Car Guy Magazine Issue 315

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ISSUE 315

AMERICAN DRIVER Hurley Haywood GARAGE MAHAL Ralph Lauren HOT PICK 1969 Dodge Charger

SHOWS DFW Auto Show CARS Nismo 370Z, Alpina B6, GMC Canyon, Grand Cherokee SRT, 1934 Lancia Astura DIGITAL MAGAZINE • NO APP NEEDED • For Your Smartphone, Tablet and Computer

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CONTENTS 315 Car Guy Magazine

06 Masthead 08 AMERICAN DRIVER Hurley Haywood 18 GARAGE MAHAL Ralph Laruen 30 DFW Auto Show 40 2015 JEEP Grand Cherokee SRT 42 2015 NISMO 370Z 50 2016 Alpina B6 xDrive Gran Coupe 52 Bugatti Sells Last Veyron 08 56 HOT PICK 1969 Dodge Charger 62 35th Annual Dakar Rally 68 1934 Lancia Astura 72 2015 GMC Canyon

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WORDS & PHOTOS HAL CROCKER

“You have to be pretty good to beat me!” In 1968, this statement of hubris from Peter Gregg launched the career of America’s winningest road-racer, Harris Hurley Haywood.

Haywood, with movie-star looks, had just won an autocross in his street Corvette, beating local Porsche dealer and professional racecar driver Gregg in his full-bore, factory-backed Porsche. Gregg was using the event to do a pre-race shakedown of his car; what he discovered that day would make motorsports history.

Gregg had much panache and a rather artifice personality. He was an artisan, but you never were quite sure of what. He tested and evaluated all that he came in contact with and quickly discarded what he had no use for. He carried preppie to the extreme, from the handkerchief that he wore around his neck to his Gucci driving shoes. The drivers that I knew were resentful toward him and referred to him as “Peter Perfect.” He took delight in abusing everyone.

Haywood had just disrespected Gregg and his Porsche, not only by beating them, but by doing it with a street Corvette. Gregg put his pride aside for the moment and went over to congratulate his nemesis. Knowing Gregg, this was more an intelligence-gathering mission than good sportsmanship. Gregg, an ex-Navy intelligence officer, discovered that Haywood was the scion of a wealthy Chicago family and was going to school in Jacksonville, Florida.

Sensing lucre, Gregg took Haywood under his wing and sold him a Porsche factory racecar. Part of the deal was that Gregg would teach Haywood something about road racing.

When the car arrived, the two went up to Roebling Road, a road course just outside of Savannah, Georgia. Haywood was not only a fast learner but also fast. On a track that Gregg knew well, Haywood, with his new car, was faster. Before the sun set that day, Gregg, recognizing innate talent, hired Hurley Haywood, a green college kid with no race experience, as his new co-driver.

Of course, Haywood would have to pay his own way.

Haywood, now Gregg’s protégé and taking cues from him, convinced his parents that international sports car racing was not beneath the family stature and brokered a deal with his father.

“I convinced my father that it would be a good idea if he helped me to do this program,” Haywood says.

“We made an agreement that he would help fund it and if I was not successful enough to compete on my own in two years, I would have to go do something more reasonable.”

Whether you are a member of Gregg’s clique or not, you have to give him credit for nerve. Gregg knew that you could apply to NASCAR and get a Grand National license through the mail. Looking to elevate the status of NASCAR, Bill France, president of NASCAR, had cut a deal with the Fédération Internationale de l’Automobile (FIA), the international sanctioning body for auto racing, to get FIA sanction for his events. Part of the deal was that NASCAR would have to run a certain number of FIAgraded drivers in its races in order to get FIA sanction, thus the conduit to the FIA license. Once Haywood got his NASCAR license, Gregg had him apply for an FIA license using the NASCAR license.

With his new FIA license but little race experience, Haywood and Gregg arrived at Watkins Glen for the FIAsanctioned Six-Hour Race, a big-time professional road race that was part of the international World Manufacturers Championship hosted and co-sanctioned by the Sports Car Club of America (SCCA) in the U.S. The FIA license was at the top of the hierarchy, like a trump card. Not only did Haywood and Gregg run the race, they won the GT class, beating out all the bigger Corvettes with a little Porsche 911S that had about half the engine displacement.

Haywood’s great start to an international professional driving career was no sooner out of the blocks than it was derailed by a tour of duty in Vietnam. A shorthaired Haywood was still in the U.S. Army when I first meet him at Virginia International Raceway in April 1971. He was co-driving with Gregg in a Porsche 914/6. They won that race, again beating out a number of larger displacement Corvettes.

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I remember watching him light a cigarette in pit lane after the race and thinking he had a James Dean quality. At that time, little did I suspect how intertwined our lives would become over the next four decades. Haywood became an international road-racing superstar and I became a professional motorsports photojournalist.

For the next five years, Haywood drove exclusively for Gregg in Porsche factory-backed cars and I worked for Jo Hoppen, director of Porsche’s racing program for North America. These relationships regularly brought us together.

Haywood won back-to-back IMSA GT championships in 1971 and 1972, and he and Gregg started 1973 by winning the 24 Hours of Daytona. I remember that race well. Mark Donohue and George Follmer were in a Roger Penske sister car to Gregg’s and Haywood’s.

Donohue and Follmer would go out after leading, leaving Gregg and Haywood to win. This time they beat a field of larger cars as well as a number of other factory entries. The next month, they followed up by winning the 12 Hours of Sebring. These were big wins for Haywood, and elevated him to a new level in the hierarchy of professional drivers.

Above: Haywood takes a break with succesful sports car racer Brian Redman.

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In 1975, Gregg and Haywood paired again to win Daytona in a Porsche 911 RSR entered by Brumos. For 1976, Gregg brokered a deal to drive for BMW. This move solved one dilemma for me, but presented another. His new co-driver was Brian Redman, another friend. This was for Gregg a “have your cake and eat it too” deal, for it left him to enter a Porsche with Haywood and Jim Busby under Brumos. Gregg won in the factory BMW and the Brumos Porsche, with Haywood, finished third. This put Gregg in a class by himself with three 24 Hours of Daytona wins.

After driving for BMW in 1976, Gregg was not offered a deal by Porsche for 1977. When BMW ended its program at the end of 1976, Gregg was left without a factory deal and the Brumos camp was left in disarray.

From a business prospective, Gregg could not match some of the offers that Haywood was receiving from other camps. Haywood, now somewhat a free agent and feeling

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Above: Haywood talks with Brumos Racing’s David Donohue.

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the need to break from the Batman/Robin mold, accepted a seat on the Ecurie Escargot team of Dr. Dave Helmick and John Graves. Maybe Helmick had picked up on the pattern; if it was an odd numbered year, it was a year that Haywood was scheduled to win.

