rpm-aug-sept-issuu2012

CONTENTS

Fun is Back

Scion introduces it’s all-new FR-S..pg 12

ALSO INSIDE: Performance Taking it off the track just isn’t enough for some ..pg 43

Ford’s Angry Vehicles The GT500 and Boss 302 ...pg 16

BMW 528i How will the BMW faithful react to a 4-cylinder 5-Series? ...pg 19

Plugged in

The big three and beyond...pg 40

EVO IX GSR Ali Zafar’s ninthgeneration EVO IX GSR ...pg 36

rallying greats

We take a look at two rallying greats...pg 49 Starting Lines--------------------------------------------------------------- 4 Road Test: Nissan 370Z -------------------------------------------------- 21 RPM Test Fleet------------------------------------------------------------- 24 Road Test: BMW 750i xDrive -------------------------------------------- 25 Road Test: Hyundai Elantra ---------------------------------------------- 26 Road Test: Buick Regal eAssist------------------------------------------ 30 Greatest Roads #18------------------------------------------------------- 32 The Truck Guy-------------------------------------------------------------- 35 Classic Corner ------------------------------------------------------------ 51 New Product Showcase-------------------------------------------------- 52 Parting Shots -------------------------------------------------------------- 54

1956 Ford Pickup Gord Koropchuk’s 1956 Ford Pickup...pg 46

RPM Aug / Sept 2012

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Volume 14, Issue No. 4 August/September 2012 Publisher / Editor: Dean Washington dean@rpmcanada.ca Associate Publisher: David Symons david@rpmcanada.ca Advertising Inquiries: sales@rpmcanada.ca Circulation: Brenda Washington brenda@rpmcanada.ca New Car Editor Gerry Frechette gerryf@rpmcanada.ca Editorial Coordinator / Graphic Designer Jordan Allan jordan@rpmcanada.ca Sales & Marketing Elaine Fontaine elaine@rpmcanada.ca

Scion Tuner Challenge is Back, This Time They’re Going Racing Scion has announced the selection of three teams to compete in the FR-S edition of the Scion Tuner Challenge, which will test their talents to build the FR-S into a competitive racer over the next year.

The teams have each been provided $15,000 in cash and an all-new 2013 Scion FR-S with which to work.

Over the next year, they’ll be using their talents and resources to customize their sports cars in preparation for 11 different competitions, ranging from Autocrossing to Ice Racing. On August 26, the teams will participate in an autocross challenge in Toronto, the first of 11 different competitions that will be followed by the second event – driving skills – on September 2 in Montreal. Two more challenges will be held in Alberta in October, with the remainder taking place in Montreal, Vancouver and Toronto, between January and August of 2013. The three teams competing in the challenge are Top Tuner of Ontario, VCMC from British Columbia and Swag Racing from Quebec. Follow the progress of the three teams, as well as the ensuing competitions, by visiting www.tunerchallenge.ca.

Gymkhana 5 Gets Nine Million Views in First Two Days Yes, the good Mr. Block is at his old Hoonaganisms once again.

This year sees the Monster World Rally Team driver attack the unsuspecting streets of San Francisco in a gloriously violent montage of tire, differential, engine and GoPro destruction. The series has become such a magnet for the motorsports and hooning crowd that the video has seen over nine million views in only the first two days it’s been posted to You Tube. Along with the highly-prepped

Controller: B.M. Walker Contributing Writers/Photographers: Jordan Allan Gerry Frechette Cam Hutchins Dave MacKinnon Nigel Matthews Russell Purcell Budd Stanley David Symons

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STARTING LINES Ford Fiesta that Block performs his stunts in, Ford is quick to point out that the Fiesta was not the only high-performance Ford used in the shooting of the online film, and that the upcoming Focus ST played an instrumental part in reconnaissance of the course.

To see the action, search “Gymkhana 5” at YouTube. com to see what all the fuss is about.

Mercedes-Benz opens the world’s first facility dedicated to the production of fuel cell stacks Canada, and more specifically Burnaby, B.C., has scored a major coup with the recent opening by Mercedes-Benz Canada of the world’s first and only automated facility dedicated to the production and

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RPM Aug / Sept 2012

technology development of fuel cell stacks. The plant’s opening, near the original Ballard facility that pioneered fuel cells in the 1990s, is a big step towards the commercialization of fuel cell technology. The first automated fuel cell stack was produced there on June 7. Following the optimization of processes, it is expected that full-series production will commence shortly. In addition, another important parallel mandate of the new facility will be continued research that is focused on the development of future generations of fuel cell stacks. It may be a few years yet before you can buy a production fuel cell vehicle at your local Mercedes dealer, as the costs have to be brought down closer to the level of the various hybrid technologies, and the hydrogen refueling infrastructure has to be developed.

Manufacturers Jumping on Apple’s Siri, Unaware of Steering Wheel Button Apple is reporting that Toyota, Honda, and General Motors have confirmed they plan to integrate Siri, Apple Inc.’s voice control technology used on the iPhone, into connectivity systems of upcoming vehicles. Apple executives have

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also commented that five other automakers – Chrysler, Mercedes, Audi, BMW, and Jaguar/Land Rover – have agreed to use Siri in their entertainment systems that will allow drivers to make calls, dictate text messages, look up directions, and use other Siri functions by plugging their iPhone into a USB cable in the car. Apple announced that all nine automakers have committed to introducing a special Siri button into their upcoming vehicles, allowing you to activate your voice-controlled assistant without removing your hands from the steering wheel. However, it seems the company forgot to tell some of those manufacturers about its plan. Many of the aforementioned carmakers knew little of the additional button due in their upcoming models. The Eyes Free feature will be released as part of Apple’s latest version of its mobile operating software due out this fall.

this earth. One of those cars is the iconic 1968 Ferrari 275 GTB4.

McQueen’s GTB4 started off its life as a coupe as pictured here, but after the car had changed hands, the owner decided it would be a good idea to chop the roof off. Really, they chopped the roof off a 1968 275 GTB4? Anyways, the current owner of the car shares our disgust and the car is currently on its way back to Marenello, where it will get the full restoration and certification at Ferrari’s Classiche department that provides such services directly from the factory. The roof will be rebuilt and the car returned to original factory specification before returning to its current owner. No doubt, this will be one expensive job.

Audi Dominates Le Mans, Toyota Shows Promise For the eleventh time in the last 14 years, it was Audi that stood Ferrari To Restore McQueen’s Old 275 GTB4 atop the podium at the end of the 80th running of the world’s most It’s a well-known fact that Steve McQueen was a car nut. He col- significant and prestigious endurance race, the 24 Hours of Le Mans. lected an impressive aray of classic automobiles during his time on Piloting Audi’s all new R18 e-tron, drivers Marcel Fässler, Benoît Tréluyer, and André Lotterer go down in the record books for being the first to win at the wheel of a hybrid-powered vehicle as well as one with a four-wheel drivetrain. The iconic event also saw the return of Toyota, also running hybrid drivetrains. The Toyotas proved competitive in their first trip back to Le Mans since 1999, renewing an old rivalry that started with a GT-One beating the old Audi R8R in 1998. Let’s hope the Toyota-Audi rivalry becomes as epic as the battles that ensued when Peugeot was racing.

Capone’s 1928 Armored Caddy Going to Auction With all the talk of famous cars owned by famous people, it wouldn’t be fair to let this one go unnoticed. The wheels once owned by Al Capone himself will be auctioned on July 28 at the RM St. John’s sale in Plymouth, Michigan, prior to the Concours d’Elegance of America. The armored 1928 Cadillac, sold for US$621,500 just six years ago, is a testament to the mafioso’s legend with 2.5 cm-thick window glass and a rear window that folds down to accommodate

RPM Aug / Sept 2012

STARTING LINES ber jury yet – it is in essence an eligibility list. Later this autumn, when jurors have driven the vehicles and have a clearer picture of which models deserve further consideration, an initial round of voting will be held. The contenders for the award currently include the Acura ILX, BMW 3 Series, BMW 6 Series Gran Coupe, Cadillac ATS, Cadillac XTS, Chevrolet Malibu, Chevrolet Spark, Dodge Dart, Ford Fusion, Ford Focus electric, Honda Accord, Honda Fit EV, Hyundai Azera, Hyundai Elantra GT, Lexus ES, Lexus GS, Lexus LS, Lincoln MKZ, Mercedes SL-Class, Nissan Altima, Nissan Sentra, Porsche 911, Porsche Boxster, Scion FR-S, SRT Viper, Subaru BRZ, Tesla Model S, Toyota Avalon, Toyota Yaris and Toyota Prius C. Mickey Thompson Gettin’ All Social Mickey Thompson Performance Tires & Wheels is announcing the launch of a new company Facebook page featuring all the latest company, product, racing and event news with tons of photos, acbackseat gunmen. Although the big car once carried some 1,360 cess to video and YouTube, fan postings, industry news and fun kilograms of asbestos-wrapped steel plate in its body panels, most of that armor was removed when the car was first restored some 50 years ago.

North American Car of the Year Long List Announced We’re a long way from the 2013 North American International Auto Show, due in January in Detroit. However, at this show, a rather prestigious award is announced and the Long List for the North American Car Of The Year Award has just been published.

The Long List is so named because it functions as an all-encompassing roundup of new or substantially changed vehicles that will debut in time to be considered for the annual awards. Some of the vehicles may not have even been driven by the 50-mem-

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facts. The new Facebook page, launched at the end of June, can be found at http://www.facebook.com/MickeyThompsonTires. Watch for updates on the historic Challenger 2.5 Project, and preparations for the company’s 50th anniversary celebration.

Infiniti EMERG-E Becomes Reality It’s not often that a concept car gets transformed into a work-

STARTING LINES ing demonstrator, but that’s exactly what Infiniti has done in conjunction with the UK Government’s Technology Strategy Board (TSB). Working closely with the TSB and several engineering partners, EMERG-E has become a reality. Boasting an array of new technologies that the brand will adopt in future high-performance cars, Infiniti EMERG-E also provides a fresh expression of Infiniti’s design language applied to a high-performance, mid-ship sports car for the first time. The demonstrator car features twin electric motors generating 402 hp, making EMERG-E capable of accelerating from 0-100 km/h in just four seconds - and from zero to 209 km/h in a single, seamless 30 second burst. Crucially, it also operates as zero-emission urban transport over a 48-km range, and when the range-extender petrol engine, a three-cylinder 1.2-litre unit, functions in concert with its electric motors, it produces a CO2 output of only 55 g/km over a 483-km range. With all the work going into the car, let’s hope Infiniti follows Porsche and Jaguar’s lead in bringing these dream cars into reality.

THE ORIGINAL

Chrysler Canada Enjoys Best July Sales in Company History

New AND lAte moDel ApplicAtioNs: Ford,

Chrysler Canada have announced that they have just enjoyed the best July Sales numbers in the company’s history. 24,162 total vehicles were sold by the company in July marking it the 32nd consecutive month of year over year sales growth, which itself is the longest growth streak in history. The month saw July sales records for the Ram, Dodge Journey, Chrysler 200, and Fiat 500 as well as an all-time sales record for the Jeep Wrangler. The Ram pickup and Dodge Grand Caravan are currently the #2 and #3 best-selling vehicles in Canada which certainly helped increase the sales numbers.

Chrysler also announced that they have already sold 154,448 vehicles in Canada this year which marks a 7% increase over the same period in 2011 and is the best sales start to a year since 2000

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The Return of Fun

Scion FR-S is a driver’s dream Story by Budd Stanley, photos courtesy of Scion Canada

S

cion has been pumping up the highly anticipated arrival of the FR-S for quite some time now. They’ve even been so bold as to liken the new car to the iconic AE86, the chassis code for the Corolla GTS built from 1984 to 1987. That is quite ballsy, as the AE86 was the definition of a driver’s car, maybe not terribly powerful, but a raw, unimpeded and communicative chassis mated to a screaming Yamaha-designed 1.6-litre four-pot directing its anger to the rear wheels without the assistance of any driving aids.

