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HIGH RISK

JIMMIE JOHNSON N E W

C H A N G E S

The F1 Community Reacts to the Kubica Incident

BY DAN KNUTSON // PHOTOGRAPHY BY LAT PHOTOGRAPHIC

S A M E

D

riving an F1 car is a privilege a select few get paid millions of dollars to do, or in some cases pay millions of dollars to do. It can be a dangerous occupation, but what about the perils outside of the cockpit?

If somebody is one of the elite group of 24 people in the world who race in F1, how much should he jeopardize his situation – and that of his team that has hundreds of millions invested and hundreds of people working for it – by taking risks doing other things such as extreme sports?

Robert Kubica would be heading into the new Grand Prix season with the Renault team if he hadn’t gone rallying and nearly gotten killed in February.

What do the current F1 drivers think?

“It is completely obvious that we like to take an apparent risk, whatever it is,” Mark Webber tells PRN. “But obviously our level is quite high in terms of when we go and do things. For sure I had my mountain bike crash because I was risking a bit too much at the time.

We have seen F1 drivers in the past, especially in the ‘70s and ‘80s get themselves in a bit of trouble away from the track. So we clearly need to feel alive away from the track. Tom Khristensen had a very nasty foot injury playing badminton with his son.

There are some disciplines that are more risky than others. If you look at the particular sport that Robert loves away from F1, we know that there is a risk added to that.

“Clearly Robert was incredibly lucky to survive.

When you are an adult you make the decisions.

I also accept that you have a big team of people behind and around you, and you as a professional need to represent them as well, which he does.

“So it is never easy to have the balance right. But I have done a lot of mountain biking since my [cycle] crash, and I have never missed a grand prix. You have to do things away from the track.”

What happened to Kubica has not affected Lewis Hamilton’s decision making in what he does outside of F1.

Knocking the Sprint Cup Champ From His Perch Remains a Tall Order

BY MONTE DUTTON // PHOTOS BY LAT PHOTOGRAPHIC

F

rom perusing correspondence from NASCAR fans, it’s difficult not to come to a conclusion, or at least a suspicion, that the same fans who once suggested the sport was fixed…now…uh…want it to be fixed in order to prevent Jimmie Johnson from winning yet another Sprint Cup title.

Until Johnson came along, no one in stock car racing history had ever won more than three titles in a row. Johnson is bidding for his sixth straight.

Not only does this drive his detractors to distraction. It undermines the very notion that NASCAR

has never been more competitive. How can one driver dominating every year be evidence of parity? In 2010, Denny Hamlin and Kevin Harvick gave Johnson a run for his (literal) money. Jeff Gordon gave it the old college try in 2007. When fans suggest that hope springs eternal, though, the emphasis seems to be on the “eternal.”

As 2011 begins, the likely suspects being rounded up to face yet another trial of Jimmie Johnson include Hamlin, Harvick and Carl Edwards, who ended 2010 with a pair of victories.

Add the gifted but mercurial Kyle Busch, the

The Renault cars will carry a get well message in Kubica’s native Polish this season.

HIGH REWARD

aging Jeff Gordon and Tony Stewart, consistent Matt Kenseth, old school Greg Biffle and ancient Mark Martin, and the defense has a decent case on which to rest.

And the system has changed.

Just as NASCAR abandoned a season-long format for the playoff-like Chase in 2004, it has abandoned a basic system of awarding points that has been around since 1975. Conspiracy theorists would be claiming it was changed to stop Johnson, but not many are since NASCAR’s conspiracy theorists tend to want it to happen.

2011 IZOD INDYCAR SERIES “We are all responsible drivers and have a love for what we do,” Hamilton says. “You have a break and during that you want to sometimes do exciting things. When you go mountain biking or waterskiing or do certain activities it is exciting. I don’t have any plans at the moment to do any rallying. I have incredible respect for the people who do it; it is incredibly insane the speeds they do around those roads. That is probably for another time in my life.”

Michael Schumacher cracked his neck racing motorcycles.

“It is very sad for us,” he says of Kubica’s accident. “But it is one of those stories that may happen in life. It is fate.”

Obviously there has to be limits on the dicey activities that drivers can do when not racing their F1 cars.

“To a lot of people that limit would not be an issue because they are not adrenalin junkies who love to do crazy stuff,” Jenson Button tells PRN. “For Mark [Webber’s cycling smash] it was part of his training and it was very unlucky. And it is the same for Robert: a horrific incident and you would never expect that to happen. Robert loves rallying and it is close to his heart, so it is difficult to stop a driver from doing that.”

Button’s McLaren contract allows him to do some extreme sports. The same is true for Heikki Kovalainen at Lotus. He wants to go rallying but doesn’t have time.

“There are two sides,” the Finn says. “You get paid and you should be fit to drive a F1 car, but on the other hand you can get injured in many places.

And if you start worrying about it too much you can really only sit on the sofa at home doing nothing.

And that still might be dangerous, especially if your girlfriend is not happy!”

McLaren’s duo sums it up succinctly.

“You could walk outside and trip over a plant and break your ankle,” Hamilton says. “It is just the way life is. You have to be as careful as you can whilst enjoying things. That is what I try to do it.”

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“What are you going to do?” Button adds.

“Wrap us up in cotton wool when we are not driving F1 cars? It is a balance that is very difficult to get.”

Renault team boss Eric Boullier is not angry at Kubica for impeding Renault’s F1 campaign.

“I am a racing guy, and I know Robert for five or six years,” he says.

“He is a racer. He loves go karts, rally, F1. He is like a wild cat. If you put him in a cage, you get him mad. So why do it? Yes it is very unfortunate and sad that he is in hospital, but before he got to this corner [on the rally] he was the happiest man in the world.

Except he wanted to be world champion.”

Kubica had some massive accidents prior to his rally shunt. His right arm was severely injured in a road car accident, and he also got hurt in a crash racing a Formula 3 car. Then, in 2007, he has that spectacular and frightening crash when his BMW Sauber tagged Jarno Trulli’s Toyota coming into the hairpin at the Circuit Gilles Villeneuve during the Canadian Grand Prix. Fortunately, he escaped serious harm. He did have to sit out the next race, however, and that gave a young driver by the name of Sebastian Vettel the chance to make his F1 racing debut. The fairytale bookend to Kubica’s Montreal crash was that he came back one year later and earned his first grand prix victory.

Of course Kubica isn’t the only F1 driver to get hurt chasing thrills.

Marc Surer still bears the scars from a brutal crash he had during a rally in 1986. Patrick Depailler broke one leg falling off a motorcycle in 1972 and both legs while hang gliding in 1979.

He lost his life in a F1 crash in 1980. Didier Pironi had to retire from F1 after badly fracturing both legs during a race. He took up powerboat racing and was killed on the water in 1987.

The irony in all of this is that driving a F1 car is a relatively safe endeavor these days compared to many other more perilous quests.

SEASON PREVIEW Familiar Teams and Drivers Figure to Dominate Again

BY LEE BAILIE // PHOTOGRAPHY BY RAMESH BAYNEY

O

ne can be forgiven for thinking things don’t change very much in the IZOD IndyCar Series anymore.

The champion has come from the same team (Target Chip Ganassi Racing) for the past three seasons (Scott Dixon, 2008; Dario Franchitti, 2009-10) and two teams (Ganassi and Penske Racing) have won the vast majority of races during that span (44 of 52 entered, for an 84.6% success rate).

Last season, Ganassi and Penske drivers were especially dominant in winning 15 of 17 races, with more than half (eight) going to just two drivers.

For most of the season, the championship was a two-driver contest between eventual champ Franchitti (three wins, two poles) and runner-up Will Power (five wins, eight poles) of Penske.

Franchitti proved to be the better of the two down the stretch, finishing ahead of Power in each of the final four races (all on ovals) to clinch his third championship- second in a row for Ganassiin four years.

So dominant were these two drivers in 2010 that they also seemed to outclass their own teammates, which is hard to imagine given that those drivers are Dixon (Ganassi), Ryan Briscoe and Helio Castroneves (Penske).

Although those drivers combined to win seven races, they never seemed poised to make a run at the championship and break up the Dario and Will show.

Dixon was the closest of the three, 50 points behind Power in third place. Castroneves and Briscoe were fourth and fifth, respectively.

So what should we expect to see in the final year of the current Dallara/Honda package before new cars arrive in 2012?

More Ganassi/Penske dominance? Probably, but 2011 might be a little more unpredictable.

Led by CEO Randy Bernard, the Series has spent the off-season retooling both on and off the track.

Some big rule changes have been made, the schedule has been significantly altered and there has been a lot of driver movement.

These changes could produce unpredictable results, which could help spark interest not only in the season long championship, but also the Indianapolis 500 which should attract more entries given of the lame-duck status of the equipment.

ON-TRACK CHANGES The change generating the most attention is about the changes concerning restarts. All restarts will be two-by-two or ‘double-wide’, with the leader having the option to start on either the left or righthand side of the track.

Originally scheduled to be used only on the ovals, the Series has elected to use it for all 17 races. This full restart procedure won’t be used for short caution periods, such as for debris removal.

Hand-in-hand with the restart changes are new pit procedures. As it is in NASCAR, lead lap cars will pit before lapped cars under caution. Cars between the race leader and the pace car that choose not to pit will be waved to the back of the field. This will allow lapped cars to gain back a lap when the race goes back to green.

Another more controversial change is still being discussed. Series officials are contemplating the introduction of a free pass (known as the Lucky Dog in NASCAR) which would allow the first car one lap down to gain their lap back under caution. The potential move has not been well received by some IndyCar fans. One online poll showed respondents overwhelmingly against the idea.

THE SCHEDULE Another area that has been reshaped significantly

by Bernard is the schedule. All tracks belonging to

NASCAR-owned International Speedway Corporation (ISC) (Homestead, Kansas, Chicago and Watkins Glen) have been dropped in favour of Speedway Motorsports Incorporated (SMI) venues (New Hampshire, Las Vegas). The Milwaukee Mile is back on the schedule after a one-year hiatus and a street race in Baltimore has been added.

Bernard is convinced SMI (which also owns the Kentucky and Texas ovals) will be a better partner for INDYCAR in terms of race promotion, media coverage and attendance.

The season-ender at Las Vegas Motor Speedway in October will also feature an added incentive which will hopefully generate fan and media interest – a US$5 million payout to a non-IndyCar regular who wins the race.

The Series is turning the event into an invitational of sorts, with five spots open to drivers from other motorsport disciplines. Officials aim to have the entrants selected by mid-season.

Bernard wants drivers that have large followings, regardless of discipline. NASCAR Sprint Cup drivers are high on his list, but with most of the biggest stars likely competing in the Chase in mid-October, they are highly unlikely to participate.

Drivers that don’t make the Chase and have an open-wheel background, such as A.J. Allmendinger, Juan Pablo Montoya and Sam Hornish, Jr. (running a part-time Nationwide schedule) could make an appearance. Allmendinger and Montoya have both expressed interest, albeit conditional.

Bernard is keen to attract other motorsports stars like Rally and X-Games legend Travis Pastrana and Supercross champion James Stewart.

When asked Stewart expressed interest.

Bernard has also indicated that track time will be made available for invitees in order to give them time to familiarize themselves with the car and the track.

Left to right (top): Scott Dixon, Ryan Briscoe, Helio Castroneves; Middle: Dario Franchitti, Will Power, Danica Patrick; Bottom: Alex Tagliani, Marco Andretti, Paul Tracy.

At press time all had full-time rides for 2011 with the exception of Tracy.

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NEW CHANGES SAME JIMMIE JOHNSON

A

CHANGE OF

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t the end of the 2010 season, Canadian Stock Car living legend Don Thomson Jr. was informed that his services as a driver and full-time mechanic at Fitzpatrick Motorsports were no longer needed after team owner John Fitzpatrick decided to refocus his racing efforts. The NASCAR Canadian Tire Series program was going to take a backseat because his son J.R. has made some gains south of the border in both the NASCAR Nationwide and Camping World Truck Series over the past two seasons.

Shortly after the decision was made, word came from Team 3 Red / Ed Hakonson Motorsports that Thomson would join their organization, and become a teammate of 2008 Kawartha Speedway winner Jason Hathaway.

There have been a few stretches of dominance in motorsports that seem to defy explanation.

Jimmie Johnson has reeled off five NASCAR Sprint Cup Championships in a row; John Force has been able to put 15 trophies on the mantle since number one in 1990, including a run of 10 straight.

Throughout the early 2000s, there were a number of drivers that were putting up tremendous championship runs, including Michael Schumacher in Formula One (2000-04), Jean Sebastian Roy, the top rider in the Canadian Motorcross Racing Series (2001-05), and Valentino Rossi with his string of MotoGP titles (2001-05).

During that period, a black Chevrolet with the number four on the door was rewriting the Canadian Stock Car history book. After back-to-back CASCAR Super Series Eastern titles in 1999 and

SCENERY

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2011 IZOD INDYCAR SERIES SEASON PREVIEW

Richard (left) and L’Estage celebrate their victory at Rally Perce Neige.

2000, Thomson started his assault on the record books, capturing both the all-time series lead in laps led and pole positions before his string of championships ended at five in 2005.

Thomson recently reflected on his success and parting ways with Fitzpatrick Motorsports. “John did so much for me, and there are no problems between myself and John, or Fitzpatrick Motorsports. The bottom line is that they wanted to move forward with J.R, and I can’t say enough about my time with the team.”

As for the next move in his career, Thomson is excited about the opportunity. “I had a lot of different options, but I liked what Ed had to say.

The shop is first class, they have great equipment, and I’m really looking forward to working with Jay. I have got to know him a bit over the past few years, and he seems like a really good guy.

It won’t be like a mentor role at all, because he knows how to win. Even with J.R. I would get him to help me out with say some of the road course stuff, and I was able to lean on him during our last few years together.”

There will also be one more key component that has yet to be determined, and that is the sponsor on the rear quarter-panels of Don’s Dodges. “I couldn’t have asked for a better sponsor than Home Hardware. I was so happy to be involved with them for so many years. We would love to have the involved with this new program, but there is no deal in place. Right now we’re trying to find funding to run two cars full-time, and I’m sure we will.”

FRONT

UNDER NEW MANAGEMENT

The Parts Canada Superbike Championship Turns Over a New Leaf

Don Thomson Jr. Set to Begin New Chapter at Team 3 Red / Ed Hakonson Racing

BY LEE BAILIE // PHOTOGRAPHY BY RAMESH BAYNEY

BY JAMIE MAUDSLEY // PHOTOGRAPHY BY RAMESH BAYNEY

74 | WWW.PRNMAG.COM

I

t seemed to come out of nowhere – a press release in late February crossed the wire with this lead: “Frontline is proud to announce that they are the newly appointed management company of the Canadian Superbike Championship. Frontline CSBK Inc. is a Canadian owned and operated company dedicated to the development and advancement of motorcycle road racing in Canada.”

After owning and operating Canada’s national professional motorcycle road racing championship for years, Professional Motorsports Productions (PMP) has stepped aside in favour of new management.

The Frontline group is headed by Kevin Graham, a Canadian road racing veteran who has been involved with the Series for the past ten years in various capacities including stints at Honda Canada and with Orion Motorsports, Pirelli’s motorcycle tire distributor in Canada.

He has also served on the Series’ board of directors and is a racer himself, although not a current competitor in the championship.

Pirelli has been the spec tire supplier for the Parts Canada Series for the past five years, and despite the new job, Graham isn’t stepping down from his position at Orion.

