RPM Feb-Mar 2013 by RPM Canada

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CONTENTS

An Amazing Machine

The all-new 2013 Porsche Boxster and Boxster S ...Pg. 12

ALSO INSIDE:

Cadillac CTS-V

Performance We sit down with the 2012 DTM Drivers Championship winner Bruno Spengler...pg 43

The car that always makes an entrance ...pg 22

SHELBy gt 500 & camaro zl1

Chevrolet and Ford’s ultra muscle cars...pg 16

aston martin

Aston Martin hits the century mark..pg 49

company profile

CES Coverage Our coverage of the 2013 Consumer Electronics Show ...pg 36

Hypertech Inc. ..pg 33

Starting Lines--------------------------------------------------------------- 4 Road Test: Nissan Sentra ------------------------------------------------ 20 Road Test: Acura ILX Hybrid--------------------------------------------- 21 Feature: LA & Detroit Auto Shows ------------------------------------- 25 RPM Test Fleet ------------------------------------------------------------ 28 Ford Quality Tour---------------------------------------------------------- 30 Classic Corner ------------------------------------------------------------- 51 New Product Showcase -------------------------------------------------- 52 Parting Shots -------------------------------------------------------------- 54

Blown 32 Ford Mike Pellett’s Blown Hemi ‘32 Ford Steel Roadster ...pg 46

RPM Feb / Mar 2013

STARTING LINES

C7 Vette Steals NAIAS Spotlight Volume 15, Issue No. 1 February/March 2013 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

We had a pretty good idea of what the new C7 Corvette’s lines were going to look like before the car was unveiled in Detroit, but what we have here is pure automotive pornography. GM designers went above and beyond, even if Corvette purists may complain that there might be a little bit too much Ferrari and Nissan GTR DNA woven into the architecture; we think it’s absolutely brilliant. Not to mention the C7 marks the reintroduction of the Stingray. So what’s new, you might be asking? Well, other than the blatantly obvious, the C7 gets an all-new aluminum frame structure that is 57-percent stiffer and 45-kg lighter. A further 17 kg is shed by the use of carbon body panels, while the new 450-horsepower, 450 lb-ft 6.2L LT1 V8 provides the heart of the beast paired with a 7-speed manual gearbox; thank you GM for not fitting the obligatory dual-clutch auto. The interior gets a facelift as aggressive as the exterior, with liberal amounts of carbon trim and a dash design that has finally moved into the 21st century. We still have lots of questions, as we’re sure you do, and will give you the full rundown as soon as we are able to put hands on this beauty.

Controller: B.M. Walker Contributing Writers/Photographers: Jordan Allan Gerry Frechette Dave MacKinnon Nigel Matthews Russell Purcell Norm Ross Budd Stanley

The G37 is Dead, Long Live the Q50 Infiniti threw us a bit of a curve ball in Detroit. We were expecting something new from them and they delivered, replacing one of our favourite luxury sedans with not just a new design, but a new nameplate as well. Yes, the G37 is dead, long live the Q50, a suitable replacement. Along with even better styling, the Q50 will

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STARTING LINES receive a 328-horsepower 3.7-litre V6 or new Q50 Hybrid featuring Infiniti’s Direct Response Hybrid System™ with Intelligent Dual Clutch Control. Both powertrains will be offered with rear-wheel drive or Intelligent All-Wheel Drive. Inside, the Q50 interior offers a driver-centric cockpit with an array of premium comfort and convenience features, including the new Infiniti InTouch™ communications system with large dual touch-screens. The Q50 will go on sale in Canada this summer. Here’s another one we can’t wait to get our hands on, and we’ll give you the full rundown as soon as we do. The Life of a Ring Running We all know the lure of the Nürburgring. Car nuts from the world over make pilgrimages to the Eifel region just for the one chance to experience the green hell in person. And when these sheep of speed finally make it to the Ring, they often make their way to a rental company to pick up a set of wheels to race the hallowed track. One such company is Rent4Ring, which just happened to retire a rather young Suzuki Swift Sport. Rent4Ring crunched the numbers on the tortured life of this spunky little hatch and the results are amazing. During its three-season tenure at the Nürburgring Nordschleife, the Suzuki

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RPM Feb / Mar 2013

racked up 59,000 kms on the Ring, or a little over 2,800 laps or 600 hours of race track driving in the hands of 457 different drivers. Its engine made 180 million revolutions and saw a peak engine speed of 8,761 rpm with 168 thousand gear changes, and is still making 133 bhp on the dyno. It used, burned or broke 8,400L of 98 super plus fuel, at an average of 14L/100km, 55 litres of fully-synthetic Motul motor oil, and two changes of gearbox oil, 27 front brake pads and 10 rears, 52 super-sticky Toyo 888 tires, one clutch, three complete brake fluid flushes, one wheel bearing, one battery, one alternator and a set of wipers. Wow! BMW and Toyota to Collaborate on Fuel Cell Technology BMW Group and Toyota Motor Corporation are setting their sights high for the future of alternative- powered vehicles. Both have signed binding agreements aimed at long-term collaboration for the joint development of a fuel cell system, joint development of architecture and components for a sports vehicle, and joint research and develop-

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ment of lightweight technologies as well as research on lithium-air batteries, a post-lithium-battery solution. This agreement marks the second phase of collaborative research into next-generation lithiumion battery cells that commenced in March 2012. The move gives light to what technologies will power future BMWs and Toyotas, which comes as no surprise, as both companies have been focusing on clean vehicles, hybrid and PHEV with Toyota, while BMW has already tested many hydrogen and EV-powered vehicles.

recently announced that it will be giving current VW owners a $1,000 rebate on all new cars. Sounds a little like directed anger. Fiat President Sergio Marchionne entered into a spat with Volkswagen board chairman Ferdinand Piëch and CEO Martin Winterkorn in October after the duo called for Marchionne’s resignation from presidency of the European Automotive Manufacturers Association (AECA). The VW execs were predicting that Fiat would not survive the European economic downturn, resulting in a war of words.

Fiat Kicks Off New Rivalry by Are You the Next Toyota Corolla? Offering VW Owners $1,000 Rebate We usually don’t post much news about the Corolla, but when a new Everybody loves a good rivalry, and there seems to be a big one generation of the world’s highest produced vehicle gets flaunted in brewing between VW and Fiat. According to Bloomberg, Fiat has Detroit, we figure we ought to give them a little mention. And here you have it, the Toyota Corolla Furia Concept, which like many of Toyota’s latest products, may not look good, but it sure ain’t boring anymore. And that’s a good thing, as the outgoing Corollas were some of the drabbest four-wheeled contraptions conceived. However, it’s important to note, this is a concept, and as such, the production version will get leaned out quite substantially. So the real deal will likely lose the 19-inch alloy wheels and carbon fibre wheel wells, rocker panels, and rear valance. Regardless, this is likely the shape of things to come, and the cool LED lighting could very well stay in place. Love it or hate it, you can’t say this is another boring Corolla. Mickey Thompson Performance Tires & Wheels Reaches the 50 Year Mark Back in 1963, the legendary Mickey Thompson and his friend Gene McMannis founded Mickey Thompson Performance Tires and Wheels, and 50 years later in 2013 the company celebrates its 50th anniversary. Thompson and McMannis started with a visionary way to design, manufacture, and test high performance tires, a legacy that remains the backbone of the company to this day. In 1963 the company began by developing a new open-wheel racing tire that had

RPM Feb / Mar 2013

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a softer compound and lower profile giving race car drivers a lower centre of gravity and greater stability, and then they made a 12-inch wheel available to compliment the tire. The following year they became the first company of offer 50-,60-, and 70-series “Indy Profile” tires. In the early 2000s, the company began to develop a diverse group of truck and off-road tires, and a full range of wheels to go with them. Today, Mickey Thompson has distributors in more than 60 countries, and continues to develop award winning products. Will Lambo Bring Sesto Elemento to Life? The Lamborghini Sesto Elemento, revealed at the 2010 Paris Motor Show, was a stunner to be sure. Unfortunately, all too often, these fantastic concepts make too much sense to the drooling motorhead, and are canceled as quickly as they have been conceived. However, in a turn of brilliance, Lambo’s Maurizio Reggiani, Director of R&D, has gone on record confirming that not only will the Sesto Elemento be built, but it will also be propelled by the same 570-horsepower V10 normally found in the Gallardo LP570-4 Superleggera. The good part is that the track warrior will sport a curb weight of 998 kilograms, a top speed of

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320 kilometres per hour and a 0-100 km/h time of just 2.5 seconds. The bad, it’s going to be AWD, like the Gallardo. The estimated price for the Sesto Elemento is two million euros, or around $2.59 million. Say Hello to the All-New Mercedes CLA Mercedes is one of those companies that has a massive list of models in its lineup. Throw another one in there with the introduction of the all-new CLA. Based on the idea of the CLS four-door coupe sporting Mercedes new design language, the CLA is a compact version packing the usual Mercedes goodies like 4MATIC™ all-wheel drive, Collision Prevention Assist and 7G-DCT automated dual-clutch transmission. The CLA also introduces new technology like smartphone social networking tech that is all the rage with the kids these days, as well as Direct Steer system. This electromechanical power steering enables various steering assistance functions which are activated by the ESP® control unit. These include countersteering in case of oversteering, and corrective steering when braking on road surfaces offering different levels of grip. The new CLA will be available in Canadian dealerships in September 2013.

STARTING LINES Audi Scraps A2 We’ve shown lots of new hardware that is soon going to make it to dealers in the very near future, but unfortunately we now have to tell you about one that won’t. We were fans of the new A2 project underway in Ingolstadt. The four-door concept was constructed mostly of aluminum and incorporated carbon-fibrereinforced polymer and other lightweight materials to minimize mass; the four-passenger hatchback weighed just over 1,134 kilograms. However, Autocar is reporting that Audi has chosen to walk away from the electric luxury compact, citing slumping EV sales and the European economy as the reason for the car’s demise. The A2 was being designed to take on the upcoming BMW i3 and new Mercedes A-Class electric vehicles. The A2 was slated for production in 2014.

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Tesla Model S sets record for quickest quarter-mile by a production EV The Tesla Model S has yet another accolade to add to its long list by achieving the world record for the quickest quarter-mile run in a production EV (electric vehicle) with a best time of 12.371 seconds at 110.84 miles per hour (179 km/h) with a 0-60 time of 3.9 seconds. Dragtimes.com took the fully-electric five-door to the Palm Beach International Raceway to achieve the record and the National Electric Drag Racing Association (NEDRA) was on hand to verify the new record. The previous record holder was the Tesla Roadster that clocked in with a quarter-mile time of 12.582 seconds at 104.58 mph (168 km/h).

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A True Sports Car

Story by Gerry Frechette, photos courtesy of Porsche

t’s hard to believe that Porsche’s mid-engined roadster, the Boxster, has now been around since 1996, but that is the case. The Boxster was quite well-accepted by the Porsche faithful, given it looked very much like the 911 of the day from the front, and of course, was powered by the same flat-six engine, although it was mounted amidships rather than hung out the back of the car. As such, it offered a noticeable and significantly different driving experience, with more neutral balance. As the entry-level Porsche, it was, of course, a lot less pricey than the 911, too, giving more people the chance to join the Porsche family. None of the above has changed, as the third generation of the Boxster has arrived. Obviously, much has changed in the family since then, though, with hybrid four-door sedans and diesel SUVs causing apoplexy among the Porsche flat-six sports car purists, but the Boxster continues to be the starting point in the sporting side of the Porsche line-up. And really, there is a lot of history of mid-engined roadsters in Porsche’s heritage; who can forget the 550 Spyder? On the other hand, there are still those who might look at a Boxster as a “poor man’s” 911, and other such nonsense. We are here to say that the Boxster can stand on its own as a worthy “younger brother” to the iconic 911, a model to aspire to without embarrassment. 12 At The Wheel RPM Feb / Mar 2013

The Boxster’s Big Brother

continued from page 12

Story by Budd Stanley Yes, the new Porsche Boxster is an amazing machine, but let’s not forget about the Boxster’s slightly bigger brother, the Boxster S. Along with the “S” on the back lid and $13,000 less in your pocket, the daddy Boxster gives you a 315-horsepower 3.4L engine that makes 0-100 km/h come 0.7 seconds faster with more pronounced forces on your body. Little else changes other than slight tweaks, but the S is definitely the much more lively of the two.

