THE POWER WAGON by overtake.mag

overtake

#005

automobile magazine

COVER STORY JAGUAR E-TYPE >> Truck world

The Dodge Power Wagon

>> supercars Ferrari F50

>> Hatchbacks Ford Escort XR3i

+much more

the power wagon

“

>> Truck world

Pg. 15: Dodge Power Wagon

COVER STORY

PG.3 JAGUAR E-TYPE

>> Industry Knowledge Pg. 19: Dodge

>> Personality Feature Pg. 27: Colin Mcrae

>> supercars

Pg. 35: Ferrari F50

>> SUV’s

Pg. 43: Chevrolet blazer

>> Hatchbacks

Pg. 49: Ford Escort XR3i

>> Poster Feature

Pg. 57: Toyota Landcruiser 300 series

>> Versus Mode

Pg. 63: WRC YARIS Vs WRC Hyundai i20

>> World of Vans Pg. 69: Ford Ecoline

>>Concept Cars Pg. 71: Saab EV-1

+much more

THE OVERTAKE MAGAZINE

>> COVER STORY JAGUAR E-TYPE

Jaguar’s stunning E-type, based on the Le Mans-winning D-type, stunned and thrilled the world in the 1960s

THE OVERTAKE MAGAZINE

overtake

THE OVERTAKE MAGAZINE

>> 1961 JAGUAR E-TYPE. Jaguar is synonymous with success in the British motor industry: victory on the world’s most famous racing circuits, as well as commercial success in every market where the brand has been sold. What is the key to this achievement? “Jaguar may not be the finest car in its class in the world, but it is unquestionably the least expensive of the GOOD cars,” says a well-known British ex-racing driver. When World War II ended, Jaguar immediately began designing and developing a series of double-overhead-camshaft engines to replace the Standard based pushrod engines that powered the remarkable 1.5-liter, 2.5-liter, and 3.5-liter types that comprised their model line at the time. The letter X was used to identify experimental engines, and the series began with XA, XB, and so on. William Heynes, their principal engineer, was not pleased until they had reached the letter K in the alphabet. The results were initially revealed to the public in 1948, in four-cylinder and six-cylinder versions, as the XK-100 and XK-120, respectively. The four-seater Jaguar XK-120 was never sold, but the six-seater Jaguar XK-120 became an overnight sensation after R.M.V. Sutton’s demonstration run on Belgium’s Jabbeke-Ostend route, when the two-seater Jaguar XK120 was timed at 132.6 mph over a flying mile.

>> STREAMLINES The 3.8-liter engine of the XK-E is the series’ most recent update, having been in production for nearly 13 years. Its basic form hasn’t changed, and it’s fun to imagine whether the E-Type, which (with the exception of the ill-fated XK-SS) represents a Jaguar never before offered for sale to the general public, will keep its basic shape for a long time. It’ll almost certainly happen. The E-Type is derived from the D-Type, with influences from the XK-SS and Briggs Cunningham’s 1960 Le Mans prototype. 05

The E-Type is derived from the D-Type, with influences from the XK-SS and Briggs Cunningham’s 1960 Le Mans prototype. Some of the changes are technical advancements, while others were made to accommodate series production. There have been no sacrifices to current trend in terms of styling, and many readers will be surprised to learn that the body is not the result of extensive wind tunnel testing. The body design was created solely mathematically by Jaguar’s top aerodynamicist Malcolm Sayer, and practical experience has shown that the automobile has a very low drag. From any perspective, the automobile is stunning. The racing-style steering wheel, huge round instruments, wire wheels, and the car’s overall low construction all contribute to its businesslike appearance. The seats had a nice deep bucket shape and were very comfortable if the occupant sat in the prescribed position, albeit additional adjustment for the rake of the seat back would have been nice. The seats are quite low, and the woodrimmed three-spoked steering wheel can be adjusted for both height and reach, which helps to reduce driver fatigue significantly over time. There’s not a lot of space around and between the pedals, and the organ-style accelerator with the suspended brake pedal makes heel-and-toe operation problematic. The pedals are close together, which allows the clutch foot to reach the left-hand floorboard. However, more than one driver found himself braking and clutching at the same time. While the driver’s left leg can be extended almost to its full length, the vertical space in the foot compartment is limited, therefore this foot, like the passenger’s, must be splayed to fit. Tall persons were unable to drive straight-arm due to a lack of enough seat adjustment travel. The instrumentation is more ample than usual, but storage space for trip documents,

THE OVERTAKE MAGAZINE

maps, gloves, sunglasses, and other items is limited, since the cubby in front of the passenger is just big enough to carry cigarettes and matches. There are no door pockets or behind the seats shelves. The map-reading light, which is in the form of an unshielded bulb and is located in the center of the instrument panel, cannot be used while driving because it dazzles the pilot, while also being of dubious value to the passenger/navigator, who must lean over to his left to get some light on his maps. The pebble-grained aluminum background for the black-lighted circular instruments extends down to the gearbox cover and floor tunnel. It would have been preferable to extend the upholstery to cover the tunnel, which would have improved the interior’s aesthetic rather than degraded it. With the top up, vision is as good as can be expected all around. Forward, it’s superb, with relatively thin windshield pillars and a big rear glass and well-placed rear view mirror (height-adjustable) that provide the driver an almost comprehensive image of what’s going on behind him. However,side visibility is decreased, and when joining traffic from side roads at angles less than 60 degrees, the passenger’s counsel is required.

>> APPETITE FOR LUBRICANT In cold weather, the engine starts rapidly by adjusting the manual choke lever upward. Warming up quickly, its operational temperature is little over 70° Celsius, and it didn’t get much higher than that in traffic or after performance testing. The thermostatically regulated two-bladed electric fan is a revolutionary innovation that helps reduce roar and save engine power for the primary purpose of moving the automobile. The fan turns on when the temperature exceeds 80° C and turns off when it is no longer needed. The engine idled nicely at around 600 rpm, albeit it became less smooth as underhood temperatures rose, but never to the point of bucking or stalling. There were no “vapor locks,” and the water never became too hot.

>>SPECIFICATIONS 1961 Jaguar E-type VEHICLE TYPE front-engine, rear-wheel-drive, 2-passenger, 2-door convertible Displacement: 231 cu in, 3781 cc Power: 265 hp @ 5500 rpm Torque: 260 lb-ft @ 4000 rpm TRANSMISSION 4-speed manual DIMENSIONS Wheelbase: 96.0 in Length: 175.5 in Width: 65.25 in Curb weight: 2810 lb C/D TEST RESULTS Zero to 60 mph: 6.3 sec Zero to 100 mph: 18.2 sec Standing ¼-mile: 15.5 sec Top speed (observed): 145 mph 06

THE OVERTAKE MAGAZINE

overtake

THE OVERTAKE MAGAZINE

“

YOU GET SEPARATE BILLS FOR THE INSURANCE, GAS, REPAIRS, AND MAINTENANCE.

“

is getting a second hand car better than purchasing a brand new one?

Some people take one look at shiny new cars and immediately make up their mind to buy without haggling. And some people come into car dealerships intent on bringing home the best for their needs without unnecessarily scrapping their bank accounts and yet too worried about purchasing a lemon car. However, not many people can afford a brand new car, and there are plenty of cases where secondhand necessarily doesn’t mean bad. Whichever category you fall in, buying a used car isn’t a piece of cake. You’ll have to put in a reasonable amount of effort to do research and negotiation. Getting a car is a huge commitment as it can be one of the most expensive things you will spend money on. Plus, you get separate bills for the insurance, gas, repairs, and maintenance.

THE OVERTAKE MAGAZINE

3. Secondhand cars are much cheaper.

HERE IS A LIST OF THINGS THAT CAN HELP YOU AVOID MISTAKES WHEN BUYING A USED CAR

1. Go for the type of used car you actually need. A big family would need plenty of space, making an SUV with a third row or a minivan is an excellent choice. A boat owner needs a towing capacity enough to safely and conveniently transport the boat. The price of the used car isn’t the only thing you’ll be spending on. You have to pay for maintenance, insurance, and gas, too.

2. What’s in your budget? This helps narrow down you’re your choices. You have to know how much you have in the bank and check what type of down payment you can go with and calculate the monthly payment if you’re buying from a used car dealership. And don’t go forgetting about sales taxes 10

The moment you’ve purchased the new car and driven out of the dealership is when it instantly becomes a secondhand car, and it starts depreciating its value. That’s why some demo cars are much cheaper than a brand new car. We all know that a new car could lose from 30% to 40% of its value in merely three years.

4. Research used car models If you have decided on a used vehicle, you have to spend more time to research. You have to look up the condition of the car you have your eyes on. If you buy from a car dealer, check out certified pre-owned ones to get the best price. And it’s also reassuring to know that the car has been checked and has a warranty. Of course, there are also other places such as car auctions you can go to, car yards, eBay, Facebook, newspaper or even within your own community. You might see 1 or 2 car around your neighbourhood that has a “for sale” sign on it!