He told PRN that the Series’ corporate partners were consulted and he will occupy both positions with their support.

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FORWARD

BY LEE BAILIE // PHOTOGRAPHY BY RAMESH BAYNEY

TEXT AND PHOTOGRAPHY BY CHRISTOPHER NAGY

T

he power and the glory of motorsports has been a romantic lure for many Canadians. While the actions of the men and women of auto racing was a pursuit of personal fulfillment, the Canadian motorsport community (fans, media and fellow competitors) faithfully recognizes extraordinary work throughout paddocks. In 1993, the Canadian Motorsport Hall of Fame was founded as the ultimate tribute to the many Canucks on the race track, in pit lane and in the promotion of racing events. In the first induction ceremony, a sizable list of personalities such as Eppie Wietzes, Chuck Rathgeb, Peter Ryan, Bill Sadler, Bob McLean, John Cannon, Bill Brack, Ken Achs, Billy Foster and Gilles Villeneuve were permanently recognized with a special accolade. Honouring more than 150 individuals who have contributed greatly to Canadian motorsports since opening, the hall of fame organization is also significant for possessing some historical race machines. A snapshot of one of Canada’s first great triumphs came at the 1992 Indianapolis 500. Scott Goodyear’s second place-finishing Mackenzie Financial Chevrolet-powered Lola now rests in the Canadian Motorsport Hall of Fame (now known as the Canadian Motorsport Heritage Foundation), and is just one of the iconic machines the Foundation has amassed. Another gem within the hall of fame vehicle collection is the Multimatic Motorsports Lola-Nissan sports car driven to class victory in the LMP675 category in the 2000 24-Hours of Le Mans. A Canadian-fielded effort by Multimatic, the winning LMP675 vehicle plays a stronger meaning in national motorsport history for the all-Canadian lineup consisting of Scott Maxwell, John Graham and Greg Wilkins. Other vehicles within the Canadian Motorsport Heritage Foundation collection includes a Greg Moore Players 1998 CART open wheel race car, a 1986 Can-Am car which Paul Tracy piloted to victory in his only series start and a 2006 grand prix chassis from the short-lived Midland F1 team. This charming illustration of motor racing past belonging to the Canadian Motorsport Heritage Foundation collection has not been on public display frequently, but a small space within the 2010 Canadian International Auto Show in February offered a recent opportunity for many to see this collection of glorious competition machinery. With no shortage of Canadian and international candidates deserving proper tribute, it is hard to believe the country’s hall of fame for motorsports has been in a state of flux for most of its existence. Faced with issues regarding real estate, the building that houses the best of Canadian motorsports has been moved five times in its

3

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1 The legendary Gilles

Villenueve, Formula 1 driver for Ferrari.

2 The Reynard/Mercedes

driven by the late Greg Moore for Forsythe Racing in the CART World Series.

18 year history. Housed twice on the Toronto CNE grounds, the race car exhibit has resided within temporary housing inside the Warplane Heritage Museum in Hamilton, Ontario. In 2006, the museum migrated to a Halton Hills building where it occupied space of Legendary Motorcar, an exotic car dealership. A year later, the Canadian Motorsports Hall of Fame elected to moved back into Toronto intent on a new home at Downsview Park, the site of a former Canadian Forces base that is being redeveloped for residential and commercial use. In 2009, a new 12-member board spearheaded by chairman and president Tom Ryley presented plans for a 13,000 square-foot building to be called the Canadian Motorsport Heritage Museum. Proposing to offer a museum along with interactive features such as racing simulators, a fully-working garage and a 40-seat theater/multi-purpose room, the plans also specified that walls would be covered with artwork from donours including those from Jeremy Hinchcliffe, father of IndyCar racer James Hinchcliffe.

A spring 2010 grand opening of the new complex was planned, but current economics have delayed the project’s completion.

As of late February, the board had yet to announce when the Heritage Museum would open. Former curator of the CNE and Legendary Motorcar location Tim Miller said the motorsport hall of fame group, “[has] been working on securing the necessary funding to present the history of the sport in the manner it feels necessary.” Vehicles, historical components and archival documents are in storage while the Museum plans are being finalized. Some have been put on public display, such as those that were at the recent Canadian International Autoshow. Miller told PRN the Canadian Motorsport Hall of Fame website will likely be revamped and updated. The current site, however, still contains recent information on Hall of Fame events (which included the Carroll Shelby’s enshrinement in 2010) with background information on inductees from 1993 to 2007. Despite the postponement of the new Canadian Motorsport Heritage Museum, the difficulties associated with auto racing conservation efforts are not unique to Canada. In 2010, the new NASCAR Hall of Fame in Charlotte, North Carolina opened as the 150,000 square-foot mecca for the mostwatched auto racing series in North America. The facility, which created much fanfare and media attention during its grand-opening, cost US$160-million to build (including $60 million in funding from the city of Charlotte) and was designed to feature historical memorabilia, interactive displays and a retail 3 Bobby Rahal, winner of

the 1986 Indy 500 and the inaugural Honda Indy Toronto (1986) is among the 2011 inductees.

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A

fter four years of competition, the Castrol Canadian Touring Car Championship (CCTCC) decided it was time to take the next step in its development as a major touring series. As it prepares to kick off its fifth season in May, fans and partners will see the CTCC sporting a new look and feel as it undertakes a major rebranding effort. The new identity, designed to carry the spirit and energy of touring car racing, began was introduced at the Canadian Motorsports Expo in late January. “I am proud of the results. This strong new brand will help us create broader awareness and ultimately grow the series!” said John Bondar, President of CCTCC. The new brand identity was created by Toronto-based branding agency Baker Vandertuin Inc., with the series website designed and developed by Compass360 Inc., also of Toronto. Castrol is a founding partner and has been a key supporter of CTCC since its inception. Each year CTCC and Castrol have worked to build on their partnership and are proud

to continue in 2011. CTCC delivers strong value and allows Castrol to energize their brand and grow their sales. As they move into their fifth year together, CTCC looks forward to expanding their efforts with the Castrol team particularly in social media. “Congratulations to John and the entire series on the achievements with CTCC. We are proud to have been partnered from

ntoine L’Estage and Nathalie Richard of the Rockstar Mitsubishi team opened the 2011 Canadian Rally Championship with a decisive win at the Rallye Perce Neige in Maniwaki, Quebec. Canada’s only true winter rally, the Rallye Perce Neige is also one of the longest, with more than 200 kilometres of competitive stages covered in just one day of racing.

Teams started from downtown Maniwaki in the morning, running two in-town stages before heading into the forest roads west of town. Short and fast, the in-town stages rarely present an opportunity to win an event, but ample chance to lose.

the beginning and delighted that so many competitors have switched to Castrol’s EDGE Advanced Synthetic oil since its introduction last year,” said Marsha McLaughlin, Communications Manager, Wakefield Canada Inc. (Castrol).

“We are very excited to welcome Continental Tire as a new partner for the next three years. Continental

The new identity, designed to carry the spirit and energy of touring car racing, was introduced at the Canadian Motorsports Expo in late January.

has developed a race tire based on the same performance principles that go into their ExtremeContact family of products. The ExtremeContact race tire will be the official and exclusive tire of the CTCC. We look forward to working with the entire Continental team under the guidance of their Marketing Manager Terry Smouter,” Bondar said.

“CTCC is the top road racing series in Canada and we are extremely proud to be the presenting sponsor of the series. This partnership allows us to expand our marketing reach and to promote the performance of our ExtremeContact line of tires,” said Terry Smouter, Marketing Manager, Continental Tire Canada, Inc.

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MOVING FORWARD

gamble on tire choice and try something different,” said Richard.

With the pressure off, 2010 Canadian, North American and Rally America champion L’Estage was finding it challenging to drive at the correct pace to keep his first place position secure.

“I have to find the right rhythm. I can’t go too fast and make mistakes, but it can be harder to keep focus when you slow down.”

Further down the order, a battle was shaping up for the other podium positions. Bruno Carre and Yvan Joyal drove cleanly and smoothly all day, a style that earned the team their first National win at this event

TIME TO TAKE THE WHEEL CASC-OR Lays Out a Path to Go Racing TEXT AND PHOTOGRAPHY BY CASC – ONTARIO REGION

W

e are often asked “How does one get into this?” The question, of course, refers to motorsport and, in particular, road racing. Over the next two issues of PRN we will try to get you up to speed and give you the ABCs on how to get started and what types of cars and opportunities are available to you. The Canadian Automobile Sports Clubs (CASC) provides oversight for Club racing in Ontario and is responsible for everything from Drivers’ Schools to the sanctioning of Race Events. A typical season will start with a Drivers’ School in April (with a second school in June). This two day event is a prerequisite for obtaining a race licence. Instructors are typically paired with two students, and while one receives classroom instruction the second is on track with an instructor, ensuring maximum one-on-one coaching. So what do you need to take the school? A two-seater manual shift car, an approved helmet and some comfortable shoes - that’s it.

The month of April also has the first organized test (practices). “Spring Fling” gives competitors the opportunity to shake off the cobwebs after a long winter. Like the CASC Race School, Spring Fling is held at Shannonville Motorsport Park near Belleville, Ontario. The technical nature of this circuit makes it ideal for both driver training and testing. A typical race season consists of eight Regional Events organized by the various automobile clubs and held at venues like Mosport International Raceway, Shannonville Motorsports Park and Calabogie Motorsport Park. Not all race groups attend all eight events -- some race only six weekends and others drop some regionals in order to attend pro events. In part one of the series, 92 | WWW.PRNMAG.COM

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I HAVE TO FIND THE RIGHT RHYTHM. I CAN’T GO TOO FAST AND MAKE MISTAKES, BUT IT CAN BE HARDER TO KEEP FOCUS WHEN YOU SLOW DOWN.” WWW.PRNMAG.COM | 85

In mid-February, Pfaff Automotive Partners confirmed its return to the Canadian racing circuit in the 2011 Castrol Canadian Touring Car Championship (CCTCC). The Pfaff Motorsport team has expanded this year to include Jeff Pabst, racing the 2011 Pfaff/Castrol Audi A5, and P.J. Groenke who will return for the second consecutive year in the 2010 Pfaff/Castrol VW GTI. “With such a high-caliber team at the wheel with Pabst and Groenke, I’m confident in the results we’ll achieve this racing season in pushing towards a podium finish,” said Christopher Pfaff, president and CEO, Pfaff Automotive Partners. “As a dealer, there is no better way to demonstrate the capability of our cars than to push them to the limits on the track to test both handling and performance.” Pabst will race the Audi A5 in the Super Touring car series in the upcoming CCTCC, which kicks off at Mosport, May 21-22. Pabst is no stranger to the track with more than 20 years of racing experience in the American Le Mans, the Porsche Super Cup at Indianapolis and the Player’s GM Series among others. Groenke will return to the CCTCC series for his fourth consecutive year in the VW GTI. Groenke has over 11 years of racing experience including placing fifth in the 2008 and 2010 CCTCC Touring Car series. With one race season driving the GTI already under his belt, Groenke is expected to be a frontrunner this season. Pfaff has formed a partnership with Castrol Canada who will support the Pfaff Motorsport team for the 2011 season as lead sponsor for both the Audi A5 and VW GTI in the 2011 CCTCC. Pfaff has built a strong heritage in Canadian motorsport, having raced in various series over the years including sponsoring a Porsche 911 GT3 Cup Car in the Speed World Challenge Series with Scottish driver, Robin Liddell. This year, the Pfaff racing team has high hopes to edge out the competition in the CCTCC and bring home both the Touring and Super Touring Class championships.

by Scott Goodyear to a second place finish for Walker Racing in the 1992 Indianapolis 500.

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ice, and start order played heavily into what tires would work best.

A timing error arriving at the first service resulted in a one minute penalty for the Subaru team, who broke a wheel a few stages later, losing a massive seven minutes while replacing the wheel. Taking a gamble on tire choice, Richard hoped to make up some time to get back into a points scoring position, vital in his hunt for the 2011 Canadian Rally Championship title.

“I can’t make the same choice as Antoine because we’re so closely matched, we’ll get similar times. To make up any time I need to

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4 The Lola/Chevrolet driven

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Subaru Rally Team Canada driver Pat Richard and stand in co-driver Leanne Junnila were the first team to tackle the stages in their Subaru Impreza STI. Attacking right from the start, they set the pace to beat for rivals L’Estage and Nathalie Richard in the Rockstar Mitsubishi. Both drivers hold multiple national titles, and after eight stages, the two teams were separated by less than one second.

“Running first on the road can be really hard, but maybe Pat had the right tire choice” said L’Estage, referring to the Subaru driver’s choice of his Yokohama snow tires heading into a midday stage. Conditions were a difficult mix of snow and

PFAFF AUTOMOTIVE PARTNERS RETURNS TO CANADIAN ROAD RACING

The Castrol Canadian Touring Car Championship Reinvents Itself For 2011

Work on the New Canadian Motorsport Heritage Museum Continues

BY CANADIAN RALLY CHAMPIONSHIP // PHOTOGRAPHY BY ANDREW HARVEY PHOTOGRAPHY

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FRONT RUNNER

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in 2010. The team finished second, nearly 30 seconds ahead of third place.

“It’s a great feeling, and our approach was similar to last year,” said Carre at the finish.

“We tried hard to keep out of trouble, and that paid off.”

Swap Shop teammate Craig Henderson) and co-driver Peter Watt were struggling to find the right pace and were uncharacteristically further down the order, making space for 2010 Canadian Novice Champion Ugo Desgreniers and Erik Kirby to move up the leaderboard, in turn battling with “Crazy” Leo Urlichich and Martin Headland. In the final stages, Desgreniers moved into a comfortable third after

RUNNER

To ease the transition, many of the staff who worked for PMP will migrate over to Frontline, which should help maintain continuity from an operational standpoint.

The support of several key partners, particularly Parts Canada (about to enter its 11th season as a main sponsor) and the manufacturers, is vital to Graham’s plans to expand the Series’ popularity.

James Danyluk, president of Parts Canada, has embraced the change.

“We are thrilled to be at the forefront of a new outlook at Canadian road racing. Parts Canada has always been proud of our affiliation with the Canadian Superbike Championship, and it’s very exciting to be part of a new energy that will inspire the restructuring of the Canadian Series,” he said in a statement.

Getting the manufacturers to come back to the Series and support it closer to the levels that existed in the early to mid-2000s, would also provide the Series with a welcome boost.

Since the world economy went into a downward spiral after the 2008 season, the manufacturers have made significant cutbacks in their support for road racing around the world. Honda’s U.S. unit withdrew from the AMA Superbike series, Kawasaki left MotoGP and in Canada, both Suzuki and Yamaha scaled back and then closed their factory teams.

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we take a look at open-wheel cars also known as purpose-built race cars, classes which have been a favourite of long-standing regional competitors, but are also recognized as the jumping-off point for the budding professional.

Formula 1200 (formally known as Formula Vee) is a signal seater car utilizing many components along with an engine from the lovable Volkswagen beetle. The original concept dates back to the late 1950s and has been recognized globally (Canada, USA, Europe, and Australia, to name a few) as a legitimate formula. Married to a purpose-built space frame chassis, the combination of old and new makes for a potent race car while keeping costs down. While the formula’s horsepower figures are somewhat modest (57hp), don’t be fooled -- these race cars can attain speeds well over 100 mph and can pull 1.5 g’s during cornering. Racecraft is the all important key to success, and multiple lead changes are commonplace, with drafting the rule rather than the exception. Arrive and drive rental programs are available, with pricing for new cars in the $10,000 range and pricing for used cars starting at around $7,000.