People who bought GTSs were drivers and passionate about becoming one with their machine in the pursuit of a perfect lap, or a joyful jaunt into the hills. However, very few cars today can offer such unabated interaction with the driver. The only cars I’ve driven in the last half decade that I would rate as truly fun cars are the manic Ariel Atom, Porsche Cayman R, Lotus Elise, Mazda MX-5 and the late RX-8, may it rest in peace.

There is likely no other automotive journalist more qualified than I am to accurately expose the FR-S for what it really is. I’ve not only owned the original AE86, I’ve also raced it in several different motorsport disciplines. I have an emotional investment with the AE86 and I don’t take Scion tossing around the AE86 name lightly. My expectations for the FR-S are high, higher than most, so you’ll likely ask, does the FR-S live up to my expectations? In one word, yes!

12 At The Wheel RPM Aug / Sept 2012

This is a relief, because I really wasn’t sure if Scion had it in them with the demands of today’s markets. While the tC is a great performer, it’s no AE86, and the rest of the Scion lineup is for a different customer, more in tune to aesthetic impression rather than performance. The FR-S, I’m glad to say, is a driver’s car, a car that will take on the MX-5 face to face.

The key to building a fun car is not about power, speed and handling, it’s about a car that communicates well with the driver. A well-communicating vehicle will easily become an extension of the driver’s limbs, allowing them to feel everything that is happening at the wheels through the steering wheel, pedals and seat. A low seating position, good outward vision and a chassis that is light, has a low centre of gravity and out-performs the powertrain and tires makes a car fun to drive even at slow speeds, all of which Scion has achieved.

The interior is cheap and for two adults only, but a great seating position and driver interaction disguise its downfalls.

Inside, the FR-S doesn’t feature a minimalist interior pure racers may want, but it is a great mix of functionality and business.

The seats, while looking fairly cheap, are very comfortable, will hold your body in place and meld you into the car along with a dash that encases the driver nicely in a cockpit feel, but not too claustrophobic. The gauge cluster has the tach mounted front and centre, featuring a digital readout giving speed, gear and a scrolling screen of other not-so-vital information. An analog speedometer and engine temperature and fuel level gauges sandwich the tach, but it would be nice if Scion offered another

It’s not easy to build a fun car in this day and age, but it seems Toyota remembered the good ol’ days of the MR2, Corolla GTS and Supra.

14 At The Wheel RPM Aug / Sept 2012

couple of gauges for oil pressure and amperage like the old cars.

True drivers want to see the vitals of the car in real time, not deal with a questionable warning light.

The interior is well-designed and emits a sporty atmosphere, covered in a mixture of nice soft-touch materials layered on top of cheap hard plastic. There are rear seats, kind of, but the FR-S should be considered a two-seater. Having said that, the rear seat does fold flat, allowing the trunk to swallow four full size tires and a tool kit, which will be a real hit with the Slalom crowd.

No hints of understeer, the tail-happy FR-S uses lessgrippy tires that increase the fun factor.

Scion has partnered with Subaru, a company that knows a thing or two about building engaging vehicles, to share a very capable 2.0-litre flat-four boxer outfitted with Toyota’s D-4S injection system also found in the IS-F. All 200 hp and 151 lb-ft is directed to a rear Torsen Limited Slip Differential via a close-ratio 6-speed manual or automatic transmission. The beautiful thing about a boxer engine is the low height of the engine itself. The top of the intake manifold is as high as the top of the tires, giving the FR-S an extremely low centre of gravity, outperforming the GT-R and Cayman. Match that with a tight 13:1 steering ratio, 53/47 front/rear weight distribution and good firm suspension, and the FR-S is absolutely telepathic in the corners.

SPECIFICATIONS MSRP: .....................................................................................................$25,990 Price as tested: ...................................$27,685 plus undisclosed Freight and PDI Layout: . ............................................................ Front Engine – Rear Wheel Drive Engine: . ...........................................................................................2.0L flat-four Transmission: .............................................6-Speed Manual, 6-Speed Automatic Curb weight: ...........................................................................................1,251 kg Fuel Efficiency (city, hwy, com.): . ............9.6L/100km, 6.6L/100km, 8.2L/100km

Lapping Autodrome St. Eustache until Scion had to physically remove me from the premises, the car met all my expectations in terms of performance and handling. It really does reward skillful driving, while being very predictable at the same time. As I mentioned, communication is key, and the FR-S just won’t shut-up.

Turn-in is sharp and trail braking will have the back end step out in a calm and controlled manner. Gather it all up by rolling onto the throttle to transfer weight to the rear for speed, or stand on it and steer into a gloriously controllable slide. With nothing more than a set of R-compound tires, the FR-S will be devastatingly fast in its weight class and will soon be the darling of the motorsport scene.

So who will this car be for? Well if you want to be a bench racer, quote numbers to your other poseur friends in the bar and own a car that you’ll never be able to push the limits in, you need not apply.

If you are a driver at heart, want a car that is not a performance demon but brings back the joy of driving a winding country road, the pleasure of playing with limits of adhesion on the track, the FR-S is likely the best bang-for-the-buck option on the market at $25,990.

My only real complaint – why did it take so bloody long?

Regardless, thank you Scion, thank you for not disgracing the AE86 name and for remembering what fun really is.

At The Wheel RPM Aug / Sept 2012 15

ROAD TEST - FORD’S ANGRY VEHICLES

Scary Fast

Ford’s angry twins, the GT500 and Boss 302, are a one-two performance punch Review by Budd Stanley, photos courtesy of Ford Canada

C

alabogie Motorsports Park near Ottawa is a fantastically technical road course full of high-speed bends, large undulations and blind turns. It’s not the type of course you go out and learn in a couple of laps; it requires several slow laps at a mentality that leaves a large margin for error. Pulling out of the pit lane at the wheel of a 662-horsepower Ford Mustang Shelby GT500 for the first time ever was a recipe for disaster.

I’m sad to say that I’ve never had the pleasure of piloting a GT500, making the shock of being catapulted out of the pit lane into turn one all the more violent. With equal ferocity I stomp on the brakes for a tight turn two, kicking both my liaison and I hard into the seat belts, then to the left as I hug the inside curbing on apex. I roll onto the throttle with the utmost of kindness and respect yet the beast is desperately trying to break its chains, which in this case come in the form of nine-anda-half-inch-wide Goodyear F1 Supercar G2s and a good helping of sport traction control.

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The forces the GT500 put on me are immense, my senses bombarded by intensity of speed, power and control. Corners flash by in a blur. Before I know it, the speedo shoots past 180 km/h coming into an unknown blind right hander. But hey, that’s child’s play; this car is good for 325 and the GT stays planted all the way to the braking zone. I drop the car on its nose once again, no fade, and heal-toe two gears out of the close-ratio 6-speed Tremec. It turns in with no sign of understeer or trail-braking oversteer. I’ve heard journalists complain about the old GT500’s on-track manners in the corners, and this new brute still needs to be manhandled, but it will comply with its orders thanks to new electronically-adjustable Bilstein shocks and aggressive sway bars. It’s just about keeping all that power in check, and getting it down to the road.

After several more runs with V6 and GT ‘Stangs, I was ready to tackle Calabogie with another of Ford’s weapons, the Boss 302. What the Boss lacks in power is easily made up with its tarmac-tearing handling and braking, and let’s face it, 444 horsepower isn’t exactly a handicap at most track days. What makes the Boss so great is the way it talks to you; it’s always communicating what the chassis and tires are doing. I launch back out onto course with purpose, ready to do battle against the track once again. But this time, I’m ready, and the more natural abilities of the Boss have me clicking off blindingly fast laps. The Boss is alive underneath me, eager to attack every corner, and we’re talking the same language. Very quickly, I start to feel a part of the car, easily rolling in just enough throttle, finding just enough cornering grip to keep this angry Ford from spinning off into a rather solid looking wall. It’s fighting back like the GT500, but just enough to equal my talent to fight back to create a marriage of speed and precision. The Boss lights up Calabogie and all too soon I’m waved off. Not even Tyson could knock this smile off my face.

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ROAD TEST - FORD’S ANGRY VEHICLES SPECIFICATIONS Shelby GT500 MSRP: . ................................................................................................ $61,669 Engine: .......................................................................... 5.8L Supercharged V-8 Power: . ...................................................................................662 hp, 631 lb-ft Transmission: . ................................................... Close Ratio Six-speed Manual Fuel Efficiency (city, hwy): ...................................... 13.9 L/100km, 8.3L/100km Mustang BOSS 302 MSRP: . ................................................................................................ $48,799 Engine: ................................................................................................ 5.0L V-8 Power: . ...................................................................................444 hp, 380 lb-ft Transmission: . ................................................... Close Ratio Six-speed Manual Fuel Efficiency (city, hwy): ..................................... 13.6 L/100km, 7.8 L/100km

vide a rush to the senses, keeping you constantly on edge ready for disaster, but constantly implore you to test both yours and the Is it as nimble or surgical as a Porsche, does it have the poise of car’s limitations. They are not for everyone, they are raw, they’re a BMW? No, it opens doors with a hammer and is loud and obnox- brutish and they’ll rip your head, but if you can’t stand the heat, ious in the way it does its business, but it gets the job done just I’m sure GM will gladly sell you a Camaro ZL1. as well, and at a mere $48,799, it does it at nearly half the price SPECIFICATIONS: of the top level competition it has barged itself into.

Shelby GT500 When it comes right down to it, despite both cars’ dedication to MSRP: $61,669 performance, they do garner a different crowd. The GT500 is more Engine: 5.8L Supercharged V8 for the power connoisseur, a person who wants to show off the Power: 662 hp meanest car with the biggest numbers and likes to go out and get Torque: 631 lb-ft ignorant with their tires once in a while. While pretty good on a Transmission: Close Ratio 6-speed Manual road course, it’s still more of a dragster and offers an environment Fuel Efficiency (city, hwy): 13.9 L/100km, 8.3L/100km that still lends itself to daily driving. The Boss, on the other hand, offers a more raw performance experience. It’s for the driving en- Mustang Boss 302 thusiast who will do some track days and still wants to feel a car MSRP: $48,799 Engine: 5.0L V-8 that is alive underneath them in everyday situations.

Power: 444 hp I’ve never really liked Mustangs; they’ve always had good power, but lousy handling and even worse braking matched with an interior that I’ve never really felt comfortable in, but the new breed of ‘Stangs are slowly starting to win me over. Great new looks and now these two high-performance twins have shaken my beliefs of what a Mustang was capable of. Both the Shelby and Boss pro-

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ROAD TEST - BMW 528i xDRIVE

Time Will Tell

BMW introduces a 4-cylinder engine to the 5-Series Story and photos by Gerry Frechette

T

he BMW 5-Series can trace its lineage back over 40 years, to the Bavaria mid-size sedan, a step up from the 2002 compact of the day. It has long been the company’s standard-bearer in the luxury sedan class, and has set the standard for driving dynamics and enjoyment in a sedan all that time.

528i so flexible around town. The twist is available as low as 1,250 rpm, all the way up to 4,800, so that power is available at any time.

This is all put to good use by the eight-speed automatic transmission (strangely, for BMW, a manual is not available, although it is behind the six and V8) that quickly and smoothly chooses the optimal gear to be in. The entire combination, which on the xDrive includes allwheel drive, is a refined and seamless performer, and it would be the serious fan of the straight-six that would not conclude that the four is perfectly adequate for all normal sedan usage in this day and age.

One would just have to come to terms with driving a four-cylinder German luxury sedan (something we will be doing more and more of) and how you would explain it to your friends, and not driving the iconic straight-six.