5. Negotiate to get your price. It’s doesn’t matter if you buy a secondhand car at the used car dealership or at private, but always negotiate to get the best price. With buying a new car, right timing is essential. Shopping around December can get you huge discounts because dealers are set to monetize old stocks to make space for the new models coming. If you are buying a pre-owned one, check a reputable source for the estimated price. In Australia, they have a Red book, and in Canada, they have the Canadian Black Book. Having read the history in combination with your judgment of the interior and exterior can help a lot when it’s time to haggle. A scratch or a ding can bring down the price significantly if you’re not afraid to ask. If you’re only willing to spend a few thousand dollars, it’s better to limit your search on cars sold by private owners.

THE OVERTAKE MAGAZINE

>> TRUCK WORLD THE DODGE POWER WAGON

It’s a name you couldn’t come up with now days. In their right minds, no business would name a new model Power Wagon.

THE OVERTAKE MAGAZINE

>>THE DODGE POWER WAGON It’s a name you couldn’t come up with now days. In their right minds, no business would name a new model Power Wagon. Even at a time when special edition full-size trucks have become the rolling equivalent of a UFC title fight, it’s too over the top, ultra-masculine, and boastful. But that was all it was when Dodge coined it 70 years ago: the most powerful, no-nonsense workhorse on the market. It was designed and refined during WWII to perform tasks that Jeeps couldn’t. It was the go-to truck for individuals who cared more about getting the job done than about creature amenities for the next 30 years or so. Around 1934, Dodge began supplying trucks to the army, just as tensions in Europe were beginning to mount. Although the United States was not yet a superpower (its army ranked 17th in the world, a position presently held by Poland), President Franklin D. Roosevelt began to expand military spending throughout the decade. On December 7, 1941, however, everything changed when the Japanese attacked the naval station at Pearl Harbor. Roosevelt declared war the next day, and $50 billion was set aside for defense. While the army searched for a general-purpose vehicle that would become the Jeep, Dodge had most of its truck requirements covered. The army used half-ton, three quarter ton, and one ton variations, with open and closed cabs, in either 444 or 646. They could transport troops, equipment, or serve as ambulances, among other things. Dodge had constructed 226,776 of them by the end of the war in 1945, earning the nickname “Battle Wagon.” When the troops returned to their farms and enterprises, they desired a new work truck similar to the old Battle Wagon; however, Dodge did not offer anything similar to civilians. It began a crash program to civilize the vehicle in late 1945 after being inundated with demands for several months. The first vehicles, now known as the Power Wagon, debuted in dealer showrooms in March 1946.

The Power Wagon resembled the army vehicle in appearance, but it was more of a parts-bin special than it appeared. Although the flat fenders were recycled from even older versions, the step-side bed and cab originated from a 1939 commercial-grade Dodge pickup. Although the front end and hood resembled army models, it was recycled from a limited batch of trucks produced between 1944 and 1946 for use on the jungle roads of south China, Burma, and Malaysia. The 94-horsepower 230 cubic-inch straight-six engine was linked to a four-speed manual transmission, and it could tow a 3,000-pound payload – though that was a modest estimate. Most importantly, it was the first civilian truck to use four-wheel drive from the factory. Inside, there was only a rubber floor mat and a vinyl bench seat, though a heater was available as an option. There was an eight-foot bed out back, the industry’s largest. The truck was an immediate success, and while revisions were minimal, they were considerable during the first few years. The heater, as well as a dome light, sun visor, arm rest, and 10,000-pound winch, were standard in 1947. A series of mechanical enhancements made the vehicle even stronger in 1951, but by that time, sales had slowed. Ford and Chevy were selling pickups at a breakneck pace, and their models were becoming more refined with each passing year. Dodge was having problems finding a wide audience for a vehicle with origins in the 1930s and was meant to weather a war, as tailfins and chrome caught the imagination of American shoppers.

“

the most powerful, no-nonsense workhorse on the market. It was designed and refined during WWII to perform tasks that Jeeps couldn’t.

THE OVERTAKE MAGAZINE

The W100 and W200 Power Wagons, four-wheel-drive, V8-powered versions of the company’s more modern pickups, were launched in 1956, beginning off a trend of modern pickups sporting the Power Wagon badge, which continues today. After public interest in the Power Wagon diminished, Dodge grabbed a small but crucial market: laborers who only require a sturdy truck. The Power Wagon was popular with firefighters, the US Forest Service, farmers, manufacturers, towns, and small companies, and it sold roughly 4,200 units each year in the United States. The Power Wagon was obsolete by the 1960s, and more sophisticated four-wheel-drive trucks were becoming more widespread. Dodge continued to sell it through the 1968 model year, although the price had risen to more over $4,600, far higher than a Hemi-powered Charger R/T. Furthermore, it was unable to meet the government’s first-ever safety and pollution standards. The Power Wagon, like its predecessor, was well-liked around the world, and Dodge found a good market for the trucks in other nations, particularly in developing ones. Dodge built the trucks with the same straight-six engine (a newer version was released in 1954) on the same tooling until 1978, however fresh ones were said to be available as late as 1980. The Power Wagon has become one of the most sought old trucks in the world as the market for robust classic trucks like the Jeep CJ, Land Rover Series I, and Toyota Land Cruiser grows. It’s uncomplicated to the point of perfection; it’s devoid of whatever you don’t require. And its once dated appearance has been updated to appear timeless and fantastically functional. Dodge dropped the Power Wagon nameplate from its heavy-duty trucks in 1981, but brought it back in 2005 for the Ram 2500 pickup with an off-road specialty. Today, the name lives alive, but in the form of a particularly loud trim package. But it doesn’t matter; the Power Wagon has earned its name and stripes, or whatever else Ram feels like putting on it these days. 14

THE OVERTAKE MAGAZINE

fun car facts 1

SMELLY TRANSPORT when cars were first invented they were seen as the greenest means of transport. This was because horses caused so much pollution via their poop.

SPOT OF LUNCH The original Honda CR-V came with a picnic table. Forget heated seats, I want that add on!

$1,000,000 SPEEDING TICKET In Sweden a man driving at 180mph was issued a $1,000,000 fine; in Sweden speeding tickets are based on income. Whoops!

CARPOCALYPSE Cars are officially taking over the world; Los Angeles there are more cars than people.

There is currently about 1.42 billion operational cars worldwide, including 1.06 billion passenger cars and 363 million commercial vehicles.

INSULTS MAKE SPORTS CARS Enzo Ferrari once came under scrutiny from farmer Feruccio Lamborghini, who said Ferraris were too noisy for the road. So the furious Ferrari told Lamborghini he “didn’t appreciate such comments from a middle aged tractor farmer”, the insulted farmer decided to make a sports car of his own and one of the coolest car brands in history was born.

WHITE’S THE WINNER The most popular car colour in the world is white and has been for 8 consecutive years; although in India silver is still going strong.

BEAR SIZED KINDNESS In Churchill, Canada, residents have each other’s backs. They leave their cars unlocked in case a pedestrian is under attack from a polar bear and needs to hide!

THE MOON IN A MONTH You could travel to the moon by car in less than a month; if you travelled directly there, at an average, 60mph, you’d actually make it rather swiftly. Plus there’s no traffic in space! 17

THE OVERTAKE MAGAZINE

overtake 18

>> INDUSTRY KNOWLEDGE

THE OVERTAKE MAGAZINE

THE DODGE BROTHERS

When the Dodge brothers died in 1920, they left behind a manufacturing behemoth that had sales of $161 million. The company was later sold and went through many changes, but the name Dodge is still part of Fiat-Chrysler.

THE OVERTAKE MAGAZINE

“

the origins

Thousands of US automobile businesses have failed to get off the ground in the last 120 years. Others chugged along for a time before stalling. Only a few brands have survived the test of time. Dodge Brothers is one of the few, having made news for over 106 years. Brothers John and Horace Dodge wanted to make horseless carriages move at a period when horse-drawn carriages were still ubiquitous – even in Detroit. In 1900, they opened a machine shop and soon supplied Ford with practically all of its moving parts. They were never satisfied and always wanted to try something new and larger. On July 1, 1914, the brothers established their own vehicle company. They began with just one vehicle, a five-passenger touring automobile with no solid roof, and no outside investors. Six years later, 145,000 automobiles were sent from their Hamtramck, Michigan facility.