In 1977, the odds-on favorite for Daytona was the factory-entered Porsche 935 Turbo with drivers Jacky Ickx and Jochen Mass. Haywood’s choice of not going with the new, unproven turbo technology proved to be a good one. He won Daytona with the Ecurie Escargot team’s Porsche Carrera 911 RSR, to tie Gregg’s three wins. In June of that year, Haywood would achieve his highest level yet by becoming the first man to win both the 24 Hours of Daytona and the 24 Hours of Le Mans in the same year. Without question, Haywood had broken out of Gregg’s shadow and had entered the top echelon of international road racing.

For the 1978 Daytona, Gregg entered a factory-backed Porsche 935-77A with world-class FIA graded co-drivers Rolf Stommelen and Toine Hezemans.

Once again, Gregg produced a winning combination and, once again, he found himself all alone in the top position with four Daytona wins.

But the pattern was set for the ‘70s and since 1979 was an odd year, if the pattern held, this would be a Haywood year. Ted Field capitalized on this by hiring Haywood to drive for his Interscope team. It was the right move, and 1979 became a Haywood year once again as he pulled up beside Gregg in Daytona wins with four. Haywood had gone from being Gregg’s protégé to being his nemesis.

The old saying, “if you can’t beat ‘em, join ‘em” comes to mind for 1980, when the dynamic duo got back together in a Brumos Porsche for the 24 Hours of Daytona. They finished 11th, but keep in mind that it was an evennumbered year.

In June, on his way to the track at Le Mans, Haywood passed a bad road accident. He did not know that it was Gregg. This accident would mark the beginning of the end for Gregg and the end of the competition between the two. Gregg suffered a head injury, and on December 15, 1980, he ended his own life with a .38 Special. He was 40 years old. As I printed the photo used

by Porsche in his tribute, I remember thinking, “Damn, what a waste.”

As difficult as he was, we all felt a loss, and the closest person Gregg had for a friend, Hurley Haywood, lost his mentor as well.

In February of 1981, Haywood and I sat on a pit wall talking before the first practice for Daytona. Down pit lane, an attractive lady with a young boy of about nine or 10 was talking to other drivers as she made her way toward us. The young boy had a program that all the drivers were signing. When she got to us she, introduced herself and the young boy. She was with the Make a Wish Foundation.

Haywood engaged the lad in conversation and in no time the boy was in the cockpit of Haywood’s car learning about all the gauges and knobs. I decided to take a couple of photos and as I composed a photo of the boy in Haywood’s seat, my eyes started to water and I could not focus. My perspective gave me a view of the back of his neck and I instantly knew that I was looking at radiation burns. As they left, we could not make eye contact or speak. I want to think that the kid made it. If not,I hope he took with him a memory of a special moment with Haywood.

In August of ‘83, just weeks after winning Le Mans for the second time in a Rothmans factory Porsche 956, it happened, the fear of all drivers, a crash that you don’t walk away from.

Haywood was driving Preston Henn’s Porsche 935 in the rain at Mosport, Canada, when a slower car that he was about to lap moved over on him. Haywood took to the grass to avoid hitting the culprit. If done in the dry, it was a maneuver with a low risk factor, but in the wet, everything took on a different set of dynamics.

Haywood was stabilized in a Toronto hospital. His mangled left leg was put in a cast, but the cast was not bivalved (split longitudinally) to accommodate for swelling, something that a U.S. Army medic knows to do. Haywood was within hours of losing his leg when his father rescued him from medical incompetence by laying on a team that air-evacuated him back to the University of Chicago Medical Center.

“My leg was so screwed up, I couldn’t push the clutch,” Haywood recalls. “As hard as I tried, I just couldn’t do it. I was looking at being out of racing for two years.”

Bob Tullius phoned Haywood in January of 1984. Tullius, owner of Group 44, a professional racing operation, had a new GTP XJR-7 Jaguar racer with a Hewland gearbox. Tullius, also a driver of note, suspected that Haywood could drive his car because of the Hewland, a pure racing transmission that didn’t require use of a clutch to shift. Tullius offered Haywood a tryout in the new car. This was the start of a five-year racing program with Tullius. Not only could Haywood drive the Jaguar, but he won in it.

“Bob had a way of motivating me in a good way,” Haywood says. “He was like a good coach. We understood each other. We got along great. I loved driving for him.”

When I think about this relationship, one incident comes to mind that brings a smile to my face. I was working for Jaguar public relations doing race photography at an IMSA race in West Palm Beach, Florida. Haywood was leading the race with three laps to go when he was blocked by a backmarker. Chip Robinson, an ex-Group 44 driver, was running on Haywood’s tail. Chip took advantage of the situation and went inside of Haywood in the Holbert Porsche 962 to take the lead. I was standing next to Tullius at the time. With the cold flint face of a high-stakes poker player, he keyed the mike on his headset and said, “I don’t want to hear any excuses.”

On the next lap, Haywood returned the favor to Chip right in front of one of the main grandstands for the win.

Haywood told me, “It was great because I could see the whole grandstand come to their feet as I made the pass.”

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At the end of the two-year Jaguar program with Group 44, Haywood stayed with Tullius, who was now running Audi’s North America racing program. Once again success, this time the 1988 Trans-Am title. The end of the Audi Trans-Am program in 1989 also marked the end of Group 44 as an active player in big-time professional racing. Tullius was starting to feel the years and did not need the politics or pressure, so he elected to walk away and go build a base camp in Sebring, Florida, where he still plays with his airplanes and cats.

This also marked the end of Haywood straying from the Porsche marque when road racing. Reinhold Joest’s Porsche 962 delivered Haywood to the Daytona 24 Hours winner’s circle in 1991 for his fifth win of the classic race.

This win moved him once again to the top of the all-time winners list and set the stage for another good year. In June, Haywood set fastest rookie lap in the Indy 500. In November, he capped off the year by winning the IMSA Supercar Championship and the manufacturers championship for Porsche.

Haywood would get his 10th win of the triad of classics in June of 1994 at Le Mans in a Dauer Porsche 962. This would be the last win of a major race for the 962, the winningest sports racing car ever built.

At the 2006 24 Hours of Daytona, a young journalist whom I had met earlier in the press cafeteria asked me who the driver talking to Paul Tracy and Tommy Kendall was. When I told him it was Hurley Haywood, he was surprised.

“That’s Hurley Haywood? It can’t be,” the rookie journalist said to me.

“I assure you that it is,” I told him.

“He’s still racing? He was one of my heroes when I was a kid. How old is he? He’s got to be an old man.”

From a distance, Haywood has the look and demeanor of a young man.

One would not think of him as a member of the older generation. It is only when you get close and can see the gray in his hair and the lines behind the sunglasses that you get a clue.

In Haywood’s case, looks are truly deceiving. Unless you know him you would not detect his chronological age. He keeps a schedule that would exhaust most young men. Though he has cut back, he is still active as a professional race driver. On most weekdays, you’ll find him at the Brumos dealership, where he is a principal, exercising his college major, business administration.