Part of the 5-Series’ DNA has been the iconic BMW straight-six engine in its many incarnations, and one is still available in this newest generation. A V8 has been available, too, for many years. But the trend these days is towards fuel economy and low emissions, and BMW is at the forefront of the development of efficient four-cylinder engines that are finding their way into various models. And, with this newest generation 5-Series, the base 528i model is now equipped Performance by the numbers, provided by BMW, show 0-to-100 km/h of 6.6 seconds (versus 5.9 for the six) and fuel consumption, with – wait for it – a four-cylinder engine. city-highway, of 8.8/5.9, very impressive for a luxury sedan (versus We first tried the new Twin Power engine in an X1 CUV last year, and must say we were very impressed with its performance, much more so, relative to other fours on the market, than we were in the mid-1990s with BMW’s previous attempt at a four-banger, which was among the less-refined such engines at the time.

In any case, when it came time to drive the 528i with the four-cylinder engine, we have to admit that we approached it with a bit of doubt as to how we would like it, having been so attuned to the smooth silkiness of the various sixes in the 5-Series. Would it be worthy of the long heritage of performance and smoothness established by the sixes and V8s?

There are, as always, two ways to look at this – objectively and subjectively. By the numbers, looking at the specifications, the 2.0-litre four doesn’t give up much to the 3.0-litre six, with 241 horsepower versus 300, and 258 lb-ft of torque versus 300. That torque number is impressive enough, but it is how it is generated that makes the At The Wheel RPM Aug / Sept 2012 19

ROAD TEST - BMW 528i xDRIVE shows things like bushes and curbs that the car is near. Couldn’t figure out that one...the invisible camera constantly hovering above. How to amaze your friends, and it is useful, too.

The Premium Sound Package was well worth the $1,200 cost, as it has a 600-watt amp with Dolby Pro Logic driving through 16 speakers, and the sound is unreal. Not that BMW has an exclusive on high-end audio, but like we always say, when it is available, it is a no-brainer to get.

It also had the Navigation Package ($2,000), which we didn’t delve too deeply into, but which comes with voice recognition, a DVD drive and 80 GB hard drive, so it is useful for music library storage. And finally....heated rear seat. Nice to have in all sorts of situations....

We must make mention of the new design of the 5-Series. Like many, we were not big fans of the quirky last generation with its odd details, but all that has been dealt with, and the 5 is back to being an object of desire, and what a BMW sedan should look like - purposeful, elegant and 9.7/6.6 for the six). So, it has enough acceleration to feel punchy, and perfectly proportioned. not-bad consumption for a fairly large sedan. The on-board computer showed consumption of 11.4 in mostly urban use, though, with a light Now we’ll see how well a four-cylinder 5-Series is received by the BMW foot. In any case, it is aided by the stop-start function that shuts down the faithful. The six costs $8,000 (and some fuel consumption) more. But the four delivers very satisfying performance, to the point where the driver really engine when at rest. doesn’t miss the six in normal, real-world situations like acceleration and The interior of the 5-Series is just a delight to look at and sit in, with top- quiet, smooth running. The new four is not out of place in the 5-Series, notch materials and fit-and-finish, as one would expect. The seats, of the and certainly brings some benefits to the equation. upgraded sport variety as part of the M Sport package on our tester (and, by the way, leatherette or vinyl unless the optional real leather is specified), SPECIFICATIONS were superbly supportive and comfortable, and the overall ambiance was one of class and quality, with avant-garde design. M Sport also adds Sport Base price (MSRP): .............................................................................. $56,900 Price as tested: . ................................................................................... $66,050 Automatic Transmission with Eco Pro, Comfort, Sport and Sport+ modes, Type: ....................................................................... 4-door, 5-passenger sedan with paddle shifters, for complete control of the driving experience. Also Layout: ..................................................................................Front engine/AWD included is an 18-inch M wheel upgrade over the standard 17 that looks Engine: ...............................................................................2.0L DOHC I4 Turbo too small, with 245-45/18 all-season tires. Cost is $3,500.

Transmission: . ..............................................................................8-speed auto As is typical of press cars, ours was fairly “loaded,” and beyond M Sport, it had the Technology Package ($1,900), with perhaps the most unfathomable feature on the car, what BMW calls Surround View, which is like a video camera mounted about 30 feet directly above the car, that actually

20 At The Wheel RPM Aug / Sept 2012

Horsepower: . ..............................................................................................241 Torque: . .............................................................................................. 258 lb-ft 0-100 km/h: ..........................................................................................6.6 sec.

Brakes: ...........................................................Vented discs, front and rear, ABS Fuel Economy (L/100km, city/hwy): .....................................................8.8 / 5.9

ROAD TEST - NISSAN 370Z world. I was pleased to see that they are very similar in design to those of the outgoing model but now feature a twist effect that really draws the eye and suggests rapid motion. Up-rated Nissan Sport Brakes with bright red calipers (also part of the Sport Package) bring tremendous stopping power, but also help give the car some styling flare.

The fewest alterations are in evidence at the rear of the car. Buyers who order the aforementioned optional Sport Package gain a hatch-mounted rear spoiler that seems to have shrunk a little compared to the previous design, and it now sits atop four support points rather than just two. I should point out that this package also adds a slightly longer chin spoiler to the mix as well.

Refreshed and Ready to Roar Story and photos by Russell Purcell

I found the interior on my test vehicle to be a cozy affair, as I am a large-framed guy standing six-foot two-inches tall. There is more room in a 370Z than in its predecessor, the 350Z, but if I was any taller it would be difficult to get comfortable. The heated sport buckets feature an all-new design and seem infinitely adjustable via a pair of scroll knobs on the outboard side (which manually regulate cushion height), while power switches for recline and fore-and-aft positioning reside on the console-side of the seat edge. These highly supportive seats did an excellent job of holding me in place during aggressive manoeuvres, yet proved comfortable enough for long distance touring as well. Nissan’s designers paid extra attention to the driver’s seat to ensure that it was able to hold the upper body firmly, but not interfere with shifting. You will appreciate their efforts if you have ever driven a sports car fitted with an aftermarket sport seat, as you may recall how aggressive-looking bolsters and extraneous padding can sometimes restrict your ability to efficiently move your limbs.

It is hard to control a high-performance car like the Nissan 370Z with the precision it requires if your movements aren’t smooth and fluid. These new seats won’t give you the driving abilities of Nissan factory hot-shoes Michael Krumm or Satoshi Motoyama, but they do inspire confidence and you will likely see an improvement in your handling prowess.

N

The 370Z has been designed as a driver’s car, so once seated, you definitely feel like you are in a cockpit environment rather than just sitting in a car. Instrumentation is grouped together in a compact three-gauge cluster arrangement with a large tachometer taking centre stage. It also features a small digital readout to let the driver know what gear is in use and a lofty 7,500-rpm redline. A trio of secondary gauges sits atop the As in years past, the latest 370Z will be available in both Coupe and dash, angled in a manner to allow the driver to steal a glance without Roadster form, but unfortunately the NISMO edition is no longer on the straying too far away from the task at hand. All controls are driver-oriented and within easy reach. menu for Canada. issan’s popular 370Z has been given some styling updates for 2013 in an effort to stave off competition and rekindle sales. Enthusiast types will be happy to hear that the same proven powertrain and chassis reside beneath the car’s slinky bodywork, ensuring that the 370Z will remain one of the true performance bargains in the automotive marketplace.

The exterior of the 2013 Nissan 370Z has been freshened from front to The three-spoke steering wheel features a host of secondary controls for back. A quick look at the photos accompanying this review will reveal audio and Bluetooth operation so that the driver can operate these devices that the front fascia has been revised to include vertical LED daytime without taking his eyes off the road. running lights that give the car a more upmarket appeal. Gone are the two vertical “fangs” that used to reside on the front bumper to direct air into the engine bay and wheelwells as well as give the car an aggressive look. Personally I liked them, but many Z-car fans felt they were too boy-racer and thought that people looking for that type of styling could step up to the NISMO. In their absence, the 370Z’s front end looks very clean and refined.

If you view the car’s side profile, you will get a better read on the changes to the frontal aerodynamic skirting and fascia, but it appears that the integrated side skirting effect beneath the doors looks unchanged. The base 370Z comes fitted with 18-inch aluminum wheels, but as my test unit was blessed with the Sport Package, it wore 19-inch super-lightweight forged alloy wheels sourced from RAYS, a Japanese company regarded as one of the premier manufacturers of high-end wheels in the At The Wheel RPM Aug / Sept 2012 21

ROAD TEST - NISSAN 370Z

The centre stack features a seven inch-wide multi-purpose screen (part of the optional Navigation Package) matched with Nissan’s excellent control panel. The simple switchgear for both the Bose audio and HVAC systems is well placed, intuitive to use, and exceptionally well-integrated with the overall cockpit design.

Fit-and-finish is impressive throughout the car, and the look, feel, and function of every switch, panel and surface is decidedly upmarket.

There is limited space for cargo and luggage however, but remember, this is a sports car. There are clever storage spaces tucked behind the seats to augment the map pockets in the doors and the traditional glove box, and the cargo bay in the rear should provide sufficient luggage space for weekend getaways for two.

My test period corresponded with a weekend trip to Kamloops, the sun-baked community recognized for having the hottest summer temperatures in the country. My journey to Kamloops would entail a 700-kilometre round-trip through high-mountain passes during a heat wave that would see temperatures well in excess of 30 degrees Celsius.

My route began with a blast through the Fraser River Canyon which is bordered by one of the most scenic and twisty highways in Canada.

I am always excited to get the chance to follow the tumultuous river along the path favoured by the fur traders of both the North West Company and Hudson’s Bay Company a couple of hundred years ago. The 370Z carved its way through the corners like it was on rails as its meaty tires gripped the searing asphalt. As I rocketed through Apart from its stunning performance, every 370Z comes equipped the many tunnels that line this historic route I found myself lowerwith Nissan Intelligent Key with Push Button Ignition, Traction Con- ing the windows to permit the melodious cacophony of engine and trol, Vehicle Dynamic Control, 18-inch five-spoke aluminum-alloy exhaust noises to flow readily through the cockpit. wheels, an under-body V-brace, bi-functional Xenon headlights, leather-appointed sport seats with synthetic suede inserts, automatic Acceleration is brisk and the car is exceptionally nimble and forgivclimate control, and a Bose audio system with AM/FM/in-dash 6-CD ing. The Sport Package brings along larger Nissan “sport” vented changer and XM Satellite Radio capabilities, as well as steering disc brakes (four-piston front calipers, two-piston rears) that proved wheel-mounted audio controls. There are also active head restraints, durable and fade-free despite repeated torture during my journey a Tire Pressure Monitoring System (TPMS), and a full complement through the mountains at speed. The Euro-tuned shocks, communicaof six airbags on board. tive chassis and big performance tires combined to help keep the car glued to the road with the assistance of the latest version of Nissan’s The 2013 370Z Coupe and Roadster retain the proven 3.7-litre VQ Traction Control and Vehicle Dynamic Control systems.

V6 engine that generates 332 horsepower and 270 lb-ft of torque.

V-Valve technology adjusts the valves to maximize both performance The test vehicle car delivered to me was virtually brand new, as it had and fuel efficiency. The standard transmission is a six-speed, close- a mere 140 kilometres on the clock, so it came as no surprise that the ratio manual transmission. Selection of the Sport Package will add to clutch was very stiff and the shifter needed to find its flow. I managed the car’s capabilities, as the standard manual transmission gains the to behave myself as the car had not yet been broken in and I drove it ability to rev-match (SynchroRev Match) as you move down through with a heightened level of awareness with regards to sounds, smells the gears, ensuring that there will be instantaneous power delivery and mechanical operations. It performed flawlessly. when you transition to the throttle. A similar concept (Downshift Rev Matching) is at work to automatically blip the throttle as you operate The 370Z proved to be a capable grand touring machine, although the paddle shifters on cars fitted with Nissan’s slick seven-speed the stiff ride and limited cargo room might not appeal to everyone. automatic transmission. Either way, you better be prepared for light- Enthusiast buyers will relish this car for its rear-wheel drive layout ning-quick response. and precise and predictable handling.

