down to close – you can’t just slam it Not to mention that the cockpit is ultramodern, shut – just like you would in a Porsche, though with the digital gauge cluster and central display the rear storage hatch actually gets a soft-close angled nicely towards the driver and providing feature. That’s kind of a nice, unexpected luxury a very cockpit-like feel. There’s also a head-up feature for what isn’t really a luxury car. display, because why shouldn’t there be? The It’s great that you still get plenty of storage when Corvette has had one for over a decade now. you drop the top – there’s no less in that circumIt feels a whole heck of a lot faster than nigh-on stance than there would be if you left the top in 500 hp, too, especially if you drop the top on this place, which is nice – but the bigger takeaway convertible model. A quick aside on that: yes; for those concerned with the performance of a all Corvettes can have the top removed, but the vehicle is how bereft the drive experience is of “coupe” models become more of a targa when the the creaks and rattles we’ve come to expect from roof is off, a process that is done manually. The convertibles. It’s not just that those are annoying,

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but their presence often means you don’t have wheel (shaped to not impede your vision or bump quite as much chassis fidelity as you’d get from your thighs) and everything about this Corvette the coupe. comes into focus. Not here, though. The drop feels just as rigid and athletic as the coupe, meaning you have a car that can make a reasonably skilled driver feel like a true driving star.

You do have to put up with some strangeness, though; like the coupe, the centre stack, well, there isn’t really a centre stack but a thin strip of buttons – there are 14 of ‘em, and three toggles The front end responds so well to steering inputs, – for your climate controls. It takes some getting and body roll is so minimal that it’s almost used to and errant elbows can strike the buttons imperceptible and the rear end follows the front when driving. You get used to it, but it takes awhile through turns in a wonderfully predictable and and the stand on which they sit kind of forms a tractable way. This is not a small vehicle, but it barrier between driver and passenger. drives a whole lot smaller than it looks and since There is a reason for it, though; if they wanted to you sit so low and so over the front axle (there’s keep the dash as low and out of the driver’s line no big, long engine there, remember) you really of sight as possible, then there wasn’t going to feel like you’re part of the Corvette’s footprint as be room for a typical centre stack. The drive mode you scythe your way down your favourite moun- wheel is also awkwardly placed – it sits under a tain road together. At the same time, while you palm rest, just forward of the cupholders – and know there’s lots of car behind you – they had you don’t so much spin it as bump it left and right to fit that engine somewhere, right? – you don’t to choose from between the four dive modes. feel it and I found myself often surprised when It kind of annoys me, just as reciprocating turn looking in the wing mirrors and seeing all that real signals annoy me. estate aft of my position. Not much else to complain about here, though. The one transmission choice is a paddle-oper- The latest Corvette is a massive departure from ated eight-speed dual-clutch auto, which manual previous models and it’s reached a level of dynapurists will argue that quick as it is, it’s nowhere mism never before seen from the model; not even near as immersive. from the hotted-up Z06 and ZR1 versions. That’s Perhaps not, but it is incredibly fast-shifting, saying something and while the looks aren’t for each gear a joy to bang home. Then you start to everyone, the drive absolutely should be and that steer the strange function-over-form steering counts for a whole lot at this level. 106

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TIME ZONE

ALSTA MOTOSCAPHE 120 Story and Photography

Despite their inherent connections (and enthusiast overlap), crafting a motorcycle specific timepiece is a tricky affair. “Officially licensed” and co-branded attempts often come across as nothing more than a fast n’ dirty cash grab while “inspired by” pieces can fail by simply trying too hard – “tire-treaded” rubber watch bands and “sprocket” patterned bezels do not a moto-watch make.

Matthew Neundorf

the brand didn’t survive the “quartz crisis” of the 70s and was shuttered. Fast forward some forty-odd years and the name was revitalised by Scottish watch collector and enthusiast Angus MacFayden. Debuting in 2014, their first release was a reissue of Alsta’s most famous timepiece, the Nautoscaph Superautomatic – the watch worn by Richard Dreyfuss’ character Matt Hooper in the movie Jaws.

