Car Guy Magazine 1214

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ISSUE 1214

WATCH THE VIDEOS! CLICK THE WEBLINKS! AMERICAN DRIVER Roger Penske LEGEND The King Cobra AMERICAN DRIVES Scenic 7 Byway FIRST LOOKS Hellcat, Slingshot,

Shooting Brake and More!

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CONTENTS 1214 Car Guy Magazine

04 Publishers Note 06 Masthead 08 AMERICAN DRIVER Roger Penske 16 LEGEND The King Cobra 26 2015 Shelby GT350 Mustang 34 AMERICAN DRIVES Scenic 7 40 MB CLA 45 AMG Shooting Brake 46 2L2015 Lexus RC F 50 High Tech Gadgets Gift Guide 54 STREETSIDE CLASSIC’S HOT PICK 08 60 2015 Polaris Slingshot 62 2015 Dodge Challenger Hellcat 70 2015 Alfa Romeo 4C 72 EVENTS Porsche WEC Victory 74 CAR GUY DRIVER Jeff Harrison 76 EVENTS Teddy Bear Ride 8

WATCH THE VIDEOS! CLICK THE WEBLINKS! 54

16

62 34

Jasper 374

123 7 Luton

Rotary Ann Overlook

7 Dover

Russelville

Centerville

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hat a great way to finish out 2014 with the likes of “The Captain” Roger Penske and the legendary King Cobra featured in Car Guy Magazine. Any racing conversation includes Roger Penske somewhere down the line and every discussion of Carroll Shelby’s greatest cars would have to include the King Cobra.

We don’t stop there, we shift into second with articles covering the Hellcat, Slingshot and Shooting Brake, say what? You’ll simply have to continue on through this issue to catch up with what we are talking about.

As we crest the hill and shift into third we cover some high tech gadgets as a gift guide and we turn onto Scenic 7 Byway in Arkansas for an “American Drives” excursion with Ted Glover.

Down shifting before the turn we check out a very cool “Hot Pick” selected by Streetside Classics - a 1955 pickup truck with an attitude.

Flying past the checkered flag we admire the new cars parked along the track including an Alfa Romeo 4C, Dodge Challenger Hellcat, Lexus RC F and a Shelby GT350 Mustang, oh yeah!

the publisher’s note

Merry Christmas and Happy New Year!

Sincerely, Tim Miller tim@carguymagazine.com

WATCH THE VIDEOS! CLICK THE WEBLINKS! 4 CarGuyMagazine.com

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PUBLISHER Timothy Miller AUTOMOTIVE EDITOR Hank Ford GRAPHIC DESIGNER Tim Chase SOCIAL MEDIA MANAGER Jlynn Lenno ASSISTANTS Madison Nicole, Adam John CONTRIBUTORS Jim Gorzelany, Harold Pace, Ted Glover, Jen Herman PHOTOGRAPHY Al Satterwhite, Glenn Zanotti, Ted Glover ADVERTISING SALES Timothy Miller • tim@carguymagazine.com • 972.325.8795 ON THE COVER ROGER PENSKE, COURTESY PENSKE RACING

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PROUDLY CREATED IN THE GRAND OLD U.S.A. View FREE digital editions on your smartphone, tablet and computer at www.carguymagazine.com. All advertising is subject to publisher approval before acceptance. Car Guy Magazine reserves the right to refuse any ad for any reason. Advertiser’s warrant and represent that the descriptions of the products and services advertised are true in all respects. Car Guy Magazine assumes no responsibility for claims made by advertisers. Car Guy Magazine, Madwest Media, LLC, its officers, directors, employees and agents make no recommendations as to the purchase or sale of any product, service, or other items. All views expressed in all articles are those of the authors and are not necessarily those of the Car Guy Magazine. Car Guy Magazine™ , The Car Guy Show™ and A Kick in the Asphalt™ are trademarks of Madwest Media, LLC. Copyright ©2014 All rights reserved. Reprinting or digital copying and distributing, in whole

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or in part, is expressly forbidden except by written permission of the publisher.

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WORDS JIM GORZELANY

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PHOTOS PENSKE RACING

Able to accomplish more in his seven decades than most of us can barely envision, Roger Penske is one of the most successful gladiators ever to do battle in the automotive arena.

He achieved initial success as a racecar driver in the early 1960s, followed by even greater glory as a racing team owner. He parlayed a single newcar dealership into a diverse business empire that includes the ubiquitous truck-rental firm bearing his name and one of the largest auto-retailing empires in the world. Enshrined in the International Motorsports Hall of Fame, he sits on corporate boards and currently resides at number 140 on the Forbes list of America’s richest people.

While Penske has few equals in the world of wheels, he remains refreshingly soft-spoken and true to his humble origins. As with most self-made

Facing Page: One of the most successful names in racing, Penske’s IndyCar teams have won the Indianapolis 500 an unprecedented fourteen times.

people, his empire started out rather modestly.

Top: Penske in the famed Zerex Special at the Riverside Grand Prix in 1962.

Bottom: Managing the team at the Indianapolis 500.

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Top: In 1963, Penske entered the world of NASCAR racing and took the checkered flag at the Riverside 250.

Right: Penske racing at the 1962 Grand Prix in Puerto Rico.

His first professional experience with cars came during his senior year of high school in Shaker Heights, Ohio.

“I had been in a motorcycle accident the previous year and couldn’t play football, so I went to work for the local Jaguar dealer washing cars,” he says.

He started his first independent auto-related business in the late 1950s while studying business administration at Lehigh University.

“I had a garage off campus in which I would buy cars, fix them up, and sell them,” he recalls. “By then, the car business was in my blood.”

A year before earning his degree, having already cultivated a taste for speed, Penske launched his racing career in 1958 at the age of twenty-one in SCCA (Sports Car Club of America) modified events. He took home his first winner’s trophy the following year at the SCCA Regional in Lime Rock, Connecticut, driving an FModified Porsche RS.

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Upon graduating from college, Penske sold aluminum for Alcoa while honing his racing skills. In 1961, he won the SCCA national title and was named SCCA Driver of the Year

by Sports Illustrated; the following year he was awarded Driver of the Year honors by the New York Times.

Penske went on to win the USAC road racing championship, and finished first in the Riverside, Monterey and Puerto Rico Grand Prix events aboard the famed Zerex Special, a Formula One car that had been modified as a two-seat racer. In 1963, he moved over to the NASCAR circuit and took the checkered flag at both the Riverside 250 and Yankee 300.

After a highly successful but relatively short seven-year career as a professional driver, Penske shocked the motorsports

Top: Racing in the rain at Riverside in 1962.

Left: Continuing a winning tradition at the ALMS race at Houston in 2007 in Porsche RS Spyders.

Glenn Zanotti Photo

world by stepping away from the wheel in 1964 to concentrate his efforts on business. Penske left Alcoa to become general manager of McKean Chevrolet in Philadelphia. Selling cars wasn’t enough to quench his thirst for competition, however.

In 1966, Penske established his own Can-Am team, Penske Racing, with his engineer-driver, the late Mark Donohue, who piloted a Lola to first place at Mosport Park.

“I did the right thing [starting my own racing team] because I’ve been able to hire people that were better drivers than me,” Penske admits.

Subsequently branching out to field teams in the IndyCar and NASCAR circuits and, briefly during the mid-1970s, Formula One, Penske Racing eventually became a sports dynasty

in its own right. It is to motorsports what the New York Yankees are to baseball: Over the past four decades Penske Racing cars have racked up (as of this writing) 280 major race wins, 325 pole positions and twenty national championships, including fifteen first-place finishes at the Indianapolis 500. His prestigious stable of drivers has included such hall-of-fame names as Mario Andretti, Rick Mears, Emerson Fittipaldi, Danny Sullivan and all three generations of Unsers: Bobby, Al and Al Jr. All the while, Penske has kept up with changing tastes and times to remain at the top of his game.

“In the early days racing was pretty much who was the bravest guy and who had the biggest motor,” Penske recalls. “Today it’s an integration of technology, aerodynamics and the driver’s talents.”

Penske currently maintains both IndyCar and NASCAR teams, piloted by Helio Castroneves, Sam Hornish, Jr., Kurt Busch and Ryan Newman.

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In 2005 Penske Racing returned to Le Mans, partnering with Porsche to establish what has become a successful two-car team in the American LeMans series.

Penske Racing’s 105-acre facility in Mooresville, N.C. looks more the part of a corporate campus than a garage, and is its own tourist attraction. Included is a gift shop and a 330-foot “fan walk,” where visitors can observe the various teams preparing their cars for competition.

Meanwhile, with the help of connections he forged on the racing side of the business, Penske became owner of McKean Chevrolet in 1965 after the former owner retired. It became the seed from which a vast business empire would grow.

Founded in 1990 and taken public in 1996, his Detroit-based Penske Auto Group (PAG, formerly United Auto Group) is now the second largest auto dealer in the United States. PAG owns 310 auto-retailing franchises worldwide; 165 of them are in the U.S. and they represent forty-one separate vehicle lines, with a payroll of nearly 16,000 employees.

Penske also owns several California dealerships exclusive of PAG, and he turned heads on Wall Street by purchasing and turning around moribund businesses like Hertz Truck Leasing and General Motors’ Detroit Diesel Corp. His vast holdings also include ownership interests in racetracks, as well as logistics management and vehicle component companies, among other ventures.

Penske is particularly proud of PAG’s “flagship” mega-dealerships that stand apart as truly unique auto-retailing facilities. “We’re more of a destination-type retailer in that regard,” he explains. For example, the company’s most-prominent facility, the Scottsdale 101 Auto Collection in Scottsdale, Arizona, is home to eleven separate new car franchises and the Penske Racing Museum.

“We get thousands of visitors on an annual basis there,” Penske beams. The recently upgraded Turnersville Automall, located twenty minutes from Penske’s original Chevy franchise in Philadelphia, includes its own three-quarter-mile test track.

Penske partnered with casino mogul Steve Wynn in 2005 to open the inimitable Penske Wynn Ferrari Maserati dealership. Located near the main entrance to the Wynn Las Vegas resort in the heart of Sin City’s famed “strip,” it incorporates a new-car showroom where the least expensive model still runs into six figures, and a pre-owned-vehicle display floor that doubles as an exotic-auto museum. (The complex also includes a restaurant, service department and Ferrari-themed gift shop).