SPECIFICATIONS Base price (MSRP): ............................ $ 40,978 (manual) - $42478 (automatic) As tested price: .................................................................................... $49,818 (Includes Sports Package $4,000; Navigation Package $2,800; $300 for 3-coat pearl paint and $1,740 freight and PDE) Type:................................................................. 2 passenger coupe or roadster Layout: ..................................... Longitudinally mid-mounted front engine/RWD Engine: ......................................................................... 3.7L DOHC 24-valve V6 Power: . .............................................................................332 hp @ 7,000 rpm Torque: . ......................................................................... 270 lb-ft @ 5,200 rpm Transmission:.................................... 6-speed close-ratio manual transmission with SynchroRev Match (or optional 7-speed automatic) Brakes: .............................................. Nissan sport brakes - 4-piston aluminum calipers with vented front discs 2-piston aluminum calipers with vented rear discs Weight: . ..............................................................................1,493 kg (3,292 lb) Fuel economy (L/100km): . ..................City- 11.8 (24 mpg); Hwy- 7.9 (37 mpg)

22 At The Wheel RPM Aug / Sept 2012

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RPM TEST FLEET Audi TT RS

Price Range:.............................................................................$67,600 Engine: ............................................. 2.5L TFSI turbocharged I5 engine Trans: .......................................................................... 6 speed manual Power: . ......................................................................................360 hp Torque: .....................................................................................343 lb-ft Curb Weight: .............................................................. 1,451kg/3,200 lb Fuel Economy: . ............................. (L/100km – City/Highway) 12.3/8.1 New for 2013: No significant changes for 2013.

Segment Competitors: Porsche Cayman R, BMW 1-Series M Coupe,

Infiniti IPL G Coupe.

The Skinny: Introduced in 2012 the TT RS featuring a 360-horsepower, 2.5-liter inline five-cylinder powerhouse mated with a 6-speed manual gearbox and sport-tuned suspension that a new Haldex quattro all-wheel drive system. The that is equally comfortable on the track or as a daily driver. A top speed of 280 kph (174 mph) and 0-60 mph in just 4.1 seconds put the Audi TT RS in very good sports car company.

Pros: Excellent AWD handling with more than enough power to satisfy. Comfortable (and well appointed) interior in spite of space limitations. Reasonably good fuel economy.

Cons: The usual lack of usable back seating capacity.

The Verdict: Excellent value and a blast to drive.

Chrysler 300S Pentastar

Price Range: .............................................................$36 095- $38 095 Engine: ............................................................3.6L V6 DOHC 24 Valve Trans: ............................................................................... 8 speed auto Power: ....................................................................................... 292 hp Torque: .................................................................................... 260 lb-ft Curb Weight: ............................................................ 2,495 kg/5,500 lb Fuel Economy: ............................... (L/100km – City/Highway) 11.4/7.3 New for 2012: The Chrysler 300 is a all new design that sports a new

8-speed ZF automatic transmission as well as new S letter series and Luxury Series trim levels.

Segment Competitors: Ford Taurus, Toyota Avalon, Buick Lacrosse, Hyundai Genesis, Nissan Maxima.

The Skinny: The all-new 300 series is one of the few full size rear-wheel drive cars that remain on the market today. It’s a big car but handles like a European sports sedans and a redesigned exterior and interior that reviles those same cars at half the price. New technical features include a huge 8.4 inch view screen and voice activation controls (only available with navigation option).

Pros: Nice new fresh-up on the front grill, strong and smooth acceleration, massive, comfortable and quiet interior cabin.

Cons: Shoot the designer of this electronic gear shifter.

The Verdict: Chrysler hits the nail on the head again with the new 300.

Chevrolet Volt

Price Range: .................................................................................$41,545 Engine: .......................................................... L4 DOHC plus electric motor Trans: . ................................................Continuously Variable Transmission Power: ..............................................................................................150 hp Torque: ...........................................................................................273 lb-ft Curb Weight: ................................................................... 2,063 kg/4,548 lb Fuel Economy: . ..........................................(L/100km – City/Highway) N/A New for 2012: Chevrolet Volt gets a slightly lower price tag, but its formerly

standard navigation system and Bose audio system are now optional. New standard features include updated keyless ignition/entry and the new MyLink system. The latter provides Bluetooth streaming audio as well as voice control over the audio system and your cell phone..

Segment Competitors: Nissan Leaf, Toyota Prius.

The Skinny: The Volt is not a pure electric car but a plug-in hybrid, meaning it has the ability to run much faster and farther under just electric power than a normal hybrid. It has a roughly 55-60km range on the electric motor, after that it switches to the gas engine. We found the electric range sufficient most days and noted that the fuel consumption of the 6,400 km on the vehicle was only 250 litres in total and had an overall average of 2.4l/100km...not too shabby!

Pros: Beyond the great fuel economy, this is spacious and good looking. Comfort, styling, performance are all top shelf.

Cons: Having to plug it in daily, lack of charging facilities available around city, only four passenger maximum capacity.

The Verdict: We love this car. Plenty of room, great to drive...not to mention really quiet 24 At The Wheel RPM Aug / Sept 2012

FIRST DRIVE - BMW 750i xDRIVE SEDAN

BMW 750i xDrive Sedan

Story by David Symons, photos courtesy of BMW

A

pparently, I had too many other things on my mind, as when I arrived at the airport to check in for my WestJet flight to Toronto recently, I found that the only seats still available were middle row! A rookie mistake not to have pre-booked assigned Exit row ....or aisle seating, at the very least. This meant that not only was I going to have to deal with the fact that my as-yet still-larger frame (6’2” 250lbs+) was going to be squeezed in between two other lucky passengers...but nor did this aircraft have any TV screens to serve as distraction. With cramped leg room to boot ...this was uncomfortable seating defined.

I mention all of this because in contrast, as I climbed into the 7-Series BMW that was to be my ride while in the summertime humidor known as T.O., the very first thing that struck me was just how incredibly comfortable the seats were. And while sitting on an apple crate with no one in front of you would probably have compared favourably to my in-flight seating situation, this vehicle’s seats would prove to be consistently sumptuous for the duration of my trip. The fact that they were also ventilating a cool breeze up my backside (providing relief from the un-Godly humidity) didn’t hurt either. All manner of passengers that I ‘chauffeured’ over the course of my stay seated both fore and aft (the latter with serious room to spare) concurred. Gripping the steering wheel was made all the more pleasant as it, along with the dash and fittings, were wrapped in black extended nappa leather, providing a refined finish to a cabin that would have to be considered very comfortable indeed.

drive. This beauty also handles much lighter than it actually is. Such is the engineering designs of this larger luxury sedan.

My one complaint to BMW – please do something about your navigation and mapping configurations. It really is useful information to have street names appear, more than the two or three majors and in some cases a quite random secondary street picked out of dozens in the area! I can’t imagine that anyone would mind if it meant sacrificing being shown Toronto’s relative proximity in the Northern Hemisphere at the other end of the spectrum for space on the dial. But then I have a thing for having relevant information served in an intuitive manner when it comes to these systems.

As for the exterior, this is one good looking, big sexy sedan with lines that flow from head to toe. Up front, the classic BMW grill and Active Xenon Technology lighting package looks superb, while the rear end houses a trunk large enough to fit three full golf bags (providing you lay the longer drivers across the bags). But there’s allowance for that as well in the design. I’ve also always loved the effect that puddle lights offer on the handles, as come nightfall, they serve to remind one of the refined qualities of the make.

While its inherent creature comforts, features and functionality come at a cost, if you’re in the market for a full-tilt luxury sedan that handles like the sports car that this is, you need get behind the wheel of a BMW 750i xDrive and take it for a spin. You will no doubt be pleasantly surprised.

In fact, more than once, the term chauffeured was used to express how my intermittent travelling companions felt, as this 32-Valve 4.4L 400-horsepower V8-propelled luxury sedan whisked along at speeds that would provoke envy in driving enthusiasts otherwise fortunate enough to live in B.C. One of the reasons Vancouver-based auto journalists enjoy (for the most part) testing vehicles in T.O. is that while going 140 km/h on Lower Mainland highways is deemed to be driving at a reckless, breakneck speed and have you standing out as a wild speed demon, driving on the 401 or QEW at 140 km/h simply means that you’re keeping up with the steady flow of traffic (outside of gridlock hours, of course!) In either case, you’d be hard-pressed to know that you were piloting this steed anywhere near that speed, so smooth and effortless is the ride that it is deceptively quick, and fun to At The Wheel RPM Aug / Sept 2012 25

FIRST DRIVE - HYUNDAI ELANTRA GT & COUPE

Something for Everyone

Story and photos by Gerry Frechette

W

ith the critical acceptance and sales success of the Elantra compact sedan launched early last year, and the subsequent Veloster sports coupe, it is no surprise to see Hyundai fill out the Elantra lineup with a five-door hatchback wagon and a two-door coupe.

The marketing folks didn’t go too far out on a limb in naming them the GT and Coupe, respectively, with the former replacing what used to be called the Touring, and, we think, the most interesting of the two.

We’ll start with the coupe, as it is clearly a two-door Elantra in styling, which is no bad thing, and is the same under the skin, which means the same 1.8-litre four and everything else mechanical. Which also means that this is as sporty as it gets, as the direct injection and twin-clutch transmission of the Veloster will not be part of the equation, keeping that model a technological cut above.

The Elantra Coupe is clearly aimed at the Honda Civic Coupe, in a segment that is projected to grow steadily over the next few years. It is for young people who want all the Elantra sedan’s attributes, which are many, but without the “family” image. Like the sedan, it is a lively car to drive, with 148 horsepower and two slick-shifting 6-speed transmissions.

Compared to the Honda, the Elantra is longer and wider, and has more passenger and cargo volume, more power and torque, better power-toweight ratio, and one more gear in each of the manual and automatic transmissions.

With two models available – GLS and SE – to keep things simple, the level of standard equipment for $19,949 (GLS manual) is quite remarkable.

Vehicle Stability Management, ABS, power sunroof, keyless entry and alarm, air conditioning, complete connectivity, power windows....the list goes on, and add $5,250 for the SE (with automatic the only transmission available) and get bigger wheels, sport-tuned suspension, leather seats, climate control, upgraded audio, navigation and more. As we’ve come to expect from Hyundai, it is a good value and fun to drive, to boot.

Having said that, the most interesting of the two models is the GT, based as it is on a European platform (the i30) that we haven’t seen over here before. And you know what that means – driving dynamics to go along with its increased utility. The market it competes in is bigger in volume and competition, which includes five-doors like Ford Focus, Mazda3, Toyota Matrix and VW Golf. To recognize this and offer customers more choice, there are four models – GL, GLS, SE, and SE Tech. Powertrain is the same as in the Coupe, so we won’t dwell on that, beyond saying that the manual is a much more engaging drive than the automatic, complementing the chassis tuning.

Using Hyundai’s data, we’ll compare the GT to some of those cars.

In a nutshell, it has the most horsepower per litre, the only six-speed manual, the best highway fuel consumption (4.9L/100 km with manual, like all other Elantras), the most interior volume, and the lowest curb weight, by far.

26 At The Wheel RPM Aug / Sept 2012

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FIRST DRIVE - HYUNDAI ELANTRA GT & COUPE Of course, the essence of this hatchback body style is a large and flexible cargo compartment, and the GT’s 60/40 split rear seat can be folded flat to create a 1,444-litre cargo area. Very versatile for such a sporty yet economical car, offering a combination of attributes seldom seen together.

Interior storage bins are many, with a cooled glove compartment, bottle holders in the doors in addition to central cup holders, and a front console tray for phone or MP3 player. In the rear, there is a hidden under-floor storage compartment.

One characteristic that many don’t think of is lack of noise that can be generated in various ways. A car that seems quiet going down the road is just more comfortable and pleasing to the senses, and Hyundai claims that the GT’s measurements for wind- and road-noise are best-in-class.