What does that equate to? When you throw caution to the wind and start to push the limits of this car, an amazing thing happens. The scenery blazing past the windshield starts to blur, senses heighten, while fingers and toes seemingly start to stretch and meld with the machine. It is a special true driving joy that one only gets with an endangered few automobiles. While the Boxster is a fantastic sports car, I can say, with very little doubt, that Porsche is skirting dangerous territory with the Boxster S, as it is a car that is a real threat to the company’s pride and joy, the 911. This is what the Boxster should have been all along.

14 At The Wheel RPM Feb / Mar 2013

If you were to park the three generations of the Boxster together, you would see that its development has been mostly evolutionary, in the sense that Porsche got it right the first time and hasn’t really changed the most important aspects of it. Its general architecture remains the same, and its design remains very similar, especially at the front, to the 911 of the same era. In concept, we would say it can not really be improved upon; after all, a mid-engined roadster has to be about the most essential sports car possible. The latest Boxster has certainly filled out, just like the 911 has. From the side, its trademark styling element, the side vent for air intake to the engine, has grown again, with its upper and lower edges forming the beginning of distinct creases in the body, moving to the front of the car. Moreover, the classic Porsche rising fender shape has been further accentuated, especially at the front, making the Boxster look much more muscular. Not that the second-generation car wasn’t appealing (the first-generation looked pretty weak), but this latest version has perfect proportions and stance, we think. The rear of the Boxster has a new elongated taillight treatment that is, again, not far removed from that of the new 911, and a spoiler that deploys at higher speeds. One other thing to mention about the body – the folding top is fabric, and only fabric; no folding metal version is available. There are reasons, not the least of which are lighter weight and less room taken up in the area behind the cockpit when it is folded down, and we think it is the right direction to have gone on that basis alone. It raises or lowers in about ten seconds, and at speeds up to around 50 km/h, in case of that sudden burst of precipitation. One aspect of the Boxster that remains a unique and very worthwhile feature amongst sports cars, thanks to its mid-mounted boxer engine, is that it has two trunks, one up front like a 911, and one at the very rear above and behind the engine. They are each surprisingly roomy, and will provide ample room for normal “soft” luggage for a weekend getaway for

two, if not golf clubs. On the other hand, there is no “viewing” of the engine possible, and almost all service must be done from underneath. Inside, the 911 esthetic is continued, although with different vents and less of the “flight deck” centre console look of that (and all other ) Porsche models. It is very much more nicely appointed than past Boxsters, and there is one aspect that is perhaps the most important and appreciated by those of us who are taller – it has a couple more inches of room in the fore-and-aft direction, which can be used for a more comfortable position for the legs, and/or more of a reclined seat. Finally, a Boxster I can sit comfortably in, for extended drives. On the mechanical side, as we have said, the Boxster is a “true” Porsche sports car in that it has a flat-six engine as Ferdinand intended. As before, there are two models of Boxster, the “base” and the “S”, with the primary difference being the engine size and output. In the past, the base engine has been, let’s say, a bit meek, but with the latest technology, the 2.7-litre unit in the base Boxster puts out.....only 265 horsepower. Is that all, you ask, in this day of compact cars generating this output? It is plenty when the car weighs but 1,385 kg (only a bit over 3,000 lb), and the engine has such flexibility and responsiveness, thanks to the likes of VarioCam Plus valve timing, and direct fuel injection, new technology added to the proven engine. Also as before, the Boxster can be ordered with either a six-speed manual transmission, or the seven-speed PDK twin-clutch manumatic. Now, I am as much a traditionalist as anyone, and love driving Porsches equipped with a manual, but I have to say that it would be a very tough decision to choose the manual over the PDK in the Boxster, especially

As with any Porsche, there is almost no end to options that can be added to an already well-equipped standard car (look at the Configurator on the Porsche website), and if you start checking several boxes, the price can increase by 50 percent pretty quickly. The PDK costs $3,660 over the base model’s $56,500 tariff, but we would also recommend the Porsche Active Suspension Management (PASM) for $2,050. It actively and continuously regulates the damping force for each wheel according to the road conditions and driving style. In addition, the suspension is lowered by 10 mm. In the words of Porsche’s PR writer, “the driver can select between two different modes: ‘Normal’ which is a blend of performance and comfort, and ‘Sport’ where the setup is much firmer. Depending on the mode selected, therefore, PASM can be both sportier and more comfortable than the standard chassis.” The price is a bargain for this level of technology and performance. Other significant options are the Sport Chrono Package with Sport mode, which, when selected, makes the throttle response even more direct, adjusts the rev-limiter to a harder setting and tunes the engine dynamics for performance driving. Our tester at AJAC Car of the Year had all this, plus the 19-inch Boxster S wheel and Infotainment Package, and the price was up to $74,000 in a flash, so you can see how a well-equipped “S” could run you in the very-high five-figure range.

I remember the time I first drove a Boxster, the original generation, and if urban traffic is encountered often. But even out on a twisty country thinking that it was almost telepathic in its responses, and that was all road, the PDK is lots of fun. down to plain old steering, suspension and brakes. Well, my impression hasn’t changed, and with all the new technology, it is even more so. The The Boxster we drove, albeit for not a lot of time at AJAC Car of the base Boxster will never be blazingly fast, although one can achieve 0Year testing, but including test track time, was so equipped, and it is just to-100 km/h in under six seconds, but it is all about balance and pure as much fun as the manual, as it has paddle shifters, it changes gears driving enjoyment for the enthusiast. It was marvellous fun on the test quicker than any manual ever could with no interruption in the flow of track, as it seemed to rotate into corners from a point somewhere right power, and delivers improved acceleration over the manual gearbox, under your seat. That is perfect balance. very short response times, and reduced fuel consumption (an impressive rating of 6.2L/100 km on the highway). All of that sounds great, and That it has a top that goes down, is a “pure” Porsche mechanically, and then you press the “Sport” button, and get more immediate response to costs much less than a comparably-equipped 911 Cabriolet, makes the throttle inputs, even shorter shift times and quick throttle-blip downshifts Boxster the best way for the sports car enthusiast to join the Porsche on the overrun and when braking. What’s not to like about any of that? fraternity. I can’t believe I am saying this, but I think I’m sold on PDK. Other technical highlights include a new electronic power steering system, as Porsche ditches perhaps the most communicative hydraulic system ever, in the name of efficiency, but even in all-out track use, it must be said that this is the best electronic system I have used, still providing great “feel” and feedback to the driver. Also on the equipment list is engine start/stop function so it doesn’t sit idling at rest, and brake energy recuperation, which charges the battery so that the parasitic alternator can be done away with.

SPECIFICATIONS

Base MSRP: .............................................................................................$56,500 Price as tested: ........................................................................................$74,290 Type of vehicle: ..............................................Mid-engined, RWD sports roadster Engine: . .........................................................2.7L DOHC 24-valve flat-6-cylinder Power: .................................................................................265 hp @ 6,700 rpm Torque: . ................................................................. 207 lb-ft @ 4,700-6,700 rpm Transmission: ............................................................... 7-speed PDK manumatic Tires: . .......................................................235/40 ZR19 front, 265/40 ZR19 rear Fuel consumption (city, hwy, com): .................................9.4 | 6.2 | 8.0 L/100 km

At The Wheel RPM Feb / Mar 2013 15

ROAD TEST - CAMARO ZL1 & SHELBY GT 500

Chevrolet and Ford Unleash “Ultra” Muscle Cars for 2013

ing to put one of the retro coupes in their driveway. The car’s styling cues brought back memories of the sleek fastbacks that made the f you are a fan of American muscle cars, then you are probably well Mustang the car to have in the late 1960s and early 1970s, and the aware of the fact that we are living in a pretty special period of time, rumble of a big V8 engine helped sales personnel separate shoppers as the domestic auto makers have been involved in a four-wheeled from their money. arms race for the better part of a decade. I have no doubt that 2013 will be marked as a significant year in the annals of muscle car folklore Ford quickly followed up on this success by unleashing a beast of a car with two cars that can only be categorized as “ultra” muscle cars roll- the following year in the form of the Shelby GT500. The car featured ing into showrooms, as Ford and Chevrolet continue their battle for unique body enhancements and a host of performance equipment supremacy in this sector. Chevrolet has created the ultimate Camaro in an attempt to attract the enthusiast buyer and give the company in the form of the 2013 Camaro ZL1, and Ford has countered with a much needed media darling to help rekindle America’s love affair with Ford. The GT500 featured a 5.4-litre supercharged V8 engine the second generation of its Shelby GT500. which generated 500 horsepower and 480 lb-ft of torque, a Tremec 6-speed manual transmission, sport suspension, and 18-inch wheels. The Veteran: 2013 Ford Shelby GT 500 When Ford reworked the Mustang for the 2005 model year, it proved The model has been mildly updated each year since its introduction an immediate hit, as customers clambered to the dealerships seek- but sales were starting to fall off as the car started to look dated. Story and photos by Russell Purcell

Well, for 2013, Ford has given the Shelby GT500 platform a complete make-over, and the end result is a truly remarkable machine. The overall look is a little more refined as the car features aerodynamic tweaks similar to those that first debuted on the 2012 Mustang models, so the front grille and headlight area is narrower and the hood has a more prominent brow. Upon closer inspection, you will notice that the majority of the grille itself is MIA as the car’s engine needed better air flow to promote cooling. High-intensity halogen headlights help illuminate the path ahead, while the car’s tapered tail now features LED taillights and a much smaller spoiler than that of the previous model. One look at the car’s bulging hood (complete with functioning heat extractors), enormous SVT wheels and bold Le Mans racing stripes lets you know that this car is all business, and not just curb candy like so many of its rivals. In fact, the engineering team at SVT worked diligently to ensure that the Shelby GT500 car has proper downforce 16 At The Wheel RPM Feb / Mar 2013

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ROAD TEST - CAMARO ZL1 & SHELBY GT 500 that the typical buyer of these cars is an enthusiast driver with a tendency to seek out opportunities to test the car’s true performance capabilities. As a result, the car’s components have been carefully selected and tested for duty and have proven robust enough to hold up to extended abuse. The rugged Tremec 6-speed manual transmission is a pleasure to row through once the gearbox is broken in, and the race-bred clutch requires a heavy foot to engage.

SPECIFICATIONS

for optimum performance at all speeds. The end result is that the GT500 now sports a sleeker body, and the undercarriage has been designed to help direct air flow in a manner that reduces drag, maximizes downforce, and improves cooling. While the new styling and improved interior will spark some interest in the new model, it is what resides under the hood of this car that will prove the real draw. The aluminum 5.8-litre supercharged V8 produces 662 horsepower and 631 lb-ft of torque, enough power to allow Ford to claim it to be the most powerful production V8 engine in the world. Mechanical magic in the form of twin fuel pumps, massive fuel injectors and a host of tweaks to aid cooling help bless this car with the ability to romp to over 200 mph. Luckily, enormous disc brakes engineered by Brembo are on board to reign this stallion in.