In 1967, Formula Ford was launched in the UK and has proven to be the starting point for many a budding professional, and the Ontario- based OFFC (Ontario Formula Ford Championship) is no different. 2010 Formula Mazda Champion Conor Daly and American Le Mans Series LMPC frontrunner Kyle Marcelli are both graduates of the OFFC. Like the Villeneuves Tracys and Goodyears before them, both are using this iconic formula as a foundation to build a professional career. Catering not only to the young aspirant, the core group of OFFC Drivers are made up of club racers who year after year never seem to tire of the cut and thrust nature of this formula. The Ontario series is split in two classes: “A” for cars 1995 and newer and “B” for 1994 and older cars. Getting started in Class B can be achieved for about $10,000-$15,000 with Class A cars running in the region of $25,000$40,000. Speciality race shops can handle your every need from replacement parts to full rental rides. As with F1200, the racing is fierce with the emphasis placed on racecraft and set up. It is WWW.PRNMAG.COM | 95

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TIME TO TAKE THE WHEEL

ON THE COVER & NEXT ISSUE With the Canadian racing scene shifting into high gear, our F1 correspondent Dan Knutson will preview the Canadian Grand Prix while yours truly will size up the Canadian swing of the IZOD IndyCar Series as it prepares to roll through Toronto and Edmonton.

In the four-wheel test department, look for my driving impressions on the Chevrolet Cruze, recently named the 2011 Car of the Year by the Automobile Journalists Association of Canada.

And now that warmer weather is finally returning to our chilly corner of the world, the car covers are coming off the summer rides, tuneups are being done and new purchases are being contemplated for our dream machines. With that in mind, we’ll be featuring our Wheel & Tire Buyer’s Guide next issue.

Finally, on the two-wheel side look for a full report from our Motorcycle Test Editor Uwe Wachtendorf on Kawasaki’s new Ninja 1000.

Cheers,

CANADIAN

SUPERBIKE

GETS A REBOOT GE

DRIVEN: 2011 HONDA CR-Z: THE SPIRIT OF THE CR-X LIVES ON

THE

CHALLENGER

CAN CARL EDWARDS DETHRONE JIMMIE? INDY CAR:

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AFTERMATH A FTERMATH

Lee Bailie Executive Editor

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2011 AUTOMOTIVE PARTS GUIDE

2011 AUTOMOTIVE PARTS GUIDE

WILWOOD W6AR BIG BRAKE KIT

BREMBO GRAN TURISMO KIT » Brembo Gran Turismo Kits include your choice of Brembo 4, 6, or 8 piston calipers with sequentially sized pistons; includes colour choices of red, black or silver calipers (Yellow on selected applications). Each kit features Brembo drilled or slotted two piece rotors up to 16 inches (405mm) or one piece rotors up to 14 inches (355mm) with DOT and TUV certified Goodridge stainless steel braided brake lines, Brembo high performance brake pads, Brembo floating anti-rattle rotor hardware and Brembo billet aluminum or steel brackets. For more visit www.brembo.com/us

» The versatile Wilwood W6AR forged billet radial mount calipers are unmatched in its class for superior stopping power and rugged durability.

Used in conjunction with the forged billet W4AR rear calipers you can have the ultimate brake system that also provides an appearance enhancement for your high performance vehicle. These new bolt-on Wilwood big brake kits for are configured for high-performance street and show, or professional level track competition for use in conjunction with wheel, tire, and suspension upgrades. For more call (805) 388-1188 or visit www.wilwood.com

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STOPTECH TROPHY BIG BRAKE KIT » The Trophy Big Brake Kit from StopTech is the first braking system from the company designed exclusively for the track. Trophy BBKs feature ultra-lightweight racing calipers in four- or six-piston configurations providing a 20-percent weight reduction without sacrificing stiffness or performance. Full floating versions of StopTech’s patented AeroRotor / AeroHat two-piece rotors eliminate pad knock-back and increase cooling airflow by 15% for consistent performance and pedal feedback under the unique combination of hard cornering and braking found on the track. These BBKs sport a “natural” finish for an attractive in-wheel presentation and also include billet aluminum mounting brackets with stainless steel caliper studs and DOT-compliant stainless steel braided brake lines. Trophy BBKs make no compromises found on hybrid street / track systems. For more visit www.stoptech.com

WWW.STOPTECH.COM

40 2011 AUTOMOTIVE PARTS GUIDE

SKUNK2 PRO-C COILOVERS

» The HSD HR series is designed for street cars that are used for the occasional track day. These HR coilovers deal with both the rigors of everyday driving as well sustained use on the track but with relative comfort.

Without the harsh operation of ultra-high spring rates and unforgiving dampers, the HR series is an entry level coilover offering plenty of adjustability. The top-adjustment knob is convenient and allows for 15-levels of dampening adjustment with a simple twist. The height adjustment is made via cranking aluminum collars with supplied tools to achieve the proper ride height and spring pre-load. For more visit www.jrponline.com

» Skunk2 PRO-C Coilovers offer the latest shock technology featuring an adjustable race inspired mono-tube design for dramatically improved handling and cornering performance. The mono-tube design coupled with oversized shafts and pistons make help make the PRO-C damper extremely responsive and durable. Each PRO-C coilover kit for the ‘06+ Honda Civic features CNC machined forged billet top mounts with adjustable camber plates and spherical bearings along with, precise 12-way adjustable valving and carefully designed dampening curves for maximum performance and feel. For more visit www.jrponline.com

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TEIN SUPER RACING COILOVER » Developed from years of tarmac motorsports support TEIN is able to produce a fully adjustable damper that can be easily tuned for a wide range of usage. Super Racing coilovers can be used on aggressively tuned street cars to track only competition race cars. Product features include mono tube construction, full-length adjustment, individual 16-way compression and rebound adjustment, pillowball upper mounts, and dual EDFC compatibility. The full potential of Super Racing dampers is achieved when used with R-compound, semi-slick, or slick tires. For more visit www.tein.com

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AEM ELECTRONICALLY TUNED INTAKE (ETI) SYSTEM

HKS SUPERIOR SPEC R TITANIUM EXHAUST

JRP TURBO MANIFOLDS

TRD SPORT MUFFLER

» HKS’ flagship exhaust system, the Superior Spec R is now available for the Nissan GT-R offering the ultimate in performance, sound quality and appearance. The durable full titanium exhaust system is lightweight and weighs 10kg (22 lbs.) lighter than the stock exhaust system. The large radius piping layout optimizes exhaust gas pressure and temperature allowing peak performance and an aggressive exhaust tone. Dual layer titanium tips reduce heat while the functional slits inside the tips assist in noise reduction. For more visit www.jrponline.com.

» JRP is always providing products on the cutting edge of quality. With no exception is their line of turbo manifolds, which are made in house by very experienced welders. These pieces are made to fit many popular engine chassis combinations. All joints are backpurged and double welded for each stainless manifold. There are very rare chances of failure with thick schedule 40 304L SS pipe, holding all the abuse a turbo can build up. All flanges are CNC cut to ensure a precise fit. Exotic thin gauge versions are also available. For more contact info@jrponline.com

» Beyond boosting horsepower the TRD sport muffler delivers a deeper and more resonant engine sound that enhances your vehicle’s presence and appearance, while providing a measurable increase in horsepower. It’s constructed entirely of 304 stainless steel, features a polished doublewalled muffler body, rolled edge and TRD logo etched on both sides of the high-polished, slant-cut exhaust tip. For more visit www.trdusa.com

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» AEM’s new Electronically Tuned Intake (ETI) System for the 2006-2008 Lexus IS350 3.5L is designed and tuned to provide large horsepower gains. This cold air intake is designed with a revolutionary ETI module which electronically adjusts the MAF sensor to properly read air density. The result is an intake system that works with factory electronics and completely replaces the restrictive factory system. Tests show these intakes increase power by 11 horsepower at 4,400 rpm. The intake includes AEM’s oil-free DRYFLOW air filter, gunmetal gray intake tube and is backed with a limited lifetime warranty. For more visit www.jrponline.com

WWW.JRPONLINE.COM

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SPOTLIGHT

ROAD TEST 2010

MOBIL1 0W Racing Oils

APRILIA

RSV4 FACTORY

BY DAVE PANKEW // PHOTOS BY MANUFACTURER

W

hether you drag, drift or turn laps at the track, the demands placed on your engine and the oil inside it are more than most off-the-shelf lubricants out there can handle.

Lubricants giant Mobil 1 felt there was a need to offer enthusiasts a product designed to handle the demands of high-performance driving. This is very important considering many of us invest thousands of dollars and countless hours of work into our engines.

After 30 years of collaboration with some of the top level teams, Mobil 1 has a superior knowledge of how to maintain maximum lubrication under harsh conditions and high rpm. Mobil 1 has worked with teams in elite forms of motorsport: Formula 1, NASCAR, Le Mans, IRL, NHRA, Formula 3, SCCA GT, and ALMS. Each motorsport discipline and each team has specific requirements that need to be met for every component they use but the most important piece of the puzzle has always been at the heart of their engine – their oil.

Mobil 1 has been bringing race-proven technology to its street oils for years in the form of Mobil 1 0W-40 and 15W-50. These oils have been used by professional race teams for years and it was surprising for us to find that the same oils these teams used are the same ones we pick up at the local auto parts store! However, with the advent of tighter tolerances in racing and severe emissions restrictions on the street, the timing was right for Mobil 1 to release a new line of zero weight oils geared specifically for the competition-minded racing enthusiast- enter Mobil 1 Racing Oil. Currently offered in 0W-30 and OW-50, this new line of oils is not recommended for street use due to the high levels of anti-wear (Zinc/Phosphorus) engineered into the formulation. This added zinc helps further protect engine components but can lead to catalytic converter damage in street-driven vehicles.

Now many racers have been relying on the 0W-40 and 15W-50 weight of Mobil 1 in their race cars for years, but how do the new zero weight oils differ from regular consumer-grade motor oils?

Starting off, the 15W-50 weight is a higher viscosity oil that maintains a thick film of protection of critical engine parts in high performance

HSD CANADA HR COILOVERS

BY UWE WACHTENDORF // PHOTOGRAPHY BY RHM PHOTO

T

engines. While Mobil 1 15W-50 is recommended for both street and track use, the new blend of zero weight Racing oils are only recommended for use in race cars during track use. The Mobil 1 Racing oils are lower viscosity oils with the intent of increasing power output versus higher viscosity oils. Mobil 1 Racing oils are also formulated with anti-wear (Zinc/Phosphorus) chemistries with twice the level of automotive street oils to protect race engines beyond what the common street oils can deliver.

Track tested to extremes, these new oils provide increased levels of anti-wear protection and phenomenal high-temperature protection in high rpm

he kid on the 600 cc sport bike circled me like a fly over a pile of manure.

Undoubtedly, it was his first sighting of an Aprilia RSV4 Factory in the wild and he was clearly excited by it – possibly even more excited than I was to ride it. Having my fill of being stalked, I took advantage of a hole in the traffic, dropped a gear and left my unwanted riding companion behind for good.

This unabashed show of enthusiasm was understandable. The RSV4 Factory is the homologated version of the superbike that had already won the 2010 Superbike World Championship in only its second year of competition.

It has been an auspicious start for the machine that replaced the long in the tooth RSV1000R and carried Aprilia’s hopes of re-establishing the company as a player in the highly competitive sport bike market.

The RSV4 is not a street bike that has been reverse-engineered for racing. Aprilia started with a clean page and drew upon their extensive racing experience and the deep pockets of their new parent company, Piaggio Group, to get the RSV4 almost perfect the first time around. Every aspect of the new superbike, including its engine, was developed in-house through a collaboration of Aprilia’s R&D and Race divisions. A glance at the bike’s specs reveals just how serious Aprilia was at developing an overachiever; with much of its design investing in race biased technologies, it’s not surprising that Aprilia considers the RSV4 Factory to be the street bike that comes closest to those used in Superbike racing.

After admiring its bold lines, I was struck by the Factory’s size; if sport bikes become any more compact, their manufacturers will have to start including a Shriner’s fez with every purchase. After folding my six foot one body

engines, offering protection at temperatures up to 204°C (400°F)! Remember, Mobil 1 Racing oils are not recommended for street use, however when it is time for a track day, a drifting competition or grassroots racing, the new Mobil 1 Racing oils have your engine covered top to bottom with the protection and performance you need on race day.

Mobil1

0W Racing Synthetic Oils www.mobil1.com www.mobil1.ca

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into paper sharp creases, I managed an hour long street ride on the Factory before desperately needing a break. My aching neck, back and wrists were testimony to Aprilia’s claim that the Factory is more compact than any inline-four-powered sport bike. However, there is little point in complaining about the bike’s ergonomics. As I found out later, the RSV4’s riding position might be hell on the street, but it’s absolutely sublime on the track.

At the heart of the Factory is a 999.6 cc, 65 degree V-four, the most powerful engine Aprilia has ever fitted to a production motorcycle.

The project to build a replacement for the RSV1000R’s V-twin drew on the experience of automotive engineer Claudio Lombardi, who is known for his work at Ferrari and had never designed a motorcycle engine before Aprilia’s V-four. The philosophy behind using a V-4 configuration conceded the peak power potential of an in-line four in favour of greater mid-range performance. Of equal importance according to Aprilia’s engineers, the layout also provides better mass centralization, resulting in better chassis balance and superior handling.

Aprilia isn’t alone in this belief. Three of the four manufacturers in MotoGP currently use prototype V-4 engines, leaving only Yamaha to contest the series with an in-line four engine.

In practice, the V-4 combined the best of all worlds. Its flexible power plant accelerated with a linear rush of power and continued to push hard right up to its rev limiter. Throttle response was lively and free of any fuelling issues as the engine quickly built revs from down low where it already had a substantial amount of thrust.

It would be ridiculous to claim that the sound emanating from the Factory’s exhaust was worth the price of the bike alone, but it would be true. Unlike anything else that can be heard on the street or track, the baritone rumble

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44 SPOTLIGHT: MOBIL 1 OW RACING OILS

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DRIVEN

2011 HONDA CR-Z REVIEW AND PHOTOGRAPHY BY LEE BAILIE

Modern Take on a Classic Name

I

am old enough to remember the CR-X, one of the original sport compacts built by Honda from 1983-91. At the time, I thought it was one of the coolest cars I had ever seen, particularly the Si model. It just captured my teenage imagination with its stubby, yet sleek, appearance – a car that was low slung with long doors, but also had a high rear end that formed a useful hatchback layout. I just loved to stare at it, whether it was on a dealership lot, on the road or in one of my many car magazines. I simply adored this car. Alas, I never owned one, but to this day – 20 years after Honda quit building them in favour of the gone and not lamented Del Sol – I still smile when I see one. When I made the trek to Honda Canada’s new corporate digs on Toronto’s northern outskirts to pick up the new CR-Z Hybrid sport coupe for a test drive, I wasn’t sure what to expect. Hybrids continue to proliferate across model lineups from Acura to Volkswagen, as manufacturers make a greater effort to lure environmentally conscious buyers into their showrooms.