That is all well and good, but the GT lives up to its name in its own compact way. Whereas the Elantra sedan is primarily tuned for comfort, the Elantra GT has been calibrated for increased feel, responsiveness, and handling performance. Differences in the GT platform include stiffer rear spring rates, a stiffer twist beam rear axle, and Sachs® dampers for improved body motion control.

If we have one criticism of both the Coupe and GT, especially the latter with its sporty Euro chassis, it is that we’d like to have a bit more torque from the engine, especially out on the highway for merging and passing. Maybe this otherwise-excellent engine could be made into a two-litre so as to offer an option for buyers who want a bit more grunt. Most of its competitors have these larger engines, and the added torque would be desirable.

But aside from that, the two new Elantra models fill out the model range Providing the driver a level of feel not usual in such a small car, the GT very nicely, and appeal to buyers who might want something a bit different is equipped with what Hyundai calls a Driver Selectable Steering Mode from the Elantra sedan. There is something for almost everyone now.

(DSSM) system, which provides the choice of three operating modes (Comfort, Normal, and Sport), so the GT’s steering response can be adjusted at any time to suit driver preference and road conditions. The Comfort mode offers the greatest ease of steering, making it ideal for city driving and parking lot manoeuvres. Sport mode is tuned to give dynamic steering response on winding roads and on-centre stability during higherspeed highway driving. The Normal mode offers a balance of the two well-suited for all driving conditions. Even the base model GL has this feature, and it works well.

One area Hyundai has excelled at with all its recent models is interior design, and the GT offers the driver and passengers a very attractive and comfortable environment. The level of equipment is high, with even the base GL model offering the same stuff as the base Coupe, except for the sunroof, and at a lower price, $19,149. Some of the interior highlights contributing to driver comfort and engagement are height-adjustable seat, power seat with lumbar adjust (except on GL), telescoping steering column, trip computer, and steering wheel-mounted audio controls.

28 At The Wheel RPM Aug / Sept 2012

ROAD TEST - BUICK REGAL eASSIST

Mild-Hybrid Promises Efficiency

Story by Russell Purcell Photos courtesy General Motors There is no doubt that General Motors’ Buick division has found a winning formula with its reborn Regal line-up as I see more and more of the tidy mid-sized sedans on the road every day.

For 2012, Buick has rolled out a more fuel-efficient variant of the car in an effort to help ease the pain consumers are currently feeling at the gas pump. The Canadian-built Regal eAssist features an ECOTEC 2.4-litre four-cylinder engine which is partnered with the company’s innovative eAssist fuel-saving technology. Buick’s literature claims that this mild-hybrid system is able to deliver similar fuel efficiency numbers to the full-hybrid offerings of its many competitors, but for far less money.

The eAssist system makes use of a 115-kW lithium-ion battery and an electric motor-generator (15-kW) to provide an electrical charge that can help boost the modest engine’s performance capabilities. The goal for this project was to maximize fuel efficiency without robbing the car of the performance levels that make the Regal so much fun to drive. The engine has the capacity to produce 182 horsepower and 172 lb-ft of torque on its own accord, but the eAssist set-up delivers an extra 15 horsepower and 79 lb-ft of torque to the arsenal.

The eAssist system is claimed to improve fuel efficiency by up to 25 per cent over that of the base model Regal which features a 2.4-litre four-cylinder and a six-speed automatic power train. Fuel consumption figures are a very impressive 8.3 L/100 km city, and 5.4 L/100 km on the highway. The system also utilizes regenerative braking and engine stop/start features to promote efficiency and reduce unwanted emissions.

During my week with the car, I never found myself in need of more power as the car transported me and my cronies without complaint and with enough hustle to keep me entertained. While not a rocket ship, sprints from 0-100 km/h took about eight seconds to complete, which is more than competitive in this category. The Regal is a much 30 At The Wheel RPM Aug / Sept 2012

bigger car than it appears to be in photos, so having a four-cylinder under the hood may make some drivers nervous when it comes time to execute a passing manoeuvre or find the need to tap the power reserves to get out of trouble. I am happy to report, however, that the car handled everything I asked of it when I stomped hard on the pedal, as power delivery was almost immediate even while travelling at highway speeds and with a full load on board. The six-speed automatic transmission performed well under all conditions and seemed more than up to the task when I chose to drive the car with a little more gusto.

If I did have one complaint about the driving experience delivered by the Regal eAssist, it would be with regards to the tires. The stock rubber seemed unhappy when cornering as even at city speeds they tended to squeal. Up until the squealing became apparent I had been very impressed with the serenity offered by the Regal’s passenger compartment. Owners of cars powered by four-cylinder engines often have to put up with intrusive engine noise due to the need for such powerplants to operate at much higher revs, but this was not a problem in the Buick. In fact, wind and road noises were kept to a minimum as well. If I was in the market for this particular model, I

ROAD TEST - BUICK REGAL eASSIST would test drive several before putting the pen to paper to see if the tire issue I experienced was just an anomaly. I should also point out that these low-rolling-resistance tires seemed to have a tendency to slip and slide a little too much for my liking on wet pavement. My advice would be to see if the dealer could swap the tires out for a more conventional all-season design before I took delivery.

The Regalâ&#x20AC;&#x2122;s aerodynamic shape may cheat the wind, but it also cheats rear seat passengers of some headroom. As long as you are under six-feet tall you should be able to ride comfortably in the rear compartment, but leave the hat at home. A wide stance and relatively long wheelbase help bless the Regal with abundant hip, shoulder and legroom throughout.

The interior represents a significant step for the brand. All panel and seating surfaces work well together, and seem to be made of quality materials. Fit and finish are on par with the best offerings from Europe or Japan, and the cabin layout conveys a sense of spaciousness. The front seats offered excellent support during hard cornering, while at the same time proving comfortable enough for long distance touring.

All instrumentation and controls were easy to see and reach from the driverâ&#x20AC;&#x2122;s position, and I found their use intuitive in short order.

There are two trim packages offered for the eAssist model - eAssist and eAssist Leather. Both are well-equipped and feature niceties such as dual-zone automatic climate control, chrome door handle inserts, E-Z Key passive entry system with pushbutton start, Eco gauge, fog lights, mirrors with integrated turn signals and an auto-dimming rear view mirror. Technology fans will appreciate the 120-volt power outlet, premium audio system, satellite radio, Bluetooth connectivity, rear park assist and a remote starter. Buyers seeking a little more luxury can order the eAssist Leather package which adds heated leather seats and an eight-way power passenger seat.

Opting for the eAssist will cost you about $4,000 over the price of a Regal Base with the Canadian Comfort Group ($30,480), but the reward is that you may save up to 25 per cent on fuel purchases should you monitor your driving habits very closely.

SPECIFICATIONS Technical Specifications: ........................................... 2012 Buick Regal eAssist Base price (MSRP): ...............................................$34,355 - $36,220 (Leather) Type: .............................................................. 4 or 5-passenger mid-size sedan Layout: .................................................................................Front-engine, FWD Engine: ......................................................... 2.4L DOHC I4 with direct injection Power: . .............................................................................182 hp @ 6,700 rpm Torque: . ......................................................................... 172 lb-ft @ 4,900 rpm eAssist: ........................................... Belt-driven, liquid-cooled motor/generator unit and lithium-ion battery system Maximum electric motor torque (electric assist): . ..............79 lb-ft / 107 Nm @ 1,000 rpm Maximum electric motor power (electric assist): ..................15 hp / 11.2 kW @ 1,000-2,200 rpm Transmission: . ....................................... 6-speed automatic with manual mode Brakes:..................................................................................... Four-wheel disc Fuel economy (L/100km): . ........... City - 8.3 (34 mpg); Highway - 5.4 (52 mpg)

At The Wheel RPM Aug / Sept 2012 31

GREATEST ROADS #18

A West Side Story

A road less traveled to the west side of Okanagan Lake Story and photos by Budd Stanley

W

estside Road is aptly named, as it winds its way up the west side of the north Okanagan Lake. On a map, it looked like a fun road, but perhaps not quite worthy of the roads that have made it into this series, like the great Alpine passes of Europe and New Zealand.

However, once I got on the road for the first time, I quickly realized that I had a little strip of Europe in my own backyard.

Having done a quick scouting run part way up the road, it was time to choose my weapon for the task at hand. The first quarter of the road was quite narrow and winding with a rough surface. With the luxury of being able to choose a vehicle ideally suited for the road, I paid a visit to VW and picked up a 2012 Golf GTI, just what the doctor ordered.

To beat the locals out on an early weekend morning, I was out the door at o-five-hundred, waking with the sun, and met a fine morning mist on my way out to the junction of Highway 97C and Westside Rd. With my 200-hp hatchback rocket in hand, I turned onto Westside Road just before the bridge that takes you into Kelowna. After a quick jaunt through a residential area and the Bear Creek Provincial Park, the road starts to get good as soon as you’ve passed the park. From lake level, it rises high up the narrow walls of the Okanagan Valley and starts to kick left and right from the word go.

The Okanagan is the only actual desert in Canada, and this becomes apparent as the road weaves into the khaki arid landscape, pock-marked with thinly-spaced stands of pine trees. Unknown to the driver, the series of quick bends skirting a large drop-off began to carry me higher and higher in altitude, until it quickly became apparent as I came out of a stand of pines with the entire valley in view off the narrow barrierless edge. The bright blue lake seemed hundreds of metres down, mere minutes after I was looking straight across it.

However, it is here that the road is at its best, near the turn off to Fintry Park. Clinging to the side of the rocky topography, Westside Road becomes a ribbon of tarmac I haven’t seen since the Grand Saint Bernard, just without the lush green alpine meadow. With barely enough room to have two cars pass safely, the outer edge gives way to a massive drop that leads straight down to the water, making the view just as good as the road itself, but you can only appreciate one at a time. The medium speed bends of the first stretch of the road are replaced with a rampage of tiny chicanes that zig-zag their way along the ridge wall. With no oncoming traffic, an aggressive driver can hold flat for a great distance, straight-lining the relentless nature of the road.

About The Route Best time to Go: Weekdays from September to June Route: Starting point is the junction of Highway 97 and Westside Rd. From this junction we travel North on Westside Rd., skirting a steep cliff that falls into Okanagan Lake, finishing at the junction with Highway 97 north at Vernon, BC. Places To Stop: Bear Creek Park at 6.6 km, great scenic viewpoints found at 16.7 km of Okanagan Lake. Stop at La Casa Resort at 29.4 km for a snack or some ice cream, then check out some spectacular waterfalls at Fintry Park at 31.2 km. Finally, just a kilometre north on the #97 highway after the finish, you’ll come across the Motoplex Speedway for you racing fans.

Total Distance: 65.2 km Road Type: Bumpy but resurfaced narrow tarmac road.

Warnings: Situated on a cliff running along Okanagan Lake, the route has several large drop-offs, blind corners and frequently has fallen rock on the road. Summer vacationers flock to the area in July and August.

32 At The Wheel RPM Aug / Sept 2012

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However, this is where the GTI proved its worth. Two-hundred horsepower on tap made the car fun, but the short wheelbase and amazingly nimble nature of it made it brutally quick through the technicals.

Not only could the GTI handle the fast twisting character of the road, but its highly-refined suspension made short work of what is a painfully rough surface. Be warned that anything with stiff or short-stroke suspension will make for a long day on this stretch of road.

After a short speed check through a resort followed by a little more craziness, the ADHD fit of corners began to calm down as the road slowly lowers back down to lake level. The road surface improves and the cornering speeds go up, big time, but only for a short while before residential areas start to dot the route. Finally the road opens out into the farm land at the northern-most end of the lake, the machine-gunning succession of technically exhausting curves giving way to long straights through the wheat fields and grazing paddocks.

Before long, the Westside links back up with Highway 97, just north of Vernon, with the sensational start to the day rewarded with a coffee at a lone cafĂŠ on Salmon River Road, and a chat with the local farmers getting their morning java fix. It was a beautiful start to a great day, one I should do more often.