2013 Shelby GT500 Base price (MSRP):.............................................................................. $61,699 Engine: ............................................................ 5.8L, 32-valve supercharged V8 Power: . .............................................................................662 hp @ 6,500 rpm Torque (lb-ft):......................................................................... 631 @ 4,000 rpm Transmission: . .........................................................................6-Speed manual Brakes: ................................................................... Four-wheel disc by Brembo Suspension: ...... Front - Independent MacPherson strut; Rear - Three-link solid axle Acceleration (0-100 km/h): . ........ 4.4 seconds (average of performance runs at AJAC Testfest), but reports of times in the 3.5-sec. range are commonplace Fuel consumption (L/100 km): ................................. City - 13.9 / Highway - 8.3

The Rookie: 2013 Chevrolet Camaro ZL1 Not to be outdone by its longtime rival Ford, Chevrolet recently released the 2013 Camaro ZL1. This car represents the pinnacle for Camaro performance, and it has been designed in an effort to give Chevrolet fans something to brag about. Under the hood is the company’s LSA V8. This 6.2-litre engine generates 580 horsepower and 560 lb-ft of torque, and the subtle whine from its big belt-driven The car itself delivers a visceral driving experience that is just as at supercharger really tickles the ears. home on the sticky asphalt of a drag strip as it is carving apexes on The car looks much more aggressive than a Camaro SS due to the presa twisty road course. The product planners at Ford are well aware ence of a massive plateau on the hood, revised front valance complete

18 At The Wheel RPM Feb / Mar 2013

ROAD TEST - CAMARO ZL1 & SHELBY GT 500

with a chin spoiler, and a four-pack of air intakes housed in a carbon-fibre insert. The car is given a wide-body stance worthy of a Hot Wheels toy, as flared fenders and aggressive bodywork along its flanks hint at the car’s performance potential. Massive, blacked-out wheels, bold striping and a rear spoiler add to the motorsport costume. The interior is similar to that in a garden-variety SS, so taller individuals will still find visibility at intersections an issue. The LSA engine is less powerful than that in the GT500, and it is obvious that the design team worked hard to ensure that the average adult would be able to operate the clutch and transmission with relative ease. In short, the car is much more user friendly. Quieter too. But does that mean it is less of a car when compared to the Shelby? I don’t think so. It’s just different. On the track, I felt more comfortable and confident behind the wheel of the Camaro than I did in the Shelby, but we were under tight time constraints, so seat time was at a premium. The Camaro’s independent rear suspension and Magnetic Ride Control system helped the car feel more planted when cornering, which made me comfortable enough to push it a little harder around the track. The ease of operation also put me more at ease when stuck in traffic performing the clutch pedal dance. I suspect that on a twisty road course, the Camaro ZL1 would prove victorious more often than not, but the Shelby would claw its way back to your bumper on long straights. Over a quartermile on a drag strip, however, the prodigious power of the Shelby GT500 would turn the tide in favour of the muscular Ford. Like the Ford, the Camaro ZL1 also sports massive disc brakes engineered by Brembo. Conclusions Both of these cars offer the buyer supercar performance at a budget purchase price when compared to cars of similar potential, but any savings will be gobbled up by traffic fines and the need to keep these monsters in both rubber and premium fuel. After spending a brief period of time at the wheel of both of these cars on a handling track, I have to admit that they are just as intimidating as they are exhilarating to drive. While both cars have been designed to be civil enough to operate as daily drivers, I can’t stress enough how important it will be for the lucky owners of these automobiles to sharpen their driving skills and learn to rely on the full array of their senses when behind the wheel, as both of these cars have enough horsepower to overcome the grip of the tires and neutralize the traction control systems in short order. Do I want one? Yes. Would it be easy to choose one over the other? No, as they offer much different driving experiences and excel in different departments. Of course if you are a dedicated fan of either brand, the choice will be easy, but if you are just shopping for a new toy, I suggest you negotiate for some seat time in each car before you make a decision.

SPECIFICATIONS 2013 Chevrolet Camaro ZL1 Base price (MSRP):........................................................................................................................ $58,500 Engine: ...................................................................................................... 6.2L, 16-valve supercharged V8 Power: . ...................................................................................................................... 580 hp @ 6,000 rpm Torque (lb-ft): . ................................................................................................................ 556 @ 4,200 rpm Transmission: . .................................................................................................................. 6-Speed manual Brakes:............................................................................................................. Four-wheel disc by Brembo Suspension: ...................................................................................................... Independent front and rear Acceleration (0-100 km/h): . ..............................................................4.9 seconds (average of performance runs at AJAC Testfest) Fuel consumption (L/100 km): .........................................................................City - 14.9 / Highway - 10.6

At The Wheel RPM Feb / Mar 2013 19

FIRST DRIVE - NISSAN SENTRA materials and soft-touch surfaces, although the design is not as good as, say, a Focus or Elantra. However, unlike the competition, Nissan has employed the vital “K.I.S.S.” rule, allowing anyone over the age of 22 to operate all the vehicle’s functions easily and without taking eyes off the road, a dying art it seems today. Even with NissanConnect, the onboard infotainment system, Nissan has given its system a refresh, upping screen resolution and making operation simpler, even allowing outsiders to send destination inputs by cell and hands-free texting, which I’m not so sure I agree with. But hey, people are going to do it anyways, might as well make it as safe as possible, right? As I was mentioning about the Versa influence, rear seat space has increased drastically to offer best-in-class foot space, as well as a cargo capacity of an impressive 428 litres.

Sentra Stage

Nissan’s 2013 Sentra is only allnew compact to get the spotlight Review by Budd Stanley, photos courtesy of Nissan Canada

f there was anything that surprised me about the new Nissan Versa when it was launched last year, it was the sheer interior space and its rather controversial new look. Like the Versa, the Sentra is an important member of the Nissan lineup, and I was expecting to see much of the same. Low and behold, here is the 2013 Nissan Sentra, and one can see it’s going down a similar path to pick up a bigger chunk of the Compact pie. Like with the Versa, I’m not much of a fan of the new look; I liked the angular look of the outgoing Sentra, but then I do drive an old Volvo 850. Looks aside, I am a big fan of fuel efficiency and simplicity and Nissan hit this nail on the head. Amongst many developments directed at improving the car’s efficiency is a next-generation of Nissan’s Xtronic CVT (Continuously Variable Transmission) that has been tuned to work better on freeways, offering up a published 6.6L/100 km combined fuel efficiency rating, mated to the slightly-tweaked 1.8-litre four-banger.

So, how was the new car to drive on the road? Well, my time was short, however my only real complaint was the electric power steering, which even in Porsches, seem to detach the driver from the feel of what’s going on at the front wheels. However, people are not going to be lapping the Nordschleife with it any time soon, at least not until an SE-R comes out. Nissan won’t say anything about that, but a hot version of the Sentra is most definitely on their minds. To s u m u p m y thoughts, the new Sentra doesn’t have the flash or overpowering tech of the Focus or Elantra. However, what it does have is versatile simplicity that will likely outlast the flash in the pans. It thrives with great use of space, fuel efficiency and dash that not only works, but just does things that help, and not overcomplicates the action of driving. The Sentra, quite literally, is the sensible choice.

Sentra’s most popular SV model will come standard with remote start.

On the simplistic side, the interior has been given a good going over, keeping up with the competition by offering up higher-quality

SPECIFICATIONS

Best in class rear leg room means little ones won’t be able to kick the back of your seat for an additional few months at least. 20 At The Wheel RPM Feb / Mar 2013

MSRP: . ................................................................................................ $14,898 Price as tested: . ................................................................................... $19,948 Layout:................................................................................. Front Engine, FWD Engine: .................................................................................. 1.8L four-cylinder Power: . .................................................................................................. 130 hp Torque: ................................................................................................ 128 lb-ft Transmission: . ............................................................. CVT or 6-Speed Manual Curb weight: . ...................................................................................... 1,283 kg Fuel Efficiency (city, hwy, com.): ........7.5L/100 km, 4.9L/100 km, 6.6L/100 km

ROAD TEST - ACURA ILX HYBRID

New Face, Familiar Feel

Does Acura’s new ILX Hybrid shed its Civic background? Review by Budd Stanley, photos courtesy of Acura Canada

SPECIFICATIONS MSRP: . ................................................................................................ $34,990

et’s just get one bit of business out of the way before we dive right Price as tested: . ................................................................................... $19,948 into the ILX Hybrid, and that is the new ILX itself. We all know what Layout: ............................................................Front Engine, Front-Wheel-Drive happened to the CSX, a brilliant car in its own right, except Acura Engine: .................................................... 1.5L four-cylinder with electric assist . ...................................................................................111 hp, 127 lb-ft forgot to give it any distinction whatsoever from the Honda Civic, Power: Transmission: . ........................................................................................... CVT the world’s most common car. It was literally just a Japanese-built Curb weight: . ...................................................................................... 1,356 kg Civic with Acura badging. The result, CSX dead, back to the drawing Fuel Efficiency (city, hwy, com.): .............5L/100km, 4.8L/100km, 4.9L /100km board, presto, ILX. But, did Honda just disguise another Civic with some fancy new clothes? litre four-pot just doesn’t get enough help from the electrics to move the extra weight off the line. Then, once I can get a bit of speed up, Well, technically yes, under the skin still lurks a Civic, but the body another familiar trait reared its ugly head, that of the handling. The is very much not Civic and there is a lot more loaded inside. This is ILX feels like it is running on tall narrow bicycle tires as it struggles a dedicated Acura with close ties to the Civic, which means we’re off to get around corners at and running with a car that is a legitimate entry-level luxury vehicle. even a civil speed. On This brings us to the ILX Hybrid. top of that, the electricpowered steering, while First off, climbing inside, I am greeted with familiar surroundings, but saving energy has little in they are very nicely appointed surroundings with a distinctly Acura the way of feel of the road feel, wrapped in soft-touch materials and leather finish. Acura’s up- and a very vague centre. dated infotainment system dominates the centre stack, while a green Then it suddenly occurred leaf-covered ECON button sits on the left, ready to dedicate the entire to me that I’ve been in this vehicle’s systems to getting the absolute best fuel efficiency. It’s a car before, and I’m having comfortable place, and those who don’t like the double-stack dash a deja vu moment. The of the Civic will like the traditional gauge cluster, displaying helpful problem isn’t that the ILX hints to knock a few points off the L/100 km. has the obvious hybrid sacrifices, it’s that they feel like the same sacrifices you got in the 2007 Honda Civic Hybrid, which was just On the road, I work my way through city traffic, desperately trying to not a pleasant car to drive. get to the freeway and out of the city. First thing I notice is that the ILX Hybrid is not too happy launching off the line; the anemic 1.5- At the end of the day, is the ILX Hybrid a bad car? No, it’s got good looks, delivers good consumption, gives you the warm and fuzzies for having done your part to keep the air clean, and is still a very nice entry-level luxury hybrid. Problem is, it’s the most entry-level, as the Lexus CT200h offers better performance and versatility for nearly $4K less. Acura may have given the ILX a fancy new suit, but what lies beneath is just too familiar. At The Wheel RPM Feb / Mar 2013 21

ROAD TEST - CADILLAC CTS-V COUPE

The Car That Always Makes an Entrance

Review and images by Russell Purcell

doors, and what appear to be rather small-diameter wheels (in reality they are 19-inch). If you shoot the rear of the car from a low angle, it looks enormous, as the rear window disappears among the huge sheets of metal that have been carefully creased and folded into one of the most unique automobiles to ever come out of Detroit. Luckily, there is a sedan version available for those for whom the Coupe’s styling fails to excite.

eneral Motors has been working hard to widen the appeal for its Cadillac brand for the past decade, and the CTS-V program has done wonders to promote the storied nameplate to a whole new generation of buyers. When I was a kid, the only Cadillac products in my neighbourhood were driven by wealthy grandparents and the local lumber baron, but now I see the company’s cars being piloted Performance styling cues include an aggressive front fascia which by a full spectrum of drivers, so the hard work must be paying off. includes two chrome mesh grilles, a split front spoiler, and twin air To many observers, the CTS-V Coupe is an odd looking machine. intakes. The car’s menacing stance is enhanced by the enlarged fendSome even think it is downright ugly. I have mixed feelings about ers, bulging hood, and overall wedge shape. The graphite colour of the styling of this futuristic looking automobile, as during my photo the ten-spoke, lightweight alloy wheels give the car an upscale tuner session I could see how its visual appeal seemingly transforms as I look and helps to draw the eye to the bright-yellow Brembo brake explored its many angles from different vantage points and perspec- calipers which are emblazoned with the V logo. The Brembos are tives. From the front it carries Cadillac’s clean, familial lines, but when standard fare on the CTS-V, but having them painted either yellow viewed from the side profile, it begins to look heavy and ungainly as or red is a popular option. At the rear of the car, twin centre-mount the tall rear fenders are exaggerated by the narrow greenhouse, long exhaust outlets protrude from the bodywork to trumpet your departure and arrival. The doors on the CTS-V Coupe are opened using electric buttons, much like in a Chevrolet Corvette. Slipping behind the wheel, you will immediately notice the compact gauge cluster, suede-wrapped three-spoke steering wheel, and tidy instrument cluster. The look is more European than Detroit, but my one complaint would be the overuse of fake carbon-fibre, textured metal and shiny plastic trim pieces. The wide-rimmed steering wheel offers a host of secondary controls and delivered excellent road feel during use. I found the fit and finish of my test vehicle to be on par with other vehicles in this price category, especially when it comes to the quality of the leather and stitching, and the cabin seems well insulated from road, engine and wind noise. 22 At The Wheel RPM Feb / Mar 2013

ROAD TEST - CADILLAC CTS-V COUPE Standard equipment includes all the electronic accessories and safety equipment one expects in an executive car. Highlights include navigation, HID headlamps, Magnetic Ride Control and the aforementioned Brembo brakes. My test vehicle featured the optional, wing-backed Recaro sport seats which feature both heating and ventilation capabilities. These units are wellbolstered and proved comfortable enough for extended use. The same cannot be said for the rear seats, unless you are short and the owner of small feet. I gave my six-year old nephew Owen recon duty and he confirmed that he was certain children would be comfortable in the rear compartment. In his words, it felt like he was in a space pod! Kids....

torque delivery to best match the available tire grip for maximum acceleration.