>>TAKING ON ANY CHALLENGE The company was versatile enough to produce vehicles with either right- or left-hand drive, which they sold all over the world. During World War I, they avoided a downturn by selling automobiles to the US military and producing specialist parts for artillery weapons. John was said to be crash-testing autos against walls and throwing tires off buildings to see how they rebounded. Other accounts involved drunken carousing and bar brawls. Whatever the rumors, the Dodgers turned their machine building expertise into a multibillion-dollar enterprise thatncreased year after year. It was a Cinderella story that ended in tragedy when both brothers died in 1920. “We can only imagine what the Dodge brothers could have accomplished if they had lived another 10 or 15 years. According to one intriguing piece of evidence, they were planning to follow Henry Ford’s lead in creating the raw materials needed for their automobiles “In a tribute to the brothers,

THE OVERTAKE MAGAZINE

Kim Zelinski, a Dodge expert at Oakland University’s Meadow Brook Hall, wrote. Dodge Brothers faced its greatest struggle after the founders died. However, the business was in good functioning order. It possessed state-of-the-art facilities, and the individuals in charge had previously worked for the Dodges and shared their beliefs. The factory had expanded to 3.3 million square feet by 1920, and the corporation produced five different models ranging in price from $1,085 to $1,850. They also offered chassis (without a body) and two commercial vehicles. The business produced its 500,000th automobile on July 1, 1920. The one-millionth automobile rolled out of the facility in December 1923, nine years after it opened. A sturdier structure, better seats, one-piece windshields, windshield wipers, and the inclusion of a heater were among the upgrades made after 1921. In 1925, 60% of the original Dodge dealers were still selling the automobiles, which is a tribute to the company. According to the firm, 90 percent of all Dodge Brothers automobiles “were still in operation” a year later.

>>THE DEAL OF A LIFETIME The widows of the Dodge brothers put the company up for sale in January 1925 because there was no one in the family to take over. They held or controlled 499,990 of the 500,000 shares between them. Only two offers were considered: GM and Dillon, Read & Company, an investment bank. Dillon, Read & Co. triumphed with their all-cash offer, which was backed by a banker syndicate. On May 1, 1925, the sale was completed when a certified check for $146 million was presented. It was a huge sum for a family-owned business that had only been around for 11 years. According to a New York Times article, such huge transactions normally entail the exchange of securities rather than cash, and the Dodge Brothers sale was “the largest cash transaction for a single 21

industrial unit in the history of American finance.” Despite publishing a statement at the time indicating that they intended to run the company “as an independent corporation, without change of policy, personnel, or management,” Dillon, Read officially reincorporated the company in Maryland and put their own individuals in charge. These inexperienced new managers put a lot of money into the company and pushed it to go upscale and minimize expenses, even if it meant buying engines from outside suppliers. They also purchased Graham Brothers, a well-known truck manufacturer. However, the company was never intended to be premium, and it soon began to struggle. The Dodge Brothers company was sold again in July 1928, this time for $170 million to Walter P. Chrysler. It was a means for Chrysler Corporation to have access to a large dealer network as well as increased manufacturing capacity. It was the end of Dodge Brothers’ independence; it was now just a division of another corporation. As a result of the reorganization, GM, Ford, and Chrysler-Dodge now account for around 75% of passenger vehicle production in the United States. On June 4, 1928, Automotive Daily News hailed the creation of the “Big Three.” It was also the end of the road for most small automakers. The Big Three, which dominated world manufacturing until the 1970s, would be cemented by the Great Depression and World War II. >>A LEGACY WORTH REMEMBERING Despite the fact that Chrysler dropped “Dodge Brothers” in favor of just “Dodge” in 1930, the original moniker and logo remained in use until 1939. Their facility, dubbed “Dodge Main” subsequently, lasted until 1980. The Dodge name is still used by Fiat-Chrysler today. Its founders, however, are no longer with us. It is no longer a family firm, with layers of management scattered throughout the globe replacing its simple structures.

THE OVERTAKE MAGAZINE

John kept the firm running when the brothers were in charge by working with suppliers, coordinating sales, advertising, and finances. The products, as well as many of the machines they used, were designed by Horace. He was in charge of manufacturing and plant layout. His domain was the shop floor. “There isn’t a man working in our shop whose job my brother or I couldn’t pick up and finish if he chose to leave,” John once said. The brothers knew their business through and out, no matter how big the company grew or how wealthy they were. When John or Horace Dodge were asked about the company, they would usually say “my brother and I” and return mail that wasn’t addressed to Dodge Brothers unopened. In his book “The Dodge Brothers — the Men, the Motor Car, and the Legacy,” Charles K. Hyde stated, “They would not accept letters sent to either of them as individuals or mail sent to ‘Messrs. Dodge,’ or to ‘the Dodge Factory.” They were just inseparable business partners and pals. The brothers were the sole owners of the company and had never borrowed money from a bank. At the same time, they were humble enough to enlist the assistance of trusted management. They were fiscally conservative, not interested in stock manipulation, debt games, or other financial gimmicks utilized by Henry Ford, William Durant, and Alfred P. Sloan at GM. In the words of John: “In business, there is no such thing as a moral limbo. It’s either right or wrong when it comes to a given situation. It’s either white or black.” The Dodge brothers were plain individuals who ran a multibillion dollar corporation like it was a small machine shop with a dozen workers. They were workaholics who operated on a cash basis and re-invested profits in the company on a regular basis. Their primary goal was to produce high-quality vehicles, rather than make money. Their secret to success was simplicity. Even in 2020, a century after their deaths, many people could benefit from this formula.

The Dodge Brothers did not overtly promote themselves like Henry Ford, which is why old vehicle collectors are largely familiar with them now. 22

THE OVERTAKE MAGAZINE

overtake

THE OVERTAKE MAGAZINE

becoming a better driver >>Give aggressive drivers a wide berth. Stay away from them. Don’t play their head game. Signal to get in another lane, let them blaze ahead, and then you can laugh when the flashing light bar catches up with them later.

>>Don’t think you know what you don’t know. Remember, this is a crazy world, and you never know who has a higher caliber weapon in the glovebox. >>An ounce of empathy goes a long way. That person could be having a really bad day. You might be too. You can make both drivers feel a little bit better, or at least make yourself safer. >>If there’s an accident Call for legal help. The police will have to know you called to file a report even if your local police won’t come to actually file an accident report. >>If there’s an accident Call for medical help, if you can. You’re not a doctor, unless you are one, and even then you’ll need help. Even low speed accidents can cause a concussion, and without a portable MRI in your car, who’s to know what’s going on?

>>If there’s an accident call your insurance company and take pictures. Your carrier may even offer a claim app that lets you take pictures and walks you through the accident process step by step.

THE OVERTAKE MAGAZINE

>>Keep a steady focus on the road, above all else. Put down the muffin, put down the cell phone, put it all down. >>Be prepared to drop everything. If you’re going to read email at a stoplight, drop the phone as soon as the light turns. We’re not saying we do it, but we’re not saying we don’t do it. >>Pump up the jams, responsibly. Use your smartphone for music to keep you alert, but make a playlist and stick to it. If you have steering-wheel mounted buttons, even better. Just don’t search for songs that you like to sing while you drive. >>Don’t seek navigation spots while driving. With the caveat that Siri and other natural-language voice searches are getting better all the time. Most native navigation systems will block you from doing so, anyway. >>Apple or Android--just do it. Use your phone, or its operating system, instead of car-bound GPS. It’s better, quicker, and likely has cleaner voice operation. Mount it to the glass to keep it closer to your line of sight, and use those steering-wheel controls.

>>Don’t depend on cameras, entirely. Surround-view cameras are a few of our favorite things, but cameras see things differently than do you and I. They’re reference books, not instructions.

>>Don’t ding my doors, dammit.. If you do so by accident, leave a note, because soon all our cars will have cameras to record exactly what kind of slugabout you are.

THE OVERTAKE MAGAZINE

>> PERSONALITY FEATURE COLIN MCRAE

Global stardom for a scottish hero

The 1995 world champion remains an iconic figure in rallying more than 13 years after his death in a helicopter disaster. Year after year, the Scot’s legend grows more greater. The narrative of McRae’s achievement is complex. He rose to prominence in the mid-to-late 1990s. He starred in a Ford commercial and worked on the development of his own computer game. Colin’s international fame, however, was built on his ability to drive a rally vehicle. Colin McRae began his competitive career on two wheels, as the son of five-time British champion Jimmy McRae. That didn’t go over well in the Lanark household. Margaret, his mother, said, “I wanted to keep him away from motorcycles.” “I’ve always preferred him to be in vehicles rather than on bikes.” The transition to four wheels was swift, but in an unexpected way. Kalle Rovanperä and Oliver Solberg, for example, are taking to the stage for the first time at the age of 14 in series such as the Latvian Junior category. There were no such opportunities for an impatient McRae in the early 1980s. Instead, he began autotesting, which is a type of gymkhana. “I was taken aback by that,” Jimmy said. “I figured he’d prefer to go all out on a motorcycle than handbrake a Mini around cones in a parking lot.” His prowess on the handbrake was recognized when he won the West of Scotland Autotest in 1985. “All Colin ever wanted to do was go rallying,” Jimmy explained. And autotesting was a means for him to get started on that path when he was 16.”