What many of these entries have going for them in terms of fuel economy gains and green credentials, they lack in excitement both from a style and performance point of view. Simply put, a lot of these cars are just dull. Dull to look at, dull to drive and are mostly unremarkable, except for the aforementioned fuel economy. Honda’s decision to revive the CR designation seemed to me like an invitation for comparisons between the new car and its famed predecessor, but I wasn’t sure if I would find it to be as appealing. After spending a week with the CR-Z, I can say that the CR model designation is indeed appropriate.

White generally isn’t one of my favourite automotive colours, by I thought it looked quite appealing on my tester. The CR-Z’s lines are flowing, with a clean, windswept sort of look that starts low at the hood and finishes high at the rear hatch. The creases running along the top and bottom of the doors adds to the sculpted look of the car and gives it a real sense of motion. A quick glance at the CR-Z did remind me of the CR-X, although the former has a more prominent snout than the latter and it is a bigger car. The one area where the cars do share some strong resemblance is at the rear. The blocky, high deck lid doesn’t look that much different, some 20 years later.

Sliding in behind the wheel, I was impressed with the snugness of the seats and had little trouble finding a comfortable driving position.

THE CREASES RUNNING ALONG THE TOP AND BOTTOM OF THE DOORS ADDS TO THE SCULPTED LOOK OF THE CAR AND GIVES IT A REAL SENSE OF MOTION.”

The interior had a quality feel to it, and reminded me of many other late-model Hondas I’ve been in: understated, logical and uncluttered, and perhaps a tad conservative.

It didn’t dazzle or overwhelm with a dizzying array of gadgetry, but still managed to include just about everything you could possibly want, with perhaps the exception of a navigation system, which is only available on US models at the moment.

Among the many standard features are automatic climate control with air-filtration, 360 watt 7-speaker stereo, USB device connector and a Bluetooth wireless mobile phone interface.

The black dash and steering wheel provided a nice contrast to the light two-tone grey seating areas, and the plastics and fabrics didn’t feel too hard or abrasive. The instrument cluster is an interesting collection of shapes, colours and displays. The protruding, barrel-shaped speedometer/tachometer in the middle looks like it was lifted right off of one of Honda’s sport bikes.

The blue backlighting was augmented with colour coordinated tones for each driving mode that illuminates a ring around the speedometer: blue for normal, green for economy and red for sport.

Combined with the LED pods on either side that housed fuel, battery, temp and power assist gauges among others, the panel was as colourful as a lit up Christmas tree.

Under the hood, the CR-Z features Honda’s Integrated Motor Assist (IMA) hybrid-electric system, which works in conjunction with a 1.5 litre iVTEC SOHC 4-cylinder gasoline engine. A six-speed manual gearbox is standard, with a continuously variable transmission is available as an option.

The power output combined is 122 hp at 6,000 rpm and 128 lb-ft. at 1,000 to 1,500 rpm. The gas engine is responsible for 111 hp at 6,000 rpm and 106 lb-ft. and 4,800 rpm.

Without getting too technical, the IMA system (first introduced with the Honda Insight hybrid in the late 1990s) utilizes an electric motor located between the gas engine and the transmission to act as a starter motor, engine balancer and traction motor.

The system uses regenerative braking, which takes energy lost during deceleration and reuses it to propel the vehicle forward. IMA helps boost acceleration and eases the demand put on the engine which, in turn, improves fuel economy.

Because of the boost IMA provides in terms of performance, the gasoline engine it’s mated to can also be smaller and more fuel-efficient.

IMPRESSIONS During my stint in the CR-Z, I drove it on a mix of commuter highways, city streets and broad suburban boulevards, many of which were weatherbeaten, cracked and quite bumpy. The CR-Z was a capable performer on all of these roads, and the suspension (MacPherson strut, front; Torsion-beam, rear) soaked up most of these imperfections without making my teeth chatter. The 1.5 litre inline four proved to be more than capable of propelling the CR-Z around and through traffic during both city and highway driving. The

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DRIVEN: 2011 HONDA CR-Z

CONTENTS

VISIT WWW.PRNMAG.COM

12

Pit Notes

16

The Next Step:

34

Gear

14

A Tale of Two Series

22

Ignition

98

Motorsport Calendar

With Lee Bailie

With Mark Hacking

With Aaron Povoledo

Firestone, Bahrain, Jordan Szoke

Amsoil, Harley Davidson

BMW Motorrad Canada Motorcycle Retailers

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PIT NOTES WITH LEE BAILIE

SPORT OR ENTERTAINMENT? So which is it?

Is professional racing nowadays more sport or spectacle?

Is it for the purists or casual channel-flippers, and is it important that we make some sort of distinction?

A

recent episode of Wind Tunnel with Dave Despain on SPEED Channel took a crack at this question, which made for interesting viewing even though the assembled panel of esteemed racing observers more or less came down on both sides of the debate.

In fairness to the panelists, it’s not a question I think I could answer either.

Why? Because, like them, I’m not just a racing fan. I don’t follow it simply for pure enjoyment – I’m usually covering races for PRN in some way or I’m watching them because, as an editor of a motorsports magazine, I need to stay up to date.

In other words, while I love being involved in racing and do derive a lot of enjoyment out of the experience, it’s mostly about work for me.

Generally, I view professional racing as I would any other industry, in that it’s a business that is chiefly concerned with profit-making. Everything is designed in some way, shape or form to make money. About the only place where that isn’t the case is in club racing, which is pure competition.

Still, it’s an interesting question to ponder, and one that admittedly I hadn’t really thought too much about.

The Wind Tunnel show was prompted, in part,

by F1 boss Bernie Ecclestone’s recent musings about soaking tracks during races in order to make a somewhat processional show more exciting for fans.

This idea generally hasn’t gone over well with most fans and observers, who view it as just another contrived attempt to increase interest – an admission that F1 racing as it exists now is boring.

While Bernie’s idea might have seemed a little out of left field, efforts to make racing more exciting for both the paying customer at the track and the viewer watching on television are not new.

From crazy stunts during opening ceremonies to elaborate driver intros with megawatt video boards and fireworks, to twin races, double-file restarts and ‘have at it, boys’ sanctioning bodies and promoters are always looking for ways to liven up their shows.

Viewed in this light, racing is entertainment.

If that’s the case, then what’s the counterargument – what makes it a sport?

To me, that’s easy – it’s the ever-present danger, the high degree of difficulty, and racing against 20 (or 30 or 40) other intensely motivated competitors who will do just about anything for a win, either within the rules or outside of them.

It’s winning when you don’t have the best equipment, strategy, pit stops or qualifying effort.

And sometimes it’s just about getting the most out of an ill-handling machine, bringing it home in one piece and moving on to the next race.

No glitzy gimmicks, no matter how outlandish will ever change these elements, and because of that, racing is still pure sport.

And it’s what keeps us coming back for more.

EXECUTIVE EDITOR: Lee Bailie EDITOR AT LARGE: George Webster PERFORMANCE EDITOR: Dave Pankew MOTORCYCLE EDITOR: Uwe Wachtendorf CREATIVE DIRECTOR: Queue Gonzalez PRODUCTION / SENIOR ART DIRECTOR: Patrick Dinglasan GRAPHIC DESIGNERS: Patrick Beltijar, Edward Shintani SALES & MARKETING DIRECTOR: Matthew Adolfo SR. ACCOUNT MANAGER: Shane Chattergoon ADVERTISING REPRESENTATIVE: Arnold Adolfo FINANCE MANAGER: Michelle Forsyth GROUP ACCOUNTS MANAGER: Richard Robles SUBSCRIPTION DEPARTMENT: 1-888-564-SUBS subs@prnmag.com

CORRESPONDENTS: FORMULA ONE: Dan Knutson NASCAR: Monte Dutton MOTORCYCLE: Mark Hacking NASCAR CANADA: Jamie Maudsley SENIOR WRITER: Dave Oakley WRITERS: Jory Elliott, Christopher Nagy, Aaron Povoledo SENIOR PHOTOGRAPHER: Ramesh Bayney PHOTOGRAPHERS: Dan Boyd, Daniel S. Carter, Michael A. Coates, Keith Hamilton, Vic Henderson, Rick Kolaczynski, Mike Levitt/LAT, LAT Photographic, Gerry Marentette, Bill Murenbeeld, Brian J. Nelson, David Oliver, Chris Waddell

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11-03-10 2:26 PM 3/1/11 2:52:59 PM

HACKING

A TALE OF TWO SERIES The Potential Rise and Possible Fall of Ducati

BY MARK HACKING // PHOTOS BY PHOTOGRAPHIC

T

he road racing season is as fresh as a daisy and already there have been plenty of surprises. The last weekend in February—motorcycle racing in February!—saw the first round of the World Superbike Championship get underway at Phillip Island.

The fact that Carlos Checa won both ends of the double-header was not that unexpected; in testing at the Australian track during the off-season, the veteran set a fastest lap that was only seven-tenths of a second shy of Casey Stoner’s record on the Ducati MotoGP machine. In fact, Checa’s time was so fast, he would’ve placed third on the grid for the Australian Grand Prix behind Stoner and Jorge Lorenzo.

So there was little question that the Spaniard arrived down under as the race favourite—what is a bit startling is how fast the Ducati remains after the Italian manufacturer pulled out of the championship. Their team manager has called for calm in the face of the double win, stating that the Australian circuit suited the Italian machinery to a tee and future tracks may not be so welcoming.

There were reasons for this statement and for the team’s withdrawal from the series in an official capacity, of course. While Ducati had been a stalwart in World Superbike competition from the get-go, they had often threatened to withdraw if the rules didn’t mesh with their vision for what a Superbike should be. This time, they acted upon those threats, leaving the series, and the likes of factory rider Noriyuki Haga, high and dry.

(There are indications that the factory is planning a return for either 2012 or 2013; former World Superbike champion Troy Bayliss is currently leading the development of the new machine.)

But there were other opinions on what forced the hand of Ducati last season—and those reasons focused on Valentino Rossi. The factory knew they wanted to sign the world’s greatest living rider to a Moto GP contract and they knew it had to be a very compelling offer. Since winning the championship with Stoner in 2007, the red machines have told a tale of unrealized potential.

In the hands of Stoner, the Desmosedici has, at times, seemed unstoppable. But the rider proved to be the weak link in the chain, falling often and falling ill with some mystery malaise. The Aussie’s teammates remained strong throughout, but their performances were far less inspiring. These results led observers to conclude that any rider

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Rossi (seen here during a test at Valencia) faces an uphill challenge at Ducati.

apart from Stoner—Valentino Rossi included— would find it difficult to win on a machine that required a very specific riding style, namely, Casey Stoner’s riding style.

If Ducati didn’t come to this same conclusion, they certainly weren’t hedging their bets, either.

The consensus was that a Rossi contract offer must have included a blank chequebook with which to transform the Ducati into a machine with which Rossi (and perhaps other riders) could win races and championships.

If this was the case, it was a reasonable investment: After all, the Doctor had delivered on that same promise when he jumped from Honda to Yamaha prior to the start of the 2004 season. In the years leading up to Rossi’s arrival, the Yamaha M1 had been a petulant machine capable of occasionally stellar performances in the hands of Max Biaggi and others, but ultimately it was not enough to derail the Rossi-Honda express.

With the champion newly installed at Yamaha, his faithful crew led by Jeremy Burgess in tow, the results were immediate: first race, first win. First season, first title. Based on the proceedings of this off-season, for Rossi to duplicate that 2004 season would be an incredible achievement, even for a rider who delivers the “incredible” on a regular basis. But the early signs are that 2011 will be much more difficult for the perennial champion.

In fact, after struggling with niggling injuries, reduced riding time and a bike very much in need of development during the official pre-season tests, Rossi himself has said this season would be a bigger challenge than his earlier high-profile switch.

Little wonder: Over the course of three tests, the Italian has barely managed a time in the top-10, while the Honda triplets—Stoner, Pedrosa and Andrea Dovizioso—have dominated proceedings.

Behind these three, a fourth factory-supported Honda belonging to Marco Simoncelli has proven fast, as have the factory Yamahas of Lorenzo and Ben Spies. Everyone else on the 2011 grid, including Rossi, has looked fairly lost at one point or another.

The situation at Ducati will be much different from the one Rossi faced in his final seasons with Yamaha. Despite the fact that he brought the Japanese manufacturer their first championships in decades and developed the promising but unfulfilled M1 to the very heights of MotoGP competition, he was being edged out of the spotlight by former teammate Lorenzo.

The Spaniard, who joined the upper ranks with Yamaha in 2008, was no match for Rossi in his first or second seasons—he showed genuine speed, yes, but he also crashed far too frequently.

Last year as a different story altogether as a more mature Lorenzo cruised to the title while his more experienced rivals, including Rossi, struggled to keep pace or nursed injuries from the sidelines.

Recognizing that Lorenzo was a threat, Rossi ordered a wall to be built between his garage and that of his teammate’s last season—the better to keep set-up information to himself. This year, the Doctor won’t be building a wall for two reasons: New teammate Nicky Hayden isn’t the biggest threat to his title chances and Rossi may well need all the help he can get in order to turn the Desmosedici into a race-winner.

Sure, it’s just a tire.

Like the Pacific Coast Highway is just another scenic drive.

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THE NEXT STEP

BY AARON POVOLEDO

MAILBAG

FROM THE EDITOR:

Aaron Povoledo’s column, The Next Step, exists to provide advice to readers looking to make the transition from motoring/ motorsports enthusiast to participant. With his years of experience as a professional driver and driving instructor in North America and Britain, Povoledo is an authority within the world of motorsports and advanced driver training.

Send your racing questions and comments to aaron@prnmag.com.

EPISODE 13: WHAT LIT YOUR FIRE?!

Tell us your story and win tickets to the Victoria day weekend World Challenge races at Mosport, where you will spend the weekend as a guest of PRN and the K-PAX Racing team.

T

his month’s column is dedicated to passion. The passion that binds us as Motorsport fans.

If you were to ask 100 race fans what they love most about the sport you’d likely get a 100 different answers, but there is one element that bind us all, regardless of what our involvement in the sport is, be it team owner, driver, fans, crew, marshal, journalist or track owner, and that common element is passion. If you are involved in the sport you understand what a lifetime commitment it requires – and lifetime commitments do not happen unless you really love something! If you are a fan of the sport…well you already get it – it’s a darn near religious experience that keeps one coming back.

Try explaining the thrill of seeing a car sideways in Turn 2 at Mosport to someone who doesn’t understand passion. I rest my case.

I have understood the allure and power of this passion since I was a child and have always been fascinated by it. I have also always been fascinated by the origins of it. Where did it start? What lit the fire? I remember what lit my fire like it was yesterday. Do you remember what lit yours?

This is the story of what lit my fire and it is an invitation to you, my friends reading this column, to do the same thing. To write in and share with me, and all the readers of PRN what started it all for you.

Like a family, it is important to share our stories.

I want you to write in and tell us what lit your fire. Was it a driver you met? A race your parents took you to? Something you read about? A car you saw on TV? I’d like to publish your stories here in a future column. To the person with the most compelling story, not only will it be published here, but you will also win tickets to the World Challenge races at Mosport as part of Victoria Day SpeedFest, where you will spend the weekend as a guest of PRN and the K-PAX Racing team. It will be a rare opportunity to get a behind the scenes look at one of the most winning teams in North America.

Recently I received some very good news relating to my racing career. It was news that made me reflect back to the very origins of my love of motorsports and the event that kicked it all off.

It is with much pride that I can announce to my friends here reading PRN that I will be driving for the K-PAX Racing World Challenge team for the 2011 season. K-PAX Racing is one of the best teams in North America and being a part of their team is hands down one of my proudest life achievements.