In a nod to Ferrari/Maserati’s rich heritage, a number of vintage road and racecars are also on display, often from Penske’s own extensive collection of “toys,” as he calls them. Each week, the complex draws several thousands of visitors, as well as a few well-heeled buyers.

“There isn’t a showroom anywhere that has this kind of traffic on a daily basis,” Penske boasts. “There’s no dealership I know of in the country that’s like it – it’s amazing.”

At an age when many would be content to slow down and live the good life, Penske remains as active as ever. Always the dapper dresser, he continues running and expanding his various empires at a pace that puts much younger individuals to shame.

Last year he hosted the sports world in his own backyard as Chairman of the Detroit Super Bowl XL Host Committee, showing off his adopted hometown with his usual unflappable commitment to success.

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Penske’s latest automotive venture will bring a brand-new car brand to America beginning next year, called Smart. To be sold through a yet-to-be established network of fifty to seventy UAG dealerships in the U.S., the diminutive and distinctly styled Smart Fortwo is nearly small enough to fit in the cargo bed of a full-size pickup truck. The vehicle holds, as the name implies, two passengers; its 1.0-liter engine is said to get as much as sixty miles per gallon. Built by Daimler-Chrysler and sold in thirty-six countries where high fuel prices and narrow streets make mini-cars a necessity, critics are skeptical at how successful the $12,000-$17,000 sub-subcompact will be among SUV-loving Americans.

Penske, however remains typically optimistic and enthusiastic about the brand’s possibilities. “We are encouraged by the overwhelming, positive response to Smart,” Penske says. “We are excited to bring the Smart vehicle to the United States, and we look forward to seeing thousands of these unique, urbanfriendly vehicles crisscrossing the country.”

Currently residing in Birmingham, Michigan with his second wife, Kathy, Penske has fathered five children, two of whom are actively involved in his business ventures.

While he’s undeniably one of the most successful businesspeople in the country, Penske still manages his affairs as if the checkered flag was but a lap away.

“We’ve used racing as a common thread through our businesses, because it demonstrates performance and teamwork, and shows your technical capabilities – it gives you a ‘make it happen’ attitude,” Penske explains. “There’s people in the racing business and there’s racers, and there’s a big difference between them. We’re racers because we do whatever it takes to succeed.”

Far Left: Penske surveying his Can-Am team’s chances at Watkins Glen in 1972.

Top and Below Right: Entering Formula One competition in 1974 with Mark Donohue behind the wheel of the National City Travelers Checks Special Left: Penske with 2006 ALMS P2-class Champion, Lucas Luhr.

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THE CAR GUY SHOW’S “Car Life & Car Culture” explores the country in search of “Car Guys.” Join show hosts Tim Miller, Kristin Treager and Luke Betchner as they meet car guys and their interesting cars, walk through their incredible garages, attend their exciting car shows, car club events and much more!

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WORDS & PHOTOS HAROLD PACE

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Dave MacDonald could throw a car around any racetrack using a style that looked more at home on a dirt oval than a paved road racing circuit. Always sideways, the soft-spoken MacDonald began his career on drag strips before switching to road racing in 1960. He immediately became the man to beat in the crude solid-axle Corvettes of the era, frequently besting luminaries like Bob Bondurant and Andy Porterfield. So when Carroll Shelby was making a short list of dream drivers for his new Cobra squad in 1963, MacDonald was at the top.

MacDonald repaid this trust by winning his first race at Riverside, California, in 1963, giving Shelby his first Cobra victory. It was a big moment for the young team, and things began moving fast. After Riverside, the Cobras buried the Corvettes and Jaguars in Sports Car Club of America (SCCA) amateur racing, and both Shelby and MacDonald were aching to move up to the American professional races, where the big money was.

Although the Cobra was a match for any GT-class sports car in the world, it couldn’t hold a candle to the purpose-built mid-engined sports racers that contended for overall victory in the newly formed United States Road Racing Series (USRRC). The USRRC had a Manufacturers’ Championship for GT cars like the original AC Cobra, plus a Drivers’ Championship for pilots of all-out racing machinery. What Shelby needed was the next evolution of his original formula for victory, namely a big Ford engine in a lightweight English chassis.

That step was the King Cobra.

THE ENGLISH CONNECTION

What Shelby craved was a reasonably priced mid-engined chassis he could buy off the shelf, since he didn’t have the time or budget for an original design. Ford, which had underwritten the Cobra program as an antidote to the Corvette, had no particular interest in the USRRC as it prepared its secret weapon, the Ford GT, for European endurance racing. So Shelby looked to the top companies selling mid-engined racing cars in 1963—Lotus and Cooper—and picked the sturdy Cooper Monaco over the fragile Lotus 19.

Cooper was one of the most successful English racing car manufacturers of all time, having brought the mid-engined chassis layout to Formula 1, where it carried off the 1959 and 1960 World Championships. The Monaco was a two-seat sports-racing car introduced in 1958. By 1963, it had evolved into the T61M model. The design was based on the 1962 Cooper Formula 1 car, with a space frame, coil-over suspension all around, Dunlop four-wheel disc brakes, a handsome aluminum body and a Coventry Climax FPF engine. The car proved to be overbuilt and a little heavy for the Climax, which made it no competition for the lighter Lotus 19 using the same power package. The future looked dim— until the tall man from Texas sauntered into town.

The Shelby crew rounded up two new Monaco chassis (numbers CM/1/63 and CM/3/63), which Cooper beefed up and modified to accept Weber-carbu

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reted 370-hp Ford 289 engines from the Cobras. The engines were slightly modified to deliver less torque than in the Cobra, due to the Monaco’s lighter weight (1,400 vs. 2,100 pounds). The chassis were reinforced, extra cooling capacity was added, and the big V8s were bolted to BMC four-speed transaxles built by Joe Huffaker. In the rush to get to the grid, the exhaust stacks were simply turned skyward and poked through the rear deck.

Shelby always referred to the cars as Cooper Fords, but the press preferred “King Cobra.” These cars were a bit rough around the edges, but Shelby and MacDonald had new weapons for a miserly (by race car standards) $8,000 apiece.

FIRST BLOOD

First time out for the King Cobras was at Kent, Washington, in September 1963, where MacDonald was joined by his more experienced teammate, Bob Holbert.

Holbert was as steady and dependable as MacDonald was wild and aggressive. A veteran Porsche racer, Holbert had just wrapped up the USRRC Drivers’ Championship after switching to Cobras.

Kent was the first of three money-paying races (unofficially called the Fall Pro Series) run after the end of the USRRC season. (The Shelby Cobras had won the 1963 USRRC Manufacturers’ Championship, but the King Cobras were finished too late to compete.) Both cars overheated and retired at Kent, but not before Holbert smashed the lap record.

The opposition was intense, with the new fiberglass-chassised Chaparral II packing impressive Chevy power and superior aerodynamics. Other hotshots were the new Huffaker Genies with Ford, Buick or Chevy engines and a handful of Lotus 19s that had been beefed up to take V8 power. The next race was the Los Angeles Times Grand Prix at Riverside, California, and this time MacDonald ran off and hid from the field in his blue super snake, winning by more than a lap. The King Cobra had made good in only its second race.

The last pro race of the year was the San Francisco Examiner Grand Prix at Laguna Seca, also in California, where MacDonald fought his way through the field to another victory. The team then weighed sail for Nassau in the Bahamas, where both King Cobras failed to finish.

At the end of the season, Shelby sold two more Cooper Fords (CM/5/63 and CM/6/63) to a Canadian team, Comstock Racing, and the future looked bright for 1964.

A GOOD START

In 1963, Shelby had won the USRRC Championship running his production AC Cobras, and for 1964 he hoped the lighter, faster King Cobra would carry the day against the improved Chaparrals and Genies. To this end, Shelby bought four new cars for 1964, CM/1/64 (officially the Lang Cooper, but run as a factory car), CM/4/64, CM/5/64 and CM/6/64. Shelby also kept one of his 1963 team cars for Holbert to drive. The 1964 models were not substantially changed from the 1963 cars, but can be identified by rounded noses with the grill on the bottom side, mak-

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ing them appear to have no air intakes in the front.

Ongoing development led to Shelby replacing the BMC transaxles with Colotti T-37 units. One of the biggest problems facing the builders of V8 mid-engined cars was the lack of a strong transaxle that would take the torque of serious Detroit iron. The Italian Colotti T-37 gearboxes offered more ratios than the BMC boxes, but they also had a reputation for fragile construction. One King Cobra was fitted with a ZF 5-speed DS-25 gearbox, which was stronger but more difficult to service. Another upgrade concerned the exhaust system: The individual stub stacks were replaced with a “bundle of snakes” header system dumping into two long collectors that emerged from the center of the rear deck.

The ten-race USRRC season started at Augusta, Georgia, where MacDonald sped to victory over Jim Hall in his Chaparral. Pensacola, Florida, was the site of the second race, where Hall gained his revenge with a win. MacDonald spent the first part of the 1964 season alternating between his old blue “factory” King Cobra (CM/1/63) and the tomato-orange Lang King Cobra (also works supported).

MacDonald also ran the Lang car in an FIA race at Phoenix, where he picked up a win. At the Laguna Seca USRRC event, MacDonald and Hall were neck-and-neck until Hall pulled out a narrow win. MacDonald snuck in a win at the Kent USRRC when Hall retired, but Holbert had wiped out the Lang car in practice and suffered painful injuries.

By this point, it looked as if MacDonald was destined for greatness, as he was the only driver capable of keeping up with the flying Chaparrals. Right after Kent he flew to Indianapolis to drive one of Mickey Thompson’s “rollerskate” Indy cars. Tragically, he was killed in a fiery secondlap crash that also claimed the life of popular Indy star Eddie Sachs. Observers said it looked as if MacDonald tried to throw the delicate Indy car sideways around the high-speed banked final turn, but instead he spun and smashed into the inside wall. His gassed-up racer exploded into a ball of flame before being rammed head-on by Sachs. It was a major blow to the Shelby team, and a shaken Holbert, still recovering from his Kent injuries, retired after a stellar career. The factory cars were taken over by Ken Miles and Ed Leslie. Leslie won the eighth round of the USRRC series at Greenwood, but the various King Cobra pilots were all behind Hall in the final USRRC Championship tally.