Beyond his natural aptitude, McRae’s innate grasp of what a car was doing was aided by starting on bikes and between the cones. His swashbuckling speed provided fantastic headline fodder for a slew of stories that swiftly spread around the globe after he hit the stage. Looking behind the speed and the headlines allowed us to have a better grasp of what made Colin tick. M-Sport managing director Malcolm Wilson commented, “Colin was one of the smoothest, most mechanically empathetic drivers I ever worked with.” “He drove a superb automobile without over working the transmission or anything else. “He was well attuned to the vehicle. Of course, he was an extraordinarily mechanically inclined driver. We witnessed him do some really excellent work on the car a few occasions while he was with us. Take, for example, the 1998 Argentina Rally. McRae arrived from the stage with his Subaru Impreza WRC98’s right-rear wheel bouncing around in the wheel arch after belting a boulder with it in Mina Clavero. Most drivers would have taken out their radios and called the team to inform them that they were stopping. McRae lifted a rock and set about smashing the suspension link straight again before refitting the part. And then going fastest through the next stage in El Condor. Oh, and before he even got to that bit, how had he managed to remove a wheel that had ultimately jammed itself firmly into the arch? He drove it down the road until the tyre exploded, freeing up the rim for removal. 27

Back in the 1990s the WRC was a different place. It was a time and a place which served Colin McRae very, very well. Oh, and before he even got to that bit, how had he managed to remove a wheel that had ultimately jammed itself firmly into the arch? He drove it down the road until the tyre exploded, freeing up the rim for removal. Back in the 1990s the WRC was a different place. It was a time and a place which served Colin McRae very, very well. Colin took a different approach. He wasn’t a driver or someone who sought the limelight. Quite the reverse, in fact. McRae’s normal, on the other hand, was a little bit different. And when news got out about how fast he was going, the hunger for a driver who was the first to transcend the sport of rallying grew even stronger. Consider an unassuming outing at the 1990 Hackle Rally in Scotland. Colin didn’t have to participate in the event, but his Uncle Hugh had offered him his Escort. It was an un-arched pinto-engined Mk2 with nothing flashy about it. However, it was a chance to go through the Perthshire forests as quickly as the automobile could go. McRae, of course, was there. Robert Reid, a fellow Scot, was also there. Reid’s co-driving career would ironically be spent alongside McRae’s English foe Richard Burns. Whatever happened in the stages, McRae and Reid (and, eventually, Burns) remained firm friends. Reid was the one that was hired for McRae’s WRC comeback in 2007. Reid recalls, “That rally contained a fairly famous stage called Drum-

THE OVERTAKE MAGAZINE

mond Hill.” “I was reading the map along a particularly rapid section when I noticed Colin moving around in the seat out of the corner of my eye. Given that we were on the limiter at the time, this was a little strange... “I realized Colin had loosened his seatbelts so he could lean across to my side of the car and see where we were going. It was pouring rain and the wiper on his side of the car was lifting off the screen as he drove at roughly 90 mph. “It was Colin who said that. He didn’t want to slow down the car and lose time, so he devised a new method of speeding up. It wasn’t done for show; it was just the way he was. And that is part of McRae’s wide appeal. Colin had no flaws; he was a fully typical individual. People were able to relate to him. “In the real world, people aren’t flawless; they have flaws, shortcomings, and blunders. Colin never flinched away from any of them, which helped him gain public favor. When you combine that with the fact that he is possibly the most spectacular driver in the sport’s history, it’s no surprise that he truly did – and continues to transcend the sport. “At the same time, when he thrashed Richard and I, he was a tremendous pain in the arse...” McRae’s switch from Subaru to Ford at the end of 1998 not only made him the highest paid rally driver of his time, but it also catapulted him to the next level in terms of brand recognition. Throughout the 1990s, McRae and Subaru worked together to develop and advance on the global scene. The transition from a fledgling Japanese brand to one of the world’s largest automakers, however, boosted McRae’s fame even more. He became a component of the marketing plan for the all-new Focus, which was designed to replace the ubiquitous Escort on the road. Colin and Des’ree performed to the lyrics of Des’ree’s You Gotta Be Jimmy, demonstrating the type of father-son Ford bond and brand loyalty seen every day around the world. Unless you’re driving a million-Euro Focus WRC. 28

THE OVERTAKE MAGAZINE

Colin signed a multi-media contract to front a new rally game just prior to his departure to Ford. Of course, motorsport colliding with a video game console was nothing new, but a racing format had long been the most popular previous to the launch of Colin McRae Rally. The game was released in 1997 and, to put it frankly, it was a smash hit. It was well-received. McRae, on the other hand, was unsure. He believed it could be bettered. As a result, he and co-driver Nicky Grist became increasingly involved in the game’s development. Initially meant as a simple name rights arrangement, McRae would soon be at the forefront of enhancing gaming play to bring realism from his world to the living rooms of every want tobe Colin McRae. And there were plenty of Colin McRae want tobes. As the game matured and expanded, millions of gamers and admirers downloaded it. And nowhere was it more popular than in the United States. However, it was when McRae landed in Los Angeles to compete in the X Games that the true shock occurred. The Scot brought America to its feet when he rolled a Subaru Impreza in the final and had the car in first gear while it was still rolling which was shown live for the first time. Thankfully, it landed on its wheels, and McRae was on his way. Much of America had viewed Colin McRae as a fictional Lara Croft character prior to that occurrence. This person, on the other hand, was genuine. And he was the genuine deal, especially when American daredevil superstars like Ken Block and Travis Pastrana cited McRae as an inspiration. McRae was a oneof-a-kind action hero in our planet. SuperMac has the ability to create lines and times where others were afraid to go. His world championship win in 1995 should have been the first of many, but technical troubles — not to mention an errant tree – intervened and guided the crown in a different way. Colin, on the other hand, has a longer-lasting attraction than anyone else in the sport. He’s arguably the 29

only man in rallying who has the actual charm and fascination of being recognized solely by his Christian name. Colin. You’re aware of who he is. We’re all guilty of it. And we shall continue to do so. Especially since his nephew Max is the third generation of the McRae family. The family name is being carried through by Alister’s 16-year-old son, who competes in the Australian Rally Championship in a Ford Fiesta Rally4. Max, like his uncle, is a sucker for anything with a motor and wheels. And, as much as Margaret would like her boys to stay off their motorcycles, boys will be boys. Alister, unlike Stuart, has always been aware of his older brother’s celebrity. There was never any chance of him avoiding Colin’s shadow, especially when Alister had a private plane to catch a ride on. vvColin and Alister, who were rarely seen in the same machinery on the stages, made amends when they returned home and mounted their bikes. “The bikes were always the same, and the race was always a big one,” Alister explained. On a bike, I was somewhat better than him, which always p****d him off... in a nice way! We used to go to a track on a farm just outside of Lanark to practice riding our bikes. “We ran five circuits, and at one point, the two of us were really hammering it out. We collided four or five turns from the finish line and both fell. I landed a little closer to my bike and attempted to get back on it right away. Colin realized he wouldn’t make it to his bike in time, so instead of going for it, he dove for my leg and grabbed a hold of it. “When I looked down, he was lying on the ground, yelling, “You’re not going to beat me, Al!” Former M-Sport technical director Christian Loriaux, who was quoted in McKlein’s Just Colin book, said of McRae, “Colin was a free spirit.” He was and continues to be my hero. Colin was capable of driving a good car quickly, but he could also drive a bad car quickly. “At times, he was capable of incredible feats. Colin wasn’t simply interested in rally

THE OVERTAKE MAGAZINE

vehicles. I recall when we both acquired Yamaha 450cc motorcycles and put them through their paces at a rally. Colin’s bike was spanking new, but I’d had mine for a few months, so I knew my bike better than he did. “This was my opportunity to make an impression on him. I did a wheelie on the way out and kept it in first and second gear for about 50 meters. Colin overtook me in third gear, on his back wheel, just as I was lowering the front wheel. Then I switched to fourth. He’d only been riding the bike for about five minutes. Colin was his name.” We’re all familiar with McRae’s name. But how huge is it? How well-known are you? Margaret, like most moms, is incredibly proud of all three of her sons, but only one of them has a royal narrative to share. Margaret explained, “Colin was waiting for a flight at Edinburgh airport.” “Colin was never the kind to come early at an airport; he despised waiting for planes. Anyway, he was on his way to have a coffee or something when this large burly fellow approached him and said he had a visitor. Colin wasn’t sure, but the man persuaded him, so he finally said, “Aye, OK...” And then he was gone. “That person was Prince William,” says the narrator.

THE OVERTAKE MAGAZINE

overtake

THE OVERTAKE MAGAZINE

When we can tell what you’re doing, DRIVE we can do a better job PREDICTABLY of driving ourselves. Drive like you’re part of a system, not trying to evade one.

>> SUPERCARS FERRARI F50

The F50 was cutting-edge in its day, with a Formula 1-derived V12, a manual transmission, and a carbonfibre chassis, and is now regarded as one of the ultimate, if not the most beautiful, supercars ever produced.