On the road, the CTS-V Coupe tracked straight and true and the ride never seemed harsh on irregular road surfaces. Ride comfort is preserved by GM’s incredible Magnetic Ride Control (MRC) suspension system which utilizes special shock absorbers conRear visibility is a challenge due to the wide rear roof buttresses, trolled by electro-magnets rather than mechanical valves and is tall rear end and severely raked rear window, but in a car as lightning quick to react to road irregularities. A series of electronic potent as the CTS-V, you will be more wary of what is ahead of sensors constantly monitor the four wheels and adjust damping you than what lies in your wake. as required to maintain the ride quality selected by the driver. Popping the trunk, I was surprised to find such roomy quarters for my cargo and gear. The opening is quite narrow, however, and the lift-over height may be a concern for shorter individuals, as well as the paint. Larger items can be transported by folding the rear seatbacks down (60/40 split). Under the hood, the CTS-V Coupe features GM’s supercharged LSA V8 motor. The LSA is a marvel of engineering that effortlessly produces a prodigious 556 horsepower and 551 lb-ft of torque. Buyers can choose either a six-speed automatic or six-speed manual transmission. With a little practice, it is possible to rocket to 100 km/h from a standstill in just over four seconds, a number that will embarrass many more expensive machines. The CTS-V Coupe is rear-wheel drive, so handling can be tricky when the car is pushed to its limits through the corners, as it has a tendency to oversteer. However, with experience and practice, the CTS-V’s tail wagging can be reigned in enough to leave you almost craving it rather than fearing it. This is a really fun car to drive! It features an advanced traction control technology called Performance Traction Management, which works to regulate

24 At The Wheel RPM Feb / Mar 2013

A Cadillac CTS in any form is worth consideration if you are looking for a luxury machine perfectly suited for the tight confines of the modern urban environment. A car like the CTS-V Coupe, however, with its distinctive style and raucous rumble, will guarantee that you always make an entrance and reveal a lot about your character.

SPECIFICATIONS Base price (MSRP):.............................................................................. $72,600 Type: ................................................................................... 4-passenger coupe Layout: ................................................................................ Front-engine, RWD Engine: ........................................................... 6.2L, 16-valve, supercharged V8 Power: . .............................................................................556 hp @ 6,100 rpm Torque (lb-ft): . .......................................................................551 @ 3,800 rpm Transmission: . ..................... 6-Speed Tremec manual or optional 6-speed auto Brakes: ..................................................Four-wheel ventilated discs by Brembo Suspension: ........................................................... Independent, front and rear Acceleration (0-100 km/h): . .................................................................4.9 secs (average of performance runs at AJAC Testfest) Cargo volume (L / cu ft): ...................................................................297 / 10.5 Fuel consumption (L/100 km): .. Manual – City - 14.9 (19 mpg) / Highway 10.5 (27 mpg) Automatic - City -17.7 (16 mpg) / Highway 10.7 (26 mpg)

FEATURE - L.A. & DETROIT AUTO SHOWS

BMW i3 Concept Coupe

Los Angeles and Detroit Shows in Photos

By Gerry Frechette

he first big show of the North American season, in Los Angeles in November, and the most important show, the North American International Auto Show in Detroit in January, certainly proved that the various manufacturers are intent on providing a vehicle to fill every possible niche, and that still includes performance. In some cases, the lines are blurred by eco-technology, but all of these cars have some aspect of them which will appeal to enthusiasts. Here are the cars that impressed us the most. Los Angeles International Auto Show

major segment disrupter with that kind of power in such a BMW i3 Concept Coupe The i3 last appeared as a four-door sedan, but now it is a little coupe, beautiful package. showing BMW has plans for multiple models. Its new i division will introduce one of the little premium electrics soon, maybe by the end Mazda6 The latest Mazda of the year. Expect the price tag to reflect the badge on the hood. sedan gets all the Skyactiv technology Ford Fiesta ST Ford’s subcompact Fiesta available, and that gets the full performance means it will be the treatment, with 197 horse- first non-German car available here in a few decades with a diesel. power and 214 lb-ft of As such, how it does in the market should be a good indicator whether torque from its 1.6L turbo diesel is about to grow its market share. No doubt, Canadian enthufour, 17-inch wheels, big siasts will like this Mazda with the diesel; let’s hope that Americans brakes and full chassis tun- buy it, too. ing, which should make it a very entertaining little car Porsche Cayman that still delivers reasonable Having seen the new Boxster roadster introduced earlier in the year, it was only a matter of fuel consumption on a budget. time before the new Cayman coupe made its Jaguar F-Type appearance, and it was Finally, after decades, a worth the wait. Still obvinew sports car from Jaguar, ously a Cayman, and a and it’s spectacular. Get Porsche, it has bulked this – the base engine is a up from the original supercharged 3.0L V6 with design, and might make 340 hp, and power freaks some people think twice will be able to get a V8 with about spending extra 495 hp! This one will be a for a 911. At The Wheel RPM Feb / Mar 2013 25

FEATURE - L.A. & DETROIT AUTO SHOWS North American International Auto Show BMW 4-Series This is officially a concept, but we can safely assume that this will be the next BMW 3-Series Coupe, except that now, BMW will call it a 4-Series, to distinguish it from the 3-Series sedans, part of the new model naming plan. It looks great, no matter what you call it.

Cadillac ELR Under the angular and unique coupe body of this small Cadillac, you will not find a turbo four or a hot V6. No, this is the Caddy version of the Chevy Volt, an extended range EV, that will open up this technology to a whole new customer – or so GM hopes. Otherwise, we might yet see one of those engines, which enthusiasts might not mind.

Chevrolet Corvette Stingray Without question, the most eagerly anticipated intro at Detroit was the C7 Corvette, and putting aside all the performance technology inside it, everyone was talking about its design, with strong elements of Ferrari 599 and Nissan GT-R. It remains to be seen how Corvette enthusiasts react to the most radical redesign in the icon’s history, even including rear-quarter windows and taillights that aren’t round.

Hyundai HCD-14 Genesis Concept With Hyundai including the name “Genesis” in the name of this concept, it left little doubt about where we might soon see a lot of the design aspects of it. And if that is the case, it’s going to be pretty sensational, another four-door coupe to take on the Europeans, at a Korean price.

Infiniti Q50 The Q50 is the new moniker for the respected G37 sedan, and no matter the name, it will be strong competition for all the others in the entry-luxury class. The stunning new sheet metal cloaks a host of new technology. The proven 3.7L V6 producing 328 horsepower continues, but added will be a hybrid, using the system from the impressive M35h (soon to be known as Q70).

Dodge Dart GT The inevitable enthusiast-oriented version of the compact Dart sedan has arrived, and the GT with 184-hp 2.4L four, 18-inch aluminum wheels, sport suspension and Nappa Leather seats should put the fun into darting around town. Chrysler admits to considering an even more performance-oriented Dart. Lexus IS F Sport The name isn’t new on this Lexus, but the design raises the bar considerably from the current bland version of the IS. Under the skin, the basics are carried over, with rear- and all-wheel drive versions of both the IS 250 (2.5L V6) and IS 350 (3.5L V6), with a further evolution of F Sport performance models available across the entire model range. 26 At The Wheel RPM Feb / Mar 2013

RPM TES Dodge Journey R/T Rallye

Price: ......................................................................................................$33,045 Engine: ........................................................................ 3.6L DOHC 24-valve V6 Trans: .....................................................................................6-speed automatic Power: ......................................................................................................283 hp Torque: ...................................................................................................260 lb-ft Curb Weight: ......................................................................1,926 kg / 4,237 lb Fuel Consumption: (L/100km – City/Hwy) .......................................12.8/8.2 New for 2013: The Journey SE and SXT trims now come with standard 17inch wheels, while the Crew and R/T trims are equipped with 19-inch wheels. The R/T also enjoys new perforated leather seats, a dimpled leather heated steering wheel and dimpled shift knob, and new performance suspension for better handling. Segment Competitors: Honda Pilot, Nissan Murano, Kia Sportage, Toyota Highlander The Skinny: The 2013 Journey is equipped with a 3.6L V6 that makes an impressive 283 hp while still maintaining good fuel consumption numbers. Our R/T Rallye AWD edition almost seemed like a vehicle much out of this price range. When you combine the luxurious options on the inside such as heated steering wheel, perforated leather heated seats and an 8.4-inch touchscreen with the 19-inch satin carbon aluminum wheels, performance suspension and firmer power steering, the Journey appears to be a big player in the Crossover market. Pros: The Journey has a very smooth ride, ample power, and is the perfect size for any family due to the third-row seating. Very much improved media centre. Cons: Sometimes will experience a rough shift when accelerating. The Verdict: One of the better looking crossovers and at this price point, it’s hard to get this much bang for your buck.

Hyundai Veloster Turbo

Price: ............................................................................................. $27,494 Engine: ........................................................ 1.6L turbo DOHC 16-valve I4 Trans: ................................................................................6-speed manual Power: . ........................................................................................... 201 hp Torque: . .........................................................................................195 lb-ft Curb Weight: ...............................................................1,270 kg / 2,794 lb Fuel Consumption: (L/100km – City/Hwy) ...................................8.3/5.7 New for 2013: Hyundai has strapped a turbo on to the existing 1.6L 4cylinder that really gives this car the sporty feel it should have, but lacked before. Segment Competitors: Honda Civic SI, Subaru BRZ, Scion FR-S, Mini Cooper, VW Golf GTI The Skinny: The original Veloster left a great impression on most with its cool body lines, and overall different look. The general consensus was the car lacked only one thing - power! Hyundai has answered our prayers by adding a turbo to the mix that puts the numbers at an impressive 201 hp and 195 lb-ft of torque. Pros: Great acceleration, wide stance and decent suspension allow it to grip while enthusiastically taking a corner. Cons: The steering and brakes don’t feel like they’ve been upgraded the way the engine has. The Verdict: The Veloster finally has the feel of a true, compact sports car thanks to the addition of the turbo.