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FINAL STAND

ATTAINING COLLECTIBLE STATUS

Once the 1964 USRRC season was over, it was time again for the Fall Pro Series with its high-paying events at Riverside and Laguna Seca. The Shelby team arrived ready to do battle, with Indy ace Parnelli Jones, Bob Bondurant, Ronnie Bucknum and Ritchie Ginther in the blue works cars and Ed Leslie in a new Lang Cooper (an un-numbered chassis) with a special body by Pete Brock. Jones picked up the win at Riverside in a 1964-model King Cobra, ahead of Roger Penske in a Chaparral and Jim Clark in a Lotus 30, with Leslie, Bondurant and Ginther in fourth, fifth and sixth place, respectively.

Laguna Seca was the last race for the Shelby King Cobra team. Jones ran hard but crashed and his car was burned out. Roger Penske won in a Chaparral and the top King Cobra was Bondurant in third. Although the Lang Cooper was raced briefly in 1965 and privateer King Cobras continued to run in amateur events, the day of the competitive King Cobra was over. More modern machinery from Chaparral, McLaren and Lola had outclassed the valiant Anglo-American warriors.

While AC Cobras have been considered classics almost from the day they went out of production, the Cooper King Cobras were largely forgotten until recently. Two of the Shelby factory team cars survive in original form: chassis CM/3/63 and the final Lang Cooper. Other cars have been restored around bits and pieces, while some remain missing in action. Both Comstock cars were completely destroyed in the 1960s. Cooper also sold four other 1963 T61Ms for V8 installations. Some of these were built with Chevy engines, plus private owners upgraded some earlier Monacos to V8 engines. Skip Hudson won the 1964 Riverside USRRC race with a Cooper MonacoChevy, Roger Penske ran one for John Mecom (CM/2/64) and Indy star Roger Ward raced an early Monaco repowered with a Buick engine. Collectors should approach any V8 Mo-

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naco purchase with care, as some cars have unknown or questionable heritage and, as with most collectibles, there are some outright fakes as well.

We recently had the opportunity to see a King Cobra up close, CM/3/63, a Shelby factory team car raced in 1963 and 1964. It’s a lovely beast, freshly smoothed and repainted by Stuart Singer of Stuart’s Paint and Body in Dallas for the current owner. Thankfully, it still shows the patina and handmade nature of the body and chassis (missing in many over-restored cars). CM/3/63 was usually Bob Holbert’s car, and he put it on the pole for the King Cobra’s first race at Kent. Holbert lived in MacDonald’s shadow for the rest of the 1963 season, frequently failing to finish.

But CM/3/63 was kept for the 1964 season and MacDonald wheeled it to a win at Kent in May. After Holbert’s retirement, Ed Leslie sped to victory at Greenwood, Augie Pabst racked up a third at Mosport, and Ken Miles finished fourth at MidOhio in this car. Ron Bucknum and Skip Scott also drove it. Shelby sold it in 1966 with a ZF gearbox that had been used in the King Cobra Parnelli Jones drove, and it has been restored to its final factory-raced configuration.

The King Cobra was on the cutting edge of a new type of car, the big V8 monsters that would later give birth to the fierce Can-Am Series. The King Cobras and their kin were scary, fragile, tricky to drive and capable of sinking their fangs into some of the best drivers of the day. They’re also incredibly rare. In fact, when you compare them with King Cobras, AC Cobras seem as common as SUVs at a grade-school soccer match.

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Founded in 1983, the Club now enjoys over 1,100 members, each with his or her own story to tell of how they found that perfect ‘Vette.

LSCC offers just about any activity an owner of America’s Sports Car could want: Road Trips Day Trips Garage Tours Drag Racing Open Road Racing Autocross NCRS Car Shows Displays and Parades For 26 years, our signature annual event has been the Lone Star Corvette Classic, now held each May at Texas Motor Speedway The Club meets on the second Saturday of each month at various locations around the Dallas-Fort Worth Metroplex. We would love to have you join us at a meeting; dates and locations are on our website: www.LoneStarCorvetteClub.com.

While you’re on our website, take a look at the latest issue of our award-winning online newsletter. Just click on the Newsletter button and enjoy!

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2015 Shelby GT350 Mustang

RELEASED!

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Shelby GT350 Mustang • The all-new Shelby® GT350 Mustang is a thoroughbred capable of tackling the world’s most challenging roads and racetracks • GT350 is powered by a unique, high-revving flatplane crankshaft 5.2-liter V8 engine that will produce more than 500 horsepower – the most powerful naturally aspirated Ford production engine ever.

• Advanced materials, MagneRide dampers, aggressive brakes and finely tuned aerodynamics push the performance of Mustang to previously unmatched levels. One of the most iconic performance Mustang nameplates of all time is returning, Ford confirmed today with the reveal of the allnew Shelby® GT350 Mustang.

The original Shelby GT350 introduced in 1965 established Mustang’s performance credentials. The all-new Shelby GT350 Mustang, featuring the most powerful naturally aspirated Ford production engine ever, is a world-class performance vehicle, designed to tackle the planet’s most challenging roads – an all-day track car that’s also street legal.

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The new GT350 builds on Carroll Shelby’s original idea – transforming a great every-day car into a dominant road racer – by taking advantage of a dramatically improved sixth-generation Mustang to create a truly special driving experience.

Driving enthusiasts behind the wheel of a Shelby GT350 can expect to be treated to the most balanced, nimble and exhilarating production Mustang yet.

Ford engineers took an innovative approach with GT350. Rather than develop individual systems to perform well independently, every component and shape is optimized to work in concert; balance is the key. While paying rigorous attention to detail, the team pushed the envelope with cutting-edge materials and technologies.

“When we started working on this car, we wanted to build the best possible Mustang for the places we most love to drive – challenging back roads with a variety of corners and elevation changes – and the track on weekends,” said Raj Nair, Ford group vice president, Global Product Development. “Every change we made to this car was driven by the functional requirements of a powerful, responsive powerplant – nimble, precise handling and massive stopping power.”

Early in development of the GT350, it was decided a high-revving, naturally aspirated V8 engine would best suit a trackfocused Mustang.

“The final product is essentially an allnew powerplant unique to GT350 – and one that takes true advantage of the new chassis dynamics of the Mustang platform,” said Jamal Hameedi, chief engineer, Ford Global Performance Vehicles.

The new 5.2-liter engine is the first-ever production V8 from Ford with a flat-plane

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crankshaft, an architecture typically found only in racing applications or exotic European sports cars. Unlike a traditional V8, where the connecting rods are attached to the crankshaft at 90-degree intervals, this design evenly spaces all crank pins at 180-degree intervals.

The 180-degree, flat-plane layout permits a cylinder firing order that alternates between cylinder banks, reducing the overlap of exhaust pressure pulses. When combined with cylinder-head and valvetrain advancements, this permits better cylinder breathing, further extending the performance envelope of the V8.

The result is the most powerful naturally aspirated production Ford engine ever, at more than 500 horsepower, with a torque peak above 400 lb.-ft. The track capability is enhanced by the output characteristics of the engine – the 5.2-liter V8 features an exceptionally broad torque curve.

Combined with its highrevving ability, the flat-plane 5.2-liter V8 gives drivers an enormous amount of performance and flexibility within each gear of the lightweight sixspeed manual transmission. A standard Fordtuned Torsen limited-slip differential optimizes cornering grip and straight-line traction. “Make no mistake, this is an American interpretation of a flat-plane crankshaft V8, and the 5.2-liter produces a distinctive, throaty howl from its four exhaust tips,� said Hameedi.

The new Mustang platform is the strongest in the history of the brand, with torsional stiffness increased 28 percent over the previous model. That stiff structure ensures the suspension geometry remains consistent, even under hard driving on back roads and tracks. Front stiffness is CarGuyMagazine.com

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further improved on GT350 with a cuttingedge injection-molded carbon fiber composite grille opening and optional lightweight tower-to-tower brace. The front track has been increased while spring rates and bushings have been recalibrated all around, with ride height reduced compared to Mustang GT. For optimum handling, the wheels need to respond quickly to the contours of the road and driver input. Reducing unsprung mass is key to improving that response, but a balance must be struck between taking mass out of a suspension and delivering truly capable braking performance.

Due to the significant speeds the car can develop, GT350 features the most track-credible brake system ever offered on a Ford vehicle in terms of absolute stopping power, fade resistance and brake pedal feel. The brakes are two-piece crossdrilled iron discs mounted to aluminum hats. At the front are massive 394- millimeter rotors clamped by Brembo six-piston fixed calipers with integrated caliper bridges, while 380-millimeter rotors at the rear utilize four-piston calipers.

GT350 makes use of extra-stiff 19-inch aluminum-alloy wheels – 10.5 inches wide in front, 11.0 inches in the rear – clad in stateof- the-art Michelin Pilot Super Sport tires with GT350-specific sidewall construction, tread face and compound. The custom tires are designed to deliver maximum grip on the road or at the track.

Ultra-quick responsiveness to changing conditions is provided by the first-ever Ford application of continuously controlled MagneRide dampers. The dampers are filled with a hydraulic fluid impregnated with iron particles; when an elec-

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tric current is passed through the fluid, a near-instant adjustment of the suspension performance can be made. With wheel position sensors monitoring motion thousands of times per second combined with other vehicle data, changes can be made to each corner independently every 10 milliseconds for optimum handling performance. This is a system designed not just to make the car handle better but to instill greater confidence in even the best driver.

“Everything we changed on GT350 is purely functional-driven design, with the goal of improving the overall performance of the car,” said Chris Svensson, Ford design director, The Americas. “We optimized the aero shape of the car, and then fine-tuned what was left to increase downforce and cooling airflow.” All bodywork from the windshield forward is unique to this highperformance model and up to two inches lower than Mustang GT. The new aluminum hood has been lowered and sloped, compared to the base Mustang, tightly wrapped around the engine for the smallest possible aerodynamic signature. Front and rear aero elements have been balanced to work together on the track. The fascia has been resculpted to provide the aggressive lower front splitter with maximum pressure and a ducted belly pan delivers significant downforce.

The hood outlet acts as a heat extractor while also reducing underhood lift at high speed.

At the rear, much of the engineering was focused on creating an aggressive functional diffuser doing double duty to increase downforce and provide cooling air to the optional differential cooler, and a CarGuyMagazine.com

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subtle lip spoiler across the trailing edge of the decklid increases downforce without adding excess drag.

The athletic stance of the all-new Mustang is further accentuated with recontoured aluminum front fenders to accommodate the wider front track and wider wheel arches. Front fender vents work with vented inner fenders to draw out turbulent air in the wheel wells and smoothly direct it down the side of the car. The forward-angled grille is designed with individual openings to draw air through the radiator, high-pressure engine air intake, cooling ducts for the front brakes and, optional with the Track Pack, an engine oil cooler and a transmission cooler.