THE OVERTAKE MAGAZINE

Choosing amongst Ferrari’s supercars is nearly impossible when the company’s back library is as broad and exquisite as Ferrari’s. Daytona? Testarossa? GTO 288? F40? Enzo? LaFerrari? The list is as long as your arm, and you could argue that the vast bulk of Maranello’s production over the years belongs in your top 10 Ferraris. But there’s one car that gets neglected all the time: the magnificent F50. The 288 GTO and the F40 were tough acts to follow, and its successor was the brilliant Enzo, but the F50 has always battled to find its place in this storied club. Maybe it was the aesthetics that let it down after the GTO’s elegance and the F40’s harsh utility, or the fact that it wasn’t a fixed-head coupe, with its removable Targa panel leading some to believe it was more for posers than serious drivers? They are, however, completely incorrect. The F50 was a perfectly balanced supercar packed with Formula 1 technology, and it was one of the greatest ever analogue supercars, with a never to be repeated mix of an F1-derived V12 and a gated manual gearbox. Only 349 were built between 1995 and 1997, and it cost over £350,000 at the time. F50s sold for less than their original price ten years after their inception, during the financial crisis, but today, you’ll need more than £1.5 million to join this fairly exclusive club. Ferrari built the F50 as a 50th anniversary present to itself, even if it was a touch early with the project when it was completed in 1995. But, on the days when the F50’s specifications were published, you could forgive the tiny mix-up because this was the closest you were likely to get to an F1 car for the road, with an uncompromising, pure approach to the ultimate high-performance road automobile. The engine would dominate the experience, as it did with all Ferraris, and while both the 288 GTO and the F40 featured turbocharged V8s, the F50 was far more advanced. Its V12 engine was based on the one found in the back of its 1989 F1 car, but with a capacity raised to 4.7 litres in order to boost torque.

The car’s peak power was 513bhp, however it was developed at 8500rpm rather than the F1 car’s stratospheric 14,000rpm. The F50’s torque was less spectacular with 347lb ft at 6500rpm, but it still managed a 3.7sec 0-62mph time and a top speed of just over 200mph. It was, however, a magnificent engine that was about as cutting edge as they got in the mid-1990s. It was both tractable and powerful, thanks to five valves per cylinder, two overhead camshafts for each bank, and dry sump lubrication with Bosch Motronic 2.7 combined ignition and fuel injection. Perhaps a McLaren F1 might disagree, but it was the most glorious naturally aspirated V12 ever attached to a road car, and when stretched, it unleashed a spectacular roar. The F50’s chassis employed a carbon-composite design with the carbonfibre passenger cell having the front suspension bolted directly to it, with a tubular substructure protruding forward to support the radiator and auxiliary equipment. The engine was bolted to the passenger cell’s rear and served as a load-bearing member for the transmission and rear suspension. With the six-speed manual transmission, the differential unit was mounted to the rear of the engine. Wishbones were used for suspension, with a pushrod arrangement for the horizontally placed spring and damper units, as per current F1 principles. To optimize the ride and handling depending on road conditions, an electronic damper control system was included. To improve feel, the brakes were cross-drilled vented discs without servo aid, and a new form of convex Speedline wheel was installed — 8.5x18-inch up front and a massive 13x18-inch at the back. While Pininfarina designed the F50, it lacked the raw beauty of the machines that came before it, and from some perspectives, it may even appear gawky. It has many of curves and air intake and exits, as well as a rather unconventional (and aerodynamically essential) rear wing, but it was designed for 37

THE OVERTAKE MAGAZINE

efficiency first and foremost. The body was made completely of composites to keep weight down, and while the removable roof panel provided full access to the amazing V12 music, it wasn’t really practical because there was no space to stow the panel within the car. The light weight theme was extended inside, with a lovely basic cabin. There were composite shelled seats, which came in two widths and were finished with a combination of leather outer panels and fabric centers. Ferrari discarded traditional instruments in favor of a multicolored lit display beneath the dash binnacle, in keeping with the car’s tech-savvy motor and chassis architecture. While various amenities, such as air conditioning, were provided, the minimalist ethos was maintained with wind-up windows. While the F50 may have struggled to grab the imagination of armchair supercar fans when it was new, anyone who was fortunate enough to drive the car fell in love with its tactility and ability almost immediately, and it is now warmly remembered as one of the best supercars of the analogue era.

>>SPECS Engine: 4698cc, V12 Power: 513bhp @ 8500rpm Torque: 347lb ft @ 6500rpm Weight: 1230kg Power-to-weight: 424bhp/ton 0-62mph: 3.7sec (claimed) Top speed: 202mph (claimed)

THE OVERTAKE MAGAZINE

overtake

THE OVERTAKE MAGAZINE

“Straight roads are for fast cars, turns are for fast drivers.” —Colin McRae

THE OVERTAKE MAGAZINE

Take breaks every 90 minutes on long trips.

Trite advice, yes, but your bladder has a finite size, and so does your attention span. One day soon you’ll have to get used to it anyway, whenever your electric car needs to be topped off.

THE OVERTAKE MAGAZINE

>> SUV WORLD CHEVROLET BLAZER

For five decades, the Chevrolet Blazer was one of the most popular SUVs, despite the fact that the name was shared by two completely separate model lines.

THE OVERTAKE MAGAZINE

For five decades, the Chevrolet Blazer was one of the most popular SUVs, despite the fact that the name was shared by two completely separate model lines. Starting in 1969, Chevrolet began applying the “K5 Blazer” badge to two-door convertible SUV variants of its heavy trucks. The majority of the old-school K5 Blazers have rusted away or been reclaimed by off-roading enthusiasts nowadays. Chevy made full-size two-door Blazers until 1994, when it renamed them Tahoe. However, in the early 1980s, Chevrolet began to refer to another of its vehicles as the Blazer. On fact, due to its larger popularity and more recent history, the other Chevy Blazer the “S-10 Blazer” is the one that shoppers are more likely to stumble across in the used-car market. This S-10 Blazer was a pioneer of the modern small-SUV class, debuting in 1983 as a variation of Chevrolet’s S-10 compact pickup. It later received four doors and better engines, although being limited in terms of body options and generally underpowered. In 1995, a new second-generation model (without the S-10 designation) was released with enhanced performance, aesthetics, and interior space. A second-generation Chevy Blazer would be worth considering as a low-cost small or medium SUV. However, when compared to comparable vehicles of the period, the Blazer’s driving dynamics, comfort, and crash test results were all below average.

>>MOST RECENT CHEVROLET BLAZER From 1995 through 2005, the second-generation Chevrolet Blazer was produced. It was larger than its predecessor but smaller than competitors such as the Ford Explorer and Jeep Grand Cherokee in terms of size. The two-door variant was sold throughout the vehicle’s lifespan, but the four-door was phased down after 2004, with fleet sales continuing until 2005. If you come across a ‘05 four-door Blazer on the used market, it was most likely a rental car. (It’s worth noting that four-door Blazers from this era are unrelated to the Trail45

THE OVERTAKE MAGAZINE

Blazer that replaced them in 2002.) The mechanicals of the second generation Chevy Blazer remained fairly constant throughout its lifespan. A 4.3-liter V6 engine with 190 horsepower and 250 pound feet of torque was found under the hood. It was usually mated to a smooth-shifting four-speed auto transmission, though on two-door variants, a five-speed manual transmission was offered. There were two driving modes available: rear-wheel drive (2WD) and fourwheel drive (4WD). The Blazer was available in three trim levels at first: basic, LS, and LT. The LS adds features like power windows and locks, a tilt steering wheel, a folding rear seat, and cruise control to the base model, which had little more than a radio, air conditioning, and antilock brakes. Leather upholstery, a motorized driver seat, a more expensive audio, and an overhead console were added to the opulent four-door-only LT. In 1999, a new “TrailBlazer” trim line with two tone leather and unique appearance was introduced as the new range topper. The trim levels were rearranged in 2000, with the base model being dropped and the LT being de-contented (leather seats became optional). The Blazer Xtreme was introduced in 2001. The low-riding sport suspension, deep-dish wheels, monochrome bodywork, and tinted windows were all features of this 2WD, two-door model. the Chevrolet Blazer was speedy (due to its powerful V6), entertaining to drive about town, comfortable to ride in, and capable off-road. As stronger competitors developed, though, the Blazer’s handling became sloppy and vague, and its turning circle became wider. We also discovered that the backseat was uncomfortable due to a low bench and little foot room. Other flaws included sloppy construction and low quality inside plastics. The most significant of the few changes to the Chevy Blazer’s extended existence occurred in 1998, when it received updated inner and exterior styling, four-wheel antilock disc brakes, and a passenger-side front airbag. In view of the Blazer’s

previous one-star frontal crash test score for the passenger, the addi tion of a second airbag was extremely crucial. The score increased to four after the adjustment. Chevrolet also debuted a new AutoTrac four-wheel-drive system for the 1999 model year, which could automatically detect wheel slippage and deliver power to the axle with the highest traction.