When I got the call it was one of those moments that made me sit back and take stock of everything that has happened up till now. And believe you me – it’s been a very long road. Almost my entire life since adolescence has been dedicated to racing and joining this team ranks right up there with winning the World Scholarship, becoming a Player’s driver or winning the Canadian GP support race. Sitting there after I got the news my mind flashed back to the very, very beginning of this journey. A beginning that takes me back to being a 10 year-old kid seeing an exotic car on the cover of a magazine...

I have been obsessed with driving since birth. If you were to look at my Mother’s dresser top – to this day, you will see two framed pictures. One of my awesome sister (Jen I love you and you’re my hero!) and one of me. The one of me pretty much describes it all: I’m 2 years old, wearing diapers and hanging off the steering wheel of a Massey Ferguson Tractor – with the biggest shit-eating grin you can ever imagine.

I no longer wear diapers, but not much else has changed.

When I was about 10 I walked into the local KMART and happened upon the magazine rack.

Little did I know my life would forever therefore be changed.

Staring at me from up above was a copy of Road and Track’s Exotic Car magazine. On the cover was a Lamborghini Countach. With the innocence of a kid, I stared at that image until my eyes hurt. It very quickly led me to an absolute fascination of

exotic cars. Within a few short months I was a super computer memorizing every spec of every exotic car ever built. Quoting power, torque, wheelbase, and weight of every exotic car under the sun is what I lived for (what a geek!) My love of tractors had finally grown into something socially acceptable – or at least understood. I remember begging my dad to take me to the Toronto International Car show and taking umpteen million pictures of the Ferrari’s Porsches and Lamborghinis on display.

Fast forward a year – and I’m at my Nonna Povoledo’s 90th birthday party. And one of our old Italian family friends hears of my exotic car passion and tells me that the Ferrari cars actually race. (To this day my poor mother still curses that man….)

He proceeds to pull out of his pocket a newspaper clipping of that year’s F1 calendar.

A few weeks later I am at home watching the 1989 San Marino GP. Gerhard Berger has a massive fiery crash and Mansell has an epic fight with Alain Prost for second place. Announcer Murray Walker is falling out of his seat screaming about how Mansell is out driving Prost through the corners but Prost had a more powerful engine Honda engine.

The mold is set. Welcome the rest of my life.

In the following years, I was lucky enough to race and work with some of the most amazing machines ever made. Formula cars, Group C Le Mans racers, top GT cars, modern BMW’s, Porsches and Lamborghinis – heck, I instruct at the Ferrari North America School! Let’s just say I’ve ticked off most of the dream cars in my life.

Except for one. The very one that started it all.

The Countach.

About a year ago at a Ferrari track event I became friends with a really great guy named Alan Jay Wildstein. He’s a car fanatic as well.

Months go by and one day I find myself eating lunch with Alan and talking about were it all started, our love of cars and racing. I speak about the Countach, to which he replies: “That’s so ironic, I have one – wanna drive it?”

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AARON POVOLEDO: CREDENTIALS AND CAREER BIO » » » » » » » » »

Regular winner in regional and national level karting Canadian Regional F2000 Champion World Scholarship winner from Jim Russell Racing UK Voted by Autosport Magazine as one of the top 5 up and coming drivers in the UK in 1997 Player’s Racing team driver 1998 – 2000 Winner of Canadian Grand Prix F.Ford race Pole position at Molson Indy, F.Ford Record number of Poles in Canadian Champ Car Lights 5 wins, 3 seconds and 2 thirds in CCL

ALMS with Carsport America in the Viper GTSR Victory, pole and fastest lap in touring car debut Pole Position at Trois-Riviers in Hankook Touring car series Lap record holder at Mosport since 2000 Pole Position at 2005 BMW CCA O’Fest feature race.

Podium finish in first Grand-Am cup race Top ten finish (7th) in Rolex series debut, - 9hr Sun Chaser, MMP » 5 race wins and 7 lap records (including out right record at Watkins Glen and Tremblant) in BMW Club racing series » » » » » » »

Twenty-plus years flash in front of my eyes as I try really hard to sound cool while muttering… ..”Uh yeah….that’s cool….I guess I have time.”

People say you should never meet your heroes.

Well I met Nigel Mansell twice and he was incredibly nice. As I approached the Countach I was well aware of it being 30 years old and a little bit nervous that the super car of my lifetime might not be as impressive as the newer Lambo’s I’ve been privy to.

It didn’t disappoint.

For a car that is 30 years old it was surprisingly good. The seat angle/driving position was perfect.

The gated gearbox was exactly as I remember when reading about it – same as Ferraris of the period that I have driven, heavy and slow, but there is no mistaking if you have it in gear or not! The dashboard lights and instrumentation have that Star Wars charm or the era – absolutely inspired by Darth Vader’s chest plate: big rectangular lights of various primary colours to signify such things as whether the lights are on or not, which is hilarious because the car has massive pop up headlights!

The engine sounds great - very deep and rich sounding at low revs, rising to an incredible scream, and loud.

Always. Forget about talking on the cell phone...

Starting the car involves a unique ritual of its own. I’m not a jet-ologist, but I would guess there are fewer steps involved in firing up a 747. It is, however, an extremely rewarding ritual because it forces you to pay attention and become INVOLVED in the process:

-

I think they made it this way on purpose because when it finally does start all the frustration is swept away by the immense pride in your accomplishment - you glow in a state of pride and accomplishment: “I made that incredibly powerful

and complicated 12-cylinder engine bend to my will - I GOT IT RUNNING!!”

One of the coolest things is simply sitting in the cockpit - it is not a vehicle interior - it’s a proper cockpit. The angle of the windshield, the space in the flat door sills, the rake of the side glass, the perfectly reclined seating position, the way you pull the scissor doors down to seal the hatch – it gives the impression of sitting in a fighter jet or spacecraft, or a group C prototype. The heavy weight of the steering, shifter and pedals along with the limited side and rear visibility all add to the seriousness of the moment. It is all consuming. Like a powerful Italian woman, there is no messing about here – give it you 110% or take a hike. It is not your normal car that does virtually everything for you these days. It forces you to be completely focused on the driving process – and because of that you find yourself forming a bond with the car unlike any other. I drove the Countach from Orlando to Sebring and by the time the journey ended I felt like together with the car we had achieved something.

Mobile pic of me looking for gas cap- run these really small – kinda like a thumbnail – they just help tell the story…

We navigated speed bumps, put gas in after searching and finding the fuel filler cap (buried deep in the NACA duct on the side of the door), got it started again, avoided highway gawkers trying to run into us taking pictures, monitored the speedometer by using the flashlight function on my cell phone (the green “headlights are on” button is so bright it overpowers everything else to the point of not being able to read the speedo because of the glare), and enjoyed every single stop light because it gave reason to run through the gears and listen to the motor sing. Hearing the motor sing is a process in itself! I’ve never driven a car with such incredibly

Qualified no lower than 4th in 2007 KONI Challenge ST Led every race entered in 2007 KONI Challenge season Pole + most laps led, Koni Challenge 2008 Watkins Glen 2010 Grand Am Continental Tire Challenge ST : Trois-Rivieres: 5th Place » Miller Motorsports Park: 1st Place + Pole position, fastest lap, most laps led » 2011 Class winner in PCA 48hrs of Sebring enduro – Cayman S » 2011 K-PAX Racing Volvo C30 World Challenge driver » » » »

long throttle pedal travel. But when you think about it, it’s absolutely brilliant, those Italians were incredible marketing men – why unleash the angles of an Italian V12 with a mere flick of your foot? Why not make it a physical action of substance: to hear that engine sing you have to push the pedal down… and down some more. Further. Keep going. Further still…by the time you hit the red line, wow do you ever feel like you have put your foot into it…. because you have – and most of your leg and half your back as well!

And when it’s all over and you get out of the car, its lines force you to stare at it - and you are moved by just how exotic and beautiful the body is. And when I say moved, I mean, you stop and stare. And stare some more. And then walk around it and stare at it from different angles. And then you have to take more pics with your cell phone. It takes a solid 10min to get out of a Countach and walk away….

And then it hits you, and you stop again: you just drove THAT CAR, and the fact that you just were inside it, and forced to be so very involved makes the moment mean even more.

Even though it is 30 years old, and taking into consideration all the incredible machines I have worked with – the Countach is hands down the most exotic machine I have ever driven.

The ten year old was vindicated. It was, and is, that special.

Getting back to where this column began – for two years now I have written this column telling my stories and trying to bring useful insight and generate interest to my fellow enthusiasts.

Now it’s your turn. Send me your story. I want to hear about your Countach.

Your brother in racing.

- Aaron WWW.PRNMAG.COM | 17

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THE WAITING GAME Simona De Silvestro bides her time between stints during a recent preseason test at Sebring.

PHOTO BY LAT PHOTOGRAPHIC

POWER DOWN Dani Pedrosa shakes his Repsol Honda down during preseason testing in Valencia.

PHOTO BY LAT PHOTOGRAPHIC

WWW.PRNMAG.COM | 21

IGNITION

BY THE NUMBERS:

THE TOYOTA GRAND PRIX OF LONG BEACH THE TRACK:

STREETS OF LONG BEACH, CALIFORNIA

1.968 MILE (3.167 KM)

11-TURN TEMPORARY STREET CIRCUIT

INTERESTING FACT:

Since 1977, the Toyota Pro/Celebrity race has been contested during the Grand Prix weekend. The event pits celebrity drivers against professional racers from various forms of motorsport. Celebrity drivers get a 30 second head start on the professionals.

All competitors used showroom stock Toyota Celicas until 2005, and switched to Scion TCs in 2006. Past celebrity winners include James and Josh Brolin, Keanu Reeves and Bruce Jenner.

NOTABLE WINNERS:

MARIO ANDRETTI (PICTURED) (1977, 198485, 1987) GILLES VILLENEUVE (1979) NELSON PIQUET (1980) NIKI LAUDA (1982) MICHAEL ANDRETTI (1986, 2002) AL UNSER, JR. (1988-91, 1994-95) PAUL TRACY (1993, 2000, 2003-04) ALEX ZANARDI (1997-98) SEBASTIEN BOURDAIS (2005-07) DARIO FRANCHITTI (2009)

NEXT RACE APRIL 17, 2011 (37TH RUNNING),

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CE FIRST RA

1975

1

ST

WINNING DRIVER/CAR: BRIAN REDMAN (UK) / LOLA-CHEVROLET

MOST WINS BY: DRIVER

TEAM

6 6

AL UNSER, JR. 1988-91, 1994-95

NEWMAN HAAS RACING 1984-85, 1987, 2005-07

MANUFACTURER

CHASSIS 11, LOLA – 1975, 1984-85, 1987, 1989-1991, 2003-06; ENGINE – 14, FORD/ COSWORTH – 1977, 1980-86, 2003-08

CHAMPIONSHIP: ( )

FORMULA 5000 1975 FORMULA 1 WORLD CHAMPIONSHIP (1976-1983) CART/CHAMP CAR WORLD SERIES (1984-2007) IZOD INDYCAR SERIES (2008*- PRESENT) * The 2008 race was run with Champ Car World Series equipment and rules, but driver points counted towards the IZOD IndyCar Series championship. The event marked the official end of CART/Champ Car World Series competition.

PHOTOGRAPHY BY RAMESH BAYNEY

BAHRAIN GP

FORMULA 1 Oganizers of the postponed Bahrain GP have been until May 1 to come up with an alternate date for the event. The race was originally scheduled to open the season on March 13 before civil unrest in the country caused organizers to postpone it on Feb.21. F1 boss Bernie Ecclestone has confirmed that the race will not be moved to another location – if organizers cannot come up with a new date the race will be officially cancelled and the calendar will consist of 19 Grand Prix races instead of the planned 20.

Red Bull announced in March that it has extended its agreement with Sebastian Vettel – meaning the current World Champion will remain with Red Bull Racing until the end of 2014. Having been supported by Red Bull since 1998, Sebastian is a graduate of the Red Bull Junior Team.

In 2008 he became the youngest-ever driver to win a grand prix and last year became the youngest-ever FIA Formula One Drivers’ World Champion.

Pedro de la Rosa has rejoined McLaren-Mercedes as its official test and reserve driver. The Spaniard was previously with the team from 2003 through 2009. He drove for BMWSauber in 2010. As a Formula 1 racing driver, Pedro has driven 84 grands prix for Arrows, Jaguar, McLaren-Mercedes and BMW-Sauber. “Of all the teams I’ve driven for in Formula 1, Vodafone McLaren Mercedes is the one that really feels like home. So I’m very excited about returning to the team to help push the development of the MP4-26,” de la Rosa said.

PEDRO DE LA ROSA

SEBASTIAN VETTEL WWW.PRNMAG.COM | 23

NASCAR

PHOTOGRAPHY BY LAT PHOTOGRAPHIC

Robby Gordon, driver of the No. 7 car in the NASCAR Sprint Cup Series, has been placed on probation by NASCAR until Dec. 31 as a result of an incident at Las Vegas Motor Speedway on March 4.

The suspension came as a result of an altercation Gordon had with fellow driver Kevin Conway in the garage area. According to published reports, the two were involved in a scuffle over lawsuits each has filed against the other. Las Vegas police confirmed that Conway filed a criminal complaint charging Gordon with misdemeanor battery.

Gordon filed suit against Conway over money owed to him from a business relationship the two had last season. Conway has an active lawsuit claiming Gordon owes him money.

DANICA WATCH PHOTOGRAPHY BY LAT PHOTOGRAPHIC

IGNITION

Danica Patrick’s NASCAR Nationwide Series Chevrolet is parked until June, but the parttime driver for JR Motorsports has so far shown steady improvement in her second partial season. Last year, her first in NASCAR, Patrick struggled to adapt to the much heavier stock car, a machine with much less downforce and grip than the Indy cars she’s used to driving.

As a result, she spent most of her 2010 races learning the nuances of stock car racing, such as how to run in traffic on a track with 40 plus cars, how a stock car handles and even basic things like pit stops and terminology. So far in 2011, the time she spent learning the car, the tracks and the different type of racing has paid off. She has looked more comfortable and confident, and the results back it up – back-to-back top 20 finishes to start the season, followed by a very impressive outing at Las Vegas Motor Speedway in early March. In that race, Patrick moved from the back (22nd), stayed out of trouble and was clean getting on and off of pit road. Some of the better drivers were no longer factors by the end of the race (Kyle Busch spun and hit the wall, ending his day early), while others had pit strategies that didn’t work out, but Patrick drove well and deserves full credit for a very good result.

In fact, her fourth place finish is the best result by a female driver in NASCAR history. Patrick often bristles at being identified as a ‘female’ driver, but she made history nevertheless.

Danica Patrick’s 2011 Nationwide results with starting position in brackets: Aug.20 – Montreal Sept.9 – Richmond Oct.8 – Kansas Nov.6 – Texas Nov.13 – Phoenix Nov.20 – Homestead – Lee Bailie

Feb.19 – Daytona – 14 (4) Feb.26 – Phoenix – 17 (20) Mar.5 – Las Vegas – 4 (22) Mar.19 – Bristol June 4 – Chicago July 1 – Daytona

24 | WWW.PRNMAG.COM

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11-03-11 5:47 PM

PHOTOGRAPHY BY IMS PHOTO

IGNITION INDYCAR “We feel that this new supply agreement will benefit everyone. It provides a proven safe and reliable Firestone product for the transition to the all-new cars for 2012. We have to thank everyone at Firestone for working with us to help ensure the best for the long-term growth of our sport,” Bernard concluded.