34 At The Wheel RPM Aug / Sept 2012

THE TRUCK GUY

Nissan Titan

By Ian Harwood

T

he 2012 Nissan Titan maintains its good looks while receiving minor upgrades this year.

The Titan has a unique look and one can easily distinguish it over its competition. Twenty-inch chrome wheels are added to the P275/60R20 BSW tires. A set of chrome step rails, fog lights and a power moonroof are also added. For those who want this truck for off-road, there is a Pro-4x lb-ft of torque, tow haul mode, and 9,100-lb towing capacity, this truck is package available which includes an electronic locking rear differential, ready to tow.

Rancho shocks, and a set of underbody skid plates.

The Nissan Titan has definitely had a following over the years, and is The interior is very spacious. Front seats are leather and heated; the driver highly visible for its CFL sponsorship and its reliability. I have always liked seat is an eight-way power unit, while the passenger has four-way power. this truck. The sound of its exhaust reminds me of aftermarket exhaust Between the seats is a fold down armrest/centre console combination. systems, and I really like the storage box built into the bottom rear section The rear seats are 60/40 split, that fold up for extra storage. of the truck box, a perfect place to keep emergency kit or jumper cables.

The truck box has a factory-sprayed bed liner and the utili-track cargo The stereo is a Rockford Fosgate and is equipped with ten speakers, system is a great idea. You can add a toolbox and have it slide forward AM/FM/6CD with MP3 playback, and XM satellite radio. There is an or back to make it easy to access your gear. The heavy-duty cleats are optional DVD player with eight-inch fold-down monitor with wireless perfect for tiedown items and are movable to position your cargo where headphones. you want it.

The Titan features dual-stage driver and passenger airbags, a side curtain impact airbag, front seat supplemental side air bag, and a rollover sensor.

Four-wheel anti-lock brakes, tire pressure monitoring system, and rear backup sensors are just some of the standard safety features found on this truck.

Driving the Titan around town for the week reminds me how far pickup trucks have come. Comfort and handling were something you would not expect in a pickup. The truck drives beautifully and handles like a car with the ability to tow a car.

MSRP: $52,733 as tested A 5.6-litre, 32-valve V8 engine with 317 horsepower powers this Titian, and a five-speed automatic transmission keeps it in check. With 385 Rated fuel consumption:17.7 /12.1 L/100 km (city/highway)

At The Wheel RPM Aug / Sept 2012 35

Blue Demon

Story and photos by Giancarlo Pawelec (AutoMotoFoto.net)

In the world of Japanese tuner cars, there are only a handful of cars which reign as king at both show and go, and the Mitsubishi Evolution is

one of them. In 1992, Mitsubishi launched the first generation of the Evo in order to compete in the World Rally Championship, packing a 2.0-litre turbocharged engine and 4WD drivetrain derived from the Galant VR-4. Fast forward two decades, and it is no wonder as to why the Evolution has gained such praises both on and off the race track, having secured numerous wins in everything motorsport-related, from rally to time attack.

The lucky owner of this blue ninth-generation Evolution is Ali Zafar hailing from North Babylon, New York. Like many tuner enthusiasts, Zafar has owned a fair share of modified sport compacts, but nothing has captured his heart more than this beloved Evo. As Zafar explains, he and the car were destined to be together as it was a mere coincidence that the original owner was a mutual friend of his co-worker. Without much hesitation, Zafar shook hands and took home the blue demon, only to have it modified moments after. Throughout the past handful of years, the Mitsubishi has gone through various transitions resulting in the current masterpiece.

36 Speed & Sound RPM Aug / Sept 2012

pension. Further suspension modifications include a CUSCO front strut bar, ROBISPEC four-way adjustable rear sway bar and bushings. The side profile of the Evo is simply amazing with just the right amount of aggressive aero bits from VOLTEX to make it just right.

The first order of business for the Evo was in the way of rollers. A set of Super Bright Chrome 18x9-inch Advan RS-D wheels wrapped in 245/40R Falken rubber set it apart from all others. Tucked just behind are the factory Brembo brakes that have been paired with a set of DBA slotted rotors all around and Works brake pads for added stopping power.

Inside the cockpit, Zafar continued with his mix of show and go, fitting a pair of Bride Vorga carbon fibre race buckets up front and wrapping the rear seats in Bride upholstery. Holding both driver and passenger snug are a pair of TAKATA race harnesses, while a CUSCO six-point bolt-in roll cage assures additional safety. The steering wheel is still a factory piece with the only change being that of a Rexspeed carbon fibre cover, and just above sits a twin gauge pod from ATI that houses a DEFI boost gauge and the AEM wideband. Other unique touches inside include a Tyrant carbon fibre arm rest, GReddy shift knob, custom L.E.D. interior lighting, Evolution sill plates in aluminum, and a Recaro Vivo carbon series child seat in back! For entertainment purposes, the head unit was replaced with a multimedia one from Jensen and custom-mounted tweeters from Polk Audio.

Finishing off the rear of the blue demon is a massive VOLTEX carbon fibre GT type 5 rear spoiler that provides much-needed downforce up top and an APR rear diffuser for the bottom. Other changes include a Rexspeed vortex generator similar to the one found on MR-edition Evolutions and a Carbing Craft carbon fibre plate surround. Last, but not least, is the pair of JDM tailThe clean look of the Evoâ&#x20AC;&#x2122;s front-end is thanks to a combination of VOLTEX lights that, unlike the USDM version, truly set the car apart from the rest of parts including the front half spoiler and side skirts. Other touches to the the pack. front include a RALLIART hood vent, C-West eyelids, Kaixen 6,000 HID kit, a red Hella horn, Lexus wiper blades, and a full de-badge of the car. It is no doubt that the front-end of the late-gen Evolution is fierce looking from the factory; thankfully it only takes a little massaging to give it a more aggressive appearance.

Pop open the factory-vented hood and what you have is a dressed and powered-up 4G63 engine. The engine has remained stock with the modifications focused on letting the cold air in and hot gasses out. An AMS front-mount intercooler feeds the cold charge through Injen piping, while a replacement paper filter sucks the air into the turbocharger. With more power comes the need for more fuel, and a Perrin fuel rail secures proper delivery of the lifeblood, while an E-Spec ECU tune delivers the proper signals for horsepower.

What began like most projects as a daily driver for Zafar has quickly turned into a sport compact that can run with the best of them on the track and still take home awards at shows. The fine line that divides the show and go crowd has been walked by Ali Zafar and his 2006 Mitsubishi Evo â&#x20AC;&#x201C; one that most attempt, but rarely succeed in balancing. With an estimated 400hp from the stock block, an array of JDM carbon fibre goods and rare VOLTEX aero pieces, this blue demon is one AWD machine that will continue its fanfare growth, be The perfect stance is thanks to a set of BC Racing BR-series coilover sus- it in the United States or Canada.

Releasing the hot gasses is by way of a Helix v2 downpipe through a Mega Racing test pipe that flows into a custom exhaust fitted with an HKS Carbon Ti muffler. The dress up bits include a RALLIART radiator shroud, Tomei spark plug cover, Titek carbon fibre timing belt cover, Titek carbon fibre hood shocks, HKS radiator cap, and an HKS oil cap, to name a few.

38 Speed & Sound RPM Aug / Sept 2012

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PLUGGED IN

The Big Three and Beyond Text and Photos by Dave MacKinnon

I

am not talking about GM, Ford and Chrysler, I am talking about how to make your factory electrical system work better than it did from the factory. You could be running a big stereo, bright off-road lights, hydraulics or a winch; this information will make all of those electrical devices, as well as the car itself, work better.

The Big Three, as the mobile electronics industry calls it, is an upgrade of three components in a vehicle’s electrical system. The first is the connection between the output of the alternator and your battery. Your alternator is what runs your vehicle while you are driving. It powers all your accessories, including the engine management computer system.

It is also responsible for charging your battery. Upgrading to a larger size conductor between the output of the alternator and your battery will result in less voltage drop across the wire and better performance. It can result in improved performance as well, as ignition coils should receive more voltage, potentially resulting in a hotter spark.

The second connection we want to upgrade is the ground from the engine to the negative terminal of the battery. Mysteriously, many automakers rely on thin braided wire for this connection. Considering that electricity flows in a loop, we need at least as large a conductor for ground as we do for the output of the alternator. To maximize alternator performance, it is recommended to connect the ground to one of the alternator mounting brackets.

1. Battery with stock wiring and the front is actually quite small. Worse, there are a few vehicles that are not even spot-welded, but held together with advanced adhesives. Bless the boys at 3M for their creativity, but sadly, glue doesn’t conduct electricity.

It is paramount that this additional ground wire be run electrically in parallel with the chassis. What I mean by that is, you make your conventional ground connection to a solid location in the rear of the vehicle and then you add this wire on top and run forward. This provides some redundancy, but also gives you some safety should any connection fail.

If you are really into high-end or high-power audio, I would then recommend the addition of increased energy storage close to your amplifiers.

A quality stiffening capacitor will help reduce headlight dimming to some degree and provide instantaneous current delivery to your amps. This can add clarity to your music. If you want extended play time or supply more sustained current for your amps, then adding an additional battery is the way to go. Car audio-specific brands like Kinetik and Stinger offer batteries in different sizes and capacities. More capacity means more play time. Do not use a conventional wet cell automotive battery inside your vehicle. These vent poisonous and explosive gasses. Only Sealed AGM (Absorbed Glass Mat) batteries should be used. They should also be fused to protect you in the event a wire shorts. No exceptions.

Lastly, as part of the conventional ‘Big Three,’ we want to upgrade the connection between the negative terminal of the battery and the chassis.

Since most vehicles use the chassis as the ground (often called the return path), ensuring this connection has as little resistance as possible can A word on the choice of wire you use for this upgrade. There are two types of wire available – CCA and OFC. CCA is Copper Clad Aluminum. dramatically improve accessory operation.

CCA is relatively inexpensive and lightweight. OFC stands for Oxygen If you know me, or have read my articles, you likely know I am a bit fanatical Free Copper. This wire is more expensive and heavier. It also has about about wiring and power delivery in a vehicle. As such, I recommend taking 1/3 less resistance per foot than CCA Wire. Since we are trying to reduce your electrical performance upgrades at least one, if not two steps, further. resistance between our connections, I strongly recommend spending the In the case of high-power audio systems, which we will classify as being money on real OFC wiring. You will also want to ensure you have solid rated at more than 600W of power, you should run a ground wire from the connections, and don’t cheap out on ring terminals either. ground connection in the rear of the vehicle to the negative terminal of the battery. Why is this? The chassis on most vehicles is made up of many Follow along as I perform ‘The Big Three’ on my 2007 Grand Cherokee thin stamped steel panels. These panels are typically only spot-welded SRT8, and set the stage for steps 4 and 5. I had a great excuse to do this together, so the amount of metal-to-metal contact area between the rear story; my alternator needed to be replaced anyhow.

2. The skinny little stock battery 3. With the battery out, it was a great 4. Remove the two bolts holding the terminals on their way to the garbage time to recondition it with a CTEK alternator in place and drop it down. can.

Multi US 7002.

40 Speed & Sound RPM Aug / Sept 2012

PLUGGED IN

5. A 150-Amp alternator and they expect all that current to go through this?

6. Wirez Oxygen Free Copper 4 AWG Power and ground cable, ring terminals and battery terminals.

7. A jumper from one fuse panel to the other.

8. The pair of 4 AWG runs that will connect to the alternator.

9. The new wire assembly for the alternator. A pair of 4 AWG runs from the output and a 4 AWG run to serve as a ground upgrade. All protected with expandable nylon wire loom.

10. The new wire assembly, run under the engine and zip tied securely in place.

11. The final length was now determined and the loom cut back in preparation for heat shrink. You can see the factory power feed before it was removed.

12. One of the positive runs connected to the second terminal on the fuse panel on the left. If you donâ&#x20AC;&#x2122;t have two terminals, you can stack connections on a single post.