>>CHEVROLET BLAZER MODELS FROM THE PAST From 1983 until 1994, the Chevrolet S-10 Blazer was built. It relied on a range of four-cylinder and V6 engines with low outputs for much of the 1980s. In 1988, the S-10 Blazer received its first major upgrade, a 4.3-liter V6 engine with 160 horsepower as an option. In 1990, the V6 became the industry standard. The second big change to the Chevrolet S-10 Blazer came in 1991, when Chevy released a fourdoor version with a slightly longer body. This, along with an available “Enhanced” version of the V6 engine that increased horsepower to 200, contributed to improve the vehicle’s attractiveness. Despite its popularity, the S-10 Blazer became progressively obsolete as the 1990s approached. In comparison to modern designs like the Ford Explorer, Jeep Grand Cherokee, and Nissan Pathfinder of the time, the Blazer’s sloppy handling, hard ride, cramped backseat, and poorly designed controls made it look ugly. The best full-size Chevrolet Blazers to gaze at from the early 1990s are those made between 1992 and 1994. These updated trucks were constructed on GM’s new full-size truck chassis at the time. Nearly all Blazers of this generation were powered by a 200-horsepower 5.7-liter V8, while a 6.5-liter turbodiesel V8 with 180 hp and 360 lb-ft of torque was available for 1994. Four-wheel drive was standard on every vehicle. Chevy changed the name of this vehicle to Tahoe in 1995 and added a four-door body, which quickly became significantly more popular than the two-door.

THE OVERTAKE MAGAZINE

overtake

>> HATCHBACKS FORD XR3I

Owning an XR3i as a secondhand car used to entail a lot of wild, wideboy behavior.

THE OVERTAKE MAGAZINE

In January 1983, Ford introduced the XR3i. The introduction of Bosch K-Jetronic fuel injection brought the I to the name and credibility to the model, which was first available as a carburettored four-speed XR3. Ford’s hot hatch, with 105 horsepower and a top speed of 120 mph, arrived just in time.

>>CHASSIS & BODYWORK The winged, wheel-arched, and skirted XR3i was covered with plastic add-ons, precisely like the shoulder-padded trends of the day, while base model Escorts had plain metal. This meant that as the cars aged, Ford XRs seemed less rusted than their lower-specced sisters. But now that rot can take a good, hidden hold on steel, it’s easy to find a car that needs a lot of work.

Motors can get rattly at the high end, and if there is any oil famine, the CVH can kick a leg out of bed as well, so keep an eye on the oil level. Take your 10mm, 11mm, and 13mm spanners and go around every nut and bolt you can locate when maintenance. Many of them will have ‘eased off’ in use and this engine always seems to need a nip up, not helped by the revs you need to pile on to get the full 105bhp released.

>>RUNNING EQUIPMENT

The first grot-spots to inspect are the sills and rear wheel arches. Check for faulty clips or fasteners, as well as the usage of cyanoacrylate body sealer to keep components in place. Alarm bells should be ringing if you locate any. The screen bases and front wings can also rot, and the narrative doesn’t end when you raise the bonnet. The bulkhead underneath the battery trays is prone to rot. The inner wings and the triangular bonnet landing panels at the top of the slam panel can both be removed.

Brakes and wheel bearings, as well as driveshafts, are generally long-lasting. Look for mechanical anti-lock brakes on the fronts of facelifted vehicles and do some research online before attempting to repair or fix them. Four-speed gearboxes are usually reliable, however five-speed gearboxes can be problematic. Initially, keep an eye out for poor gearchange synchromesh. Then, throughout the test drive, pay close attention to the speedometer needle. If it’s sluggish, flicky, or doesn’t operate, suspect the differential bearings are about to break! The speedometer drive pinion becomes disengaged due to excessive run-out as the bearings age, therefore an apparent speedo failure could signify a gearbox and diff overhaul!

>>ENGINE

>>INTERIOR

For its day, the CVH (Compound Valve Hemispherical) engine was a cutting-edge design. It was Ford’s first European engine to use hydraulic valve lifters, which reduced servicing time and made the engine run quieter. While the CVH was less prone to damp starting issues than prior Ford motors, it did have its own set of requirements: the cambelt must be replaced every 36,000 miles, and this must be verified either physically or by a paper trail. Regardless of the Ford schedule, oil changes on a CVH are required on a regular basis since the engines are prone to black sludge, which can clog oilways. Oil pick up pipes are especially prone to this, and changing the gauze and pick-up tube is generally easier than cleaning it. This is accessible from within the sump.

In its day, the inside of an XR3i was considered luxurious. You’ll now be on the lookout for deteriorated dashboards, sticky carpets, and worn seat bolsters. It’s not uncommon to find cigarette burns in furniture. Delaminating windscreens are an indication that moisture has gotten past the windscreen seal. Check to see if your potential purchase has electric windows or central locking. Also, make sure the rear lamps are working, as corrosion on the tab terminals of the rear lighting plug sockets might cause improper earthing and disco-light signaling. Owning an XR3i as a secondhand car used to entail a lot of wild, wideboy behavior. The frugal sporty Ford, on the other hand, has a lot to offer as a Modern Classic. 51

They’re fun to drive, simple to tune, and as much a part of our national tradition as a 1960s Farina. You’ll enjoy driving it and will be able to strike up talks with strangers at every traffic signal and gas station about their experiences with the quick Ford. Best of all, you’ll be a part of the classic movement in a car that’s still as practical, attractive, and simple to operate as it was when it was first introduced. Simply lock it up overnight and park it with a sturdy steering-arm clamp the XR3i was notoriously easy to steal, and if you locate a good one, you’ll want to retain it.

>>VITAL STATISTICS 1985 ford xr3i >>Engine 1597cc/4-cyl/SOHC >>Power (bhp@rpm) 105bhp@6000rpm >>Torque (lb ft@rpm) 101lb ft@1400rpm >>Top speed 116mph >>0-60mph 8.8sec >>Consumption 32mpg >>Gearbox 4/5-speed manual

THE OVERTAKE MAGAZINE

Be aware of It will be you elderly drivers that one day. Be might need a little kind. encouragement. 53

THE OVERTAKE MAGAZINE

LATESTUPDATES

THE OVERTAKE MAGAZINE

Mclaren 765lt spider is a 755hp track-ready droptop

With a time of 2:38.4 around Virginia International Raceway’s Grand Course, the McLaren 765LT, the stripped-down, track-focused Longtail equivalent to the 720S, is the third-fastest car at our annual Lightning Lap test. At VIR, this isn’t the only thing it’s accomplished. On the front straight, it also hit the greatest speed we’ve ever seen 174.6 mph. A Spider convertible type is now available to order, and it’s limited to 765 units, much like the coupe. Its one-piece carbon retractable roof raises and lowers in 11 seconds (faster than the 675LT Spider) and can reach speeds of 31 mph. Even with the top down, McLaren claims it has greater headroom than the Coupe. Like the 720S Spider (or the Toyota 4Runner), the Spider has a motorized rear window that can be lowered even while the roof is up, although air conditioning and a sound system will cost extra. According to McLaren, the Spider weighs 108 pounds more than the coupe. The Spider retains McLaren’s M840T twin-turbocharged 4.0-liter V-8 engine, which produces 755 horsepower and 590 pound-feet of torque and is mated to a seven-speed dual-clutch automatic transmission. 56

The Spider will hit 60 mph in 2.7 seconds, the same as the coupe, according to McLaren. and it rides on Pirelli P Zero Trofeo R tires and has all of the same weight saving and aerodynamic innovations as the coupe.

THE OVERTAKE MAGAZINE

>> POSTER FEATURE TOYOTA LANDCRUISER 300 SERIES

The cat is already out of the bag: The 2022 Toyota LandCruiser 300 Series will be powered by a newer, smaller V6 turbo-diesel engine.

THE OVERTAKE MAGAZINE

>>A NEW ALIAS To begin with, the engine has established a new nomenclature scheme for Toyota diesel engines. Unlike earlier Toyota diesel engines with names like 1VD-FTV, 1HD-FTE, or 12H-T, the new 3.3-litre diesel V6 is known as the F33A-FTV. This could be connected to the LandCruiser’s new TNGA-F platform. This stands for Toyota New Global Architecture, with F denoting the ladder-frame chassis and body on frame construction of the LandCruiser. Unlike Land Rover and Nissan, Toyota has chosen to keep the same underlying engineering philosophy as the outgoing 200 Series LandCruiser, although with a fresh outward style. Aside from the outgoing 1VD-series diesel V8, the F33A-FTV is Toyota’s first diesel V6 engine. Inline four and six-cylinder diesel engines have been the configurations of choice for most of the LandCruiser’s history.

>>DESIGN OF A ‘HOT VEE’ The exhaust ports on the interior of each cylinder bank switch places with the “cool” intake ports in this all-new engine, which is known as a “hot vee” design. This permits the two turbochargers to be positioned directly next to the exhaust ports (i.e., between the cylinder banks), which is a typical design among current European V6 and V8 engines. As a result, exhaust gases travel a shorter distance from the cylinders to the turbocharger, enhancing response and lowering exhaust pipe and emissions equipment complexity.