BMW M6 Cabriolet

Price: $128,900 Engine: 4.4L twin-turbo DOHC 32-valve V8 Trans: 7-speed automatic Power: 560 hp Torque: 500 lb-ft Curb Weight: 2,045 kg / 4,499 lb Fuel Economy: (L/100km – City/Hwy) 13.2/8.6 New for 2013: The latest M6 ditches the previous model’s high-revving V10 engine for a twin-turbocharged 4.4L V8 that is paired with a seven-speed dual-clutch automatic transmission. Segment Competitors: Porsche 911, Ferrari 458, Jaguar XK Series, Mercedes-Benz SL-Class The Skinny: The M6 features many of the same styling cues as the 6Series cabriolet, but with the traditional “M” features like quad tailpipes, an aerodynamic body and a great looking interior. Staying true to the slogan, this car delivers the ultimate driving experience. Pros: This car features a spectacular exhaust note and is incredibly fun to drive. Cameras placed on both rear wheel wells give a very cool, advanced viewing of whats going on around you. Cons: As can be expected, the backseats are completely useless. However, that is not the reason why one would buy this car. The Verdict: The final verdict boils down to three words - sex on wheels. 28 At The Wheel RPM Feb / Mar 2013

ST FLEET Mercedes SLK 250 Price: ............................................................................................. $52,200 Engine: . ................................................................ 1.8L DOHC 16-valve I4 Trans: ............................................................................7-speed automatic Power: . ........................................................................................... 201 hp Torque: . .........................................................................................229 lb-ft Curb Weight: ................................................................................1,470kg Fuel Economy: (L/100km – City/Hwy) . .........................................9.1/6.1 New for 2013: All SLK models now come with mbrace2 in-car technology and optional adaptive highbeam assist. Segment Competitors: Audi TT, Porsche Boxster, BMW Z4, Infiniti G The Skinny: The SLK 250 was redesigned last year and although it’s still a very fun car, it’s not the sportiest option on the market. But what it lacks in sportiness it more than makes up for with its head-turning good looks, superior handling, and a decent price point. Pros: Features incredible fuel economy, excellent handling that hugs the road, and has a great looking stance. Cons: It’s a pity the design team hasn’t come up with a better way of storing the roof when down instead of compromising trunk space. The Verdict: A great looking car; what it lacks in punch it more than makes up for in the overall driving experience.

Lexus RX 450h

Price: .............................................................................................. $56,750 Engine: . ......................................3.5L DOHC 24-valve V6 + electric motor Trans: .................................................Continuously Variable Transmission Power: .............................................................................................. 295 hp Torque: ........................................................................................... 234 lb-ft Curb Weight: ................................................................................ 2,110kg Fuel Economy: (L/100km – City/Hwy) ........................................... 6.2/7.2 New for 2013: A new spindle grille, new bumper, LED daytime running lights, distinctive fog lamp bezels and four new exterior colours. On the inside, a new steering wheel, maple wood trim, and an available saddle leather interior. Segment Competitors: Audi Q5, Infiniti EX, GMC Yukon Hybrid, Land Rover Range Rover The Skinny: The RX 450h was meant to show that even a large SUV can achieve great fuel economy and Lexus has done that with the 450h boasting an impressive 6.2L/100 km in the city and 7.2L/100 km on the highway. It features a very smooth ride and great storage space with or without the seats folded. Pros: Exterior updates look great. Excellent fuel economy and an overall smooth and practical vehicle. Cons: Around $6,000 more for the hybrid, so it would take 8.5 years before you’d make it worth it with fuel savings alone. The Verdict: The RX 450h is a great way to comfortably transport five people, all of your gear and equipment, and does so while not making a very big dent in your wallet at the gas pump.

Mazda CX-5

Price: . ........................................................................................... $22,995 Engine: . .......................................... 2.0L SKYACTIV-G DOHC 16-valve I4 Trans: ................................................................................6-speed manual Power: . ........................................................................................... 155 hp Torque: . .........................................................................................150 lb-ft Curb Weight: ...............................................................................1,459 kg Fuel Economy: (L/100km – City/Hwy) ...........................................7.8/5.7 New for 2013: The CX-5 is Mazda’s all new compact SUV, and sports a SKYACTIV-G 2.0-litre gas engine that makes 155 hp and 150 lb-ft of torque. The engine is mated with the SKYACTIV-MT 6-speed manual transmission, and all-wheel drive is now an option. Segment Competitors: Subaru Forester, Nissan Rogue, Kia Sportage, Ford Escape, Mitsubishi Outlander The Skinny: The CX-5 has a balanced look of style and practicality, and inside the cabin is a well-designed, very simply laid-out interior that is very easy to use and should eliminate some of the headaches caused by cluttered interiors of some other vehicles. The fuel economy is great, yet it still has enough power if called upon. Pros: Our 6-speed manual version was a breeze to drive. It features a roomy interior and more than enough trunk space to haul all your equipment around. Cons: Hard pressed to write anything here, but may be a little too loud in the cabin while driving. The Verdict: A cheap, reliable option when looking for a compact SUV. Feels like a car but with all the perks of a bigger vehicle. At The Wheel RPM Feb / Mar 2013 29

FEATURE - FORD QUALITY TOUR Next up was the Polymer Processing lab, where we saw new approaches to what most would call plastics and foams, or more generally injection-moulded materials. The goal is to replace petroleum-based materials with renewable biomaterials wherever possible. For example, soybased polyurethane foam is commonly used in Ford vehicles now; the seats in the new Escape are made from some 31,000 soybeans. Ford’s use of soybean-based cushions in all of its North American vehicles saves approximately five million pounds of petroleum annually. The Escape also has door bolsters partially made of kenaf – a tropical plant in the cotton family – offsetting the use of 300,000 pounds of oil-based resin per year in North America.

Ford Shows Advanced Research and Technology Story and photos by Gerry Frechette

ntil you’ve had a chance to get a background look at the research and technology that goes into that new car you see sitting in the showroom, it is hard to even imagine just how much effort any major manufacturer puts into designing and building a vehicle in today’s challenging environment. Recently, we had the chance to visit Ford’s Research & Innovation Centre in Dearborn, Michigan, and came away with a much greater understanding of how Ford is leveraging technology to make its new cars more safe, efficient, and comfortable. Obviously, there is way too much we could have seen in our limited time there, to say nothing of technologies Ford would not have wanted us to see, but we did get to visit a few labs and chat with the research engineers and scientists who come up with all the amazing new technology we see now, and will soon see in future vehicles. We started with a presentation on lightweight materials, which, combined with powertrain efficiencies and aerodynamic development, will form the basis for meeting the ever more-stringent fuel consumption standards in the upcoming years. While steel will not soon be replaced in areas of high stress and impact resistance, aluminum has already reached wide usage, and magnesium, used for decades in racing, is being actively researched. We were shown several components made from that metal, including a door skin, and even an engine block. Magnesium is said to weigh approximately one-half or less of an equivalent steel component, so there are big reductions in weight to be had. One challenge is that magnesium is susceptible to galvanic corrosion when used in mixed-material assembly, so new coatings and fasteners are needed to use it in a vehicle. 30 At The Wheel RPM Feb / Mar 2013

Examples of other natural substances in advanced testing include wheat straw-filled plastic, castor oil foam in instrument panels, recycled resins for underbody systems, recycled yarns (such as denim) on seat covers and in dashboards, and natural-fibre plastic for interior components. Wood, wheat straw, cellulose from trees, Indian grass, sugar cane, dandelions, corn and coconuts are some of the natural materials, but there are other not-so-natural ones being worked on that might surprise you. How about paper currency? Yes, dollar bills. Some 8,000 to 10,000 pounds of retired paper currency are shredded daily – more than 3.6 million pounds annually – in the U.S.. The shredded money is typically either compressed into bricks and landfilled, or burned. We were shown an interior compartment tray made out of 20-percent recycled U.S. Currency, used to bind the plastic in it. Part of the research in bio-materials includes the recycling of the common plastic beverage bottle. Ford, through the use of what it has dubbed REPREVE®, plans to divert about two million post-consumer plastic bottles for use in the new Focus Electric and other new vehicles for the next model year. The Focus Electric contains REPREVE-based fabrics that are made from the equivalent of about 22 recycled PET (polyethylene terephthalate) bottles in each car. This is the first Ford vehicle to have seat fabric that is made from REPREVE. What goes into a vehicle at the beginning

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FEATURE - FORD QUALITY TOUR of its lifecycle and what comes out of enhanced control over their car’s systems. it at the end contribute greatly to its HMI is a digital command centre that allows environmental friendliness. engineers to develop ways for drivers to monitor and control key functions in their car, using Our next stop was the Human Oc- either their fingertips or voice. That way, they cupant Package Simulator lab, or can relax and enjoy a smoother and safer HOPS, which uses motion capture driving experience. technology, similar to that used by Hollywood animators, to study human To the average car owner, the level of adcomfort levels within vehicle compartments. vanced technologies being worked on would be a real eye-opener and plenty to wrap one’s In the HOPS lab, a human test subject is outfitted with up to 50 motion mind around, but of course, given the many capture sensors that track the movement of the body inside a vehicle. The large buildings on Ford’s Product Developperson is questioned on the comfort of the compartment but also asked to ment Centre campus, and that we saw just perform a series of movements, such as ingress/egress, while body tra- a few labs in one building, it would be safe jectories are digitally recorded to say that the commitment by Ford, and we’re sure all the other major and loaded into a database. manufacturers, to the technology we’ll see in vehicles in the next five, This information is then used ten, or twenty years, is a huge one in terms of money, equipment and to create digital human models personnel. There is no standing still in the realm of automotive technology which help engineers to deterdevelopment, and just the relatively small glimpse we had of the inner mine how people of all shapes sanctum of Ford’s latest technology was proof of that. and sizes interact with all kinds of vehicle designs, ultimately allowing Ford to develop more comfortable vehicles. Last up on our visit was the Human Machine Interface (HMI) lab, where the driver’s interaction with the vehicle is explored. With so much technology integrated into cars these days, how do manufacturers ensure drivers truly benefit from the features in a way that keeps their eyes on the road and hands on the wheel? To Ford, the interaction of driver and technology is just as important as the technology itself. At the HMI lab, Ford showed how it incorporates intelligent instrumentation, ergonomic design and mobile technology to provide drivers simple and

32 At The Wheel RPM Feb / Mar 2013

Leaders In The Performance Industry

he age of performance modifications has been flipped onto its head in the last few decades. It used to be a grease monkey would get his hands dirty breaking open an engine, figuring out what makes it work, finding better and more efficient ways to make the engine breathe and produce a bigger bang, button it all back up and hope it holds together. While that fine art is still alive and well in the motorsport industry, the modern performance junkie looking for more power and efficiency out of their street machine doesn’t even have to lift the hood to get massive power gains.

the light,” Heffington recalls. “In a matter of seconds, I knew exactly what I wanted to do and saw the opportunity. And then you just go and do it.”

Heffington knew that if he could crack the fuel injection module, he could then retune everything the computer controlled. With that, the performance computer tuning market was pioneered as Heffington created Hypertech Inc. and started producing the first performance chips. Hypertech would then go on to create another first with a handheld tuner that could be plugged into the computer system in the Enter Mark Heffington, one cabin when manufacturers upgraded to the OBDII system. of those grease monkeys who loves to tune an engine, It is this constant development and industry-leading thinking that has and get the absolute most kept Hypertech ahead of the game since Day One back in 1985. The out of it. During the 1970s, company’s contribution to the performance world has been so great he ran a performance cam that Heffington has been inducted into both the Hot Rod Magazine Heffington company, then went to work and SEMA Halls of Fame for his contributions. works at as a drivetrain consultant for his first General Motors in the early company... Years of winning SEMA’s ‘80s. However, it was about Cam Dynamics. coveted Best New this time that production cars were starting to change from Performance Street carburetion to fuel injection. Product Award are Fuel injection meant that testament to Hypertech’s computers were now controlling engines with the parameters being set by the manufacturer. Then it hit him. leading position in the performance industry. “I felt like John Belushi at the Triple Rock Church when he had seen Special Advertising Feature

Leaders In The Performance Industry So, how do they do it? It used to be that a manufacturer would only change its computer parameters once every five years, or when a vehicle was being redesigned. However, today, car makers are constantly retuning their vehicles, sometimes on a yearly basis. What Hypertech does is purchase the vehicle they wish to produce a tuning product for and bring it into their 15,000 square-foot research and development department. Highly-capable engineers will put the vehicle on a dyno and effectively put its on-board computer through a complete interrogation, measuring how it controls airflow, fuel and spark timing, at small RPM increments all the way up to the engine’s redline. Once they have acquired all the information that they need, they go about building performance programs.

for snow or mud, speedometer calibration for larger tire packages or gearing changes, and the control over tire pressure warnings. There’s a lot packed into those little electronic boxes. Why do you need a programmer? It’s a good question. Not all of us are out to modify and tune big power out of our vehicles; what’s wrong with the way it drives already? Well, the problem is, it can always be a little better. Hypertech programmers up the power, quite substantially in many cases, by as much as 285 pound-feet of torque and 174 horsepower when a Max Energy Power Programmer is installed into a Dodge Cummins 5.9L Diesel. However, they also improve your vehicle’s efficiency, by increasing the efficiency of the air/fuel burn inside the combustion chamber, the result of which is a more powerful burn of this mixture during ignition. As a larger percentage of mixture is being ignited, less fuel is needed to keep that fire stoked, therefore, a vehicle that will burn less fuel. Hypertech goes a step further by making use of those additional operations we were talking about earlier. One of the biggest weapons manufacturers have in the fight to get the best fuel efficiency possible is the new generation of transmissions available today. As these are also controlled by the computer, Hypertech can adjust shifting points to ideally suit fuel-efficient driving, saving the customer even more. Then there are the efficiency-focused tuners that offer the customer only one real purpose, to simply give them the best fuel efficiency the vehicle is capable of. That’s a lot, and Hypertech has a varied product list for a consumer to choose from. That list looks a little like this:

Tuning and adjusting air, fuel and spark, the engineers maximize the engine’s efficiency throughout the revving cycle all the way to redline once again. So each product is custom-tailored to a specific vehicle, then is subjected to heavy testing both on the dyno and in real-world conditions to ensure that Hypertech products are the best money can buy. The engineers are capable of designing their own hardware, diagnostic and programming equipment so that Hypertech staff can go through every step of the process in-house, so you know exactly what you are getting.