Speed & Sound RPM Aug / Sept 2012 41

PLUGGED IN

13. Being human, I forgot to solder the connections to the alternator. I did them in the vehicle with a hand-held torch and re-applied heat shrink tubing.

14. The new wires connected to the alternator. I reused the feed to the starter solenoid as I donâ&#x20AC;&#x2122;t have a hoist to get under the truck to re-wire that.

15. The upgraded ground from the alternator bracket.

16. New terminals in place and a new ground wire run to the chassis (which is hard to see). All ready for twin 0AWG power runs to the rear for the stereo system.

42 Speed & Sound RPM Aug / Sept 2012

PERFORMANCE

Return to the Track

My return to racing finds taking it off the street is not enough for some Story and photos by Budd Stanley, additional photos courtesy of Ken Au-Yeung

I

have been away from racing for quite some time now. A series of off-road excursions spelled the doom of my last race car, while the reality of life has prohibited me from building a new one. However, as of late, the competition bug has been working its way back inside me, yet despite having access to cars most people dream of driving on a weekly basis, I’ve withheld the urge to get a quick fix on the street like I once did in my youth.

I’m not ashamed of the Saturday night expeditions I took out into empty country roads with a dedicated group of street racers back in the ‘90s.

Back then, the stupidity level was much lower and we were all driving little four-bangers out in the emptiness of the farmlands, or the desolation of a commercial park late at night, honing our driving skills and taking on our rivals. When we got too loud or laid down too much rubber, the cops would come, give us a flick of the head and we’d be on our way.

Today, mindless youth with no sense of driving skill, or common sense for that matter, recklessly race horrifically powerful vehicles down city streets and residential roads turning the public opinion of street racers from annoying hooligans to baby killers. And rightfully so, as many of us old-schoolers have progressed to legally-sanctioned motorsport to get our jollies.

With the octane coursing strong in my veins, I got an email from my good friend Blake in Victoria with an offer. “Budd, Victoria Motorsports Club is running the B.C. Autoslalom Championships in June, do you want to share my car?” It was an offer I couldn’t refuse. Autocrossing is one of the cheapest forms of motorsport available to weekend warriors, and the use of a well-prepared Honda S2000 was a dream come true.

A night spent on the internet signing up to the UBCSCC, applying for a competition license and registering for the race took all of an hour-anda-half and cost me a little south of $150.

Showing up on day one, the Pitt Meadows airport was kind enough to shut down one of its runways to use as a paddock for the 117 cars that entered this event. An extremely generous act that allowed such a healthy field to compete in the safety of a closed course, but it didn’t take long before I started to notice some very real changes in the sport since I last competed. For one, all competitors had to abide by a strict “Good Neighbours” policy that promised that we would keep to the speed limit and keep sound levels to a minimum while arriving and departing the course. A fair enough request that I have no problem abiding with even if all the neighbours were speeding by and honking at us for driving so slow. Then there were the noise levels while on track. “All cars must not exceed 92 dB at full throttle measured on course!” That’s a bit extreme; 92 dB is not that loud. Then, “There is a strict no-tire squealing policy; anyone squealing their tires too much will be disqualified.”

What! You mean if I try too hard, I get kicked out? It all seems very anal, but Blake’s car has a good muffler on it and I’m mature enough to know that being drifto hero will only lose me time.

Day one starts with me sacrificing the first run in the name of getting the route through the pylons correct and coming to terms with a car I’ve never driven before. With a half-decent time, I decide to push harder on my second run. I overcook the big looper on the back side of the course with a bit of slide and knock down the apex cone on the tight final corner. I score a low 58-second score but with the two-second penalty, I know I can do better. My third and final run of the day, I lay it all on the line and put in a blistering run. Again, I’m over-enthusiastic in the looper, and the S2000 breaks into a glorious four-wheel drift. I keep it all together and manage to cross the line with another low 58, this time with no penalty.

Blake’s giving me a pat on the back and I’m feeling pretty good about myself, when a man with a high visibility vest wanders over. “You know, we measured you at 101 dB back in the looper. I’m just giving you a warning, but you guys have to control this” Bloody hell, I’m getting in Speed & Sound RPM Aug / Sept 2012 43

PERFORMANCE trouble because I’m trying to do my best. We have a completely legal car, but the sound of squealing tires is going to disqualify us. This is ridiculous.

limits and along with several other factors such as the constant complaining of people who don’t like a couple of days of revving engines nearby, we’ve lost events like the Vancouver Indy, tracks like Race City in Calgary and it likely won’t be long before we lose Mission Raceway as well. With Westwood falling to developers and the Autocrossers already getting kicked out of Boundary Bay Airport, it seems harder and harder to get the racing off the streets. People After my runs, Blake deplore and lambaste the act, but when it comes to giving racers heads out for his, and a legal and safe alternative, it seems like the odds are stacked luckily he’s a much clean- against us. er driver than I am and there should not be any As I sit and watch cars race in near silence, the sound of a plane more issues. A quick 57 taking off drowning out any revving engine, I start to wonder where on his first run has us motorsport is headed. I ponder just how many sacrifices motorsport both feeling good once will have to make to appease the constant whining of a cynical again, but the man in the general public. How anal and restrictive will motorsport become? high visibility vest returns Will it become so painfully regulated that simply returning to the once again. “I warned free world of street racing is simpler and more enjoyable, as long you guys, and now you’re as I don’t get caught? spinning your tires off the start and tripping the dB Day two, and I walk the new course as many times as I can, getting meter again. Once more and you’re gone” We can’t believe it; the to know every little crack in the pavement to ensure a clean and fast slightest of wheelspin off the start and we’re now looking at our second run. With not one slide or squeal of the tires, I’ve achieved a good yellow card. Blake is forced to pussy foot through his final two runs time, but left a lot on the table. Thankfully, I just clear my nearest and manages to keep a second place standing, while I’m the current competitor by the skin of my teeth, Blake going even better, finishleader in Novice. However, we have to withdraw from the fun runs, as ing fourth in group, second in class. With the high turnout and great the risk of another noise violation would have us banned. sponsors, the event yielded the biggest payout for winning drivers I’d ever seen. As Novice champ, I pulled in a cool $400 and a vintage It’s an extremely frustrating situation, but I really don’t blame the of- trophy to throw on the mantle. ficials. They have the even more frustrating situation of dealing with the neighbours and the possibility that we may not be able to use this It was a great experience and taking the racing off the street and onto location again. Despite taking the racing off the street and competing a track is always the right choice. However, will I continue to race? legally on a closed course situated in the confines of an airport, 200 Yes, organized motorsport is not a crime and is worth fighting for. I metres away from the road with several dirt berms, hangars and trees will spin my tires, I will straight pipe my exhaust and I will push my blocking vision and sound, my passion to win my lowly class is putting car to its absolute limits on a closed course and we must preserve the entire event and sport at risk. our right to do just that. What’s better, my winnings not only paid all my entry fee, it was enough to buy a future race car project, a $300 As ridiculous as it sounds, this is nothing new and not confined to just sport compact with a bad cylinder that will soon fall under the wrench. the lower levels of motorsport. Nearly all tracks these days have sound Stay tuned to see what may come of my return to competition.

44 Speed & Sound RPM Aug / Sept 2012

Looking back at Turbine-powered concepts

Story and photos by Cam Hutchins

A

lot of guys build cars as young guys and then start to taper off, as jobs and houses get in the way and other passions arrive.

Gord and Linda Koropchuk did have other hobbies, but cool cars were never far behind; for example, in the late ‘60s, when a tow vehicle for their boat was needed, they bought a more practical car...a Beaumont SD Convertible with the boat-yanking 396 underhood. The Beaumont served as Linda’s daily driver back-and-forth to her school teacher gig, and was recently restored.

Other cool rides are perfectly stock ‘55 convertibles (yes plural), a full-fendered 1934 Ford coupe, and a blown dual-quad dropaxle Willys gasser. Along the way, a lot of his friends have also bought and restored cars, and I am sure if you are a friend of Gord’s and have not finished a car in a long time, a fair amount of shame must be felt. One friend hauled a 1956 Ford Pickup from Alberta and let it sit for 14 years in his Victoria garage.

46 Rods & Classics RPM Aug / Sept 2012

The pestering paid off when Gord was at a car show at Tradex in Abbotsford; his phone rang and he was told the truck was being sold to Gord and he better come get it. Wasting no time, the trailer was hooked up and off to the Island Linda and Gord went to get their new project. The 1956 Chevy Belair project was put on hold as the Ford Pickup was purchased.

Flowmaster exhaust. There are power brakes and power steering, including a tilt steering column. The “No Limit dash” sports Gauges by Autometer and all-new tinted glass is installed with power windows and locks.

A friend donated a stock front seat and “off white” upholstery with beige piping was applied by the upholsterer Bitchin’ Stitchin’ The truck was in primer and had a 1957 Chrysler 392 Hemi and with deep red carpeting. Bryron at Trukool installed the air conTri-Power, but no glass or upholstery. Removing the body off the ditioner and American wiring kit, and a JVC AM/FM/CD sound frame, the Jaguar independent rear end was removed in favour system finishes off the interior. of a Ford 9-inch with 3.50 gears, Detroit Locker, four-bar and coilover shocks. The rear end kept its drum brakes but the front The body and paint were masterfully done by Bob Duncan in end is out of a Volare, including the disc brakes and steering unit. Langley. Cadillac Infra Red and White Diamond paint are separated by a thin gold leaf strip that beautifully sets off the two The healthy mill runs its power through a Mopar 904 trans- colours. Wheels are Vista by Intro, 18x10 on the rear and 18x7 mission with a shift kit and runs its hot air through 2-1/2-inch on the front, with matching steering wheel. The body modifica-

Rods & Classics RPM Aug / Sept 2012 47

tions include power sunken aerial, a front lift hood and tubbed rear wheel wells, allowing for larger wheels and tires.

Lots of parts came from LMC Truck parts in Kansas, and the truck was completed in time for the next car show at Tradex.

It has been driven extensively, but with their large selection of cool cars, no one car gets overused.

It did win the Hot Hauler Award at the Goodguys show, Best Engine at the Port Orchard show plus a few awards at local car shows. But the one thing setting this truck apart from all Gordâ&#x20AC;&#x2122;s other cars is it can haul a lot more gravel!

48 Rods & Classics RPM Aug / Sept 2012

HISTORY PLUGGED IN

Diamonds in the Rough Lancia and Renault celebrate the Stratos and Alpine A110 Story by Budd Stanley, photos courtesy of Lancia and Renault

C

pionships between the two. Their modern counterparts have garnered a massive amount of buzz in the enthusiast community.

Both cars have accurately conveyed the soul and character of the classics while showcasing the height of modern technology and performance. And while Renault and Lancia were seriously considering putting the cars into production, Lancia was forced to pull the plug at the last minute despite 50 paying customers, as parent company, Ferrari, was jealous of a sports car that garnered more publicity than their own darlings. There is still hope for the Renault Alpine A110-50, a 50-year anniversary tribute to the original A110, as Renault is still feeling out the market to see if production will be profitable.

oncept cars paying homage to a particular vehicle’s past are nothing new in the modern era, as manufacturers do their best to relive their glory days while breaking the hearts of the faithful.

They take great cars like the Shelby Cobra and Ford Bronco, and turn them into modern interpretations that are gloriously sumptuous, yet more often than not, these concepts have no heart beating under the hood and no real chance to be put into production.