>>TURBOCHARGING IN TWO STAGES This hot vee configuration also allows for two-stage turbocharging, thus combining single and twin turbocharging into one package. Only one turbocharger is employed at low rpm to improve response and torque. As the engine revs rise, a valve opens to allow exhaust gases to flow into the second turbocharger, ensuring that the engine receives adequate compressed air. This is in sharp contrast to the twin-turbocharged 1VD-FTV V8, which had two turbochargers run ning independently, each feeding

its own bank of cylinders. Both turbochargers in the LandCruiser 300 Series are variable-geometry units, allowing them to adjust their internal shape and size in response to engine speed and load. Toyota’s technical video advises using a water-to-air intercooler rather of the more usual air-to-air intercooler design.

>>LOWER AND LIGHTER While many Australians are preparing flowers and obituaries for the much-loved diesel V8, one of the primary reasons for Toyota’s decision to go to a smaller V6 is weight reduction. The engine block for the previous diesel V8 was composed of nodular graphite cast iron, but it’s unknown whether the new diesel V6 block is built of a different substance. To cope with the increased pressures and combustion temperatures associated with turbocharged diesel engines, several current diesel engine designs incorporate aluminum alloy cylinder blocks with a stronger iron cylinder liner. And, with the 300 Series shedding about 100 kg in diesel form over the outgoing 200 Series LandCruiser, the smaller, lighter engine will surely account for a significant chunk of that weight savings. In comparison to the previous LandCruiser, the new engine is 28mm lower and 70mm further back in the chassis, resulting in a more balanced weight distribution.

>>INCREASING THE RATIO SPREAD This new engine is paired with a new 10-speed ‘Direct-Shift 10’ automatic transmission from Toyota owned Aisin. The 300 Series LandCruiser will benefit from a lower first gear ratio, which will improve off-the mark acceleration and offroad performance, thanks to the four more gear ratios available. The first gear reduction ratio has been increased from 13.030:1 to 16.28:1 when compared to the 200 Series LandCruiser with the 4.5-liter V8 and six-speed automated transmission. With a 2.027:1 ratio vs the 200 Series’ 2.299:1, the gaps between gear ratios have narrowed, and a larger top gear allows for lower revs while traveling on the highway. 59

The torque converter is also more frequently locked up with the new transmission, enhancing economy and lowering operating temperatures.

>>INJECTORS FOR FUEL While we don’t know what kind of fuel injection system Toyota employed in the new LandCruiser 300 Series, it’s safe to assume it’s cutting-edge. The fuel injectors will use up to seven injection cycles per combustion event, in addition to intake and exhaust ports that are optimized for power and efficiency, in order to achieve the cleanest and most effective burn of diesel fuel.

>>FAN THAT IS POWERED BY ELECTRICITY As soon as you start the engine, you’ll notice this one. Instead of making a conspicuous whirring noise, a new electronically-controlled fan allows it to be separated from the spinning engine when it isn’t needed, such as at start-up, low working temperatures, or high speeds. This makes the LandCruiser more fuel efficient and quieter while driving.

>>UP TO 45 DEGREES CELSIUS The sump’s design allows the LandCruiser to sit at 45-degree angles, both uphill and downhill, without fear of running out of oil. The pickup and strainer are positioned as low as feasible in the oil pan.

>>FLEXIBILITY ON THE OFFROAD Thanks to improved suspension geometry and a new-generation e-KDSS sway bar disconnect mechanism, Toyota claims the 2019 LandCruiser will ‘out-flex’ the outgoing model by up to 30mm.

>>IS THERE NO LONGER A SPLIT TAILGATE? That’s correct, one of the LandCruiser 200 Series’ most important features may not have gotten it onto the next model. Rather than a split tailgate, the new LandCruiser appears to have a single-piece tailgate that hinges from the top. Unlike the 200 Series, the third row of seats now folds into the floor rather than into the cabin’s sides.

THE OVERTAKE MAGAZINE

the mecedes maybach 6 cabriolet

The Mercedes-Maybach 6 Cabriolet Vision will astound you. My wallet is still pounding. This is the Mercedes Maybach 6 Cabriolet Concept. On the surface, this appears to be nothing more than a headless, repainted version of the hideous Vision Mercedes-Maybach 6. Just have a look at it. It actually does resemble a Riva speedboat with wheels. Alternatively, a really expensive pen. But Mercedes’ greatest success here is making a car that is 5.7 meters long and 2.1 meters wide with only two seats. If it isn’t excess, we’re not sure what is. The wheels are centre-locking 24-inch dustbin lids, just like the Coupe’s sister car, and the 740bhp from four electric motors powered by an underfloor battery pack means four-wheel drive and 0-62mph in under four seconds, with a NEDC range of almost 310 miles. Headlights that are nothing more than slits and a grille that Lady Penelope would be proud of support the car’s cartoonish proportions. The real magic arrives when the white fabric canopy (with interwoven rose gold threads) is peeled back, revealing crystal white nappa leather, lighted buttons embroidered into the seats, and a full-width digital display. 61

Two head-up displays keep you informed about the car’s vitals, while the turbine-inspired dials have analogue needles on a digital background. Do you want to see more theater? The center tunnel, which in a combustion-engined automobile is generally reserved for the transmission, is floating and translucent, and is utilized to visualize the car’s energy flow with blue fiber optic lights.... at the very least, it’ll be a talking topic. The open-pore timber floor inlaid with aluminum, a method taken from the yachting industry, will do the same. Unfortunately, it’s only a vision for the time being, but nothing about the technology is out of reach. With this creature cruising around, the world will be a better place.

watch the whole review on

YouTube

THE OVERTAKE MAGAZINE

@OVERTAKE

like | share | comment | subscribe 62

THE OVERTAKE MAGAZINE

>> VERSUS MODE WRC TOYOTA YARIS VS HYUNDAI I20 These are racing cars that compete in the World Rally Championship’s outright class and are manufactured to the criteria of the Fédération Internationale de l’Automobile (FIA) (WRC).

THE OVERTAKE MAGAZINE

>>Packing 380 horsepower, The new yaris wrc is built to win. The Toyota Yaris WRC is a new generation rally car that has been fine-tuned to meet the FIA World Rally Car Technical Regulations for 2017. Its 1.6-liter direct injection turbo engine produces 380 horsepower and more under the hood. World Rally Cars are designed to compete in WRC rallies at the highest level, and are significantly modified to attain optimum performance, yet they are built on the same chassis as regular cars so they are equipped with registration plates and can drive on public roads because they are extensions of production cars. The World Rally Car regulations were initially presented in 1997, and they have been updated multiple times since then. World Rally Cars use 1.6-liter direct-injection turbocharged engines, and all cars, including the Toyota Yaris WRC, have inline four-cylinder engines positioned transversely. Cars are equipped with air restrictors of 36 millimeters in diameter to reduce output. Despite this, the automobiles can produce maximum outputs of more than 380 horsepower and maximum torques of more than 425 newton meters. Forward six-speed sequential semi-automatic gears with active center differential full time four-wheel-drive systems efficiently transmit these remarkable horsepower and torque numbers to all four wheels. In addition, the automobiles have dedicated aero elements, such as overfenders for expanded width and huge rear wings, that give exceptional driving stability. >>Drawing on four seasons of experience to improve overall performance World Rally Car regulations guided the development of the Yaris WRC. It has a powerful engine, an intelligent four-wheel-drive system, a traction-enhancing suspension, and exceptional aerodynamic performance. As a result, the Yaris WRC can safely drive at high speeds on a variety of routes around the world. The engine, aerodynamics, suspension, and other components of the 65

Yaris WRC have all been updated since its debut in 2017, and the car’s performance has progressively increased year after year. In 2018, the Toyota Yaris WRC won the manufacturer’s championship, and in 2019 and 2020, it won the Driver’s and Co-Driver’s Championships as well. In 2021, the Yaris WRC is be based on the 2020 model and features updates to numerous elements. Over the course of the season, the squad has been making additional changes. The 2021 Yaris WRC also has a new livery that emphasizes the “GR” lettering. Vehicle specs >>Engine • Engine type: In-line 4-cylinder • turbo, direct injection • Engine displacement: 1600 cc • Maximum power: Over 380 PS • Maximum torque: Over 425 Nm • Bore / stroke: 83.8 mm / 72.5 mm • Air restrictor: 36 mm, following FIA regulations >>Transmission • Gearbox: 6 Speed hydraulic shift • Gearbox final drive: 4 wheel drive, 2 x mechanical differentials, active center differential with torque split options. • Clutch: Double Plate Sintered >>Chassis / suspension • Front / rear: Macpherson • Suspension travel: Classified • Steering: Hydraulic Rack and Pinion • Braking system: Gravel 300 mm air and liquid cooled, Tarmac 370 mm air and liquid cooled >>Dimension and weight • Length / width / height: 4085 mm (inc. aero device) / 1875 mm / adjustable • Track width: Adjustable • Wheelbase: 2511 mm • Minimum weight: 1190 kg >>Performance • Acceleration: Classified • Top speed: 201 kph (Ratio Specific)