Like everything else about GT350, the interior has been optimized for driving, beginning with the specially designed Recaro sport seats with a unique cloth.

Hundreds of hours and many prototypes went into a seat that is both comfortable in daily driving and capable on the track.

A flat-bottom steering wheel makes it easier for the driver to get in and out, and is more ergonomic on the racetrack. Gauges are upgraded to reflect the enormous performance capability of the car. Chrome and bright finishes have been reduced or eliminated to prevent sun glare that may distract the driver.

The advanced technology inherent to Mustang has been deployed for duty in the Shelby GT350. An all-new integrated driver control system allows selection of five unique modes that tailor ABS, stability control, traction control, steering effort, throttle mapping, MagneRide tuning and exhaust settings, depending on driver preference, to

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achieve maximum performance. Drivers are invited to test them all.

Drivers interested in comfort, convenience and entertainment upgrades may select the Tech Pack, which includes power, leathertrimmed seats; Shaker Audio; 8-inch MyFord Touch® LCD touch screen; and dual zone electronic temperature control, to name a few features.

“We took the best Ford Mustang yet and massaged every aspect of the car that affects the performance driving experience,” said Hameedi. “We tested endlessly on the most challenging roads and tracks in the world, and we believe serious drivers will love the Shelby GT350 Mustang.”

Shelby GT350 Mustang is the latest in an all-new line of Mustang fastback and convertible models, including the specially designed 50th Anniversary Edition Mustang.

More than 9.2 million Mustangs have been sold since the car’s 1964 debut.

With more options to choose from, there is a Mustang to fit any lifestyle. The upgraded V8 in Mustang GT – now delivering 435 horsepower and 400 lb.-ft. of torque – is joined by a 300- horsepower 3.7-liter V6 and an all-new 2.3-liter EcoBoost® engine that brings state-of-the-art technology to Mustang.

The Mustang 2.3-liter EcoBoost engine uses direct injection, variable cam timing and a twin-scroll turbocharger to deliver the performance drivers expect with an output of 310 horsepower and 320 lb.-ft. of torque.

The new Mustang continues to be popular. In addition to being the most-liked vehicle on Facebook with 8 million likes, all-new models are turning on U.S. dealer lots in an average of six days.

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WORDS & PHOTOS TED GLOVER

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With more designated scenic byways than any other state in the nation, Arkansas is home to Scenic 7 Byway - one of the top ten scenic byways in the U.S. That’s a pretty bold statement when you consider the number of great roads and byways in America. But after exploring the other roads that are repeatedly listed on various top ten lists, I tend to agree. It is a pretty darn good road.

Highway 7, Arkansas’s first National Scenic Byway, was dedicated in 1994 and is considered a Scenic Byway for its total length of almost 325 miles. Beginning at the Louisiana border in the south, it stretches all the way to the town of Diamond City on Bull Shoals Lake in the north.

Arkansas is divided by Interstate 30 and Highway 67, running northeast from Texarkana to Little Rock and then from Little Rock to Corning, near the Missouri border. The terrain south of this arbitrary line is flatter and not as mountainous as the terrain to the north, especially the northwest quarter. As a result, with a few exceptions, the majority of the “driver’s” roads are in the northwestern section of the state.

This tour focuses on the section of Highway 7 between Hot Springs (in the south) and Jasper (in the north). I think this is the best part of the road, offering both exciting motoring and sightseeing pleasure.

The beauty of Highway 7 is present throughout the year. Spring and summer brings flowers and more shades of green than you can imagine.

Autumn revels in a plethora of brilliant colors beyond any color wheel; blazing red, yellow and orange covers every hillside like a Van Gogh paint palate. We will begin the tour in Hot Springs, which Hernando DeSoto discovered in 1541.

Before that, only the Native American Indians were aware of the hot waters, which hit the surface at 143 degrees Fahrenheit. The Indians used the waters for medicinal purposes, and this area became a peaceful meeting site for healing. The area around the springs (called Valley of the Vapors) was considered sacred ground so all tribes were welcome. They could come in peace, bringing their sick braves to bathe in the waters and not fear repercussions from any enemies who might also be there. Over the years, this territory changed hands from the Spanish to the French and back to the Spanish. In 1803, it was included in the Louisiana Purchase and became the property of the U.S. Hunters and trappers came into the area and as word spread about the healing waters, settlers began building around the springs. In 1840, John C. Hale started what evolved into Bathhouse Row, erecting a wooden shanty with wooden tubs. Although rather crude by later standards, for the times these structures appeared palatial.

The first bathhouses were similar to Hale’s wooden structures, but each owner added increasingly more amenities to provide guests with a better experience than they would find at the bathhouse next door. In the early 1900s, elaborate stone buildings began replacing the wooden fire hazards.

During Bathhouse Row’s heyday, many prominent people frequented the baths for the cure. Presidents, athletes, entertainers and the mob all spent some time in the waters, hoping to cure what ailed them. Harry Truman had a favorite club in Hot Springs where he played poker. Babe Ruth visited when a number of baseball teams made Hot Springs the off-season capital of Major League Baseball.

Boxers Jack Dempsey, John L. Sullivan and Joe Louis visited to soothe battered muscles.

Tony Bennett first sang “I Left My Heart in San Francisco” at the Vapors Club in Hot Springs. Gangsters from Chicago and New York frequented the baths and visited the horseracing track. Hot Springs was considered “neutral territory” for the mob, reminiscent of the warring Indian tribes 400 years before.

The third Arlington Hotel (the first two burned down), designed with bathers and vacationers in mind, was built on its present location in 1924. The favorite residence of Al Capone, he often reserved the entire fourth floor for his entourage. His favorite room – No. 443 – overlooked the Southern Club, his favorite hangout and the front entrance of the hotel. The Southern Club is now the Wax Museum.

Today most of the bathhouses are undergoing renovations to restore them to their original splendor and opulence.

The Fordyce, which is the most elaborate of all the bathhouses, is now the Visitor Center and Museum. The only bathhouse still in use today is the Buckstaff. At one time, daily capacity of the Buckstaff was 1,000 bathers per day, but today the number is far fewer. A reservation is still needed, so don’t just walk through the front door and expected to be bathed, massaged and healed.

Highway 7, the main street through Hot Springs, runs along tree-lined sidewalks and Bathhouse Row, past the Arlington Resort Hotel and Spa and north towards the Ouchita National Forest.

As you leave Hot Springs and pass souvenir stands selling every type of quartz or crystal in every color, shape and size imaginable, Highway 7 unfolds like a roller coaster through the country side. The road is well maintained and well marked, and the road signs give an indication of what to expect ahead, from a hairpin turn with a recommended speed of ten mph to a large caution sign advising that the next few

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Arkansas has an abundance of great driving roads, with plenty of turns and elevation changes.

miles are crooked and steep. You will want to drive with care, and trucks should use a lower gear.

In Hollis, stop at the Hollis Country Store. This store, along with its associated tourist cabins and picnic tables, has provided drivers with a variety of needs since 1932.

Further north is Petit Jean State Park, home of the Museum of Automobiles. Housing a collection started by the late Arkansas Governor, Winthrop Rockefeller, the fifty-car collection is in a state of constant change, since many of the vehicles are privately owned. This means that every visit brings something new. One of the more interesting automobiles on display was built in Little Rock. The 1923 Climber Touring was designed for the primitive road conditions and rugged terrain of Arkansas. The building where the cars were built in 1919 is still standing at 1823 E. 17th Street.

The road only gets better after crossing the Arkansas River in Russellville.

Offering frequent elevation changes with more curves and aweinspiring views of the forests, hills and valleys, the road winds through the Ozark National Forest. Also in this region is the hamlet of Booger Hollow, population seven - “count’en one coon dog.” Obviously, a must-stop tourist attraction.

Highway 7 proceeds around and through geological clefts such as Granny’s Gap and Moccasin Gap as it climbs higher into the Ozarks.

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After a few more twists and turns it reaches Rotary Ann Overlook. The wives of Rotary Club members were the driving force behind the building of this scenic overlook in the 1930s. Layers of mountains unfold as the vistas change from the deep green at the foot of the overlook to the hazy pale purple of the horizon. This type of rugged beauty only increases as the number of mountain ranges multiplies into the distance.

In the town of Lurton, there’s a sign for a small road that bears right. This road number is one to burn into your brain, as it is one of the great roads in Arkansas: State Highway 123.

Traveling northwest on Highway 7 brings you to Arkansas’ own “Grand Canyon.”

A major difference between this Grand Canyon and the “other one” is the amount of vegetation present in the valley. Depending on the time of year, the colors range from the rainbow hues of wildflowers to the fall crimsons, oranges and yellows.

Traveling the northeast route on 123, the road goes across the world to Austria. There’s no Edelweiss, but the way the hills and mountains roll and the forests open up, the way the sky looks in the background, the way the flowers appear in the distance, all make it seem a world away from Arkansas. The road through this landscape twists and turns until it terminates in a series of about half a dozen hairpin turns. The sign that says ten mph isn’t joking.

After 123, take 374 east back to Highway 7. Nearly equal with 123 in terms of the twists and turns, 374 has more elevation changes and a few more curves with surprises, which means it is not as well marked. Be one with your car if you want to get spirited.

The view down Bathhouse Row to the historic Arlington Hotel & Spa.

Returning to Highway 7 and continuing south back to Hot Springs, the road is different. Sure, it is still Highway 7, but the same road in the other direction is a different road. Remember that killer off-camber thirty-five mph curve to the left that the car screamed through an hour ago? It won’t be that same curve entering it from the other direction!

After completing this tour, you will have driven one of the best roads in Arkansas. It is everything the Arkansas Division of Tourism describes in the travel brochure. Arkansas has so many fabulous roads—123 and 374 are examples—that it seems there are more outstanding roads per car mile in Arkansas than any other state. Scenic 7 Byway is just one such road, but there are more.

Read future issues of American Driver to find out where they are.

The world-famous Hot Springs mineral water flows for free from fountains all over the town.