While not designed for a fishing trip aboard the Orca in mind, the Motoscaphe is very much a dive watch. The brushed, stainless steel tonneau case measures 40mm in diameter and boasts a substantial 300m depth rating. It packs a clearly legible, high-contrast dial complete with glowing blue Super-LumiNova, shark’s-teeth markers and The Alsta Motoscaphe 120 ($885 USD) is the equally bright sword hands. The domed, sapphire latest take on the moto theme. Designed with crystal is scratch resistant and anti-reflective, input from a bonafide rider and horologist, Allen and the crown is a screw-in type. Farmelo, the Motoscaphe is a dive watch that purports to have been tweaked specifically for Of course it’s that crown – or rather the fact that motorcycle riders. As a diver, rider and admitted its installation makes this a Destro watch – that watch nerd myself, it’s the kind of niche within a really initiates this watch’s leanings towards lean niche timepiece that lands squarely in my niche. I angles. Destro, Italian for “right”, is the lingo applied to watches typically designed for lefties. had to check it out. Their Ned-Flanders-friendly crown placement If the Alsta brand isn’t readily familiar, know that means that, when worn on the right (or destro) its origins trace back to the 1960s where its wrist, the dominant hand can be called into action timepieces were designed as affordable, rough to wind and set things without having to doff and tumble mechanical tool watches. Sadly, said timepiece. Except in this case, the 9 o-clock There are, of course, some standouts. Seiko’s partnership with Giorgetto Giugiaro on their Spirit “rider’s chronograph” jumps to mind and I’ve ridden just about everywhere with my Omega Speedmaster Professional sitting proudly and comfortably on my southpaw.

crown placement was chosen for other reasons; so that it wouldn’t poke into a rider’s left hand while bent and gripping the handlebars while out on a ride.

day. Typically the NH35A also packs a date-wheel – it would usually appear at the 3 o’ clock position – but in spinning the case around to achieve the destro execution, it was not included here.

Other tweaks deviating from true dive-watchdom lie in the use of a not-so-seaworthy leather strap (more on that later) and a bi-directional, 12-hour bezel. Instead of timing a deco-stop, a rider on the lam can quickly make adjustments to track a different time zone or simply track time spent in the saddle. Even if you’re not a motorcyclist, this feature is handy for travellers of any sort.

The only real let-down with the overall package was that the black leather Monza strap that it ships on just isn’t very good. It’s thick, stiff, feels a bit cheap and there weren’t enough adjustment holes for me to get a secure fit on my 7-inch wrist. Combine that with the relatively tall 16.2mm height of the watch and, even if fitted properly, it can wear a bit clunky. But I wouldn’t say that that’s enough to dissuade any prospective buyers, because the Motoscaphe is something of a strap monster. The vintage dive watch aesthetic and minimalist black and white dial looks good riding on everything from milanese mesh to Natos to bunds. In my weeks with the Motoscaphe I changed things up constantly and found not only did it have chameleon-like abilities to blend, but the thinner straps helped hide its height.

And finally, gracing the lower section of the Motoscaphe’s dial is the unique text that reads 176 ft = 56.3 m / sec, which represents an equation denoting 120 miles-per-hour – the speed at which Farmelo channels Hunter S. Thompson’s claim of when “the strange music begins” while piloting a bike. It’s a playful touch and a neat riff on the typical depth rating that would otherwise occupy that spot. It’s a bit of an inside joke that certainly makes me smile more than frown, despite some pedantic difficulties (The “equation” is flawed because distance does not equal speed! 176 ft/sec = 120mph would have been a more accurate stab at this). Keeping track of those elapsing seconds is the rather workaday Seiko calibre NH35A. Found powering the wares of numerous microbrands, the 24-jewel, automatic movement is robust and reliable (it is essentially an unbranded version of the movement that powers many of Seiko’s Prospex line of divers). It has a 41-hour power reserve, boasts a hacking seconds feature (the seconds hand stops moving when the crown is pulled out) and is accurate to within -20 ~ +40 seconds per

All combined then the Motoscaphe is a sturdy, quirky and somewhat unique tool watch. The brand certainly has an interesting backstory and the details have been well thought out and interestingly executed – even the leather case it ships with was made to double as a home for sunglasses while on the road. I’ve personally never had any major issues with crowns digging into my hand while riding, but destro watches – especially at this price point – are as rare as unmolested Honda CB750s these days. Even without its ties to Jaws, the modifications made to have the Motoscaphe dip toes in the worlds of both water and oil give it character that lies beyond what you see at first blush, whether you are a motorcyclist or not. 109

GEAR UP!