THE OVERTAKE MAGAZINE

With a 4x4 drivetrain, the Hyundai i20 Coupe WRC 2021 boasts one of the most powerful powertrains in a WRC car. The electronic central differential works in tandem with the sequential gearboxes and other technologies, guaranteeing that WRC cars are technologically advanced. It contains a number of aerodynamic features, including front and rear wings, to increase downforce. Larger rear wings are more efficient on high-speed rally stages, providing drivers more grip. Its dimensions are identical to those of the 2017 model. The i20 Coupe WRC 2021 is as dashing a WRC car as ever, with only a minor increase in breadth. >>Engine In 2017, significant revisions to the WRC’s engine regulations were made, and they are still in effect for the 2021 season. The size of the air restrictor was increased from 33mm to 36mm, and overall power was increased from 315 to about 380 horsepower, giving the cars a more aggressive sound. WRC cars continue to use 1.6-litre engines, and Hyundai Motorsport’s T-GDI design is still in use. >>Weight The minimum weight for a WRC car is now 1,190 kilograms, down from 1,200 kilograms for the 2017 season. WRC is all about the tiny margins, so a 10kg difference may seem insignificant. Any weight reduction improves the car’s overall performance. >>Size The visual alterations made for the 2017 season are still in effect. Cars gained a stunning new design thanks to a 55mm increase in minimum width. The front and back overhangs have been increased, giving WRC machinery a more purposeful aspect. >>Powertrain Some of the most high-tech components in a WRC car, like as the 4WD system, are housed in the Power Train. The electronic central differential works in conjunction with sequential gears and other technology to ensure that modern WRC vehicles are cutting-edge.

>>Aerodynamics In order to boost the car’s downforce, WRC cars use a range of aerodynamic devices, including front and rear wings. Larger rear wings are more efficient on highspeed rally stages, providing drivers more grip. >>Engine • Type: Hyundai Motorsport turbocharged engine with direct injection • Displacement: 1.600cc • Bore / Stroke: 83/73.8 • Power (max.): 380hp at 6,500 RPM • Torque (max.): 450Nm at 5,500 RPM • Air restrictor: 36mm • Lubrication: Shell Helix-Ultra >>Chassis / Suspension / Bodywork • Front / Rear: MacPherson struts with adjustable dampers • Steering: Hydraulic power-assisted rack and pinion • Braking system: Ventilated disc brakes (370mm on tarmac; 300mm on gravel) Air-cooled 4-piston callipers • Handbrake: Hydraulic control • Wheels: 8x18 inch for tarmac, 7x15 inch for gravel • Structure: FIA-conformant reinforced steel with welded multi-point roll cage and composite fibre bodywork components • Bodywork: Steel and composite fiber panels • Length / Width: 4,100/1,875mm • Track width: 1,665mm • Wheel base: 2,570mm >>Transmission • Type: Four-wheel drive • Gearbox: Sequential gearbox, six forward gears and one reverse with paddle shift • Differential: Mechanical Front and Rear, Electro-Hydraulic in centre • Clutch: Cerametallic twin-disk >>Weight • Weight min: 1,190kg • Weight max: 1,350kg with driver and co-driver >>Tank • Fuel tank capacity: 80 litres • Fuel: FIA approved fuel 66

THE OVERTAKE MAGAZINE

Get a tip everyday on tiktok

>> WORLD OF VANS FORD ECONOLINE

The E-Series series of truck-based multi-purpose vans includes the 1986 Ford Econoline van.

THE OVERTAKE MAGAZINE

The E-Series series of truck-based multi-purpose vans includes the 1986 Ford Econoline van. Since 1961, four generations of Econolines have been developed. As a multi-passenger and cargo van, the Econoline is available in three sizes. It’s primarily intended for commercial use, but it’s also frequently utilized as a vehicle for large families. >>Origins The Ford Econoline was designed to compete with the rear-engined Chevrolet Corvair Greenbrier van and the Volkswagen Transporter. In the late 1960s, the Corvair was phased out. The Chevrolet and GMC vans, as well as the Dodge Ram van, were the Econoline’s main competitors. The cargo and passenger capacity, as well as the engine power, were similar in all four vans. >>Models The Ford F-Series pickups were the basis for the 1986 Econoline, which was a front-engine, rearwheel drive truck. The Econoline was available in three different sizes: half-ton, three-quarter-ton, and one-ton full-size vans. Later, the Econoline was badged with the E-150, E-250, and E-350 designations to distinguish the three sizes, similar to the F-Series trucks. >>Specifications The Ford Econoline was available in three wheelbase sizes in 1986: 124, 138, and 186.8 inches. It was between 206.8 and 226.8 inches long. Width ranged from 79.9 to 83.3 inches. Depending on the model, heights ranged from 80.9 to 85.3 inches. >>Options for Powertrains The 300-cubic-inch inline 6-cylinder engine, the 302- and 351-ci Windsor V-8s, a 460-ci V-8, and the 6.9- and 7.3-liter Navister diesel V-8s were all available for the third generation Econolines. A 3-speed manual transmission was available, as well as 3- and 4-speed automatic transmissions. >>Exterior Since the third generation arrived in 1975, the exterior of the 1986 model hasn’t changed much. The 1986 Ford Econoline has a longer 70

hood, giving it a longer snout. It still had square headlamps and an eggcrate grille, thanks to a facelift the Econoline received in 1979. After 1983, the grille had a huge blue oval Ford emblem. The front end was used as a basis for the Ford Ranger compact pickup and Ford Bronco II SUV front ends. >>Multiple Applications The 1986 Ford Econoline was a popular commercial fleet vehicle used by firms like FedEx as a delivery van. The inexpensive straight-6 engines were installed in nearly all fleet vehicles utilized in urban areas. The Econoline was chosen by churches, youth groups, and employers in carpool programs as a 9- and 11-passenger vehicle. The Econoline proved popular for conversions in the early 1980s. Aftermarket wood or velour paneling, thick carpeting, plush rear bench seats, an icebox, and front captain’s chairs were common features on panel vans. >>Efficient use of fuel The popularity of the 1980s Econolines was due in large part to their fuel efficiency. The straight-6 and 4-speed manual transmission in the 1986 half-ton 2-wheel drive Econoline could score 18 mpg in the city and 23 mpg on the interstate. The three-quarter ton variant, which was powered by a V-8 and had an automatic transmission, got 12 mpg in the city and 16 mpg on the interstate.

>> CONCEPT CARS SAAB EV-1

Its name recalls a later, famous GM electric car, but this Saab concept gave a whole different meaning to “EV”.

THE OVERTAKE MAGAZINE

Saab had its own EV-1 half a decade before the GM EV1 electric car debuted, kicking off a tale that would run until the controversial end of the leasing program in the 2000s. The acronym meant something distinct, and the two cars couldn’t be more dissimilar in design or execution. The EV1 is remembered, however, while the EV-1 is as esoteric as they get. The 1985 Experimental Vehicle 1 was not powered by electricity, but it did include roof-mounted solar panels that powered a cabin cooling fan—take a look at its sun-ovenlike greenhouse and you’ll see why that was necessary. It was based on the 900 Turbo mechanically, with a turbocharged inline-four powering the front wheels. There are no inline electric motors or storage batteries here—only a lot of tire scrambling, we assume. That’s because the EV1’s two front wheels received all of the car’s 282 horsepower. Björn Envall, the chief of design of the Swedish carmaker, has created a low-slung and aggressive look. He had been at Saab for years and was already responsible for the classic form of the first-generation Saab 900. The body was made of a variety of composite materials, including carbon fiber, which was even more exotic at the time than it is now.

The relevant gauge would light up again if there was an issue, such as low gasoline. Jets gave birth to this creature. The true aim was to show off the 900 Turbo’s capabilities, as well as the fact that Saab could make really sporty cars, not simply eccentric ones. Although the EV-1 was a dead end for Saab in terms of overall idea, it did serve as a preview of the company’s higher-performance vehicles, such as the 9-3 Viggen.

With a rounded wedge form and flush-mounted headlamps far down low, the design is shamelessly ‘80s futuristic. The greenhouse has a jet-fighter canopy feel to it, especially with the blacked-out pillars that help the EV-1 appear longer. The styled three-spoke wheels are a futuristic spin on the company’s current and legendary “Aero” wheels, and the large glass hatch sweeps backwards, nearly horizontally. In some ways, the EV-1 foreshadowed some of the athletic stylistic trends that would come later... Is there any resemblance to the production Geo Storm? The inside had a futuristic spin on previous 900 themes, which was less crazy. The instrument panel, on the other hand, foreshadowed a future beloved Saab feature: Night Panel, which muted all instruments and lights except the speedometer. 72

THE OVERTAKE MAGAZINE

It’s not just a car. It’s someone else’s dream

THE OVERTAKE MAGAZINE

O V E R TA K E M A G A Z I N E A product of Overtake Media - A subsidiary of Overtake Inc. Follow us on our social media pages for every day car news and automobile updates FACEBOOK: @theovertakemagazine | INSTAGRAM: @overtake.mag | TWITTER: @OvertakeMag

THE POWER WAGON

Articles inside

COVER STORY