“We are pleased that we were able to reach this agreement with INDYCAR,” said Al Speyer, executive director, Firestone Racing. “As we prepare to celebrate our involvement in the 100thanniversary of the first Indianapolis 500 Mile Race, we are also focused on the future and the great opportunities that lie ahead. While we’ve reached the pinnacle

DRIVER UPDATE

With less than two weeks left until the first race of the 2011 IZOD IndyCar Series season in St. Petersburg, Florida several teams still hadn’t finalized their driver lineups and some big names were still looking for either a full or partial season ride.

Tony Kanaan, the 2004 Series champion, became a free agent again in late February when de Ferran Dragon Racing – the team he signed with in December after being cut loose by Andretti Autosport – closed its doors due to a lack of sponsorship. By mid-March, Kanaan had been linked to several teams, and SPEED reported he

1

1 2 3 4

2

would sign a full season contract with Lotus KV Racing Technology. Both the team and Kanaan denied the story and at press time the Brazilian was still on the street.

It has been widely reported that Paul Tracy was in discussions with Conquest Racing owner Eric Bachelart about a full-season deal, but the 2003 Champ Car World Series champion was having difficulty securing enough backing to run the entire schedule. It is believed that Tracy has some Canadian sponsors lined up that will enable him to run Toronto, Edmonton and, possibly, the Indy 500.

3

4

of success in the IndyCar racing, we’re happy to extend our relationship with the IZOD IndyCar Series through 2013, and to continue our winning partnership. Meanwhile, we will continue to evaluate all options for promoting the Firestone brand inside and outside of motorsports, as the Firestone Brand is a very important part of our business.”

Firestone has supplied tires to the IZOD IndyCar Series since 1996. The new agreement does not include Firestone Indy Lights, the developmental series for drivers and teams striving to reach the top level of open-wheel racing in North America. Firestone will remain as title sponsor and tire supplier of the development series through 2011.

For 2005 Indy 500 and Series champ Dan Wheldon, a partial schedule, including the Indy 500 could be all the former Panther Racing driver has on his plate in 2011. He has talked to several teams including Lotus KV and Dreyer & Reinbold, but nothing has been confirmed.

As for their old 2010 seats (Tracy was in the #24 D&R car 3 times last season), all have been filled with other drivers. See the chart below for details.

– Lee Bailie

5

6

DRIVER

2010 TEAM

2011 TEAM

THE SKINNY

Ana Beatriz Mike Conway JR Hildebrand Tony Kanaan

Dreyer & Reinbold Racing D&R D&R (2 races) Andretti Autosport

D&R Andretti Autosport Panther Racing Unsigned

Lotus KV Racing Technology, D&R Panther Racing

Unsigned

Signed on Mar.3; replaces Mike Conway, will run #24 car (4 races) Signed on Feb.1; replaces Tony Kanaan, will run #27 car Signed on Dec.14; replaces Dan Wheldon in #4 car Signed with de Ferran Dragon in Dec., team folded in Feb. 2011; linked to several teams including KV Talked to several teams including Conquest Racing; D&R doesn’t have enough backing for full season Talked to several teams; could run a partial schedule including Indy 500

5 Paul Tracy 6 Dan Wheldon

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Unsigned

PHOTOGRAPHY BY LAT PHOTOGRAPHIC AND RAMESH BAYNEY

Bridgestone Americas Tire Operations, LLC (BATO) and INDYCAR have announced that Firestone will continue to serve as the sole tire supplier to the IZOD IndyCar Series through the 2013 race season.

In mid-March the companies announced that they would allow the Firestone sponsorship and supply contract to expire at the end of the 2011 season.

The announcement came one week after both sides had decided to part ways.

“At the end of last week, we had reached the deadline where both organizations had to make a decision regarding the future to prepare our individual operations for the long term,” said Randy Bernard, chief executive officer, INDYCAR. “This is one of those decisions that it is imperative that you have the team owners 100 percent behind you. Early this week we called a meeting to walk the team owners through the process and hear their input. I’m happy to say we walk as one with Firestone.

Q&A: KEVIN GRAHAM,

ORGANIZER, PARTS CANADA SUPERBIKE CHAMPIONSHIP PRN: What is the most important thing for you to accomplish in year one?

GRAHAM: Rebuild the structure of the series from the ground up and get riders on to the track. I think damage had been done in the past to the riderseries relationship and it needs to be fixed.

PRN: How have the manufacturers responded to the change?

GRAHAM: The reception from the OEMs has been quite positive, from both those that are participating and those that are not. I think you’re going to see more come back it’s just a question of at what level (of involvement). The fact that they’re lending their names to what’s been going on is important as well.

PRN: What sort of noticeable changes can we expect to see this season?

GRAHAM: A lot more web-based media. Businesses these days are always looking for new customers, and they’re using social media like Facebook and Twitter to do it. We continue to work on a television deal and we hope that comes to fruition, but we’re also continuing to work on developing more webbased media. We want people to be checking on our website constantly. We need to connect with that existing fan or potential fan.

PRN: Long-time schedule mainstay Calgary isn’t on the 2011 schedule.

What happened there?

GRAHAM: One of the big steps we took this year was to eliminate our Western round (Calgary). With most of our riders based in the east, we needed to create a schedule that they could commit to. It’s our intention to strengthen the grid before we go back.

It’s our goal to return within the next few years.

PRN: What would you like to see in your next television deal?

GRAHAM: There have been some issues with TSN in the past, when they said they would air a race and then the schedule would change and it would get moved. I think some stability would be important from a scheduling standpoint. I would like them to air in primetime. It would be something if they could broadcast it in the same day (that it occurred), but maybe a few hours later

CANADIAN SUPERBIKE

Ruthless Racing Inc. has confirmed it will compete in the Harley-Davidson XR 1200 Class and the Pro Sport Bike Class in the 2011 Parts Canada Superbike Championship.

“I am really excited to see this XR1200 Series come to fruition this year in Canada. It’s the first year this class runs in the Parts Canada Superbike Series and I have wanted nothing more than to make sure we start with a full grid. There has been a ton of interest from racers wanting to get on a HarleyDavidson and, come Round 1 at ICAR, I really hope that they all end up on that grid. A full grid makes for exciting racing and that’s what we want to show the fans. These bikes are all so evenly matched that

it really comes down to the rider. It’s going to be a ton of fun out there!,” said Darren James, team manager and racer of the #29 machine.

Ruthless Racing Inc. will support a two- rider team consisting of James and Dave Estok, racer of the #123.

Estok will race on a Ruthless Racing Inc. prepared Buell and Harley-Davidson XR1200. He won the 96’ Harley-Davidson 883 World Championship and in the same year the Buell Lightening Championship. Estok also has 3 ASRA Thunder Bike Championships under his belt, in 2003, 2005 and 2007. He has been participating in the Canadian Superbike Series for the last 5 years and put forth

a strong 4th place finish in the Pro Sport Bike Series in 2010.

James comes to the grid this year on his HarleyDavidson XR1200 and his Buell, both motorcycles prepared by Ruthless Racing Inc. He is a two-time Canadian National Thunder Bike Champion (2005, 2006). He also won the CCS National Thunder Bike Championship in Daytona in 2003. Teaming up with Jeremy McWilliams, James spent the 2010 season racing for Warr’s Harley-Davidson in the U.K. and participated in the Harley-Davidson XR1200 Trophy Cup in the British Superbike Series. He finished 4th overall for the year while teammate McWillams took the Championship.

WWW.PRNMAG.COM | 27

IGNITION

JORDAN SZOKE

PHOTOGRAPHY BY RAMESH BAYNEY

Jordan Szoke (pictured below in 2009) has signed a one-year deal to return to Competition Systems and Canadian Kawasaki Motors for the 2011 season. Szoke will aim for his sixth consecutive Superbike Championship aboard the all new 2011 Kawasaki ZX10.

Szoke’s record book history with “Team Green” dates back to his first Superbike Championship in 1998 as the youngest racer to win a National Championship in Canadian History aboard a ZX-7.

Szoke returned to Kawasaki in ‘06 which lead to a record-breaking string of four consecutive National Superbike and Sportbike Championships from 200609 aboard the infamous 636, ZX6 and ZX10.

As a result of his success in Canada, Szoke was invited to Valencia Spain in 2008 to ride the Moto GP ZX-RR, and filled in for injured AMA Superbike racer at Laguna Seca for Monster Energy Kawasaki.

More recently Szoke earned the Superbike and Pro Sport Bike National Championships in 2010 on Honda machinery, which extended his consecutive championships streak to five. Owning and Managing his own team also earned him “Team of the Year”.

When asked about being back under the Kawasaki banner Szoke said, “It feels really good to be back on a Kawi again. I have worked with the same crew in our championship seasons previous, so I am excited to be back. Kawasaki also has a new ZX10 model out so I can’t wait to ride and develop that.”

When asked about the new model for ‘11 Szoke replied, “I have spent a lot of my career developing motorcycles, and this one is no different.

Kawasaki has a brand new model this year and it looks really (really) awesome. With the team that we have working with us, and my experience I don’t foresee any problems getting the new superbike up to speed.”

AMA

In what can only be described as a wild and closely fought race, privateer Jason DiSalvo (pictured) and Team Latus Motors Racing took the new Ducati 848EVO to victory in the Daytona 200the bike’s first professional road race.

The 2011 season opener at Daytona International Speedway had great potential for Ducati before the green flag even dropped, thanks to the 848EVO being the weapon of choice for the Daytona Sportbike class. The Daytona 200 had seven 848EVO entries, the most Ducatis on the 200 grid in over ten years.

“I really want to thank the Latus Ducati guys for all of their work in the pits. I’m so happy I can give Ducati their first Daytona 200 win in my first race on the bike, and the 848EVO’s first ever AMA race! It’s a magical thing and I’m excited to fight for the championship as the season goes on, “said DiSalvo.

Up next on the AMA Pro Racing schedule is the West Coast Moto Jam at Infineon Raceway in Sonoma, California, May 13-15.

28 | WWW.PRNMAG.COM

It’s been under wraps since fall.

Protected from everything – even dust. But you’re going to clean it again anyway because that’s half the fun. Good thing we stock the exclusive line of world-class Autoglym™ premium car-cleaning products to keep your car in pristine condition. Find more products designed for life in Canada only at Canadian Tire.

LONGER LASTING

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PROFESSIONAL-GRADE TOTAL CAR CARE

11-03-10 2:24 PM

3/1/11 5:21:12 PM

IGNITION

5 QUESTIONS

WITH KYLE MARCELLI, PHOTOGRAPHY BY GERRY MARENTETTE

INTERSPORT RACING AMERICAN LE MANS SERIES DRIVER

Last year you had several co-drivers. Has the team settled on one? Do you know who you’re going to be with?

We do. Last year it was a little but frustrating for me because I always having to adapt to a new co driver and bring him up to speed. But it worked well, we worked really hard last year and I was able to get two podiums out of it, two second place (in class) finishes. We had a podium at Petit Le Mans which was pretty special.

For this year, we have a secure lineup for the car I’m in, the #89. It looks like its going to be myself, Rusty Mitchell and Tomy Drissi will be our third driver for the endurance events. The goal, without question is the (class) championship.

What else are you working on?

Obviously as much driving as I can do is the goal right now. I’m trying to get myself into a few European drives this year, and at first I had some discussions about doing the 24 Hours of Le Mans. That’s a difficult race to get into – there are a lot of people want to do it and a lot of people have money to bring to the table, so we’ll see. Maybe we’ll leave that for when I eventually have a factory drive somewhere.

Right now I’m talking with a team over in Europe about doing some World Touring car stuff, which would be cool. I’d just like to make a name for myself in Europe.

Are there any plans to get you into the Intersport’s LMP1 car this year?

We’ll see. I got put in the car at the end of 2009 coming out of the (Prototype) Lites series with Intersport. They put me in at Mid-Ohio, I did a full day in the car and it went really well.

It was talked about again at the beginning of this year, but I’m focused on the LMPC championship right now.

Have you closed the door on open-wheel?

No, I haven’t closed the door. I’ve left it for now. I had to leave it because I had to make a career driving cars and I couldn’t do it at the time in open-wheel. I don’t come from a family [that could write a big cheque], and even if they could, it doesn’t guarantee me an Indy car ride. You win an Indy Lights championship and you sit at home the next year. Luckily (JR) Hildebrand, for example, has a deal for this year. (Hildebrand won the 2009 Firestone Indy Lights title, but made only 2 starts in the IZOD IndyCar Series in 2010. He was signed to a multi-year IndyCar deal by Panther Racing that begins this season- Ed.) I had to leave it to make a career somewhere. The way I look at it right now, once you establish yourself at the pinnacle level of any particular [discipline], I think it’s easier to make that sideways transition. You look at guys going from IndyCar to NASCAR or NASCAR to IndyCar, even ALMS to NASCAR and IndyCar, so that’s the goal.

How do you feel about the ALMS schedule? Are there other tracks you’d like to race at?

I’m pretty excited this year that Baltimore is on the schedule, actually because I love street races. I’m looking forward to Long Beach and Baltimore and obviously, the July weekend at Mosport is a favourite of mine and I’m looking forward to that event.

For me I’d love to go to the Glen, but I don’t think that’s going to happen for a few years.

I think it’s been rumoured a few times, but with [its relationship with] Grand-Am I don’t see it happening.

30 | WWW.PRNMAG.COM

PIRELLI NAMED TITLE SPONSOR OF THE WORLD CHALLENGE CHAMPIONSHIPS WC Vision confirmed a growing partnership in March with Pirelli Tire North America and announced that the premier tire brand has signed a five-year deal for title sponsor of the World Challenge Championships. The new title for the series is the Pirelli World Challenge Championships.

The five-year agreement is a fully integrated sponsorship program and includes race entitlements and in-market activation. Pirelli is the world leader in the high performance tire sector in both original equipment and the aftermarket and operates in 160 countries and is serviced by 20 factories in 14 countries around the world and the partnership aims to grow the Pirelli brand in the North American market. In October 2010, WC Vision announced that Pirelli would be the series’ exclusive tire supplier with all three World Challenge classes running on the P Zero Racing Slick and the P Zero Rain Tire.

“Pirelli Tire North America is proud to be the exclusive tire supplier for the Pirelli World Challenge Championships,” said Tom Gravalos, Pirelli Tire North America’s VP of Marketing, Motorsports and Original Equipment. “This is a highly competitive racing series, and it will help drivers, teams and fans develop a strong, positive relationship with the Pirelli brand. This is an exciting time for Pirelli Motorsport, as we continue our strategy of growth and development and are now partnered with some of the most important race series and world championships in the world, including Formula One, GP2, GP3, the VW TDI Cup, Ferrari Challenge, Lamborghini Super Trofeo, Pirelli Drivers Cup USA and now, World Challenge. Pirelli has a strong appetite for GT racing, and we value partners that seek to improve competition in the sport.”

“Our colleagues at Pirelli have been very professional to work with in coming to the agreement on the partnership,” said Scott Bove, Director of Operations, WC Vision, the managing arm of World Challenge. “It’s a testament to their entire organization and helps one understand how they are a premium tire manufacturer. They care about their customer. Our competitors have been asking for a racing slick for years and Pirelli is able to do this. We expect the tire will be yet another reason that new teams will consider competing in the Sports Car Wars of World Challenge.”