When not there, chances are he is off engaged in an activity related to Porsche.

Aware of his promotional and public relations value, Porsche utilizes Haywood a good number of days in a number of roles from Chief Driving Instructor at the Porsche Sport Driving School (Issue 208) to guest speaker at gala events. Whatever the situation, Haywood is Porsche’s man for all seasons in North America.

On weekends, Haywood is most likley in one of three places: A Grand Am race at the wheel of a Brumos Daytona protype, at a vintage motorsport event racing one of the cars from Brumos’ collection of vintage racecars or aboard one of his boats.

“We have been fortunate to buy back most of the significant racecars I have driven over the years,” Haywood says. “We even found my 914 down in Mexico and now we have it restored.”

Haywood, like many of us, misses the old days when professional racing was so much more fun. The closest we can now get to the old-days is at vintage events where people are still having fun. Gone are the days when drivers would sit on the pit wall between sessions and engage in good-natured banter. Today, they retreat to a large mobile vehicle that serves a number of functions from a high-tech communications command center to a residence on wheels.

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I made my way to victory circle shortly before the end of that race back in 2006. My young journalist friend who had quizzed me earlier met me with a big smile.

“Hurley led the race. I was hoping that he would win,” he said.

“Yeah, so was I,” I told him. “Just wasn’t meant to be.”

Haywood has been in the hunt the last four years and ended up third this year. Not bad for an “old man.” When I recently asked him how many more 24 Hours of Daytona he had left in him, he smiled and said: “I’m not going to close that door. I love that race and I want to drive it as long as I feel that I am in a situation and part of a team that can win it.”

Hurley Haywood has five Daytona wins. What are the odds on number six?

Above: Today, Haywood exercises his business acumen as a principal at the Brumos Porsche dealership when he’s not gunning for his sixth 24 Hours of Daytona win.

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WORDS & PHOTOS PHIL BERG

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Ever wonder if your priceless exotic car really looks great? Ralph Lauren knows which ones do.

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He runs his own billion-dollar company, grew up in a middle-class neighborhood where the high school was an archetypal blue-collar 50’s grease-era institution, and he started his business relying on his belief in his ability to turn normal schmucks into people who looked and felt like the world’s elite.

Every day in the late 1950s, young Ralph Lifshitz did a double-take as he passed import car dealer showrooms on his pedestrian New York City commute to his job selling ties at Brooks Brothers. His car-nut side developed as he hoofed his way through Manhattan, passing Jaguar and Morgan shops at a time when not many places in the U.S. had those rare imports on display. He thought the cars were beautiful.

He was so smitten by post-war sports cars he actually purchased a Morgan while still a working stiff in car-unfriendly New York City, then sold it because he couldn’t afford to park it. The loss of the off-white Morgan drop-top was one of many tough breaks for the budding clothes marketing genius. Then, in the late 1970s, he finally started buying the cars he loved.

Ralph Lauren, who changed his last name because he was teased about it in school, bought the cars he liked to drive them as commuter cars. Time magazine once quoted him about his name change: “My given name has the word ‘shit’ in it,” he told Time. “When I was a kid, the other kids would make a lot of fun of me. It was a tough name. That’s why I decided to change it.”

After the Morgan he bought a Mercedes 280SE -- never mind the impracticality of a soft-top car in New York City. Then he consecutively bought two Porsche 930s as get-to-work machines, not knowing these turbocharged supercars would become the nearly unobtainable classics they are today. Both Porsches came black-on-black, the way the factory intended these devilishly fast faux-racers to be, but today the sinister color scheme elevates them to a level of fierceness of purpose that other Porsche colors can’t reach.

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Black 930s just look meaner than any other color. In the late 1980s, black was the new cool, but Lauren knew this long before. “I feel that cars in black are very weighty, they have a beauty and a shape and a sexiness to them,” he explains.

Without aiming to become a deliberate car collector, the daily drivers in which Lauren shuffled himself around Manhattan were the exotics of the future, the inspiration for today’s Murcielagos, Diablos and Enzos. So, like the hundreds of guys who owned Ferraris as just plain driving cars in the mid-1980s, Lauren liked his own cars because they were fun to drive and looked cool. That’s it. Lauren bought his Alfa Romeo 8C 2900, Mercedes SSK, Porsche 550 and Ferrari front-engine racers because he thought they were beautiful. He purchased street cars such as a 1955 Mercedes SL gullwing, a 1988 Porsche 959 and three McLaren F1 supercars powered by BMW’s race-derived 6.0-liter V12s. He was a collector long before it became trendy for rich guys to buy their way into the exotic car market as a social hobby and an investment.

“I never cared about being a collector. It was not my goal,” Lauren claims. “Cars were always something that I loved. It was also about the famous owners and the men who built the cars. I was fascinated reading about what Enzo Ferrari was like, what Ettore Bugatti was about, and getting a sense of why they built these cars and what their lives were like. It’s the lifestyle, the romance, all those things together.”

Lauren’s people support the image that he collected some really nifty machines because of his elevated taste, using words like “pedigree,” “classic” and “timeless” to describe everything the man owns.

“Cars have always been a source of design inspiration for me. The cars I collect have a message of timeless beauty,” he says. However, he also has unrestored Jeeps and pickups that he thinks are cool because they’re in original condition, the kind that make you want to put one boot up on the dashboard while you’re driving, envisioning 200 more miles of ranch road to cover before you get to feed to the cattle.

In addition to homes in New York and Jamaica, sixtyeight-year-old Lauren has a ranch in Colorado, and he gets around not just in his old pickups or Wagoneer, but in a ’57 Cadillac Eldorado Biarritz, in turquoise that’s been faded by the sun and weather, and is the equivalent of wearing a 1975 polyester leisure suit to the Oak Room today. If you can pull it off, that’s as cool as David Arquette wearing homeless-guy plaids on “The Tonight Show.”

“I got hooked on European cars, though I love army Jeeps

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and pickup trucks and Woodies. They represent something that is beyond just the engine. The pickups represent a life, the farms, and the sort of utility I love. Jeeps, the same utility and sensibility. They were so stripped down, but they were so cool,” he says.

If James Dean were alive today he’d copy Lauren, who, of course, has a 1955 Porsche 550 RS Sypder--an edition of the iconic car in which James Dean died.

“I never liked big cars,” he offers. “I never liked the old American cars with the beautiful shapes. They are artistically beautiful, but they have no appeal to me at all.”

Each week Lauren strolls through his collection of about seventy significant machines, which are kept in running condition at all times, ready for him to drive to events or on private drives.

Top Left: A 1931 Alfa Romeo 8C 2300 Monza tucked in a corner. The car is one of 188 8C 2300s produced.

Center Left: A 1955 Jaguar D-Type shows its simple, yet aggressive, face.