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Jasper 374

123 7 Luton

Rotary Ann Overlook

7 Dover

Russelville

Centerville

10 Petit Jean State Park

Ola

Hollis

Online Information

Hot Springs Village

http://www.arkansas.com/things-to-do/scenic-drives/ www.byways.org/explore/byways/2155/ www.legendsofamerica.com/AR-Mainpage.html http://www.arkansashighways.com/

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Hot Springs

MERCEDES CLA 45 AMG S H O O T I N G B

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Mercedes-AMG is continuing its model initiative: following on from the successful A 45 AMG, CLA 45 AMG and GLA 45 AMG models, the Mercedes-Benz CLA 45 AMG Shooting Brake is now the fourth high-performance compact car to be brought out, and it makes a stunning impression with its unique interior concept and its unrivalled mix of thrilling driving dynamics, excellent everyday usability and tremendous individuality.

The sensational avant-garde concept of the CLA 45 AMG Shooting Brake offers yet another highly attractive means of entering the fascinating world of AMG. With an output of 265 kW (360 hp) and peak torque of 450 Newton metres, the 2.0-litre turbo engine is the world’s most powerful four-cylinder engine in series production.

“The continued high demand for our high-power compact models more than justifies our decision to launch another exceptionally dynamic high-performance car in the form of the new CLA 45 AMG Shooting Brake,” remarked Tobias Moers, Chairman of the Board of Management of Mercedes-AMG GmbH. “This means that Mercedes-AMG now boasts the most varied model line-up in this segment. The CLA 45 AMG Shooting Brake serves up an enthralling blend of supreme power and dynamic handling on the one hand plus efficiency and everyday practicality on the other, all beautifully packaged within an extraordinary design.”

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K

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The fourth high-performance compact car from Mercedes-AMG adopts the same philosophy as the successful CLS 63 AMG Shooting Brake by taking the form of a sports car with five seats and a large tailgate. The five-door newcomer plays out its role as an individual, extravagant trendsetter for connoisseurs to perfection: stylish, cool and right in touch with the times, the design and dynamic performance of the compact-sized Shooting Brake from AMG will satisfy even the most discerning demands.

Despite the sporty, progressive looks, featuring a roof line that slopes down gently towards the rear, low-set cabin, long bonnet, exaggerated, high beltlineand a dynamically styled tail end, absolutely no compromises have to be made when it comes to everyday practicality: thanks to a versatile luggage compartment with a maximum capacity of 1354 litres and the increase in headroom compared to the four-door coupé, the CLA 45 AMG Shooting Brake is the perfect companion for day-to-day driving. At the same time, it lends itself to the enjoyment of all manner of leisure pursuits and is sure to delight a physically active target group that enjoys a design-oriented lifestyle and is constantly on the lookout for new trends.

The CLA 45 AMG Shooting Brake comes equipped with an impressive engineering package to deliver the desired highly dynamic performance. The most powerful series-production turbocharged four-cylinder engine in the world promises a thrilling drive, generating a remarkable 133 kW (181 hp) per litre of displacement and catapulting the

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CLA 45 AMG Shooting Brake from standstill to 100 km/h in 4.7 seconds. At the same time, the fuel consumption of just 6.9 litres for every 100 kilometres (NEDC combined) also underlines the trailblazing standards of efficiency achieved by Mercedes-AMG.The list of technical highlights also includes the AMG SPEEDSHIFT DCT 7-speed sports transmission, fully variable AMG Performance 4MATIC all-wheel drive, the powerful braking system and a chassis that has been purpose-developed, from the tuning set-up right through to the axles.

As a high-performance engine belonging to the BlueDIRECT family, the AMG 2.0-litre four-cylinder turbo engine features spray-guided direct petrol injection via piezo injectors positioned centrally in the four combustion chambers with an injection pressure of 200 bar.

The combination of multiple fuel injection and multiple spark ignition improves fuel economy and significantly increases thermodynamic efficiency, leading to low exhaust emissions. The CLA 45 AMGShooting Brake therefore already complies with the Euro 6 emissions standard, including the limit for maximum particulate emissions that comes into force from 2016. In June of this year,the four-cylinder turbocharged engine achieved a memorable double at the “Engine of the Year Awards 2014” by winning the “New engine 2014” and “1.8-litre to 2-litre” categories. As far as its technology is concerned, the AMG 2.0-litre turbo unit is related to the 4.0-litre V8 biturbo engine in the new Mercedes-AMG GT that delivers up to 375 kW (510 hp).

A twin-scroll turbocharger, maximum dethrottling of the exhaust system and an innovative new injection strategy result in an instantaneous build-up of charge pressure and swift generation of high torque from low revs. A positive side-effect: fuel consumption and exhaust emissions also benefit from twin-scroll technology. With a maximum charge pressure of 1.8 bar, the AMG 2.0-litre four-cylinder turbo engine leads the field on this front, too.

The sports exhaust system with automatic exhaust flap control succeeds in resolving the conflicting aims of a dynamic driving experience and the long-distance comfort for which Mercedes is renowned: unobtrusive when driving at a constant speed, the engine’s soundtrack switches to AMG’s hallmark emotion-stirring tone in response to sharp acceleration and use of the double-declutching function.

The AMG SPEEDSHIFT DCT 7-speed sports transmission features, three distinct transmission modes, a double-declutching function dependent on the transmission mode and a RACE START function for optimum accelera-

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tion.The strengths of the dual-clutch transmission include spontaneous gear shifts without loss of tractive power, a tailor-made control strategy based on the AMG SPEEDSHIFT functions, extremely smooth gear shifts, and a high level of efficiency. The shift times in the manual mode “M” and the sport mode “S” are extremely sporty.

Quick and precise retardation of the ignition interruptions and suppressing injection under full load lead to even faster gear shifts in “M” and “S” modes, with a more thrilling sound. The transmission control fully utilises the benefits of the direct injection technology right up to the physical limits: the quicker engine response ensures that injection is suppressed with even more precision. This results in a highly fascinating shift speed and an emotional sound experience.

In “C” mode (Controlled Efficiency), smooth transmission and engine characteristics support a fuel-efficient and comfort-oriented driving style. In addition, in “C” mode the ECO start/stop function is active. Another special feature designed to enhance dynamic performance and driving enjoyment is the so-called “Momentary M mode” – as seen in the new Mercedes-AMG GT sports car.

AMG Performance 4MATIC – this highly sophisticated variant of the 4MATIC all-wheel-drive system provides the best possible mix of dynamism, traction and efficiency in any driving situation. This is made possible by fully variable distribution of drive torque, ranging from full frontwheel drive to a 50:50 split.

A two-part propeller shaft transfers the power from the AMG 2.0-litre four-cylinder turbo engine to the rear axle. In the interests of favourable weight distribution, an electrohydraulically controlled multiple-disc clutch is integrated with the rear axle differential. The multiple-disc clutch control detects slip at the front axle. A hydraulic pump instantaneously presses the discs together and channels the engine torque to the rear wheels as necessary. All this takes place without the driver noticing.

Power distribution is fully variable: during normal driving, the CLA 45 AMG Shooting Brake uses front-wheel drive for optimal efficiency. Depending on driving conditions and driver input, the variable all-wheel-drive system splits the torque between the front and rear wheels up to a ratio of 50:50.

The 3-stage ESP® program offers a choice of three customised driving modes: “ESP ON”, “SPORT Handling Mode” and “ESP OFF” can be activated at the push of a button.

Like the other AMG high-performance compact cars, the CLA 45 AMG Shooting Brake also comes equipped

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with elaborate axle technology. The AMG axles feature independent steering knuckles at the front together with specially configured elastokinematics. All axle bearings have a more rigid design compared to the standard production version. These measures result in more spontaneous and direct turn-in and handling characteristics as well as greater lateral acceleration capabilities. The AMG chassis with its specially tuned spring/damper elements and more powerfully proportioned anti-roll bars forms the basis for superb lateral dynamics and reduces body roll when cornering at speed.

The AMG Sport speed-sensitive steering gives the driver extremely precise control over the vehicle. The purpose-designed high-performance braking system, meanwhile, with vented and cross-drilled brake discs all round provides for dependable, instantaneous deceleration.

The CLA 45 AMG Shooting Brake makes its mark in style with a sporty and progressive design. Highlights when viewed from the front include the radiator grille with AMG lettering and twin louvre in matt titanium grey, along with the brand’s trademark front apron featuring a splitter in a striking colour finish. The large air intakes on the outside are framed by prominent black surrounds.

Along the vehicle’s flanks, side sill panels with inserts in matt titanium grey and “TURBO AMG” badging on the front wings produce an air of sporty superiority. Various light-alloy wheels in 8 x 19-inch format with size 235/35 R 19 tyres are available as an alternative to the standard 5-twin-spoke light-alloy wheels painted titanium grey with a high-sheen finish and measuring 8 x 18 inches with 235/40 R 18 tyres.

The elongated roof line that slopes down towards the rear terminates in a powerful and athletic-looking tail end.

The roof spoiler with its special trailing edge is exclusive to the range-topping AMG model. Measuring around three centimetres in height, this Gurney flap, as it is known, reduces the lift that can occur at high speeds, thereby improving roadholding at the rear axle. The sports exhaust system’s chromed twin tailpipes are integrated into the black diffuser insert. Matt titanium grey trim and a rear apron with simulated air outlet openings at the sides add further visual highlights.

The sense of dynamism and exclusivity so characteristic of Mercedes-AMG is also clearly apparent in the interior of the CLA 45 AMG Shooting Brake. Classy touches include the sports seats in ARTICO man-made leather/ DINAMICA microfibre with red contrasting topstitching and red designo seat belts, the flat-bottomed multifunc-

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tion sports steering wheel with shift paddles and the AMG DRIVE UNIT in the centre console. The CLA 45 AMG Shooting Brake features longitudinal-grain aluminium trim, five galvanised air vents with red rings and an instrument cluster in 2-tube look. The central colour display incorporates the AMG main menu including RACETIMER and AMG start-up screen.

Customers are able to lend their CLA 45 AMG Shooting Brake an even more individual touch by opting for the Exterior Carbon-Fibre package, the AMG Night package or the AMG Exclusive package.

The thrilling design of the limited-edition CLA 45 AMG Shooting Brake OrangeArt Edition special model brings added flair to the market launch. Select design features in matt graphite grey above the side sill panels give added impact to the car’s sporty lines. The splashes of orange in the AMG radiator grille, on the exterior mirrors and in the rear apron trim together with the Night package featuring black design features and chrome tailpipes produce a stunning overall effect. The multi-spoke light-alloy wheels painted in matt black also fit in perfectly with the styling, thanks to a rim flange painted orange and matching orange/black hub caps in centre-lock look.