Max Energy – Max Energy Tuning extracts every bit of energy possible out of every molecule of fuel, giving you more miles at part-throttle and more power at wide-open throttle. This programmer offers power tuning, automatic transmission adjustments, speed and rpm limiter, cooler and speedometer calibration and “return to stock” capability, and is internet updateable.

So, what vehicles get developed and when? As soon as a new vehicle is put on the market, Hypertech usually gets its hands on it so that you can have the ability to tune even the freshest of releases. Needless to say, Hypertech is a company full of car enthusiasts, and as such, with certain rivalries over cars and trucks, domestics and imports, obviously everyone wants to jump on their particular passion first. However, fear not, your genre will be well represented as there is an extremely diverse collection of people working at Hypertech. No vehicle is left behind.

Max Energy E-CON – The Max Energy E-CON Economy Power Programmer is designed for the driver who needs better fuel mileage and more power, but doesn’t want to pay for other high-performance features they may not need. With the additional power and optimized transmission functions, drivers use less fuel to accelerate and maintain cruising speeds without the torque converter un-locking and the transmission downshifting to a lower gear. The results are improved power and maximum fuel mileage. Hypertech’s customers are claiming 2-to-6 mpg gains and a substantial increase in horsepower and torque. Click here to learn more about our verified fuel mileage testing.

Constant configuring from the manufacturers causes more headaches for the engineers at Hypertech, but the fact that car makers are running more and more systems off the vehicle’s computer system does allow Hypertech to offer many more features to the customer depending on the vehicle. Modern computers are controlling maximum rpm, regulating transmission shift points and firmness, limiting top speed, and displaying speedometer and odometer readings. Hypertech’s engineers are able to use these capabilities to provide additional features for enthusiasts. In the case of the Jeep Wrangler, Hypertech’s Max Energy tuner has additional features like adaptive idle for winch operation, the ability to disconnect sway bars and locking differentials while in 4-High or 2WD

Speedometer Calibrator – The Speedometer Calibrator gives off-roaders or those who plant to change the tire size or gearing on their vehicle a cost-effective option that only calibrates the speedometer without the need for a full programmer.

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Hyperpac – The Hyperpac programmer is the grand daddy of them all, offering up all the features of the Max Energy with the addition of Drag Strip, Dyno and Gauge features to give the competition driver everything they need to get the absolute most out of their vehicle.

Of course, not everyone drives a modern car with the latest in OBDII The biggest advantage for electronics. Suffice to say, Hypertech still offers its old power chips for diesel owners is that all three those who drive vehicles that are a couple of decades old. different power settings with a Hypertech programmer are Why Hypertech? tow-safe. That means that There is no shortage of companies that have followed in the footsteps the gross combined weight of Hypertech; after all, it was Hypertech that pioneered the whole rating is taken into account industry. But they are just that, followers. What exactly makes Hy- with each program. When a pertech stand atop of the rest? With Hypertech’s trusted engineers diesel is being developed, doing their due diligence, professionally developing each product, Hypertech can attach the vehicle’s specific load rating to the truck on the dyno, while monitoring exhaust gas, oil Hypertech Owner/President and coolant temperatures, Mark Heffington and torque converter slippage, creating not only some of the highest power gains but, bar none, the safest tunes in the business, creating peace of mind for the customer. The great thing about Hypertech is that it is not just a company in the business to make money. From the founder to the guy sweeping the floor, Hypertech is a company full of car people. Heffington himself is a Corvette fanatic, and owns an impressive collection that features a couple of Lingenfelters and even a couple of Buick Grand National GNX’s. Amy Faulk, company CEO, is a pioneer in women’s drag racing, while the rest of the company is made up of hot rodders, off-roaders and racers.

the manufacturers’ tolerance specs are taken into account with every vehicle. Many other tuning outfits don’t go this extra mile and the result more often than not is damage caused to the transmission or other drivetrain hardware. Torque management is a feature found on most modern day V6s and V8s that help save the transmission from being overly abused by the power of a modern engine. While Hypertech CEO most tuning companies will override this feature to allow them to get So, if you want to not only make Amy Faulk as much power as possible, Hypertech will not, only slightly tuning your vehicle more powerful, but also it to get the best performance out of a vehicle at the safest possible increase its efficiency and usability, check out Hypertech’s website at tolerances. www.hypertech.com to find the product that will work best for you.

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Staying True CES 2013 Still drawing crowds...

Story and photos by Norm Ross

eported as the biggest show yet, the January 2013 Consumer Electronics Show (CES) was certainly extremely busy. I have been attending the show since the 1980s and it sure has broadened the variety of exhibits. What used to be just Car and Home Audio, has now been pushed beside cameras, medical items, iAnything and automobile manufacturers, among others. Don’t let me get started on the fork that reminds you to slow down while eating… I was excited to see that most of the bigger automobile manufacturers are now displaying at the show, and the theme from them was connected. This means they all now have ways to connect smart phones to the audio system for hands-free dialing, navigation and more. Ford, Dodge, GM, Kia, Audi, Hyundai and Lexus were all present with large display booths. Ford has been at the show for a few years now, and I really like that they bring Sync System simulators to get user feedback; I’m sure this has shown them ways to tweak their connected system for easier use by drivers. 36 Speed & Sound RPM Feb / Mar 2013

Of course, the Car Audio manufacturers have been working the connected game for years now and are pushing the envelope as well. Pioneer ’s booth showed the latest version of its AppRadio2 head unit. It’s an in-dash iPhone® and Android™-compatible car receiver with seven-inch multi-touch screen, built-in Bluetooth for hands-free calling, and on-screen access to compatible smartphones including the new iPhone 5. Pioneer has even set up an AppRadio Development Centre to ensure the newest popular services and apps get to your vehicle quickly. Kenwood’s marketing slogan, Live Connected. Drive Connected. shows it is pushing the level of connectivity as well. It introduced 15 new in-dash head units with hands-free connection for iPhone’s Siri and showed Aha Radio, which organizes Web content and optimizes it for use in the mobile environment. Alpine brought its iPhone Siri EyesFree connectivity system as well as its latest TuneIt App Ready head units. Both Alpine and Dual showed versions of screen mirroring, where the large

38 Speed & Sound RPM Feb / Mar 2013

in-dash screen of their head units shows (mirrors) what’s on a connected smart phone. This is a great new concept; why pay for another navigation head unit, when your smart phone has nav apps already? Of course, the law says we are not allowed to hold the phone while driving, and the screen on the phone is too small for my older eyes, but seeing it on the larger screen makes perfect sense. You will probably update your smart phone nav app more often as well. For better sound, once connected, MTX Audio was on hand with an awesome lowered (can you say ground scraping?) Chevy pickup showcasing its latest amplifiers and subwoofers. When they say “Feel the Thunder,” they mean it! The Corvette engine was super cool as well. MTX continues to add to its line of ThunderForms; vehicle-specific subwoofer systems that match the interior of cars and trucks, taking up the smallest amount of space. Also new for 2013, is a super-slim subwoofer system for smaller cars and for behind the seats in trucks. AudioControl showed the next step in OEM Integration, the DQ-61. This inexpensive interface allows any stock audio system to be upgraded with amplifiers, subwoofers and better speakers. On board equalization, digital time alignment and ACCUbass corrects for all the nasty things the vehicle manufacturers do to their stock systems such as rolling off the bass at higher volumes and eq’ing to compensate for poor quality speakers. I’m sure I’ll be back to Vegas again next January, looking out for the latest connected tech, and the spoon to go with that wacky fork.

OEMs at CES...

...playing a bigger role Story and photos by Dave MacKinnon

orm covered some good ground in terms of CES 2013… and with more big booths, aisle space is dwindling quickly. CES claimed this was its largest event ever in terms of booth space sold, and I have no problem believing that. Seeing the auto manufacturers taking more and more space is great for consumers, but not quite the same from an industry perspective. Simply put, OEMs getting bigger means the aftermarket is getting smaller. Nevertheless, we prevail and attempt to innovate. Audi showed high-end multi-channel audio from Bang & Olufsen in a Q7 and backed with a similar demo in its listening room. It sounded very good, and more excitingly, I now know there will be an Iron Man 3 debuting in a few months time! Word is that Hyundai showed an app that unlocks your car using facial recognition on your smart phone. Ford had a focus (sorry for the pun) on efficiency in its main booth, but went a little wilder with a smaller booth outside of the North Hall that had Ken Block’s Gymkhana Fiesta on display. Dodge had a new Viper on display, as well as one of its Police Interceptor Chargers. Further on in the ‘connected’ front, we have Wi-Fi in the Kenwood flagship units and General Motors control integration. A new smartphone

40 Speed & Sound RPM Feb / Mar 2013

in the IASCA booth again, and I can attest to how great it sounds as well from last year’s show. Phoenix Gold showed an amplifier that can be set up and tuned via Bluetooth and a smartphone application.

integration system from Clarion called SmartAccess was introduced. It requires no software updates on the unit to add new apps – just an update to the proverbial ‘cloud,’ and works on iPhone and Android HDMI-equipped devices. Alpine is offering more and more vehiclespecific solutions for its eight-inch all-in-one head unit. I love the tweaky side of car audio – exotic speakers, interconnects, amps and processors. Easily taking what I deem as the most well-deserved CES Innovations award in a long time was the mObridge/Indice MIDSP500 2x250W Boosted Asynchronous Modulated Amplifier. This little fella is so advanced, it doesn’t need storage caps in the power supply, and can actually send un-used energy BACK to the battery at astonishing speeds. On-board DSP, incredible efficiency and minute size make this a real eye-opener. Likewise, on the tweaky path, I got a chance to listen to yet another ARC Audio PS8-equipped demo car – this time a Chevy Cruze, and the experience was awe-inspiring. So much so, I may have taken a PS8 home for my project Grand Cherokee. The Hybrid Audio G35 was

Speed & Sound RPM Feb / Mar 2013

Viper/Clifford, in tandem with XpressKit, announced some cool new hardware – a bypass module for digital communication with the car that is integrated with analog connectivity. This will further accelerate install times, performance and efficiencies when it comes to installing remote start and security. Norm mentioned that the ‘other’ categories at CES are growing. This year, the other 3/5 of the North Hall was full of Apple accessories. I have never, ever, in my wildest dreams thought so many companies could make so many different cases for iPods, iPads and iPhones. I mean hundreds of companies, each with hundreds of cases and accessories. Also bigger this year were cameras. Nikon, Sony and Panasonic put some real emphasis on those products. Ultra highdefinition 4K TVs also made themselves known, but I was bummed out by some of the demo material, and it seemed only truly relevant in massive sizes. I wish I had more time to wander the Central and North halls, and get out to some of the real high-end home audio exhibits, but as always, duty calls. But as Arnold said “I’ll be back!”