Bottom Left: A 1955 Porsche 550 RS Spyder flanked by a 1929 Birkin-bodied Bentley.

Above: A 1960 Ferrari 250 GT California Spyder sits among its many Maranello brethren.

Right: A silver-on-tan 1958 Mercedes-Benz 300SL.

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Right: Lauren has the kind of Ferrari lineup that would make any enthusiast’s mouth water.

Below: A silver1957 Jaguar XKSS stands out among the traditional British Racing Green Jagaurs.

Most of the cars are in his secluded assemblage of three garages on Long Island. However, he’s building a new single garage to house all of the cars, in an artificially created mild climate friendlier than the ambient climate the East Coast provides, to help preserve them. Perhaps a quarter of the collection is not restored, and there are no plans to turn them into showpieces. These cars are at their coolest exactly as they sit.

The garage that’s under construction now has a library, which is where all of the memorabilia and trophies that the more famous cars have won will be displayed, not out in the main hall where the cars are. Most of the attention to the new structure was invested in climate control, and the space is kept deliberately sparse to focus visitors’ attention on the cars themselves. Visitors will be a rare occurrence, too, because there are no plans yet to open the structure to the public.

Friends of Lauren’s who will see the collection in its new habitat include Porsche competition phenom Brian Redman and America’s first world champion racer and notable car restorer Phil Hill, who knows the cars intimately. Lauren needs such experts to begin to help advise him about additional cars to add to the unique and special collection, because one-of-a-kind supercars are becoming more difficult to find. Additions to the collection would be small in volume, says chief caretaker Mark Reinwald, “He specializes in quality, not quantity, and it’s getting harder to find the next spectacular car.”

Lauren is a very private celebrity, and when anonymous pur-

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chases are made at the growing number of classic auctions in the country, his name emerges as a possible buyer. We may never know how many cars, and which super-rare machines he will ever own, although according to Reinwald, he favors driving the modern exotics and some of the older classics when he has a rare free weekend. Reinwald drives each car every six weeks, which he says is the best way to keep them in running condition. Each of the seventy machines is connected to a battery tender the rest of the time so the cars can be used anytime. During good Northeast weather, Lauren will grab one of the supercars, one of three ’96 McLaren F1s, the ’88 Porsche 959, or the Ferrari F40, and rack up some miles across the backroads. “Once you drive the McLaren, it’s over.

It’s like no car I’ve ever driven. The McLaren is like Star Wars--a hovercraft. I feel like I’m not touching the ground. It’s an experience I’ve never had before.”

“Strangely enough, I really don’t like to drive the cars when people are around,” Lauren admits. “As it turns out, I don’t really want to be seen in the cars. There’s a part of me that likes the privacy, so the more garish the car, the less I want to drive it. On weekends, depending on the weather, I love the Jaguars, the XK120 or XK140. I love the Mercedes Gullwing and roadster and the Porsches.” In addition to the remarkable 959, he has a Carrera GT, too.

The non-race Ferraris, Porsches and Jaguars see a lot of pedal time from Lauren. But he doesn’t ignore driving the race cars. However, he does drive them when his mood dictates and when the weather is cool enough that enjoyment in cramped, overheated cockpits is at its highest possibility.

For a guy who’s sweated out paying his Wall Street dues most of his life, you can forgive his desire to tear around in the air-conditioned comfort of a new Ferrari 599 instead of a 1958 Ferrari 250 Testa Rossa. Well, we can.

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2015 DFW AUTO SHOW HIGHLIGHTS

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For 33 years, the DFW Auto Show has been THE tool for consumers who are researching and refining the new vehicles that are on their shopping lists.

This year, the doors to the Dallas Convention Center will open March 25-29 with an offering of more than 650,000 square feet of vehicles showcasing the latest in cutting edge design, technology and fuel economy.

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“I’ve been going to the Show since it’s inception when it was held at Market Hall and the ‘Cars were the Stars’“, said Don Herring Jr., 2015 DFW Auto Show chairman.

“I started actively working it in 1994, and have enjoyed working it each year. Over the years different manufacturers have come and gone, many concept cars have wowed visitors, but the excitement and atmosphere of the Show has always been the best part. When 400,000 people come to see the latest models at a Show that includes almost every manufacturer and takes up almost all of the Dallas Convention Center, there is nothing else like it. The Show has grown to a size that no one could have imagined back in the 80’s and truly has become one of the largest five-day shows in the country,” he said.

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An impressive lineup of all new or redesigned vehicles for 2015 is scheduled to appear at the DFW Auto Show this year including: Audi A3, S3 and Q3; BMW i8; Chevrolet Colorado, Trax and City Express; Ford Expedition, Mustang, F-150 and Focus; GMC Canyon; Hyundai Genesis; Land Rover Discovery Sport; Lexus RC F and NX Hybrid; Mercedes-Benz S63 AMG Coupe, S65 Sedan AMG and AMG GT S; MINI Hardtop John Cooper Works; Nissan Murano; Porsche Macan; Subaru Legacy, Outback and WRX/WRX STI; and Toyota Camry. Some manufacturers are even getting a heard start on next year by spotlighting their 2016 offerings including: the Texas debut of the Nissan Titan; Nissan Black Edition GT-R; Audi A6 and A7; Buick Cascada, Cadillac ATS V Coupe, Chevrolet Volt, Ford Explorer, and Mazda CX5 Grand Touring and M6G Grand Touring.

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Visitors can “dream” in the High End area where Aston Martin, Bentley, McLaren, Maserati and Rolls Royce will showcase their $100,000+ vehicles including: Aston Martin Rapide, DB9, V12 Vantage and V8 Vantage; Bentley Flying Spur and GT Speed Convertible; Maserati Ghibli and Quattroporte; McLaren Spider; and Rolls Royce Wraith. Aston Martin also will be spotlighting the One-77, one of only 77 in the world and the first of three to be allowed in the United States. In addition, the DFW Auto Show is pleased to announce that Alfa Romeo will be a highlighted exhibitor this year.

Returning for the second consecutive year will be the indoor RAM Trucks Ride & Drive where professional drivers will steer participants through an interactive adventure zone in a 2015 RAM 1500. The track will feature a 13-foot high, 30-yard long, 30-degree iconic RAM Mountain, as well as a 12 x 25-foot section of terrain simulating fallen logs that highlight the vehicle’s ground clearance. In addition, kids will get a chance to drive on the Mini-RAM Kids’ Course.

The outdoor Ride & Drive Friday-Sunday will feature more than 60 vehicles from Buick, Cadillac, Chevrolet and GMC Trucks; Chrysler, Dodge, Fiat, Jeep and RAM; Ford, Kia, Mazda and Toyota to choose from for test drives through the streets of downtown Dallas.

“Ride & Drives have become extremely popular with consumers as well as excellent marketing opportunities for manufacturers over the years, and the DFW Auto Show is the ideal venue for this type of event, “Herring said.