Colour-coordinated highlight rings around the bi-xenon headlamps make them stand out in spectacular style, too.

Inside, the sense of exclusive dynamism is captured to perfection by the powerfully contoured Performance seats upholstered in leather/DINAMICA microfibre in black with orange contrasting topstitching and black seat belts with coordinated highlight stripes. The Performance steering wheel in DINAMICA microfibre with orange contrasting topstitching and matching 12 o’clock mark as well as the AMG E-SELECT lever further underscore this model’s exclusive character, as does the specially designed OrangeArt Edition trim. Subtle details such as the recurring contrasting topstitching and the exclusive Edition badge on the AMG DRIVE UNIT convey a sense of passion for the extraordinary. Besides the CLA 45 AMG Shooting Brake, the CLA 45 AMG Coupé is also available in OrangeArt Edition guise.

The CLA 45 AMG Shooting Brake is making its show debut in March 2015 at the Geneva International Motor Show, while the market launch is also due to start in March 2015.

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THE LEXUS RC F PERFORMANCE FOR ALL

The new Lexus RC F is a high-performance coupe with a difference. From the outset it has been designed to reward drivers of all abilities, whether you’re an experienced track driver or an enthusiast who loves the open road.

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This versatile character does not mean compromise: the new performance pinnacle of the Lexus range is true to its “F” designation as a powerful and technically advanced machine that has been honed on race circuits around the world.

The F denotes Fuji Speedway, the Japanese track where Lexus carries out much of its high-speed product testing.

Yukihiko Yaguchi, the RC F’s chief engineer, explains: “There’s a perception that many high-performance cars are hard to drive. In fact they’re easy in the right hands because they’ve been purposebuilt for the skill level of their drivers. It’s the same with the RC F, which I have built to be enjoyed by all enthusiasts, no matter what their level of expertise. Electronics can be modified instantly on

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board to provide performance and protection appropriate to each driver’s abilities. But even in its basic settings, it’s a blast.”

The key ingredients are a new 5.0-litre V8 engine delivering 471bhp and 530Nm of torque, and a significantly upgraded eight-speed Sports Direct Shift transmission that gives the driver a choice of five operating modes, from fuel-efficient Eco to full-blooded Sport S+, plus an option to switch to manual, sequential shift control. Lexus has also revised the Vehicle Dynamics Integrated Management system with new Sport and Expert settings that let the driver safely exploit the car’s full performance capabilities.

The RC F is the most powerful V8 road car Lexus has yet produced. In raw figures, it covers

0-62mph in 4.5 seconds and can reach an electronically governed top speed of 168mph. That’s only a fraction of the story, however, as the coupe has been engineered to deliver exceptional grip, agility and high-speed stability with chassis, brakes, steering and suspension all specifically designed and tuned for purpose. The handling package includes and active rear wing and the availability of a Torque Vectoring Differential, technology that’s featured for the first time on a front engine/rearwheel drive car.

The RC F’s capabilities will be further emphasised by its participation next year in GT3 sportscar competition. Race teams worldwide have been registering interest the car, developed by Lexus International and its subsidiary Technocraft with a

more powerful engine, stripped-out interior and high-downforce/low drag bodywork.

The RC F demonstrates Lexus applying many of the ideas and technologies it originally developed for the LFA supercar, including the use of carbon fibre technology for lightweight bodywork elements, clever instrumentation that automatically changes display with different driving modes and a stirring engine note, project into the cabin through an Active Sound Control system.

Unlike the rare and highly exclusive LFA, the RC F will be widely available. The two versions are the RC F and the RC F Carbon which comes with the Torque Vectoring Differential and Carbon Fibre Reinforced Plastic composite bonnet, roof and rear spoiler as standard.

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HIGH TECH GADG

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GETS GIFT GUIDE

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Streetside Classic’s HOT PICK!

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1955 Chevrolet 3100

This 1955 Chevrolet 3100 pickup is one of the most impressive vehicles we’ve seen in a long time. Not just an impressive truck, but an impressive ANYTHING. With LS1 power, show-quality paint, and all the luxuries of a modern machine, it’s the ultimate mid-50s hauler that really can do it all.

Out in the sun, this dark blue pickup shimmers and glows form within and our photo studio just can’t quite capture the impressive quality of the paint. The things you can see, however, are the ultra-straight bodywork, the awesome gaps, and the deep shine, all of which are only possible with fairly large chunks of cash and a lot of time. The 1955 Chevy trucks were arguably as revolutionary as the cars, with modern looks that were stylish as well as practical, and this one doesn’t remove CarGuyMagazine.com

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1955 Chevrolet 3100

one bit of the awesomeness that was built into every one. All the factory trim remains, including the egg crate grille, both bumpers, and the cool side emblems on the fenders, and all of it has been polished and refinished to really sparkle against the dark blue paint. Heck, they even retained the side-mounted spare tire which really makes the truck look tough. The bed is filled with lovely wood planks and stainless rub strips, so its hauling days are probably over, but the warm glow is just about impossible to resist.

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Inside there are modern leather buckets from a late-model Ford Expedition and aside from some very minor wrinkling on the driver’s seat, they look almost new. Matching gray door panels were created that give the Spartan Chevy a more finished feel and the contrasting blue carpets certainly help with the NVH. The factory dash was restored and filled with modern VDO instruments in a custom panel that looks like it belongs there while all the secondary knobs and controls remain intact. The original

radio has been replaced by an AM/ FM/cassette unit that fits neatly in the original slot and the factory heater controls now manage a Vintage Air HVAC system that uses reasonably subtle vents under the dash to keep things cool inside. A late-model GM tilt column with a custom billet wheel wrapped in blue leather gives it an OEM vibe inside, but no truck in 1955 was anywhere near this luxurious.

They weren’t nearly this fast, either. Packing the full drivetrain from a 1999 Camaro Z/28, this pretty

pickup seems to have the heart of a muscle car. The LS1 engine is both lightweight and durable, and its performance credentials are well-established. It’s a neat fit in the 3100’s engine bay and in many ways looks just like the factory might have done it.

All the Camaro’s accessories were included in the swap, including power steering and 4-wheel disc brakes.

There’s an A-arm front suspension re-

placing the original I-beam axle, so it rides and handles like a car, not a vintage truck, and out back a set of 3.23 gears in the Camaro rear end make it very highway-friendly. This truck also received the Camaro’s 4L60E 4-speed automatic overdrive transmission plus a set of custom headers and a rumbling dual exhaust system. The stance is just right, neither too low nor to high, and the polished Torque

Thrust wheels with 235/65/17 front and 245/65/17 rear Yokohama radials fill the fenders perfectly.

Trucks are red hot right now and if we had to choose just one to keep for ourselves, this 1955 Chevy would be the one. Come see it, you’ll definitely be impressed. Call Streetside Classics now!

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Catch Some Fresh Air

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Polaris Slingshot

Three-Wheel Motorcycle

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http://youtu.be/lyDN3wI--Mw

If you have ever wanted a riding companion on your motorcycle and didn’t want them clinging to your back or riding in a sidecar, then the uniquely designed Polaris Slingshot may be the ride for you.

This three-wheel vehicle is powered by a 2.4 liter dual-overhead cam engine that pumps out 174 hp.

It also features a carbon fiber reinforced drive belt, a durable steel frame and an aluminum swingbar.

Lightweight material is used throughout in order to propel the bike to high speeds.

Additional luxury features include the 4.3� LCD screen, high-end audio system with six speakers and Bluetooth capabilities, and a back-up camera.

In order to purchase Polaris Slingshot you will have to head to a Polaris location in the United States or Canada. The Base model sells for $19,999.

There is also a premium model that aesthetically upgrades nearly everything for $23,999.

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HELLCAT 600-Plus Horsepower 2015 Dodge Challenger SRT

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The newly consolidated Dodge and SRT brands are launching out of the gate at full throttle – introducing the new 600-plus horsepower 2015 Dodge Challenger SRT with a Hellcat engine and its stablemate – the 2015 Dodge Challenger SRT just one month after taking the wraps off the new Dodge Challenger 392 HEMI® Scat Pack Shaker at the New York Auto Show.

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Driven by the five SRT performance hallmarks, the new 2015 Dodge Challenger SRT and Challenger SRT with the Hellcat engine are re-designed and totally re-engineered to be the most true-to-form muscle coupes on the market with performance-enhancing technologies inside and out. The Dodge Challenger SRT Hellcat will feature the most powerful V-8 engine ever produced by Chrysler Group – the supercharged 6.2-liter HEMI V-8.

“The new 2015 Dodge Challenger SRT Hellcat is the ultimate performance muscle car,” said Tim Kuniskis, President and CEO – Dodge Brand, Chrysler Group LLC. “Dodge is the Mainstream Performance brand, and now combined with SRT, we are able to unleash a true GT car with an all-new driver-focused interior and

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the TorqueFlite eight-speed transmission combined with the most powerful V-8 Chrysler has ever produced.

The Challenger Hellcat has been released!”

The 2015 Dodge Challenger SRT coupes will be built at the Brampton (Ont.) Assembly plant. Production is scheduled to begin in the third quarter of 2014.

Awe-inspiring powertrains For 2015, the Challenger SRT with a Hellcat engine is propelled by the new supercharged 6.2-liter HEMI V-8. Its 600-plus horsepower rating will be the highest of any V-8 engine in Chrysler Group’s celebrated history. The all-new V-8 engine can be mated with an upgraded six-speed manual transmission or a beefy, new TorqueFlite eight-speed automatic – the first such gearbox ever offered in the Dodge Challenger SRT’s timehonored segment.

This new HEMI® Hellcat engine is Dodge and SRT’s first application of V-8 supercharger technology, delivering the full brand experience with fresh potency.

The breakthrough supercharged engine features a forged-steel crankshaft with induction-hardened bearing surfaces. The result is a crank so well-engineered it can withstand firing pressures of 110 bar (1,595 psi) – the equivalent of five family sedans standing on each piston, every two revolutions. And its unique, specially tuned crank damper has been tested to 13,000 rpm.

High-strength, forged-alloy pistons – developed using advanced telemetry measurement – are coupled to powder-forged connecting rods with high-load-capacity bushings and diamond-like-carbon-coated piston pins.

The new supercharged 6.2-liter

HEMI V-8 has premium-grade, heattreated aluminum-alloy cylinder heads that are optimized for superior thermal conductivity. And its die-cast aluminum rocker covers are HEMI Orange.