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PERFORMANCE

Bruno Spengler

In recognition of the herculean effort, BMW has just released a limited-edition “Champions Edition” M3 featuring Spengler’s name and the Maple Leaf. Spengler takes delivery of his in April. Interview by Budd Stanley

PM: For someone who only watches the top levels of motorsports, you popped up rather unexpectedly in DTM eight years ago. Tell us about your background, where you were born and grew up, when and where you started racing. Bruno Spengler: I was actually born in Europe, just outside Strasbourg, France. Then when I was three I came to Canada with my parents, I went to school here then started racing gokarts when I was ten years-old. I raced go-karts for seven years both here in Canada and in Europe; you have to go over there to get recognized by the big sponsors and car manufacturers. So I won many races and championships in karting, then I moved up to Formula Renault. I spent two years in Formula Renault and came second in the German Championship and won the North American Championship. Then I was picked up by the Mercedes junior team in the Formula 3 Euroseries and raced there for two seasons. Then, at the end of 2004, Mercedes gave me a test in a DTM car and that went very well, so for 2005 I was racing in the DTM and drove for Mercedes for seven years before I was offered an opportunity with BMW in 2012. RPM: Winning first time out for a new manufacturer, did the fact the rules changed the way all the cars are built help you and BMW get your first Championship? BS: I think yeah, it definitely helped; the cars really kept very similar characteristics from previous years, but we still had to learn everything new, and we had no experience with pit stops and race strategy, so it was still a tough season for the team. We started from zero and to win both manufacturers’ and driv-

Canadian Bruno Spengler lifts winner’s trophy on the podium at Hockenheimring, winning the final race of the 2012 DTM championship to become series champion. Speed & Sound RPM Feb / Mar 2013

PERFORMANCE tried to be there as much as I could to help develop the car and the team. This was likely the biggest challenge. RPM: We now have another Canadian to cheer for in the DTM with Robert Wickens. Your thoughts of him; will he be able to follow in your footsteps? BS: To be honest, I saw him for the first time during the first race last year. I don’t know him that well and I only had a small chat with him, but he seems to be a nice guy and looks to be pretty good. But I just don’t know him all that well yet, so I can’t really comment on him, just that he looks like he could do well.

Spengler won the DTM Championship while driving for BMW in its first year of the championship. ers’ championship is an amazing achievement and shows what BMW is capable of.

RPM: What does the future hold for you? Is DTM your ultimate goal or may you move to different forms of motorsport?

BS: Well, it depends; you really don’t know what the future is made of. I’m quite happy being in the DTM. It is the highest RPM: You’ve been a contender for several years now; calibre of touring car racing in the world; the professionalism of what did you learn in those rather heart-breaking the series, the teams and the drivers is very high. The chance championship fights that helped you in 2012? to represent a big brand like BMW is amazing for me; I feel very happy here and concentrating on the upcoming season and I’ll BS: Well, to be honest, there is not much you can do about worry afterwards about what may come. a technical failure, as this was the problem a couple of times. There were four times I was close to winning the championship, RPM: Is there anything about the DTM that Canadians so I knew that I could do it. It’s a hard championship, a lot of may not know? What could a prospective fan expect good cars and good drivers, and you need to make no mistakes to experience at a DTM event? throughout the whole season. BS: Yeah, you know in Germany, we get around 160,000 people RPM: Obviously, joining a new team with a new car to the races, the cars are very impressive, lots of downforce and is a great challenge; what was the biggest challenge over 500 horsepower and are very loud, lots of overtaking and you faced during the season? touching each other, so it is a very entertaining form of racing to watch. And the fans can get very close to the drivers and the BS: Well the whole season has been a big challenge; the winter cars, so it is a great series to watch if you are able to make it testing was a big challenge with a whole new team and car. I to a race. What cars do you have in your garage? Right now, I have a BMW X6 and a BMW X3, and I will soon have a DTM Champion Edition M3. What car would you like to have in your garage? I would really like to have the new M6, so I will likely trade in the X6 in April. What is your favourite track? I have many, but the Nurburgring, Hockenheimring, Norisring and Montreal are my favourites. Why do you like these tracks? They are very technical and difficult tracks, they have many different kinds of corners, and require very smooth driving and hard braking, so I like the challenge of a hard track to race. What is your favourite hobby away from the track? Away from the track, I love to play sports, cross-country skiing, tennis and I really like to play golf. 44 Speed & Sound RPM Feb / Mar 2013

The new BMW M3 DTM car that took Spengler to the championship, shown here winning at the Nurburgring on the 40th anniversary of BMW Motorsports.

Mike Pellett’s Deuce Looking back at Turbine-powered concepts

Story by Cam Hutchins f all the cool cars spanning many generations, there is something about O the 1932 Ford that stirs the imagination of so many car fans the world over. The ‘32 is even called by its last digit and immortalized as the “Deuce”

with some car shows that feature so many of the ‘32s that one wonders if more exist now than were built originally. Of course, that is preposterous, but one of the first fibreglass bodies mass marketed was the ‘32 Ford. Ford produced over 210,000 vehicles in 1932, whereas Chevrolet produced 313,000...what??? 100,000 more Chevies were slid off the assembly lines, but how many ‘32 Bowties do you see at car shows? So let’s not question the reason for the popularity, but that love of the ‘32, more specifically a Blown Hemi ‘32 Ford Steel Roadster, was the stuff of dreams for Mike Pellett growing up in the frozen north, Fort St. John, B.C. Before getting his own Deuce, Pellett had a ‘51 Chevy Pickup, a 10-second ‘57 Chevy 2-door post, an ‘80 pro street short-box Chevy Fleetside daily driver and a Blown ‘42 Dodge Pickup that he bought when he was 15, took his drivers test in, and still owns to this day ...although with a 289 mill and not yet tubbed. Six motors later, it is a pristine tubbed street pounder with a blown 340, and has been known to smoke a few tires. In 2007, Pellett heard of a Blown Hemi Steel ‘32 Ford roadster with a Richmond 6-speed located in Massachusetts. He tracked it down on the internet and shortly after, got the car home and started his trashing and stomping on the go pedal. 46 Rods & Classics RPM Feb / Mar 2013

It soon became apparent to Pellett some changes were in order and he started to make it his own and built it to take a beating. The car was disassembled and with the “amazzzzzing help of Mad Mike Deboer,” the 1957 Chrysler 392 engine got some very special attention with four-bolt mains, bored .30-over, and fully balanced and blueprinted. The 1957 Chrysler forged crank got a .010/ .010 index grind and the flywheel bolts tapped to 1/2-20, with a BHJ harmonic balancer and Childs and Albert rod and main bearings. Manley Sportsmaster rods with Ross forged 8 1/2to-1 pistons with Total Seal rings completed the bottom end.

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www.360fabrication.com www.facebook.com/360fabricationinc • TF 1-855-859-3608

sis are the Edelbrock shocks and Halibrand Sprints wheels...Front 15 x 4 1/2, Rear 15 x 10. The tricked-out body had to be heavily modified to take the Hemi and the huge Richmond 6-speed, but pains were taken to not molest the cool paint he bought it with. The firewall and floor had to be custom-built. A new chrome stainless steel insert was stuffed into the Brookville Steel Grille Shell, and the Duval custom-fit polished-and-chromed windshield is the icing on the cake. Stewart Warner Wings gauges on a turned SW panel, custom wiring with a Ron Francis hidden panel, Glide Engineering custom seat with Custom Red Leather, some custom ABS door panels, and turned stainless steel scuff plates finish the interior. The roof is a custom fit “Bop Top” by Sid Chavers that folds and fits into the trunk. The trunk also houses the “Bitchen” aluminum battery box. So, based on the quality of the build and the high-performance parts, you would think this is a show car or at least a serious drag strip trailer queen. Up top are aluminum Hot Heads cylinder heads with Donovan SS valves/ lash caps and Titan Billet adjustable fuel engine-style roller rockers. Spinning the whole mess is a solid roller cam with roller lifters. The cam was ground by Jim at Interior Cams in Salmon Arm and the Titan roller rockers are from Brendan Murray, a California drag racer known for having the fastest bigblock Chevy in the world. Feeding the masses are two Holley 750 double-pumper boost-referenced blower carbs on a Hot Heads tall runner manifold with a BDS Supercharger and sparked by an MSD distributor with MSD Boost Timing Master ignition box and rev limiter. Some of the other goodies include a Weiand BB Chevy water pump with Hot Heads adapter, 2,700-CFM electric fan, custom Sanderson Limefire headers with super cool custom-built exhaust with Aero Turbine Stainless Steel Mufflers which are primarily used in NASCAR and Diesel trucks. With the blown hemi and the aggresive roller cam grind, it produces a very distinctive sound like no other. Many thanks go out to Jim Ward at Accurate Brake and Muffler for the copious amount of hours he put in to getting that three-inch exhaust up and over the rear end and threaded through that transverse leaf on the rear diff. Mike Pellett is an almost-20 year member of the B.C. car club the “Torchmen Rod and Kustoms,” and Torchmen like to drive their cars...hard. Some Torchmen members like Mike, Chris, Phil and John for years have had this long-time rivalry in trying to one up each other in laying down the best and longest and smokiest stripes on pavement. Pellett did not put seven motors in his Dodge Pickup for practice - they were needed . The clutch was custom built to Pellett’s specs by McLeod Clutch and is up to almost anything Pellet throws at it, and judging from the Top Fuel-like burnouts he does with the third-gear 6,500- rpm clutch dumps, McLeod has earned its money with this one. The big beefy Richmond 6-speed looks like it came off a farm tractor and the moving bits of the motor are the most advanced and techy parts ever to grace a 56 year-old Hemi Block. The car is fully insured and has been driven every month of the year at least once, even once in the snow. The car has been driven to car shows and events in Penticton, Ashcroft, Tacoma, Puyallup and to Victoria for Deuce Days. It has been dirty...actually so muddy the roof had to be pressure To safely move the power backwards, a McLeod custom-machined washed....and there always seems to be a problem with little sticky bits of aluminum flywheel with sintered bronze disc and custom metallic-lined rubber around the back of the car.... dual-disc clutch harnesses the power, and the Richmond manual overdrive six-speed with Long shaft and Denny’s custom driveshaft sorts it out and sends it further rearwards. The rear end is a Currie 9-inch with an aluminum Strange Engineering centre section with Detroit Locker 4.11:1 gears and 31-spline axles. Holding it all in place is a SoCal ‘40 Ford transverse rear spring and Pete & Jake ladder bars. Up front is a Chassis Engineering forged axle, forged spindles, SoCal hairpins/batwings, and stainless steel and chrome everywhere. A special treat is the SoCal chassis, the 14th one they built altered for the Hemi and Richmond 6-speed trans with additional triangulated bracing. The chassis is documented as the 14th SoCal ‘32 chassis built, with a tag on the frame. The stopping is looked after by SoCal Buick-style fronts with hidden Wilwood calipers and scoops. The rears are Currie large drums with Buick-style covers. Steering this Deuce is a Flaming River Vega box with a TRI C tilting aluminum column topped by a Halibrand SS/Leather Sprint Car steering wheel and dropped by a Borgeson joints and shafts custom column drop, a fuel motor aluminum connecting rod. The finishing touches for the chas48 Rods & Classics RPM Feb / Mar 2013

Fellow Torchmen Chris Cook’s ‘47 International, Mike Pellett’s ‘32 and brother Jody Pellett’s Model A Hot Rod

HISTORY PLUGGED IN

Still Prestigious After a Century

One hundred years of ups and downs for iconic British marque, Aston Martin Story by Budd Stanley, photos courtesy of Aston Martin

hey are quite likely the merchants of the sexiest automobiles ever to be built from steel, aluminum and carbon fibre, an indelible mix of prestige, form and performance. Every car that has been born from the doors of the Kensington, Hanworth, Newport Pagnell, Wykham Mill, and Gaydon factories has been a special and world-class automobile. On January 15, the iconic marque of Aston Martin turned a century old. However, a century of rich history full of motorsports victories, famous unobtainable vehicles and monikers such as Virage, Vanquish, and the DB series has not come easily. From its humble beginnings in a garage in Henniker Mews in Chelsea, London, the iconic British nameplate has been through the highest of highs and the lowest of lows, yet still survives today as a low-production manufacturer. In total, Aston Martin has only built 60,000 vehicles, fewer than 15,000 built in the company’s first 90 years in business, and has seen five production facilities relocations, no fewer than seven changes in ownership, and two instances where the company went out of business.