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This year, the DFW Auto Show is proud to once again be joining forces with the North Texas Food Bank (NTFB) for yet another “Fuel Up North Texas” event. Not only will DFW Auto Show attendees receive $1 off a $12 admission for one donated canned good, but the Dallas Fort Worth Metropolitan New Car Dealers Association (DFW NCDA) dealer members are being challenged to collect food from their employees, families and customers.

According to the NTFB, items that are especially needed include: peanut butter, canned tuna or chicken, canned or dried beans, low sodium soups, stew, chili and canned vegetables.

“Three years ago, the Show donated 4,824 pounds of food to the North Texas Food Bank. This year, the $1 off a regular admission price of $12 will be offered to attendees all five days of the Show, so we have every reason to believe that we will surpass 2012’s contribution,” said Lee Chapman, president of the DFW NCDA. “Hunger is a reality for one out of five people in Dallas County, so we are grateful that the DFW Auto Show has committed to help us Drive Out Hunger. We look forward to seeing the NTFB truck filled with nutritious food for hungry children, families, and seniors thanks to the show’s attendees,” said Jan Pruitt, president and CEO of the North Texas Food Bank.

Additional exhibits and displays to round out a full entertainment experience at the Show include: approximately 100 classic vehicles from Corvette Classics, Dallas Classic Chevys, Lone Star Corvette Club, North Texas Mustang Club, Pack Automotive Museum and Z Club:

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an Aftermarket Area with an array of products and services; and first time exhibitor Southwest Heritage Racing Association, which will feature classic dragsters.

And because the DFW Auto Show is billed as a “family event”, “Kids’ Zone” Powered

by Kidventure will return Friday evening through Sunday. The area, which will once again be sponsored by the Classic Family of Dealerships, will feature a 24-foot inflatable duel slide, a Monster Truck Bounce House, Adrenaline rush Obstacle

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Course, a Grand Prix for kiddos 5 years old and under and an Art Center Station.

Hours of the show are: 4 to 10 p.m. Wednesday and Thursday, March 25 and 26; 10 a.m. to 10 p.m.

Friday and Saturday, March 27 and 28; and 10 a.m. to 7 p.m. Sunday, March 29. Tickets are $12 for adults, $5 for senior citizens 65 and older

and children ages 6-12, and children 5 and under are admitted free. $1 discount coupons are available at participating franchised new car dealerships. For more information, and to purchase tickets online, visit DFWAutoShow.com.

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The “No Dirt” Jeep WORDS Jim Sherman Hey off road Jeep people stop reading. Since the dawn of time Jeeps have been legends off road. The Jeep Grand Cherokee SRT is not going to join the ranks of the awesome off-roaders.

This Jeep is a pavement-only SUV. Don’t get me wrong I’m not in anyway bashing this Jeep, it is awesome, powerful, fun and a great look.

When I first moved into this Jeep I was immediately impressed. Chiseled lines and an aggressive look makes this thing look mean. Slide into the seat and it is just inspiring. The materials used and the overall design is definitely high quality.

The seats are supportive and the major driver controls are in the right places. Uconnect, Chrysler’s universal driver interface, is just so easy to use.

Bright clear screen and logical menu system. This SRT has got all the goodies auto-climate control, heated seats, heated steering wheel and a great sound system. She’s a keeper.

Time for some tech talk and a reality check.

In 2015 the SRT gets the 6.4L Hemi. Jeep (Chrysler) claims 470 crank horsepower and 465 ft/lbs of torque for this beast of an engine. That power gets to the ground through an 8-speed transmission mated to an AWD system. A typical automatic transmission and AWD combination will use 25% of the power resulting, in this case, in a loss of 117hp. By calculation that means on a wheel dyno we should see around 350whp (wheel horsepower). Now I use the word typical because every transmission is different, for example Porsche’s PDK automatic transmission only uses 10% of the power similar to a true manual transmission. I took this SRT to my friends at Auto Science in Carrollton, TX to see what it does on an AWD dyno and in walks the reality check.

The SRT put down a disappointing 306whp or a transmission/driveline loss of 35%. The massive amount of fluid that has to be pumped through that large of a transmission takes a lot of energy plus a couple of differentials and a transfer case it all makes sense.

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2015 JEEP

Grand Cherokee SRT

I have a craving for a hamburger…. Road Trip!

Load up the kid and head out to a meet some friends at my favorite burger joint. On the road under normal conditions it drives like a normal SUV. Once you settle in, driving this is quite pleasant. Now it is time for one to explore all these neat driving modes.

Snow Mode or as I call it “pointless”with wide sport summer tires and all that horsepower no mode on the planet is going to make this thing OK to drive in the snow. Auto, if you’re just tooling around town this is your mode. Easy, mellow shifts, calm throttle response just your every day SUV just not boring.

Sport mode is the mode for me on most days, quicker throttle response crisper shifts happening at higher RPMs and not as much coasting. This thing is fast! If you put your foot into it you will smile as it sounds like you just pissed off a T-Rex. If Sport Mode is Ludicrous Speed then Track Mode is going Plaid.

Okay Track Mode is crazy, crazy fun! Launch control off the line BAM! On the massive brakes BAM! Turn in, accelerate out BAM! Where have you been all my life! On ramps, off ramps, highway, back roads, the track and everything in between. Are you kidding me? This is a 5000+ pound SUV. I drive a lot of different vehicles, I mean a lot, and all I can think of is I have got to get me one of these. Fast and fun, I like everything about this Jeep.

Test Miles 594 Average MPG 15.1

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WORLD DEBUT AT 2015 CHICAGO AUTO SHOW

As the heart and soul of Nissan performance for both the track and on the street, NISMO continues to set the standard for straight-from-the-factory enthusiast vehicles. The lineup of NISMO production models for 2015 includes the GT-R NISMO, 370Z NISMO, JUKE NISMO and JUKE NISMO RS. Yet as the popularity of NISMO models continues to grow – the 2015 GT-R NISMO is sold out, the 370Z NISMO accounts for 20 percent of total sales and JUKE NISMO models for about 15 percent – one group of performance enthusiast remains left out: Open-air sports car lovers. Enter the Nissan 370Z NISMO Roadster Concept, which makes its world debut at the 2015 Chicago Auto Show. The custom vehicle combines the long list of 370Z NISMO Coupe performance equipment with a modified 370Z Roadster body and interior.

“The idea of adding NISMO levels of look, feel and performance to a Nissan 370Z Roadster is one that we’ve been considering for a long time,” said Pierre Loing, vice president, Product Planning, Nissan North America, Inc. “The creation of the Nissan 370Z NISMO Roadster Concept brings that idea to life and lets us judge consumer reaction – which we predict is going to be outstanding.”