In addition to the supercharged HEMI V-8 in the Challenger SRT Hellcat, the new 2015 Dodge Challenger SRT model also gets a power boost with upgrades to the 392 HEMI V-8.

Horsepower climbs to 485 from 470, while peak torque jumps to 475 lb.-ft. from 470 lb.-ft. The 392 also can be mated with a new TorqueFlite eightspeed automatic or the proven sixspeed manual transmission.

All-new Drive Modes tailor the driving experience to each individual driver Whether its on-road or on-track, Challenger SRT owners can personalize their drive experience via the all-new Drive Modes feature.

Drive Modes tailor the driving expe-

rience by controlling horsepower, transmission shift speeds, steering (Challenger SRT only), paddle shifters (automatic transmission only), traction and suspension. Drive Modes are pre-configured for Sport, Track and Default settings, while the Custom setting lets the driver customize the drive experience to their favorite settings.

Unlocking the power For the first time in Chrysler Group history, the all-new 2015 Dodge Challenger SRT with a Hellcat engine comes standard with two key fobs – red and black. The red key fob is the only key that can unlock the full horsepower and torque potential of the Challenger SRT Hellcat engine; while the black key fob limits the driver to a reduced engine output.

Valet Mode is offered on both Challenger SRT and Challenger SRT with a Hellcat engine.

Outstanding ride and handling The 2015 Dodge Challenger SRT rides on new, SRT-exclusive “77” eight-spoke 20 x 9-inch forgedaluminum “Hyper Black” wheels.

Standard 245/45ZR20 (front and rear) Goodyear RSA2 All-Season or available Goodyear F1 Supercar ThreeSeason tires deliver serious grip and handling.

Standard wheels on the Challenger SRT with the Hellcat engine are new SRT-exclusive “Slingshot” split-seven spoke 20 x 9.5-inch, lightweight forged-aluminum wheels with a matte black finish; available on the SRT 392 as part of the SRT Track Pack. New P275/40ZR20 Pirelli P Zero Nero tires (front and rear) provide allseason traction while the newest tire technology from Pirelli includes the class exclusive four-season tire that CarGuyMagazine.com

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is Y-Plus rated to handle the extreme speeds. Pirelli P Zero tires are available for three-season performance driving.

Available on the Challenger SRT Hellcat are 20 x 9.5-inch, lightweight forged-aluminum wheels with a Brass Monkey/dark bronze finish.

Benchmark braking Standard on the 2015 Challenger SRT with the Hellcat engine is the largest frontbrake package ever offered in an SRT vehicle, featuring all-new 390-mm (15.4-inch) Brembo two-piece rotors with six-piston calipers for outstanding heat management/thermal capacity and longevity. This upgraded high-performance brake package is available on the 392 HEMI® SRT model as part of the SRT Track Pack.

New anti-lock braking system (ABS), ESC and traction control sys-

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tems are uniquely tuned and configurable for specific tire and powertrain configurations.

Aggressive and functional exteriors Dodge and SRT designers and engineers spent 35 percent more time in the Chrysler Group’s full-scale wind tunnel in Auburn Hills, Michigan, (compared with the previous-generation Dodge Challenger SRT) developing and further refining the aggressive and functional exteriors on the Challenger SRT and Challenger SRT Hellcat. The result is a re-engineered Challenger capable of maximum aerodynamic performance for spirited driving on the road or the race track.

At the front, new fascia designs and all-new vertical-split grille provide a menacing update of its 1971 inspiration. A larger, power-bulge aluminum hood features a dedicated “cold-air” intake – a visual styling cue

from the first Viper coupe built in 1996.

The hood on the new Dodge Challenger SRT with a Hellcat engine also includes dual air extractors to ensure effective removal of heat and reduced air turbulence in the engine compartment. The hood is standard in body color and is available in a Satin Black finish. Both models of the Challenger SRT feature all-aluminum hoods designed to reduce weight.

Another key design element on the Challenger SRT Hellcat is the exclusive Air Catcher inlet port, which feeds ram-air directly into the engine air box through the driver-side parking lamp.

All-new quad projector headlamps give a more detailed appearance, while a more aggressive brow “chops” the upper portion of the lamp design for an even more sinister attitude.

Integrated projector fog lamps on the Challenger 392 SRT are pushed to the lower corners to help accentuate the car’s width while illuminating the road. A new duck-bill fascia splitter helps improve the vehicle’s aerodynamics.

The Dodge Challenger SRT with a Hellcat engine features a larger front splitter designed for optimal downforce to minimize lift.

From the side, the signature muscular proportions and large thruster rear-quarter panels stand out from the crowd, while fender and belt lines tie together at the front and rear of the car to create a sleeker appearance. Differentiating the Challenger SRT Hellcat from the rest of the Challenger lineup are its “SUPERCHARGED” fender badges. Black sills accentuate the proportions of the muscle coupe and have been tuned in the wind tunnel to improve aero-

dynamics.

Out back, the 2015 Dodge Challenger SRT recalls the historic 1971 model’s styling with a new split taillamp design and rear fascia. The tail lamps feature the new signature LED graphic with its smooth glow of light that can be seen from blocks away.

A redesigned rear valance helps the 2015 Challenger SRT models look more planted on the ground. A unique, taller rear spoiler on the SRT Hellcat features a raised SRT logo.

Race-inspired, high-performance interiors Inside the 2015 Dodge Challenger is an all-new enthusiast-centric cockpit with worldclass materials, execution and technology. Key elements are inspired by the interior of the 1971 Challenger.

The performance cockpit of the 2015 Dodge Challenger SRT carries an essence of the 1971 Challenger, in an artistic and more organically

styled way.

The all-new cleanly executed instrument panel features a stamped aluminum bezel, which sets the tone for the driver’s display. For a high-tech look, an innovative 7-inch driver-selectable driver information display (DID) screen is centered in the gauge cluster and provides an almost infinitely customizable display.

The all-new DID screen is flanked by new analog speedometer and tachometer gauges, which provide a heritage-inspired look with concave shapes and a hub-covered needle design, reminiscent of the “tic-toctach” gauges from the 1971 Challenger. For the Challenger SRT with the Hellcat engine, the fixed gauges and digital graphics are finished in a Dark Radar Red tone to make it even more unique.

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Additionally, the dashboard’s center stack neatly houses the new standard 8.4-inch Uconnect touchscreen.

New for 2015 drivers can select one of the many offered backgrounds to connect the digital look and feel with their chosen interior package.

A new, trapezoidal shaped stamped aluminum center console provides Challenger SRT’s interior with a fresh look. The aluminum trim gets one of two finishes, “Hectic Mesh” for the Challenger 392 SRT and “Dark Engine Turn” for the Challenger SRT Hellcat. The console also exudes craftsmanship and style with leather-wrapped surfaces and French-seamed accent stitching running from the back to the front. Employing a unique, elevated design, the all-new center console houses ergonomically located redundant

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button and knob controls for audio and climate functions. An all-new media hub with an SD card slot, USB outlet and audio jack is neatly housed inside the center console’s flocked armrest.

For those who opt for the segment-first TorqueFlite eight-speed automatic transmission, an all-new and class-exclusive electronic shifter with an all-new driver-oriented Thandle provides the driver with intuitive gear selection and offers an Auto Stick selector gate for added control.

For those who prefer having a third pedal, the precise and track-proven Tremec TR6060 six-speed manual transmission is fitted with a throwback ball shifter.

A redesigned SRT-branded heated steering wheel features a flat bottom for the high-performance driver. Available paddle shifters (with automatic transmission) are located

on the back of the upper spokes.

The buttons to control the driverconfigurable full-color thin-film transistor (TFT) display are large and illuminated. Buttons for Uconnect and phone access now reside along the bottom edge of the horizontal spokes. Optional adaptive cruise control is configured by buttons that are symmetrically opposite on the right hand side of the wheel. As before, the highly praised audio controls are still found on the back of the upper spokes. This new tilt-telescoping steering wheel also has a 360-degree heat element.

To make cruises more pleasurable, the new 2015 Dodge Challenger SRT features redesigned seats with improved cushioning and more comfortable contours. For improved comfort and convenience, new for 2015 are standard heated and ventilated front seats. The passenger seat

also has an easy exit/entry function to provide access to the rear seat – this is controlled by a release handle on the top shoulder of the seat.

Challenger SRT offers performance seats with large side bolsters for maximum lateral support in hard cornering. The seats can be covered in Nappa leather/Alcantara material with embroidered SRT logos. Laguna premium leather, colored either sepia or black with embossed SRT logos, is available as part of an equipment package.

High-impact exterior colors Many of the most memorable paint colors in automotive history have been found on the Challenger. The 2015 Dodge Challenger SRT 392 and SRT with the HEMI Hellcat will be available in 11 exterior colors: B5 Blue Pearl Coat, Billet Silver Metallic Clear Coat, Bright White Clear Coat, Granite Crystal Metallic Pearl Coat,

Ivory White Tri-Coat Pearl, Jazz Blue Pearl Coat, Phantom Black Tri-Coat Pearl, Pitch Black Clear Coat, Redline Tri-Coat Pearl, Sublime Metallic Pearl Coat and TorRed Clear Coat.

Twin, full-body stripes are available in Black Satin Gloss and Silver High Gloss on the SRT 392.

Source: Dodge Press

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Alfa Romeo | November 26, 2014

Wherefore art thou Alfa Romeo?

By Jen Herman

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W

e first met on a dark road in California, somewhere high above the city of San Francisco. As the sun came up over the hilltop park known as the Twin Peaks, the fog cleared.

I didn’t know whether to focus my eyes on the amazing view or the strong Italian in front of me.

After a brief glance at my surroundings, the Italian won my gaze.

Silver and sporty, clad in leather, the Alfa Romeo 4C made a bold impression. I was there to capture the essence of the 2015 Alfa Romeo 4C on video, not to fall in love. But it was too late. I sat behind the wheel and I was hooked. It had me at 0-60 in 4.1. But could I have it all to myself? YES. The all-new 2015 4C coupe is billed as the attainable supercar.

(The Launch edition is $68,400. The standard coupe is $53,900).

There’s good news for lovers of fine Italian style.

The all-new 2015 Alfa Romeo 4C is rolling into dealerships across the U.S. and Canada. Since it is the first time Alfa will be sold in the U.S. in nearly 20 years, it’s creating a lot of buzz and not just with prospective buyers, but with dealership employees as well.