WHAT’S NEW FOR SUMMER Story

Benjamin Yong

he cold weather is behind us, birds are chirp- BLUE TIGER SOLARE HEADSET ing and convertibles slowly make their return A CES 2022 Innovations Award to the road: spring is upon us. Whether you have honouree, the Blue Tiger Solare is plans to hop in the car for a top-down weekbeing touted as the world’s first end getaway or simply spend some quality time solar-powered Bluetooth headindoors during spring break, check out the latest set. Designed for professional and greatest gear below to help you make the drivers, commuters, customer most of the sunnier weather ahead. service representatives, office workers and everyone in between, FUJIFILM INSTAX MINI EVO the magic is in the special flexAuto enthusiasts are quite familiar with hybrid ible Powerfoyle solar cell vehicles, but what about hybrid instant cameras? headband. Thin and lightweight, it Fujifilm just released its mini Evo continuously charges the device when capable of both producing the exposed to a natural or artificial light source never signature miniature photos on needing to be plugged in. the spot, and letting users review shots on the rear three-inch LCD Comfortable for extended periods of use, there’s screen and apply 100 combina- a single ear cup and swivelling microphone. Taking tions of various digital effects advantage of Bluetooth version 5.1 for easy pairing — like “Light Leak” and “Retro” and more stable connections, physical buttons — prior to printing on the standard are found on the side to control volume and intercredit-card-sized film that is ejected act with Siri and Google Assistant allowing safe, from the side. Exposure resolu- hands-free communication to carry out tasks — tion has doubled compared to previ- say, while driving. In addition, Solare boasts noise ous models translating into much higher quality cancellation properties so audio comes through pictures. clearly. The mostly plastic black and silver body is quite compact measuring 123 by 87 millimetres, and is styled after analog cameras of old offering an undeniable nostalgic aesthetic. The dials and lever are all functional and a tripod mount is installed on the side. A complementary mobile app turns the mini Evo into a smartphone printer, and also possesses a “SAVE PRINTED IMAGES” mode so photographers can decorate previously created snaps and then share them to their favourite social media platforms.

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LOGITECH G923 TRUEFORCE SIM RACING WHEEL Just because you’re taking a load off at home doesn’t mean you should be deprived of feeling the thrill of the open road. Enter the Logitech G923 TRUEFORCE Sim Racing Wheel. Taking sim racing to the next level, this rig has a next-generation force-feedback system relaying the feel of high horsepower machinery right to your hands, via built-in motors that match the in-game physics of compatible titles like “Dirt Rally 2.0” and

“Gran Turismo Sport.” And it’s still a blast playing the dozens of nonTRUEFORCE hits from the Project Cars series to the various iterations of Forza. Did I mention the setup looks gorgeous? The brushed steel wheel, complete with metal paddle shifters, blue centre stripe and LED rev indicator, is covered in soft leather and houses all the necessary controls on the spoke sections. Programmable dual-clutch launch assist gets racers off the line quickly and cleanly. And a set of polished pedals are included, utilizing a progressive spring-equipped brake pedal adding a realistic response when depressed. The G923 is available for Xbox One and Series X/S, PlayStation 4 and 5 as well as PC. INNOCN 27C1U 27-INCH 4K MONITOR You won’t want to be engaging in virtual motorsport on any janky old display. Instead, plug your hardware into the new INNOCN 27C1U 27-inch 4K monitor. Producing a maximum 3840 x 2160 resolution and featuring high dynamic range and low-blue-light technology, the resulting visuals are bright, colourful and lifelike and won’t cause eye strain after long gaming sessions or a full day of work. Hidden integrated five-watt speakers eliminate the need to connect an external speaker, though doing so is suggested if you really want to crank the volume up. No tools are required to install and remove the adjustable stand, which can accommodate wire management through a centre hole. Behind the unit is a panel accepting a variety of inputs such as USB A, B and C, HDMI, DisplayPort and auxiliary covering all the bases for computers, consoles and more. The chunky plastic frame feels quite robust, and the whole thing is compact enough to pack up and transport in the back of a vehicle for those wishing to take the 27C1U on vacation.