However, there have been two concepts in particular to not only hit the stages of premier auto shows, but they have also been highly developed for possible production, which is no doubt considering However, we’re here to talk about the classics, two cars that were the heritage of the legends they are trying to emulate. so iconic that Lancia and Renault felt obliged to celebrate these The Renault Alpine A110 and Lancia Stratos HF were icons of legends. We start with the Alpine A110. the 1970s. Both cars were beautiful works of art and dominated the sport of rallying in their day with four manufacturer’s cham- The A110 ironically did not start life as a Renault at all, although it did use many Renault parts and the R8 Major engine. Alpine was a garage proprietor founded by Jean Rédélé in 1955 in Dieppe, France. Rédélé built lightweight racing and sports cars that saw a reasonable amount of success at major racing events such as Le Mans and the Mille Miglia. The crowning achievement of the company would be the A110 launched in 1961, a natural progression from the A106 and A108 rear-engined sports cars. The A110 featured a steel backbone chassis with the 66-hp 1.1-litre Major or 95-hp 1.1-litre Gordini four mounted behind the rear wheels.

Mounted on top was an aerodynamic fibreglass shell that channeled cooling air from under the vehicle, up through the engine bay and out horizontal vents positioned in the rear. It was a unique look that followed no conventional shape. Despite the awkward design, the car proved to be a competitive racer, dominating many of the rallies of the day with a curb weight slightly north of 544 kg.

Rods & Classics RPM Aug / Sept 2012 49

HISTORY PLUGGED IN fast. In its first year of competition, the Stratos beat the now Renaultowned Alpine A110 that had just won its second world championship.

However, development for the old A110 just wasn’t showing the performance needed to take on the likes of the fresh new Italian. As a result, the car won the ’74, ’75 and ’76 world titles in the hands of Italian Sandro Munari and Swede Björn Waldegård.

Much like the modern Stratos failure, internal politics in Fiat saw all rally competition responsibilities moved over to Fiat’s 131 Abarth team despite the Stratos’ proven natural abilities. Regardless, the car continued to be competitive, winning the ’75, ’76 and ’77 Monte Carlo Rallies, and it was still winning international-level rallies until 1981, a testament to the car’s abilities despite the lack of development for over five years.

With the dawning of the WRC, so too did the A110’s greatest foe, as the first car ever conceived purely to go out and win the World Championship leaped onto the stage with amazing performance and style.

The Lancia Stratos HF was a concept car turned into reality with the V6 from the Ferrari Dino tossed amidships to make the car blindingly quick in the tight narrow confines of an Alpine mountain stage.

Not only was the Lancia Stratos a demon in the stages and a looker, one of its most popular trademarks was the glorious noise it made. With a 280-hp version of the Dino-sourced V6, the hills were alive with the distinctly Italian screams of the Stratos. However, like the A110, the Stratos’ day would come with the move over to running Fiats, before Lancia would get another shot during the Group B era with the Rallye 037, a mid-engine rally specialist built as a successor to the Stratos.

While the A110 was now a decade old, the Stratos’ design was light years ahead of its time, a real futuristic shape that encompassed a claustrophobic driver’s compartment behind a crescent wrap-around windshield. The car was low, short and wide and required an aggressive driver to manhandle the car’s tendencies to spin, using the characteristics to navigate winding narrow rally stages devastatingly

Both cars left an indelible mark on the rallying world. Both were not just fiercely competitive and successful, but both cars brought a massive injection of class, design, technology and, of course, that gloriously exotic sound to a sport more known for cars crawling around in the mud. The Renault Alpine A110 and Lancia Stratos HF truly were diamonds in the rough.

Alpine would not stop evolving the A110, along with ever-increasing involvement from Renault, which would buy out Alpine in 1973, and soon a 120-hp 1.3-litre was slotted into the rear of the A110 followed by the hugely successful R16 TS that would power the likes of Ove Anderson and Bernard Darniche to five victories in 1971, the final year of the International Championship for Manufacturers before it was replaced with the World Rally Championship.

50 Rods & Classics RPM Aug / Sept 2012

CLASSIC CORNER

Fashion designer gives ‘Dolomite’ costly makeover

By Nigel Matthews

When is a Triumph Dolomite not a Dolomite?

with the high-performance, 2.0-litre, four-valve-per-cylinder Dolomite hen it is a Panther Rio, which was a car built by Panther West- Sprint engine. winds, a company founded by well-known British fashion designer Robert Jankel.

The target market for the Rio was aimed at the owners of Rolls-Royce and Bentley automobiles, whose sales were severely impacted by the Jankel was best known for being one of the world’s leading designers of 1973 energy crisis. The Rio was certainly a step down, but despite bestretched limousines and armoured cars built specifically for law enforce- ing smaller, it still offered a blend of modern and traditional luxury. ment agencies. He also produced very expensive bespoke automobiles for customers who wanted something very different.

Panther was perhaps overly optimistic when it announced that H.R. Owen, the luxury car dealer, had ordered 100 cars, a deal that failed The Panther Rio was basically a modified Triumph Dolomite with a to materialize. hand-built aluminum body. The front end is rather similar to that of the 1976-1989 wedge-shaped Aston Martin Lagonda; the header panel and Customers were all too aware that the Rio was a glorified Triumph hood lines are similar as are the grille and emblem. The headlights look Dolomite with a huge price tag. Consider that a 1976 Rio retailed as if they were plucked off the parts shelf for a Rolls-Royce Spirit or Spur, for $29,584 compared to the Triumph Dolomite Sprint which had except the Rio predates both those models by some four years. an MSRP of $10,146. Add the fact that a Jaguar XJ-12 retailed at $23,479 back then, and it is hardly surprising that only 36 examples The Rio was available with two different engines; the standard model was were ever built. Today, they command an asking price of approxifitted with the 1,850-cc Dolomite engine, while the Rio Especial came mately $12,500.

W

Classic car a street survivor Over 13,000 Type 55s were made

hired by Steyr, but unfortunately the working relationship did not last very long. Steyr management wanted Ledwinka to design and build luxury cars; he disagreed, feeling that they should focus on smaller affordable cars for the masses.

He did not give up, and created a car with an air-cooled, flat-twin engine mounted in a backbone chassis.

Management continued to ignore his proposals to put it into production, so he resigned and went to work for Tatra, taking the design with him. A familiar name joined Steyr from Mercedes in 1929, Dr.

By Nigel Matthews Ferdinand Porsche. Despite the rumours, Porsche was not involved he Steyr (or Steyr-Puch) company was formed in 1915 by Hans in the design or production of the new Type 50 model. The pictured 1938 Type 55, which looks like a miniature Chrysler Airflow, had Ledwinka, and headquartered in Steyr, Austria. a spacious interior and a clever sliding steel sun roof; despite its The company has quite a lengthy history manufacturing vehicles streamlined appearance, the water-cooled, four-cylinder boxer until 1990. Hans Ledwinka, a talented 38 year-old designer, was engine driving the rear wheels through a four-speed transmission could hardly manage 80 km/h.

T

The Steyr factory was leveled during the Second World War. Production resumed after the war in a rebuilt factory, but the cars coming off the production line bore a different name - they were the Austrian versions of the Fiat 500 and 1500 built under licence.

Today, that same factory produces the BMW SUV X models for the European market.

Of the 13,000 Type 55s produced up until 1940, very few have survived. This rather tired-looking example in need of a lot of work sold at the Gooding & Co. Pebble Beach auction in August 2011 for $27,500.

Nigel Matthews is the Director of Sales and Marketing for Hagerty Canada. Hagerty is the world’s largest Collector Car and Boat Insurance specialist. Contact him at nmatthews@hagerty.com or visit www.hagerty.ca Rods & Classics RPM Aug / Sept 2012 51

NEW PRODUCT SHOWCASE Flowtech’s new Raptor Turbo Performance Muffler

shift the transmission without fear of hanging between gears, or missing gears in general.

Installation of the Ratchet Shifter requires no modifications to your car’s interior or the factory Ford transmission, plus it utilizes the factory shift cables to make the process as easy as possible.

Flowtech has introduced its brand-new Raptor Turbo Per- For more information please go to formance Muffler which fea- www.tciauto.com tures a unique sound rib case design and aluminized, lock seal construction. The muffler also provides gigantic, highoutput flow tubes that will provide an increase in horsepower as well as better mileage, and a great performance sound. The low-restriction airflow caused by the high-output flow tubes will reduce any back pressure, which will give you a greater increase in performance.

Advanced Clutch Technologies (ACT) has released a NZ1-XT Clutch kit for the 2003-2006 Nissan 350Z 3.5L V6. The new kits include a For more information please go to www.holley.com/flowtech NO21X pressure plate, a choice of disc, a release bearing, pilot bearing and alignment tool.

The NO21X pressure plate has hardened diaphragm fingers for decreased wear, and provides a 43-percent increase in clamp force over the OEM clutch. The kit also features a street disc The TCI StreetFighter Ratchet Shifter for 2010-2012 Ford Mustangs with organic friction materials with automatic transmissions has been designed to replace the stock that are able to take increased shifter and seriously enhance the driving experience. The shifter has heat and abuse, steel-backed linings for high burst strength, and a positive-stop shifting action that will allow you to manually speed- modifications for quicker shifting.

SFI-Approved Performance Clutch Kits for 03-06 Nissan 350Z 3.5L V6 from ACT

TCI StreetFighter Ratchet Shifter for 2010-2012 Mustangs

For more information please go to www.advancedclutch.com

New ZEX LSX Nitrous System for GM LSX Engines The new ZEX LSX Nitrous System is now available for GM’s LSX engines (LS1, -2, -3, -6, -7, L-99, Gen III & Gen IV). These engines use higher fuel pressures, up to 58 psi, and are able to gain noticeable power increases when custom-jetted. The kit includes an extra-long, 18-foot nitrous feed line from the bottle, which is nearly two feet longer than most universal kits in order to give you the extra length needed for installing the nitrous bottle deep in an F-body trunk. The system is adjustable from 75 to 175 horsepower, and it uses the vehicle’s TPS sensor to activate the nitrous only at wide open throttle for optimum power and engine safety.

For more information please go to www.zex.com

52 Rods & Classics RPM Aug / Sept 2012

NEW PRODUCT SHOWCASE Vortech Supercharger Systems for 2011-2012 5.0L Mustang

of the monster LSA engine. It also allows you to monitor your vehicle’s vital information with fully customizable gauge layouts and record or log hours of data with a capacity of over 100mb, and features a built-in diagnostic tool that reads and clears your vehicle’s Vortech Superchargers has just trouble codes. released fully-calibrated supercharging systems for the 2011- For more information please go to www.diablosport.com 2012 5.0L Mustang GT with manual transmissions. The new system uses Vortech’s V-3 Si supercharger that features a new patented oil control system and a state-of-the-art centrifugal compressor stage. Installation of the system will boost your power up to 605 hp and 473 lb/ft of torque while running 7.5-8.5 PSI. The system comes with all of the necessary hardware, and installation BBK is now offering long-tube exhaust headers for the 2005-2012 time is rated at 8-10 hours.

Dodge 5.7L Hemi-powered Challengers, Chargers, and Magnums that will get the vehicles to produce more horsepower and torque. The headers are constructed with 1-3/4-inch CNC mandrel-bent tubing and For more information please go to www.vortechsuperchargers.com use 3/8-inch solid laser-cut exhaust flanges to prevent warping. They are available in either Silver Ceramic or Polished Chrome finishes and come with detailed installation instructions, new exhaust header gaskets and all of the necessary hardware for installation.

Diablosport’s Trinity tuning device is now available for owners of the new 2012 Camaro ZL1. The Trinity comes with many preloaded For more information please go to www.bbkperformance.com tunes and adjustable parameters in order to unleash the true power

BBK Long-Tube Exhaust Headers for 2005-2012 Dodge Challenger, Charger and Magnum with the 5.7L Hemi

Diablosport Trinity Now Available for 2012 Camaro ZL1

Rods & Classics RPM Aug / Sept 2012 53

Presented by:

Parting Shots is where we share those photos that defy classification. If youâ&#x20AC;&#x2122;ve seen something fourwheeled (or otherwise) that you would like to share, please send it to partingshots@rpmcanada.ca

That might take a while to sort out.

Apparently nobody can figure out which way to park on this street.

The only way to carpool.

Why look for a bigger spot when you can just take two.

54 Rods & Classics RPM Aug / Sept 2012

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