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ADVERTISING SUPPLEMENT

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s the snow continues to melt away and the days get longer, it’s finally beginning to look more like Spring in Canada after a long and cold winter! As you begin preparations for Spring cleaning, Canadian Tire exclusively offers you the latest in Pressure Washer technology – The Karcher X-Series Electric Pressure Washer loaded with 2000PSI (Pounds per Square Inch) of dirt blasting power to help make your home, car and cottage summer-ready!

Cleaning everything from patio furniture to driveways to your favourite car, the X-Generation in pressure washers combines German engineered power and performance with X-ceptional strength and durability. Don’t be fooled by its ultra-modern appearance, the NEW X-SERIES is equipped for the challenge. From its water-cooled induction motor to its quick-connect system, there’s no job the X-SERIES can’t handle. With first in-class performance, award-winning design, a wide range of accessories, and ultimate user convenience, the X-SERIES provides X-ceptional cleaning results!

Built to last and withstand the rigorous demands of frequent use, the X-SERIES features an innovative, patented water-cooled induction motor that delivers better performance and a longer life. This water-cooled motor is launching for the first time in Canada this Spring and can only be found at Canadian Tire. The German water-cooled technology has been proven to prolong motor life, significantly reduce motor noise emissions and provide superior vibration dampening with no internal cooling fan necessary!

In addition to the water-cooled motor, our NEW Karcher X-Series 2000PSI Electric Pressure Washer comes complete with both a Vario Power™ (VPS) spray wand and a patented DirtBlaster™ spray wand. The Vario Power spray wand allows you to quickly and easily adjust the pressure and flow without stopping

to change nozzles. The patented DirtBlaster™ spray wand was manufactured for those tough cleaning projects by increasing the effective pressure by up to 50%! This unit is also equipped with a quick-connect system proven to reduce your start-up time by up to 75%! Other features include an onboard adjustable detergent tank so you can control the ratio mix of detergent to water, improved manoeuvrability, an integrated accessory storage, a 25’ high-pressure hose with a pressurized hose reel for easy access, and a 1.4 GPM (Gallons Per Minute) direct-drive axial cam pump.

With up to 40X the cleaning pressure of an average garden hose, while using up to 80% less water, the Karcher award winning X-Series with 2000PSI is the most durable electric pressure washer in Canada for your home or cottage.

If you’re looking for German-quality with the latest in pressure washer innovation – look no further than the Canadian Tire Exclusive Karcher X-Series. For more information on this pressure washer, as well as a video describing the water-cooled technology in more detail, visit www.canadiantire.ca.

With the most recognizable brand names, the latest in pressure washer technological advances and a strong commitment to quality, Canadian Tire is your pressure washer knowledge destination and leader in Canada with the power you need to get the job done right – the first time!

WWW.PRNMAG.COM | 33

GEAR

SPARCO Formula ADV www.jrponline.com

4-WHEEL

The Sparco Formula ADV is the same lightweight mid-top boot that is worn by top professional drivers including Formula One. The Formula ADV is constructed of leather and suede. The special White edition features white leather along with carbon and metal effect leather. The Formula ADV also features a conventional lace system and a new ultra-thin, anti static, oil and fuel resistant sole which was developed with F1 World Champions.

FIA Homologated.

PITSTOP Furniture www.intro-techautomotive.com Intro-Tech Automotive’s racing inspired furniture and accessories are engineered for motoring enthusiasts and business professionals. Each piece is manufactured using the latest techniques and highest quality components.The chair features an embossed high performance tire tread armrest that is height adjustable, aluminum shifter knob, coil-over spring suspension, and brake caliper. The office desk has a large 58” x 27” workable glass top, tower strut bar, racing spoiler with glass shelf, lockable 22” style racing rim wheels, and stainless steel braided hoses that are used for tension control.

AMSOIL 5W-30 European Synthetic Oil www.amsoil.com AMSOIL 5W-30 European Car Formula Synthetic Motor Oil is formulated to meet high performance requirements of European vehicles such as Volkswagen, Audi, Mercedes-Benz, BMW, Porsche and more. Its low viscosity formulation provides maximum fuel efficiency without compromising engine protection, while meeting strict European performance requirements for gasoline and direct-injection diesel engines. A select additive package and shear-stable synthetic base oils provide outstanding wear protection throughout the entire drain interval and meets or exceeds the most demanding European specifications. It is engineered with a lighter 5W-30 viscosity and friction modifiers for increased energy through-put, minimizing internal engine drag for increased fuel efficiency. Compatible with conventional and synthetic motor oils and recommended for extended drain intervals as established by the vehicle manufacturer.

MOMO Pro Racer Suit www.jrponline.com The Pro Racer suit from MOMO has an aggressive style and innovative design. The Pro Racer’s most striking feature is the epaulet design that is turned 90 degrees from traditional handles to provide a HANS® friendly solution. It is a 3-layer suit built with new, light weight, 100% NOMEX III materials in compliance with FIA 8856/2000 and SFI 3.2a/5 standards. Other features include a soft, roll-over collar for increased comfort, NOMEX stretch shoulder and lumbar gussets for maximum mobility, concealed side pockets, black side paneling for a more flattering, tailored look and stylish MOMO embroidery on the arm and leg. The Pro Racer Suit is available in Blue, Dark Gray, White/Blue and White/Red combinations, in sizes 48-64.

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SPARCO Formula ADV www.jrponline.com The Sparco Formula ADV is the same light-weight mid-top boot that is worn by top professional drivers including Formula One. The Formula ADV is constructed of leather and suede. The special White edition features white leather along with carbon and metal effect leather. The Formula ADV also features a conventional lace system and a new ultra-thin, anti static, oil and fuel resistant sole which was developed with F1 World Champions. FIA Homologated.

METRA OE Direct Fit Mobile Entertainment Systems www.gentec-intl.com A new segment of mobile entertainment has evolved that addresses the increasing desire of consumers who wish to maintain their OE interior look but enjoy options not always available or too expensive through the factory. At Metra, we are able to incorporate our vast knowledge base of fit and operations to ensure that our OE Direct Fit models install right the first time, and will provide the features and performance expected of a top brand mobile entertainment product.

SOME FEATURES INCLUDE:

DASHCOMMAND iphone app www.dashcommand.com DashCommand™ is a touch screen friendly software application that play stunning virtual dashboards with many styles including digital gauges, analog gauges, indicator lights, and more! Thanks to our patent-pending DashXL™ technology, the dashboards look great on any screen size, large or small. DashCommand™ is available on two different platforms, Windows

WWW.PRNMAG.COM | 35

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GEAR 4-WHEEL

INVISIBLE GLASS Ultimate Cleaning Kit www.InvisibleGlass.com Invisible Glass premium glass cleaner is created using a complex, multi-component formula, which removes dirt, dust, sap, droppings, bugs, grease, adhesives and fingerprints from glass surfaces. The non-abrasive, non-streaking formula of Invisible Glass contains no soaps, foams, scents, or dyes. The Invisible Glass Ultimate Glass Cleaning kit includes one each of Invisible Glass aerosol, trigger bottle, wipes canister, Reach & Clean glass cleaning tool kit, two packets of Invisible Glass with Rain Repellent, one Headlight Lens Restoration Kit, 20 individually packaged Lens Wipes, and one microfiber glass cleaning towel.

BLACK MAGIC Foaming All-Wheel Cleaner www.blackmagicshine.com The Black Magic Foaming All-Wheel Cleaner is designed with ease in mind. The foaming action quickly loosens brake dust, grime, oil and grease without scrubbing. The Black Magic Foaming All-Wheel Cleaner’s pH-balanced formulation ensures it will not haze or pit and is safe for all wheel types.

EAGLE ONE Superior Nanowax www.eagleone.com The patented carnauba-based formula in Eagle One Superior Nanowax produces unbeatable shine and water beading as well as long-lasting protection. It also fills fine scratches and unsightly swirl marks. Ease-of-use sets Superior Nanowax apart from traditional liquid waxes.

Just spray on and wipe to a radiant shine with no hand buffing, haze, white residue or discoloring of trim. Special conditioners and UV protectors quickly penetrate the paint surface for deeper protection which can last six months or longer.

36 | WWW.PRNMAG.COM

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Distributed by

ANDREA DOVIZIOSO

ACE +33(0)4 90 89 98 75 www.five-gloves.com

5Gloves.indd 1

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GEAR 2-WHEEL

HARLEY-DAVIDSON Black LED Headlamps www.harleycanada.com

DUCATI Multistrada 1200S Pikes Peak Special Edition www.ducatiusa.com The Ducati Multistrada 1200 S Pikes Peak Special Edition celebrates Greg Tracy’s victory in the 2010 Pikes Peak International Hill Climb. The Special Edition follows a massive first year success for the award-winning Multistrada 1200, which set a new industry benchmark in motorcycle technology with its four-bikes-in-one concept. The Pikes Peak Special Edition is specially dressed in a stunning Ducati Corse paint scheme with red trellis frame; featuring red pin-striping on the wheels and the passenger foot-peg hangers plus an engine guard anodized in black finish. In addition to the original equipment silencer and windscreen, the Pikes Peak Special Edition comes with a race-derived carbon fibre low windscreen, a Ducati Performance carbon fibre front mudguard and custom made seats with red stitching to complete a fabulous package well worthy of a race-winning replica. Each Pikes Peak Special Edition Multistrada will come with a numbered badge on the engine crankcase cover, noting the individuality of the motorcycle.

The new Black LED Headlamps and Auxiliary Lamps from Harley-Davidson® Genuine Motor AccessoriesTM offer high-performance lighting and a gloss black background that makes these dramatic head lamps look unlike anything else on the road. LED lights are brighter and whiter in colour and provide a superior light pattern over standard incandescent lamps. Compared to the yellow light of a traditional halogen bulb, the LED lamp produces a “daylight colour impression” that appears more natural to the eye. The light is focused with D-shaped lenses so that the background of the head lamp does not act as a reflector, and can be coated in gloss black. The solid-state LEDs are designed for long life, and the shock- and vibration-resistant lamp assembly mounts into existing light housings. Installation is quick and easy, using the Factory headlamp wiring. No external ballast or complicated wire harness is required. Harley-Davidson® Black LED Headlamps (7-inch diameter: part number 67700040,and part number 67700042; 5.75-inch diameter: part number 67700043) feature two horizontal D-shaped lenses that focus light into a pool in front of the motorcycle, and separate high beam and low beam projector lenses that provide a focused beam of light in front. The 4-inch Black LED Auxiliary Lamps (part number 68000008) feature three D-shaped lenses that focus the light and provide a matching appearance to the LED headlamps. These lamps replace the original equipment lamps in all models with 4-inch round auxiliary forward lighting. Installation may require separate purchase of Adapter Harness, part number 68355-05.

HARLEY-DAVIDSON Tour-Pak® rack bag

HARLEY-DAVIDSON Three-Pocket Fairing Pouch

www.harleycanada.com

www.harleycanada.com

The new Tour-Pak® Rack Bag (part number 93300006) from Harley-Davidson® Genuine Motor AccessoriesTM is designed to conveniently mount to a TourPak® luggage rack. A plastic reinforced tub maintains the bag’s shape and protects belongings. This bag features large exterior pockets with glove-friendly, ergonomically contoured zipper pulls, and an oversized custom handle. Details include two zippered exterior side pockets, one zippered top pocket, and three zippered mesh interior pockets. The bag can also be equipped with an optional Premium Shoulder Strap for easy handling. Dimensions: 20.5 inches (W) x 13 inches (D) x 9.5 inches (H). Capacity: 2,000 cubic inches. The new Tour-Pak® Rack Bag fits models equipped with Tour-Pak®, Trike or Sidecar Luggage Racks (except Mini Rack).

The new Three-Pocket Fairing Pouch (part number 58900-11) from HarleyDavidson® Genuine Motor AccessoriesTM puts convenient storage space at the fingertips of touring riders. Designed to complement H-D® wind deflectors and windshields, this fairing pouch is ideal for storing a cell phone, sunglasses and other small items. The sturdy plastic pouches are wrapped in supple, UVresistant vinyl for a premium look and feel, and the magnetic closures maintain smooth styling. Also, the left-hand pouch can be easily removed to accommodate a fairing-mounted GPS unit. Attractive Harley-Davidson® script is featured on the front centre pouch and on the backside, which is visible through the windshield. The new Three-Pocket Fairing Pouch fits 1996-later Electra Glide®, Street Glide®, and Trike models, but may not fit with other accessories.

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11-03-18 12:37 PM

METRA INTRODUCES OE DIRECT FIT MOBILE ENTERTAINMENT SYSTEMS

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2011 WILWOOD W6AR BIG BRAKE KIT

AUTOMOTIVE PARTS GUIDE

» The versatile Wilwood W6AR forged billet radial mount calipers are unmatched in its class for superior stopping power and rugged durability.

Used in conjunction with the forged billet W4AR rear calipers you can have the ultimate brake system that also provides an appearance enhancement for your high performance vehicle. These new bolt-on Wilwood big brake kits for are configured for high-performance street and show, or professional level track competition for use in conjunction with wheel, tire, and suspension upgrades. For more call (805) 388-1188 or visit www.wilwood.com

BREMBO GRAN TURISMO KIT » Brembo Gran Turismo Kits include your choice of Brembo 4, 6, or 8 piston calipers with sequentially sized pistons; includes colour choices of red, black or silver calipers (Yellow on selected applications). Each kit features Brembo drilled or slotted two piece rotors up to 16 inches (405mm) or one piece rotors up to 14 inches (355mm) with DOT and TUV certified Goodridge stainless steel braided brake lines, Brembo high performance brake pads, Brembo floating anti-rattle rotor hardware and Brembo billet aluminum or steel brackets. For more visit www.brembo.com/us

WWW.BREMBO.COM/US

WWW.WILWOOD.COM

STOPTECH TROPHY BIG BRAKE KIT » The Trophy Big Brake Kit from StopTech is the first braking system from the company designed exclusively for the track. Trophy BBKs feature ultra-lightweight racing calipers in four- or six-piston configurations providing a 20-percent weight reduction without sacrificing stiffness or performance. Full floating versions of StopTech’s patented AeroRotor / AeroHat two-piece rotors eliminate pad knock-back and increase cooling airflow by 15% for consistent performance and pedal feedback under the unique combination of hard cornering and braking found on the track. These BBKs sport a “natural” finish for an attractive in-wheel presentation and also include billet aluminum mounting brackets with stainless steel caliper studs and DOT-compliant stainless steel braided brake lines. Trophy BBKs make no compromises found on hybrid street / track systems. For more visit www.stoptech.com

WWW.STOPTECH.COM

HKS SUPERIOR SPEC R TITANIUM EXHAUST

JRP TURBO MANIFOLDS

» HKS’ flagship exhaust system, the Superior Spec R is now available for the Nissan GT-R offering the ultimate in performance, sound quality and appearance. The durable full titanium exhaust system is lightweight and weighs 10kg (22 lbs.) lighter than the stock exhaust system. The large radius piping layout optimizes exhaust gas pressure and temperature allowing peak performance and an aggressive exhaust tone. Dual layer titanium tips reduce heat while the functional slits inside the tips assist in noise reduction. For more visit www.jrponline.com.