The Nissan 370Z NISMO Roadster Concept’s striking visual presence starts with the addition of its GT-Rinspired functional and fully integrated aerodynamic body pieces. In front, the deep front fascia with Hyper LED Daytime Running Lights, black headlight bezels, NISMO emblem and signature NISMO red stripe accents set the tone.

On the sides of the vehicle, the NISMO red accents and red sideview mirror covers continue the NISMO theme, adding a touch of flair to the dramatic topdown profile. In the middle of the vehicle, the fixed

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NISSAN 370Z NISMO ROADSTER

• Combines legendary NISMO performance, style and technology with Nissan 370Z Roadster openair motoring excitement • One-off design study created to gauge market interest in an ultimate factory Z® Roadster • Offers unique engine, suspension, exterior and interior features versus standard Nissan 370Z Roadster models – including 350-horsepower 3.7-liter V6 and NISMO-tuned suspension • Would join current Nissan 370Z NISMO coupe model, expanding NISMO lineup to five models

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headrest bars are leather-wrapped with red accents. The rear is highlighted by a custom carbon-fiber rear spoiler created exclusively use on the 370Z NISMO Roadster Concept.

The convertible top itself, though it is expected to be rare that it is in the closed position, is a cloth power-folding roof with fabric inner liner design. It includes a single action top operation with automatic roof lock, steel tonneau cover and fixed glass wind deflector – just like every 2015 Nissan 370Z Roadster.

The dramatic exterior appearance is topped by an aggressive stance provided by the wide 19-inch NISMO super-light-

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weight forged aluminum-alloy wheels

by RAYS (19x9.5-inch front, 19x10.5-inch rear), which receive a special custom finishing. Y-rated Bridgestone Potenza S001 245/40R19 front and 285/35R19 rear tires complete the package.

“With as much attention as the exterior modifications are expected to attract, we knew the interior had to be just as special, especially since with the convertible top in the down position everything is in plain sight,” said Loing. “It doesn’t disappoint.”

The NISMO-styled interior is anchored by black Recaro® leather-appointed seats with red stitching and stain-repellent, off-

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white premium Ultrasuede® inserts – chosen to resist heat build-up when parked in open sunlight. The interior features custom red stitching with NISMO logo, an Alcantara®-appointed leather-wrapped 3-spoke steering wheel and NISMO red tachometer.

The 370Z NISMO Roadster Concept’s suite of technology includes Nissan Navigation System with 7.0-inch VGA touchsensitive display, RearView Monitor and Bose® Premium Audio System with six speakers and dual subwoofers to provide a clear soundtrack, even with the top down.

Even more than racing-inspired aerodynamic bodies and driver-oriented cock-

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pit-style interiors, at its core NISMO is all about performance. To that end, the 370Z NISMO Roadster Concept is conceived to incorporate most of the engine and suspension modifications (versus nonNISMO 370Z models) of the 370Z NISMO coupe. This includes its potent 350-horsepower 3.7-liter DOHC V6 engine with Variable Valve Event and Lift Control (VVEL).

The 370Z NISMO’s enhanced engine power and acceleration (versus non-NISMO 370Zs) is provided through use of an exclusive H-configured exhaust system design and muffler tuning, along with optimized ECM (Engine Control Module) calibration, to help create 18 horsepower more than a standard 370Z. Torque is ratCarGuyMagazine.com

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ed at 276 lb-ft.

The 370Z NISMO Roadster Concept utilizes Nissan’s refined 7-speed automatic transmission with Downshift Rev Matching (DRM), Adaptive Shift Control and manual shift mode with paddle shifters. “The majority of 370Z Roadster buyers prefer the automatic transmission, which with Downshift Rev Matching and paddle shifters comes close to the performance of a 6-speed manual – so that’s how we specified the 370Z NISMO Roadster Concept,” said Loing. “Matched with the NISMO-tuned engine, suspension and steering, it is a great combination, perfect for long open-top drives along the shoreline or mountain roads alike.”

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The 370Z NISMO Roadster Concept adds a NISMO-branded strut town brace under the hood, along with a red engine cover. The NISMO-tuned 4-wheel independent suspension includes special springs and stabilizer bars. Large Nissan Sport Brakes and a Viscous Limited-Slip Differential (VLSD) – with a shorter final drive ratio for better acceleration feel – are also included.

“While it is only a design study at this point, we think the 370Z NISMO Roaster Concept would be a tremendous addition to the long and distinguished history of Z® sports cars,” said Loing. “There’s still nothing better than an open top and an open road ahead of you, especially when there’s a NISMO badge on the bumper.”

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2016 ALPINA B6 xDRIVE GRAN COUPE Alpina’s 2016 Alpina B6 xDrive Gran Coupe took the already impressive BMW 650i Gran Coupe and gave it an all around upgrade.

Only slight alterations to the exterior were made: New badges and a blue paint job that includes blue brake calipers. The 650i Gran Coupe did not need many upgrades on the exterior to look sharp.

Under the hood, a TwinPower V8 4.4-liter engine has been retuned to churn out 600 HP and 590 lb-ft of torque. Compare that to the 540 HP and 540 lb-ft of torque of the original engine. All that power now allows the 2016 Alpina B6 xDrive Gran Coupe to go 0 to 60 mph in 3.6 seconds, while topping out at speeds nearing 200 MPH. The B6 Gran Coupe is only available through special orders. Alpina will begin taking orders beginning in March. Pricing details have yet to be announced.

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Bugatti President Wolfgang Dürheimer gushes, “An unprecedented chapter in automobile history has reached its climax.”

Bugatti has sold the 450th and last Veyron. 16 cylinders, 1,200 PS, a maximum torque of 1,500 Nm, 0 to 100 km/h in 2.5 seconds and a world record speed of 431.072 km/h – these are the figures that describe the magic and uniqueness of the ultimate supercar of the modern era.

The Veyron has caused asensation across the world ever since its launch ten years ago. The Veyron is limited to 450 units: 300 long since soldout coupés – the Veyron 16.4 delivering 1,001 PS and the Veyron 16.4 Super Sport delivering 1,200 PS – and 150 roadsters – the Veyron 16.4 Grand Sport with 1,001 PS and the Veyron 16.4 Grand Sport Vitesse with 1,200 PS. The final roadster has now been sold. Bugatti will be exhibiting the Veyron with chassis number 450, the Grand Sport Vitesse “La Finale”, at the 2015 Geneva Motor Show as a world première.

“In the Veyron, Bugatti has created an automobile icon and established itself as the world’s most exclusive supercar brand,” says Wolfgang Dürheimer, President of Bugatti Automobiles S.A.S. “So far no other carmaker has managed to successfully market a product that stands for unique top-class technical performance and pure luxury in a comparable price/volume range.