QUIETON 3 SLEEP EARBUDS Nothing is worse than lying in a hotel bed at night, kept awake by unfamiliar sounds and/or noisy neighbours. Finnish electronics company QuietOn provides a solution, recently introducing the world’s smallest active noise cancelling earbud in the QuietOn 3. Smaller than Apple AirPods and its predecessor the 2, there are no buttons to press, Bluetooth or music playing option — they’re manufactured purely to aid restful sleep and are quite good at that. Simply taking the pair out of the sleek white and aluminum charging case turns them on. Choose among four differently sized foam tips and place the buds in ear to block out low-frequency sounds including appliance humming, airplane engine whine and snoring, but not important high-frequency ones, for example a baby’s cry or clock alarm. The clever design doesn’t poke out as conventional earplugs do, won’t fall out accidentally and works even for side sleepers. A full charge yields up to 28 hours of use. KINDLE PAPERWHITE SIGNATURE EDITION BY AMAZON E-readers have come a long way since arriving on the scene nearly two decades ago. Amazon’s newest top-of-the-line Kindle Paperwhite Signature Edition is proof, cramming a whole lot of tech into a super slim eight-millimeter-thick slab. Although the screen is now brighter and larger at 6.8-inches, battery life has increased to an impressive 10-weeks before needing a top up via a USB-C cable or, for the first time, a Qi wireless charger (sold separately). The level of shade warmth may be customized to suit reading at different times of day or night. The Signature also features an auto-adjusting light sensor to seamlessly transition from use outdoors to indoors and vice versa, and a big 32 GB of memory enough to hold thousands of books. And, rated at IPx8 waterproofness, this K i n d l e can accompany you on virtually any adventure to the pool, beach or bathtub. 111

GEAR UP!

BOYS AND THEIR TOYS LEGO PORSCHE 911 TURBO

Story Jeff Voth

he desire to build with LEGO blocks is something that, for those who enjoy this sort of leisure activity, never goes away. For most of us, we start out young, building small towers then graduating to cities and eventually famous movie collectibles like the Millennium Falcon. As a child, it is one of the most fascinating ways to create and explore a world you build with your own hands and a strong imagination. As we reach our teen and eventually adult years,

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Photography Kristine Lee the desire to create from blocks doesn’t leave us, it just looks for new and challenging ways to fuel our passion. Understanding this, LEGO has developed a series of adult projects such as the classic Porsche 911 Targa and Turbo you see on these pages. The winner of our latest Creator Expert kit is Kaleb, a 16 year-old LEGO enthusiast who took on the challenge to build the Porsche 911 Turbo in one sitting. Fully dedicated to the task, it took him a mere 6.5 hours to complete. We’ll let pictures tell his story.

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EXIT LANE

he Radford connection with Lotus goes back to the very beginning - both firms started out in the same year – 1948. In the Sixties, Radford created 20 exclusive variants of the Lotus Elan - arguably the most famous Lotus of all time. One was owned by double F1 world champion Jim Clark, widely regarded as one of the greatest drivers of his generation. Six decades later, Radford has returned. Our close-knit and passionate team comprises of Jenson Button, Roger Behle and myself. We share a dream to revive the art of coachbuilding, and the legendary Radford name, for the 21st century.

sive access to the production facility of the Lotus Exige, the platform on which the Radford Type 62-2 is based. We worked closely with Lotus throughout the development of the car, including sharing intellectual property from the original 62, plus the very latest technologies to support the manufacture of something that delivers the purest possible driving experience.

In 2021, we partnered with iconic British sportscar manufacturer Lotus and began work on producing the last ever petrol-powered Lotus supercar - and the first Radford built in decades: taking Unlike traditional coachbuilding, which focused inspiration from the Type 62 built in 1969 we on making bespoke bodywork and interiors, we’ve built the Lotus Type 62-2, Coachbuilt by Radford. deployed state-of-the-art technology throughout the build. The documentary deconstructs Not only that, we’ve documented the entire this painstaking process, including the fabricafascinating journey of rejuvenating the Radford tion and tuning of a bespoke extended chassis, name, launching a new, luxury automotive brand suspension system, and new carbon fibre exteand the relationships that grew among the team rior and interior for the Type 62-2, to ensure the along the way. Radford Returns on Discovery supercar remains true to the stunning proporNetwork is the result. tions of its namesake. The feature-length documentary made its debut on the Discovery+ streaming network earlier this Radford Returns marks the culmination of the year. It candidly follows the entire project from Radford Type 62-2 project, including the world’s inception to revealing the car and driving the first first-ever footage of the John Player Special incarnation of the Lotus Type 62-2, giving unfet- Type 62-2 being driven at the Lotus test track by tered access to the people and the technology Jenson Button. behind the design, the build and the development This rekindled collaboration with Lotus united of our new, ultra-limited supercar built for the more than seven decades of world-class Lotus exacting standards of a global clientele. engineering with a thoroughly modern twist on We were lucky to have an extensive archive of Radford coachbuilding. Just 62 cars are being rare footage to help tell the history of the original produced, and each will be unique and tailored to 1960’s Lotus Type 62, and we were given exclu- the exact specifications of the customer.

Ant Anstead Contributor | VICARIOUS

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Adventures this epic usually involve a wizard or some sort of ring. It’s a different world up here. Learn why at travelyukon.com/summer

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