General Manager of FIAT of Austin Lisa Copeland says, “I love the car! It will be a game changer for our franchises. It’s creating a lot of buzz and excitement that we haven’t seen for a couple of years.”

She shared a video when her FIAT studio took delivery of its first 2015 Alfa Romeo 4C. Alfa Romeo is just getting started in the U.S. Fiat Chrysler Automobiles will introduce eight new vehicles to North America by 2018. The next vehicle is slated for June 2015, but for now the details will remain seductively secret.

So, if you see something exotic, and a little unfamiliar pass you by in the near future, take a second look and prepare to fall in love.

Alfa Romeo, until we meet again, Jen

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PORSCHE TEAM’S FIRST WEC VICTORY

IN THE 919 HYBRID

The Porsche Team has achieved its maiden win with the innovative Porsche 919 Hybrid in the final race of the 2014 FIA World Endurance Championship in São Paulo with the driving trio of Romain Dumas (France), Neel Jani (Switzerland) and Marc Lieb (Germany).

At the same time as the team achieved the biggest success of its debut season, it had its greatest shock when Mark Webber had a very heavy accident in the sister car with less than half an hour to go before the end of the six-hour race.

The Australian, who shares the LMP1 race car with Timo Bernhard (Germany) and Brendon Hartley (New Zealand), crashed heavily into the barriers at the

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fast last turn of the lap. He was in sixth position. The initial information the team received from the medical centre at the track was that he was not badly injured.

However, he has been transferred to a hospital in São Paulo for further checks.

The race finished behind the safety car with Neel Jani at the wheel of the winning car.

How the race went for car number 14: Lieb started from second, but lost one place to a Toyota on lap one. After breath-taking attempts to get the position back, after 37 laps he handed over the car, which was still lying in third, to Jani. The Swiss continued to attack the Toyota, they swapped places, but when Jani handed over to Dumas after 76 laps the car was still third. Dumas only got by when the Toyota had contact with another car on lap 88.

On lap 105 Dumas had to pit early because of a right rear puncture. Lieb got behind the wheel again and took the lead after 119 laps when the sister car suffered problems. Lieb pitted after 144 laps to hand the car back to Dumas.

After 183 laps Jani took over with the car lying second. At his final pit stop after 222 laps he stayed in the car and took the risk not to change tyres to save time.

The risk paid off.

How the race went for car number 20: Bernhard started from pole position and was leading by 12 seconds when he handed over to Webber after 38 laps. Webber stayed in the lead of the race, despite some trouble in traffic, and handed over to Hartley at the end of lap 79. For the Kiwi and car number 20 the dream to win the race was over soon as an unidentified problem cost some engine power. After 119 laps Hartley handed over to Bernhard, who continued in third. During a full course yellow after 153 laps Hartley got behind the wheel again. After 193 laps Webber took over again, with the car having meanwhile dropped back to sixth place. He had his last pit stop after 227 laps and a heavy crash in the fast last corner of the track when the race was on its 239th lap with less than half an hour remaining.

Fritz Enzinger, Vice President LMP1: “The most important news of today is that, given the circumstances, Mark Webber is in good condition, according to the first information from the doctors. I find it hard to believe that we really man-

aged to win our first race in our first WEC season, especially as our joy is over-shadowed

by Mark’s accident. This weekend we have been fastest in every session and had both cars on the front row. The race was a thriller until the very last lap. After three tough years we have achieved this win with a great team in our debut season. Congratulations to the team – I’m very proud of them.”

Andreas Seidl, Team Principal: “According to our information Mark seems to be okay after this heavy accident. This weekend all drivers, mechanics and engineers have completed the last step we had on the agenda for this year: winning a race on our own merit. We were able to show what we have learnt in our debut season. Be it in terms of tyre management, pit stops or other operational aspects – our team was top in every regard.

Many thanks to everyone who contributed – here on track or back home in Weissach. Our 2014 mission is over, and now we are looking forward to the next season.”

Drivers Porsche 919 Hybrid number 14 Romain Dumas (36, France): “It is great we have won that race for Porsche, but, of course, it was a lot more important to know that Mark was okay. My first stint today ended early due to a right rear puncture. I don’t know what caused it, but maybe some debris. When I was back in the car later in the race I had a much better time. The grip level of the track had improved and we had changed the tyre pressure in the rear. The car was really good.

Race result 6 hours of São Paulo (Brazil): 1. Dumas/Jani/Lieb (F/CH/D), Porsche 919 Hybrid, 249 Laps 2. Davidson/Buemi (GB/CH), Toyota TS040 Hybrid, – 0,170 s 3. Di Grassi/Duval/Kristensen (BRA/F/DK), Audi R18 e-tron quattro, – 1 Lap 4. Wurz/Sarrazin/Conway (A/F/GB), Toyota TS040 Hybrid, – 1 Lap 5. Fässler/Lotterer/Tréluyer (CH/D/F), Audi R18 e-tron quattro, – 1 Lap

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CAR GUY DRIVER Jeff Harrison

W

e have all heard racing drivers get out of their race cars and say, “I would like to thank my sponsors for making this race possible” and then they list them off. We’ve heard it so much that it has become almost background noise. However, it is so true for me. I just raced in the very prestigious Porsche Supercup race during the Formula 1 race weekend at Circuit of The Americas driving for the famous Konrad Motorsport team based out of Germany. If you would’ve told me that I’d race in Porsche Supercup race last year, I would’ve told you that you are crazy. I was just watching the Formula 1 event last year. What a difference a year makes.

This time last year I was completely out of motorsport. I hung up my helmet and walked away from my 20+ years in the sport. Then my brother asked me to go to one of his races to be a driver coach for one of his drivers in the Pro Mazda Championship. I did it and met a company that sponsored me in a couple races this year. I won both of those races and got the opportunity to race in a couple more races. I won those races as well. Then I got the call to race in the Porsche Supercup race during the Formula 1 weekend. Some of my sponsors from this year continued their support and at the last minute the iconic global brand JBL signed to be my primary sponsor.

It all came together so late that I didn’t have time to test the Porsche Supercup car before the race. So I went into the event without time on the Circuit of the Americas track or time in a Porsche GT3 Cup race car. My crew thought I was crazy to do this

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“It all came together so late that I didn’t have time to test the Porsche Supercup car before the race. So I went into the event without time on the Circuit of the Americas track or time in a Porsche GT3 Cup race car.”

because the Porsche Supercup series has the best Porsche drivers in the world. I had one 45 minute practice session before qualifying and then the first of two races. The practice session went well and then it was the all important qualifying session. I gained three seconds in qualifying but my fastest lap was taken away because I went too fast through a yellow flag sector. So I started back in 24th. In the first race, I moved up through the field to finish 20th. In the second race, I started 21st and finished 18th. The most important thing to me and my team was the fact that by the end of the second race I was running the same times as the leaders. My team owner was so impressed that he has offered me a test for the Daytona 24 Hour race. All in all it has been an amazing year of racing and I look forward to much more.

Oh yeah, I almost forgot, “I would like to thank all my sponsors for making this all possible!” JBL, Grubbs HP, Rafain Brazilian Steakhouse, CrudeFunders.com and thexrapp.com.

Jeff Harrison Jeff.Harrison@Grubbs.com

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22nd Annual

the Children’s Advocacy Center. “Every bear collected and every dollar raised will be used to provide comfort and hope to abused children who come to us for help.”

Event highlights at Stroker’s inBuilds awareness of child abuse, neglect cluded vendor booths, raffle prize More than 1,000 motorcycle rid- children who come to the CACCC for drawings, live music and food and drinks available for purchase at Dalers paraded from IKEA to Stroker’s help following an outcry of abuse. where the number of attendees The event was proudly presented by las/Fort Worth’s premier bike hangsurpassed 1,500 bikes to support Hardley-Davidson Financial Services. out.

“At IKEA, our vision is to create a Children’s Advocacy Center of Col“Harley-Davidson Financial Serbetter everyday life for many people, lin County’s longest-standing funvices is proud to sponsor the Chiland children are the most impordraising event, the Teddy Bear Ride dren’s Advocacy Center of Collin on Oct. 26. The 22nd annual event County’s Teddy Bear Ride,” said Larry tant people to us,” IKEA Dallas Store Manager Robby Wierman said. “This raised awareness and funds to bene- Hund, President and Chief Operatis why we are so honored to partner fit abused children served by CACCC. ing Officer of HDFS. “This annual Each year, hundreds of bikers take event is a great way for us to support with CACCC to help improve the lives of children in our community.” to the streets of North Texas to high- employee volunteer activities and “(The Teddy Bear Ride) helps out light the plight of abused children to give back to the community in abused children who need our help,” and encourage others to join the which many of our employees live said Rick Fairless, Founder of Strofight against child abuse. Participants and work.” ker’s Dallas. “Bikers are the best dang adorn their bikes with plush new “We are so appreciative of our teddy bears which eventually make supporters and the many hundreds people on the planet, these kids their way into the arms of waiting of participants who make this event need our help, and we are going to possible,” said Lynne McLean, CEO of be there to help them.”

Teddy Bear Ride

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The Children’s Advocacy Center of Collin County provides safety, healing and justice to children victimized by abuse or neglect in Collin County. Working collaboratively with law enforcement and Child Protective Services, the Center brings all

services to abused children under one roof to minimize additional trauma to vulnerable children. Since 1992, the Children’s Advocacy Center of Collin County and its partners have offered free services to more than 50,000 abused and neglected

children. The Center has been rated four stars by Charity Navigator, the nation’s leading charity evaluator, for four consecutive years. To learn more, visit caccollincounty.org or call 972-633-6600.

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CONSIGN YOUR CAR WITH US TODAY!

5400 WT H ARRIS B LVD S UITE A C HARLOTTE , NC 28269 704-598-2130

5400 S ANDSHELL D RIVE S UITE 100 F ORT W ORTH, TX 76137 817-764-8000

213 T HORNTON RD S UITE 400 L ITHIA S PRINGS , GA 30122 678-279-1609

WWW .STREETSIDECLASSICS. COM

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THE CAR GUY SHOW’S “Car Life & Car Culture” explores the country in search of “Car Guys.” Join show hosts Tim Miller, Kristin Treager and Luke Betchner as they meet car guys and their interesting cars, walk through their incredible garages, attend their exciting car shows, car club events and much more!

WEEKLY TV SHOW and on YouTube Dallas Cable Channel KTXD 47 Saturdays 12:30pm, Sundays 6pm and Fridays 1:30am