The development of the Bugatti Veyron represented one of the greatest technical challenges ever in the automotive industry. The Bugatti developers were given four goals in the specifications for the supercar: it should transfer more than 1,000 PS onto the road, drive faster than 400 km/h, accelerate from 0 to 100 km/h in less than three seconds and – the biggest challenge – in this configuration still be suitable for driving ‘to the opera’ in comfort and style.

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The Veyron 16.4 was presented in 2005 – the rest is history and a major success story. The open-top version, the Veyron 16.4 Grand Sport, followed in 2008. In 2010, the Veyron 16.4 Super Sport with increased power was launched and was then joined by the roadster version, the Veyron 16.4 Grand Sport Vitesse, in 2012.

“The Veyron is unique in many respects even ten years after its launch,” says Dürheimer.

In addition to its unequalled technical and dynamic characteristics, the Veyron features a timeless design. The supercar is the modern interpretation of Bugatti’s brand values “Art, Forme, Technique” and its striking lines and details continue the design DNA of the French luxury brand without compromise. Confirms Dürheimer: “The Veyron is not just a masterpiece of modern automobile design, it is more an automotive piece of art.”

“Besides the certainty of owning the world’s fastest production super sports car with a high degree of individual exclusivity, Bugatti customers appreciate that, upon purchasing a Veyron, they become part of the history of an automobile brand that is steeped in tradition,” says the Bugatti president. “Many of the cars find their place in private collections and are purchased by automobile connoisseurs as investments.” Including options, the average price of the vehicles sold recently amounted to 2.3 million euros.

Bugatti will fittingly celebrate the icon that is the Veyron at the upcoming Geneva Motor Show. The Alsace-based super sports car manufacturer will present the 450th vehicle as a world première – alongside the Veyron with chassis number 1 that left the Atelier in Molsheim ten years ago. A customer from the Middle East has secured number 450, the Grand Sport Vitesse “La Finale”, for himself. This vehicle will represent a collector’s item of particular value.

B U G A T T I Sells the Last Veyron

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Streetside Classic’s HOT PICK!

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1969 Dodge Charger

If there’s one muscle car we know will make the phone ring, it’s this 1969 Dodge Charger. A perennial favorite among Mopar fans, this is arguably the best-looking powerhouse of the late60s. Each of the three years has its proponents, so if you’re a ‘69 fan, this one with its numbers-matching 383 and factory A/C probably warrants at least a phone call. It won’t be here later, I can promise you that.

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1969 Dodge Charger Repainted in 2014, this super sharp Charger definitely has the look, from the hidden headlights up front to the razor-sharp fender lines, to the flying buttress C-pillars out back, and there’s nothing else that looks like it.

The Dark Green paint is the car’s original color and we’re always especially fond of Chargers with elegant and subtle paint jobs, simply because it lets the gorgeous body shape speak for itself. Aside from adding a black R/T “bumblebee” stripe around the tail, they restored it just the way it came out of the box, although Chrys-

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ler wasn’t building anything this shiny in 1969. The split front grille is unique to the ‘69s, and it does have R/T badges added to match the tail stripe, but I don’t think anyone’s going to complain. The black vinyl top gives it a grown-up look and is in excellent condition with the right grain and a great fit. Use of chrome is restrained on the Charger, but the shiny bits like the bumpers, dual side mirrors, and window surrounds all look great, particularly against the dark green paint.

Chargers are probably popular because they’re fast, but also because

they’re spacious, comfortable, and surprisingly luxurious. The handsome two-tone bucket seats are quite likely original and show only light signs of use, making it very inviting inside.

The same is true of the door panels, dash pad, and headliner, although we’re betting the carpets have been replaced since they’re just too nice. A center console is always a welcome sight and this one has factory A/C, which has been converted to R134a refrigerant, so it’s easy to service.

There’s also a factory AM/FM radio in the dash, a nice upgrade over the

standard Music Master AM unit and the gauges, while original, still look pretty good. Newer rubber floor mats are a thoughtful touch and keep the new carpets looking good and the trunk is fully finished with a correct mat and a full-sized spare tire.

The very stock-looking engine bay houses the original, numbersmatching 383 cubic inch V8, which was rebuilt in 1997. It’s got a few signs of use, but the overall condition of the engine bay is consistent with a very well-kept original car and everybody

is impressed by how smoothly this sucker idles. An Edelbrock 600 CFM carburetor lives under the original air cleaner, and there are some modern spark plug wires, but beyond that, it’s quite stock and authentic-looking.

The 727 TorqueFlite 3-speed automatic transmission behind it turns the original 8.75-inch rear end and you’ll note that there are a pair of fresh Flowmaster mufflers down there, so it has that awesome Mopar big block sound. A new gas tank and lines ensure a steady supply of high octane

and it sits on fantastic Magnum 500 wheels and recent F70-14 Firestone redlines for a totally authentic look.

This one is going to be like every other Charger we’ve had, so don’t just sit there and wait, call today!

This vehicle is located in the Streetside Classics Dallas/Fort Worth, TX showroom. For more information, please call (817) 764-8000 or toll free (855) 877-2707.

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Catch Some Fresh Air

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35th Annual Dakar Rally Dallas, Texas resident Bryan Garvey, CEO of Corbet Design + Build, recently competed as the co-­driver for Team Foton alongside Chilean teammate, Antonio Hasbun. They finished a very respectable second in class and 57th overall.

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The Dakar Rally is a 14-­ day off-­road endurance race, also known as a “rally raid,” that takes place each year in South America.

tation as a fierce competitor and finisher. This past October, Bryan competed in the Atacama Rally in Chile, which is a FIA sanctioned race. This was Bryan’s first year to compete in the Dakar Rally, and he was one of only three Americans in the competition.

Bryan’s passion for off-­road “I was asked to join the Foton racing started during his childRally Team to bring a different hood as a dream and has now level of experience to the team. become a reality. Throughout They were interested in securing Bryan’s racing career, he has a new co-­driver who has varied competed several times in the Mexican (Baja) 1000, an off-­road racing experience like I do. As a North American with Baja experirace in Mexico’ Baja California Peninsula, and has earned a repu- ence, I was able to bring a new

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dynamic to the team,” Bryan said.

“It was really exciting to be a part of this Chilean-­based team and to participate in such an extraordinary event.”

The route, which passed through Argentina, Bolivia and Chile over two-­week period, is a total distance of more than 5,200 miles. More than 500 competitors started the race, which kicked off in Buenos Aires on January 5, 2015, and after fifteen stages, finished on January 17 back in Buenos Aires. Covering thousands of kilometers in some of the most

inhospitable terrain, the Dakar Rally is known for its grueling conditions that test the endurance of teams, with a less than 50 percent completion rate. Competitors from all around the world challenge their physical limits and their mechanical, driving and directional skills, while facing endless miles of rock-­strewn, pot-­holed roads; tracks and riverbeds; mountains; shifting sands and desert winds. The vehicles include specialized cars, trucks, motorcycles and quad bikes.