Coal Scuttle was the first car built by Lionel Martin and Robert Bamford.

Lionel Martin with the first Aston Martin at Brooklands Race Track in 1921 The story of Aston Martin starts in 1912. Lionel Martin and Robert Bamford ran an automotive shop selling Singers and fixing GWK and Calthorpe vehicles. The two decided that they wanted to start building their own vehicles, and Martin experimented by mounting a CoventrySimplex four-cylinder engine into the chassis of an Isotta-Fraschini. Martin was a big fan of racing at the time, and took the car to the Aston Clinton Hillclimb, winning the event. As recognition of the win, the new company would become known as Aston Martin. The two acquired a shop in Kensington, just next to their original facility in Chelsea on London’s Westside. By 1915, the company started building their own sports roadsters dubbed the Coal Scuttle, but a second car was not finished until 1920. After the Great War, Bamford left the business and investors helped Martin continue to build additional roadsters. As Aston Martin got its name from a race, needless to say, motorsports has been in the genes of Aston Martin right from the beginning. With the success of the company moving into the 1920s, Aston took its first step into international competition, racing its cars at the French Grand Prix. While victory didn’t come at first, the company did set some Land Speed Rods & Classics RPM Feb / Mar 2013 49

HISTORY PLUGGED IN The most popular Aston of all time is the DB5, no thanks to a certain special agent.

Production of the Aston Martin MKII circa 1935. Records at Brooklands, but was forced to close its doors for the first time in 1925 due to financial problems. However, it only took a year to find investors and soon, Aston Martin Motors Ltd was formed and the business of building and racing cars was soon back on track thanks to a group of investors. The investments would pay off with a win at the 1928 Le Mans 24-hour race, sparking a long relationship between the British sports car builder and the French classic. The team would sweep the podium of the 1.5litre class in 1933. The success on the track was translating into success

The relationship between Aston Martin and the Le Mans 24-hour race is a special one as the iconic DBR1 dominated sportscar racing during the 50’s.

in production-car sales. During the ‘30s, models such as the Atom and Avant-Garde prototype made use of the latest technology of the era, featuring space-frame construction and independent suspension, before production would be halted during the war years. Aston Martin would spark back to life in 1947 with the start of the David Brown era. A wealthy industrialist, David Brown purchased Aston Martin and injected much-needed life into the company. The factory was moved to Hanworth, where production of the all-new DB2 commenced. Brown also had a passion for motorsport, so it didn’t take long for the new car to enter competition, earning two podium spots at Le Mans in 1951. However, the production facility was on the move once again, this time moving to Newport Pagnell in 1954, allowing Aston Martin to build a greater range of sports and racing cars. The result was the iconic DB2/4, the legendary DBR1 racer and DB4 all being introduced. The DBR1, in particular, showed the strength of the company, dominating the 1959 World Sports Car Championship with wins at the Nurburgring 1000 km and Le Mans. Meanwhile, the DB4 was evolving, with a high-performance GT version being launched in 1960, as well as collaboration with Italian coachbuilder Zagato, who penned the DB4GT Zagato. Of course, no history piece about Aston Martin should leave out the most famous of all Astons, the DB5. 1963 was the year the DB5 made its debut and as many know, it became a pop culture classic thanks to 50 Rods & Classics RPM Feb / Mar 2013

its starring role alongside actor Sean Connery in the James Bond movie series. The mid to late ‘60s saw the DB-series evolve into the DB6, with the introduction of the DBS, DB6 MKII and DBS V8 furthering the Aston Martin lineage. However, bad luck fell on the company once again by the start of the ‘70s, with the takeover by “Company Developments Ltd.” Unfortunately, this only led to the company going into receivership in 1975, being rescued once again, this time by a consortium. By this time, the DBS and V8 were starting to get long in the tooth, sparked by yet another takeover in 1981 by Victor Gauntlet and Pace Petroleum buying the business. The ‘80s brought with it more uncertainty and a long list of financial issues, yet the new V8 Vantage Zagato reignited the prior relationship between the British car builder and Italian designer. Then, in 1988, the powerful Virage made its debut, but soon after, financial David Brown was the patriarch worries saw Ford move in during of the company during its glory its buy-up of luxury brands such as years. Land Rover, Jaguar and Volvo. Now we come to the modern age, an age that sees Ulrich Bez at the helm, carrying the company into the 21st century. The business has moved once again, under new ownership into a state-of-the-art facility in Gaydon, next to Jaguar Land Rover, which are also survivors of Ford ownership. Today, Aston Martin production is several times higher than it was only a few short decades ago, yet the firm continues to punch out highly desirable classic shapes, cloaked in the finest of materials, powered by the most viscerally beautiful V8 and V12 engines. Happy birthday Aston Martin; may you continue to build special automobiles for another century to come.

CLASSIC CORNER

A Dozen of the 15 Marauders built still survive

The Intention was to produce a convertible sports car based on Rover P4 chassis and drivetrain By Nigel Matthews

he model name Marauder is usually associated with the Mercury division when he and Gordon Bashford designed the 1970 Range Rover. of the Ford Motor Company. The first Mercury model bearing that moniker was built during the early 1960s, and it was a full-sized, high-performance The Marauder bodies were built by Meads of Birmingham and later the car similar to the Ford Galaxie. well-known company Abbey Panels of Coventry. The Marauder nameplate was revived in 2003 when it was attached to a The Marauder Car Company produced a mere 15 cars, the majority of high-performance variation of the Mercury Grand Marquis, but it was very which were convertibles, although one coupe was customer ordered and short-lived and discontinued at the end of 2004. built by Meads. The Marauder name originates from England when two engineers, George Mackie and Peter Wilks, left the Rover Car Company in 1950 and formed Wilks, Mackie and Company with the intention of producing a convertible sports car based on the Rover P4 chassis and drivetrain. It helped that they had an agreement in place with Rover to supply enough components to build 20 cars.

The British Government played a large role in forcing Mackie and Wilks out of business when they doubled the purchase tax (sales tax) on cars with a retail price of £1,000 or more. The Marauder Company was dissolved, but fortunately, Mackie and Wilks were able to return to Rover.

Of the 15 examples built, 12 are known to have survived today. Only one example found its way to North America and is somewhere in the United Wilks and Mackie changed the company name in 1951 to the Marauder Car States. Company. The design of the attractive drophead coupe was created jointly by Peter Wilks and Charles Spencer “Spen” King, who were both nephews of Mackie sold the rights to the Marauder name to Ford during the late 1950s, Spencer and Maurice Wilks (Spencer became the chairman of Rover, Mau- resulting in the birth of the first Mercury Marauder model as previously menrice was the creator of the Land Rover). King followed in his uncle’s footsteps tioned in the early ’60s.

Luxury and style were trademarks Firm’s last car was built in 1931

By Nigel Matthews he Peerless Company began life producing washing machine clothes ringers at a factory in Cleveland, Ohio. I’m sure some readers will remember those two wooden rollers mounted on top of the washing machine used to wring the water out of the clothes as they came out of the machine. They would quite often draw in some unsuspecting fingers and perhaps even a hand!

During the 1890s, Peerless turned its attention to making bicycles. Then, in 1901, the company started to produce motor cars. The first was a single-cylinder model, and a year later, it advanced to a two-cylinder, shaft-driven car with a single side door for entry. By 1903, 24- and 34horsepower four-cylinder models were available.

of luxury cars were attracted to the new offerings from La Salle, Packard and Studebaker. Peerless received a new lease on life in 1933 when the former company president James Bohannon purchased it and the premises to begin a new venture brewing Carling Black Label beer under licence.

Move ahead to 1907, and Peerless was offering six-cylinder cars and by taking a leaf out of Cadillac’s book, they offered a self-starter engine. The pictured 1913 Peerless Model 48 limousine is a one-off, coachbuilt example by C.P. Kimball of Chicago, which was better known as By the time 1915 rolled round, Peerless decided to offer just one engine a piano manufacturer. When new, the photographed example sold for option, a V8. Peerless evolved and grew alongside the luxury marques $7,500, which was a considerable sum of money in 1913. Packard and Pierce-Arrow, and the three manufacturers became known as the “Three-Ps of Motordom.” Nigel Matthews is the director of sales and marketing for Hagerty Canada. Hagerty is the world’s leading provider of Collector Car and Despite the best efforts of the company’s styling specialist Count Alexis Boat Insurance. Contact him at nmatthews@hagerty.com or visit www. de Sakhnoffsky, the final Peerless left the factory in June 1931. Buyers hagerty.ca Rods & Classics RPM Feb / Mar 2013 51

NEW PRODUCT SHOWCASE Hypertech Interceptor Now Available for 2011-2013 Chrysler/ Dodge 5.7L Hemi Applications Hypertech’s Interceptor, the high-performance engine tuning system that works with today’s complex engine computers, is now available for 2011-2013 Chrysler 300, Dodge Challenger, and Dodge Charger with the 5.7L Hemi engine. The Interceptor easily mounts under the hood of a vehicle and connects into the factory harness in order to monitor the vehicle’s functions. It then recalculates the factory’s computer performance calibrations with Hypertech Power tuning. This will result in gains in horsepower and torque, quicker acceleration, and improved fuel economy. For more information please go to www.hypertech-inc.com

New VMS Racing Billet Aluminum Oil Caps The all-new VMS Racing Billet Aluminum Oil Caps for the Hyundai Genesis are manufactured using high quality aircraft T6061 billet aluminum and then specially hard-anodized in a gunmetal colour to ensure a long-lasting finish. The cap also features a high-quality rubber gasket to prevent any leakages from getting through. The oil cap emblem itself is made from 100-percent real carbon fibre, and the cap is available for both coupe and four-door models with the 4-cylinder, V6, or V8 engines. For more information please go to www.vms-racing.com

52 Rods & Classics RPM Feb / Mar 2013

New Cinturato P7 All-Season from Pirelli The new Cinturato P7 All-Season tire from Pirelli is a Green Performance tire that will provide a high level of performance in all conditions. The tires feature up to 20 percent less rolling resistance due to improved tread compound, sidewall geometry and internal tire structure, and this can result in a four percent reduction in fuel economy and CO2 emissions. They are 100-percent free of highly aromatic oils which will reduce the toll on the environment, and they feature a special tread profile that reduces the overall noise of the tire.

CHROME SWEET CHROME

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For more information please go to www.pirelli.com

New GoPro HERO3 Black Edition GoPro has released its most advanced camera ever with the HERO3 Black Edition. The Wi-Fienabled GoPro is 30-percent smaller, 25-percent lighter and twice as powerful as previous models. It is wearable and gear mountable, waterproof up to a depth of 60m, and can capture an ultra-wide 1440p 48 fps, 1080p 60 fps, and 720p 120 fps. The 12MP photos produce stunning quality and the kit also includes GoPro App compatibility and a Wi-Fi remote. For more information please go to www.gopro.com

New Blizzerator Snow Brush

The all-new Blizzerator is an ergonomic snow brush that will help you rid your vehicle of snow, ice and debris more efficiently, all while keeping the user dry. The tool transforms from a handheld ice scraper to a 55 ¾-inch elongated tool which is ideal for car roofs and large trucks or SUVs. It also features 15-degree angles in order to better mold to the contours of the vehicle, a no slip solid grip handle, and yet it still remains lightweight, ensuring it’s easy to use.

SIDEWIND DEFLECTORS Fast & Easy Installation Reduces Wind Noise Tape-Onz™ or Snap-Inz™ Available in Chrome, Smoke and Camo

800.858.5634

For more information please go to www.blizzerator.com Rods & Classics RPM Feb / Mar 2013 53

Presented by:

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

Why hasn’t this look caught on any faster?

What happens when you have to turn? There’s overdoing it, and then there’s this car.

Looks like the Smart Car is trying out the 4x4 market

54 Rods & Classics RPM Feb / Mar 2013