As one of the only open cars

entered, Bryan and Antonio endured the extremes of the driest desert in the world with temperatures ranging from 120 degrees to below freezing, as well as altitudes of more than 15,000 feet.

Despite facing several mechanical issues during the race, the team focused on the challenge in front of them to complete each day’s route.

“The rhythm of drive, fix a problem, drive and repeat became the never-­ending challenge. For Antonio and me, quitting was not an option, and

that mindset pushed us to do what the majority never achieves: finishing the race and placing second in our class on our first attempt. It was an experience of a lifetime and something I have always dreamed of doing. I am so honored to be one of the only Americans who competed in the race, and I look forward to racing in Dakar again in the future,” Bryan added.

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Covering thousands of kilometers in some of the most inhospitable terrain, the Dakar Rally is known for its grueling conditions that test the endurance of teams, with a less than 50 percent completion rate.

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“STEADY SPECIAL”

LANCIA ASTURA AT RACE RETRO The ex-Ronald ‘Steady’ Barker 1934 Lancia Astura is unveiled by British designer Tony Southgate on Motor Sport magazine stand at Race Retro Finally completed after extensive restoration, and as unique as it was intended to be, the Lancia Astura Steady Special was unveiled on the Motor Sport magazine stand at Race Retro 2015.

British designer and International Guild of Specialist Engineers President Tony Southgate took the covers off the 1934 Lancia, on

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public display in its final configuration and complete after a four-year restoration.

Legendary road test driver and columnist Ronald “Steady” Barker, who sadly passed away last month, acquired the Lancia over sixty years ago, and is rumoured to have driven it to his interview with Autocar in 1955; he wrote about it in Motor Sport magazine and also raced it after shortening the chassis, giving it a lighter sportscar shell and a DB2 bonnet.

The Lancia’s current owner,

classic car enthusiast, Guild of International Engineering Specialists founder and long-term friend of Steady’s, Michael Scott, embarked in the complicated process of restoring the car back in 2011.

“It wasn’t easy,” says Michael.

“Here we had a car that was crying out to be restored, but also the legacy of sketches drawn by Steady some sixty years ago, illustrating how he imagined the Lancia should look.”

Traditional skills and state-ofthe-art technology were utilised

by specialists Thornley Kelham and 3D Engineers as the project started with full restoration, including engine, suspension, gearbox and brakes; an all-aluminium body was fabricated; the famous, original 3.0 narrow-angle V8 Lancia engine was restored by specialist Tim Samway.

The Steady Special was then delivered to “For The Love Of Cars” TV presenter Ant Anstead, who runs a bespoke car manufacturing company, Evanta, and his business partner Stewart Imber, owner of Themed Garages, for the final stages and completion.

“When Michael approached us about this project, we set about creating a car which would not only make him happy, but also make Steady proud. We wanted to complete a car which would be unique and remembered for what it stands for: a piece of British and Italian history and engineering,” says Stewart.

The front end of the car was modified by spinning the headlamps in aluminum and setting into the body of the car, with a very ‘40s, Bugatti-style look; the aluminium spare wheel cover was also spun to exact fit; a new fuel tank was fabricated, and the fuel neck was made run through the wheel cover (with a wheel spinner as the fuel cap).

Marchal-period lamps were fitted behind the grill, the radiator grill was de-chromed and aged,

and period badges were fitted to the grill.

Further work included producing a complete, distressed-leather interior for the car, and a bespoke wiring loom. All period dials sourced were restored into working condition. An ignition starter was fitted, as well as a klaxon horn.

The side-exhaust is also bespoke.

A period rear number plate was made and a GB badge with original RAC logo sourced; the aero screen, on the driver’s side, fitted onto the newly-moulded scuttle.

Even the rear mirror is bespoke.

Themed Garages and Evanta also completed the bodywork, finished in original, period ‘Indigo’ colour.

“In a way, Michael Scott was the best and the worst of our clients,” laughs Ant Anstead. “He gave a brief, but did not breathe down our necks, require mid-way visits, or even choose the colour.

We could press on, free to work on the car at our speed and following our interpretation of the client’s wishes. It was scary, at times, as we were navigating completely unchartered territory, but we appear CarGuyMagazine.com

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Good Friends…Great Cars!

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.

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Lone Star Good Friends, Great Cars

Corvette Club Revving Fun, Friendship and Charity - Since 1983

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2015 GMC Canyon “The Paternal Twin to Truck of the Year” WORDS Jim Sherman

Sometimes car Karma smiles on you. I needed to rent a truck for a day but I thought that I would wait and see if by chance I got one to evaluate. Sure enough I found out I was getting the new GMC Canyon. Perfect timing. I had appliances to move and some flooring to pick up.

GMC and its subsidiary Chev-

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rolet build trucks – well, SUVs and trucks. The design and performance of these trucks are almost always similar. The GMC Canyon and the Chevy Colorado are no exception. They are nearly identical in every way. Even the website to build your own has the same menus and fonts. So what does that all mean? The Colorado and

the Canyon are twins from different fathers.

The Colorado was awarded truck of the year from Motor Trend. After driving the Canyon for a few days I have no idea why.

Granted it has some neat features and looks tough but that’s pretty much it. I had the V6, the most powerful option. When I

first picked it up, it drove just fine.

It seemed like it had plenty of power. I put 900 pounds of flooring in it and it just fell on its face.

It took way too much throttle to merge and it seemed like it was struggling to keep up on the highway. It was only 900 pounds!

This thing is rated at 7,000-lb towing. That would be frighten-

ing. I would say that perhaps all the other trucks lost truck of the year versus the Canyon/Colorado winning it (queue ridiculous Super Bowl reference).

So what’s the good? Nearly every truck has something good about it (except the Ridgeline but that’s another day) and this one is no exception. It is comfortable to drive, easy to maneuver and gets decent gas mileage.

The rear seats on this crew cab version are big enough for adults and fold down or up for use as an enclosed cargo area. The technology system is okay – nothing great but again not the worst.

The rear bumper steps and in bed fixed tie down anchors are functional and the tail gate springs make it easy to close. This truck is almost perfectly average.

The bad? Power. If you went to the dealer and test-drove this truck you would think that the

power would be adequate. It wasn’t until I put a load in it that I realized the true chink in the armor. Even with the V6 option this truck is sluggish with a load. One comment David, our camera guy, said while I was headed up hill and trying to merge with the flooring on board made was “Is there something wrong?”

In an age were everyone gets a trophy for just participating this truck is about as average achieving as it gets. It has the looks and the pedigree to be a great truck but really what they ended up with is an 80% scale GMC Sierra.

If you’re looking for a partsrunning, home-project truck that you can actually fit in a garage, this would be a solid alternative to a full-sized (1/2 ton) truck. If you’re planning on taking it to the lake with a 20+ foot-long boat, you are going to be disappointed.

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