» JRP is always providing products on the cutting edge of quality. With no exception is their line of turbo manifolds, which are made in house by very experienced welders. These pieces are made to fit many popular engine chassis combinations. All joints are backpurged and double welded for each stainless manifold. There are very rare chances of failure with thick schedule 40 304L SS pipe, holding all the abuse a turbo can build up. All flanges are CNC cut to ensure a precise fit. Exotic thin gauge versions are also available. For more contact info@jrponline.com

WWW.JRPONLINE.COM

WWW.JRPONLINE.COM

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2011 AUTOMOTIVE PARTS GUIDE

HSD CANADA HR COILOVERS

SKUNK2 PRO-C COILOVERS

» The HSD HR series is designed for street cars that are used for the occasional track day. These HR coilovers deal with both the rigors of everyday driving as well sustained use on the track but with relative comfort.

Without the harsh operation of ultra-high spring rates and unforgiving dampers, the HR series is an entry level coilover offering plenty of adjustability. The top-adjustment knob is convenient and allows for 15-levels of dampening adjustment with a simple twist. The height adjustment is made via cranking aluminum collars with supplied tools to achieve the proper ride height and spring pre-load. For more visit www.jrponline.com

» Skunk2 PRO-C Coilovers offer the latest shock technology featuring an adjustable race inspired mono-tube design for dramatically improved handling and cornering performance. The mono-tube design coupled with oversized shafts and pistons make help make the PRO-C damper extremely responsive and durable. Each PRO-C coilover kit for the ‘06+ Honda Civic features CNC machined forged billet top mounts with adjustable camber plates and spherical bearings along with, precise 12-way adjustable valving and carefully designed dampening curves for maximum performance and feel. For more visit www.jrponline.com

WWW.JRPONLINE.COM

WWW.JRPONLINE.COM

TRD SPORT MUFFLER » Beyond boosting horsepower the TRD sport muffler delivers a deeper and more resonant engine sound that enhances your vehicle’s presence and appearance, while providing a measurable increase in horsepower. It’s constructed entirely of 304 stainless steel, features a polished doublewalled muffler body, rolled edge and TRD logo etched on both sides of the high-polished, slant-cut exhaust tip. For more visit www.trdusa.com

WWW.TRDUSA.COM

TEIN SUPER RACING COILOVER » Developed from years of tarmac motorsports support TEIN is able to produce a fully adjustable damper that can be easily tuned for a wide range of usage. Super Racing coilovers can be used on aggressively tuned street cars to track only competition race cars. Product features include mono tube construction, full-length adjustment, individual 16-way compression and rebound adjustment, pillowball upper mounts, and dual EDFC compatibility. The full potential of Super Racing dampers is achieved when used with R-compound, semi-slick, or slick tires. For more visit www.tein.com

WWW.JRPONLINE.COM

AEM ELECTRONICALLY TUNED INTAKE (ETI) SYSTEM » AEM’s new Electronically Tuned Intake (ETI) System for the 2006-2008 Lexus IS350 3.5L is designed and tuned to provide large horsepower gains. This cold air intake is designed with a revolutionary ETI module which electronically adjusts the MAF sensor to properly read air density. The result is an intake system that works with factory electronics and completely replaces the restrictive factory system. Tests show these intakes increase power by 11 horsepower at 4,400 rpm. The intake includes AEM’s oil-free DRYFLOW air filter, gunmetal gray intake tube and is backed with a limited lifetime warranty. For more visit www.jrponline.com

WWW.JRPONLINE.COM

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2011 AUTOMOTIVE PARTS GUIDE

K&N HIGH-FLOW INTAKE SYSTEM INJEN ELECTRONICALLY TUNED INTAKE (ETI) SYSTEM

» The K&N High-Flow Intake System for the 2008-2010 Subaru WRX STI increases horsepower by 17.52 hp at 5,260 rpm over the stock intake configuration. To achieve such a performance increase, K&N replaces the original intake assembly; including the air box, air filter and intake tube with an all-new intake design.

The new system draws air through a K&N High-Flow Air Filter that increases airflow and never needs to be replaced. Protecting the cone-shaped air filter and isolating it from engine heat is a powder coated heat shield that replaces the stock air box. As it passes the filter, air travels through a K&N mandrel bent aluminum tube that is formed and shaped, in the design phase, to drive a more laminar flow of air to the car’s engine. This product is available for various applications. For more visit www.jrponline.com

» Injen intakes are engineered to be the most advanced air intake systems, period! Equipped with Injen’s very own MR step-down process and Air Fusion, the Camaro 3.6L will deliver powerful gains of up to 16 h/p and 16 ft/lbs of torque. In addition, Injen now uses a surface loading, nano-fiber webbing in all its filters, the same one used in the Abrams M1 tank. The Ea nano-fiber dry filter removes 5 times more dust then the traditional (paper) filter media and 50 times more dust then the oiled cotton gauze filter. Trust the company with the only multi-patented tuning process. For more visit www.jrponline.com

WWW.JRPONLINE.COM

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HKS SUPER SQV3 BLOW-OFF VALVE KITS » HKS Super SQV 3 features include a nickelplated, die-cast metal secondary valve, which is swaged to the primary valve, a stainless steel C-Clip and spring to increase sealing and durability. To assure buyers that they are purchasing an authentic HKS product, the new design incorporates a holographic HKS logo on the back of the valve, as well as additional HKS logos cast onto the body structure. The Super SQV 3 utilizes the same mounting flanges as all previous generation SSQV’s to assure compatibility with all optional HKS SSQV inserts, recirculation fittings and recirculation kits. For more visit www.jrponline.com

WWW.JRPONLINE.COM

GARRETT GTX TURBOCHARGERS » The bar has been raised again! Garrett GTX Turbos feature all-new aerodynamics; wheels with 11-full blades, fully machined from forged billet to deliver 10-20% more flow and pressure ratio. Completely interchangeable with the current Garrett GT line, it is added power you can feel.

Currently available in GTX42R and GTX45R families, the range will soon expand for more streetable sizes. For more visit www.turbobygarrett.com

WWW.TURBOBYGARRETT.COM

VIBRANT PERFORMANCE INTERCOOLERS » Vibrant Performance is once again expanding their popular induction fabrication program with the release of their new air-to-air intercooler line, featuring bar and plate construction. Vibrant Performance bar and plate intercoolers are designed and built to provide superior cooling efficiency and overall durability compared to tube and fin style intercoolers, resulting in these cores being suitable for even the most extreme racing conditions. For more visit www.jrponline.com

WWW.JPRONLINE.COM

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SPOTLIGHT

MOBIL1 0W Racing Oils

BY DAVE PANKEW // PHOTOS BY MANUFACTURER

W

hether you drag, drift or turn laps at the track, the demands placed on your engine and the oil inside it are more than most off-the-shelf lubricants out there can handle.

Lubricants giant Mobil 1 felt there was a need to offer enthusiasts a product designed to handle the demands of high-performance driving. This is very important considering many of us invest thousands of dollars and countless hours of work into our engines.

After 30 years of collaboration with some of the top level teams, Mobil 1 has a superior knowledge of how to maintain maximum lubrication under harsh conditions and high rpm. Mobil 1 has worked with teams in elite forms of motorsport: Formula 1, NASCAR, Le Mans, IRL, NHRA, Formula 3, SCCA GT, and ALMS. Each motorsport discipline and each team has specific requirements that need to be met for every component they use but the most important piece of the puzzle has always been at the heart of their engine – their oil.

Mobil 1 has been bringing race-proven technology to its street oils for years in the form of Mobil 1 0W-40 and 15W-50. These oils have been used by professional race teams for years and it was surprising for us to find that the same oils these teams used are the same ones we pick up at the local auto parts store! However, with the advent of tighter tolerances in racing and severe emissions restrictions on the street, the timing was right for Mobil 1 to release a new line of zero weight oils geared specifically for the competition-minded racing enthusiast- enter Mobil 1 Racing Oil. Currently offered in 0W-30 and OW-50, this new line of oils is not recommended for street use due to the high levels of anti-wear (Zinc/Phosphorus) engineered into the formulation. This added zinc helps further protect engine components but can lead to catalytic converter damage in street-driven vehicles.

Now many racers have been relying on the 0W-40 and 15W-50 weight of Mobil 1 in their race cars for years, but how do the new zero weight oils differ from regular consumer-grade motor oils?

Starting off, the 15W-50 weight is a higher viscosity oil that maintains a thick film of protection of critical engine parts in high performance

engines. While Mobil 1 15W-50 is recommended for both street and track use, the new blend of zero weight Racing oils are only recommended for use in race cars during track use. The Mobil 1 Racing oils are lower viscosity oils with the intent of increasing power output versus higher viscosity oils. Mobil 1 Racing oils are also formulated with anti-wear (Zinc/Phosphorus) chemistries with twice the level of automotive street oils to protect race engines beyond what the common street oils can deliver.

Track tested to extremes, these new oils provide increased levels of anti-wear protection and phenomenal high-temperature protection in high rpm

engines, offering protection at temperatures up to 204°C (400°F)! Remember, Mobil 1 Racing oils are not recommended for street use, however when it is time for a track day, a drifting competition or grassroots racing, the new Mobil 1 Racing oils have your engine covered top to bottom with the protection and performance you need on race day.

Mobil1

0W Racing Synthetic Oils www.mobil1.com www.mobil1.ca

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ROAD TEST 2010

APRILIA

RSV4 FACTORY

BY UWE WACHTENDORF // PHOTOGRAPHY BY RHM PHOTO

T

he kid on the 600 cc sport bike circled me like a fly over a pile of manure.

Undoubtedly, it was his first sighting of an Aprilia RSV4 Factory in the wild and he was clearly excited by it – possibly even more excited than I was to ride it. Having my fill of being stalked, I took advantage of a hole in the traffic, dropped a gear and left my unwanted riding companion behind for good.

This unabashed show of enthusiasm was understandable. The RSV4 Factory is the homologated version of the superbike that had already won the 2010 Superbike World Championship in only its second year of competition.

It has been an auspicious start for the machine that replaced the long in the tooth RSV1000R and carried Aprilia’s hopes of re-establishing the company as a player in the highly competitive sport bike market.

The RSV4 is not a street bike that has been reverse-engineered for racing. Aprilia started with a clean page and drew upon their extensive racing experience and the deep pockets of their new parent company, Piaggio Group, to get the RSV4 almost perfect the first time around. Every aspect of the new superbike, including its engine, was developed in-house through a collaboration of Aprilia’s R&D and Race divisions. A glance at the bike’s specs reveals just how serious Aprilia was at developing an overachiever; with much of its design investing in race biased technologies, it’s not surprising that Aprilia considers the RSV4 Factory to be the street bike that comes closest to those used in Superbike racing.

After admiring its bold lines, I was struck by the Factory’s size; if sport bikes become any more compact, their manufacturers will have to start including a Shriner’s fez with every purchase. After folding my six foot one body

into paper sharp creases, I managed an hour long street ride on the Factory before desperately needing a break. My aching neck, back and wrists were testimony to Aprilia’s claim that the Factory is more compact than any inline-four-powered sport bike. However, there is little point in complaining about the bike’s ergonomics. As I found out later, the RSV4’s riding position might be hell on the street, but it’s absolutely sublime on the track.

At the heart of the Factory is a 999.6 cc, 65 degree V-four, the most powerful engine Aprilia has ever fitted to a production motorcycle.

The project to build a replacement for the RSV1000R’s V-twin drew on the experience of automotive engineer Claudio Lombardi, who is known for his work at Ferrari and had never designed a motorcycle engine before Aprilia’s V-four. The philosophy behind using a V-4 configuration conceded the peak power potential of an in-line four in favour of greater mid-range performance. Of equal importance according to Aprilia’s engineers, the layout also provides better mass centralization, resulting in better chassis balance and superior handling.

Aprilia isn’t alone in this belief. Three of the four manufacturers in MotoGP currently use prototype V-4 engines, leaving only Yamaha to contest the series with an in-line four engine.

In practice, the V-4 combined the best of all worlds. Its flexible power plant accelerated with a linear rush of power and continued to push hard right up to its rev limiter. Throttle response was lively and free of any fuelling issues as the engine quickly built revs from down low where it already had a substantial amount of thrust.

It would be ridiculous to claim that the sound emanating from the Factory’s exhaust was worth the price of the bike alone, but it would be true. Unlike anything else that can be heard on the street or track, the baritone rumble

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The RSV4 Factory is a serious performance machine that also happens to be street legal. The author describes it as a “race bike with headlights, turn signals and a license plate holder.”

ROAD TEST

from the exhaust literally raised the hair on my arm, and that’s just while it was idling.

The Factory uses the latest Marelli ECU to interpret a rider’s demands via a ride-by-wire system. Without a direct connection between the rider and the throttle, manufacturers are free to introduce a variety of engine controls to the mix.

One of those is selectable power modes, which on the Factory are controlled from the handlebar and allow the engine’s characteristics to be tailored to varying riding conditions. Tamest of the three modes is Road (or Rain as I prefer to describe it), which reduces peak power to 140 hp, roughly a 25 percent decrease across the entire rev range. Sport mode allows full power but softens

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its delivery while in first to third gears. For those ready and able for the full wallop, Track mode lets it all hang out. Switching between the modes had an appreciable effect on the bike’s performance and worked as advertised; however, because the V-4 is so tractable, even with the bike in Track mode while on a cold track with fresh tires, it was extremely manageable.

Similar to the Yamaha R1, Aprilia uses variablelength velocity stacks on the Factory. Ranging between 230 and 265 mm in length, the stacks directly influenced the engine’s power characteristics. At low revs the stacks were at their maximum length to smooth power delivery and generate more torque. As revs increased the upper half of the stacks lifted away and generated more peak power from the engine. Their operation was transparent and didn’t cause any discernable transition point in the power delivery.

Of direct benefit for serious track day riders and racers alike is the cassette-type gearbox that allows for the quick changes of gear ratios. The sixspeeds that come with the bike are well suited for both street and track riding and have a light action with positive engagements in every riding situation.

Another nod toward performance enthusiasts is the mechanical slipper clutch that prevents rear wheel lock-ups during aggressive down gearing.

The chassis is one of the highlights of the Factory’s design, not only in its function, but because of its almost infinite range of adjustability. Rider’s have the option of changing the bike’s geometry by altering the inclination of the headstock and rake, the height of the swingarm pivot point, the height of the rear end and even the positioning of the engine in the frame. Claimed to be the most adjustable production motorcycle available, inexperienced and aspiring tuners should be cautious; haphazard changes to a bike’s geometry can quickly transform superb handling into an

uncontrollable machine.

The light 10 kilogram aluminum frame is said to be stiffer than the RSV1000R’s and its torsional stiffness has been tuned to handle the increase in power while improving feel. Pushed hard on the track the chassis was wonderfully dynamic and appeared to coil in anticipation of the corner exit where the built-up energy released and helped to launch the bike out of the turn.

Similar to the myriad options available to tune the chassis, it would take a lot more than a single day at the track to discover the full potential of the Aprilia’s suspension. One of the distinguishing differences between the Factory and the available base RSV4 is the use of Öhlins suspension components. The fully adjustable 43 mm inverted fork uses a titanium nitride coating to reduce friction. At the rear a nitrogen-filled shock incorporates a piggy-back reservoir and also allows full adjustment, including its length, which is how the rear height is altered. Complementing the Öhlins package is an adjustable steering damper that kept the often lightened front wheel from wagging back and forth.

The quality of the suspension was made evident when I overshot my braking marker and fired into a turn far too fast, my cheeks clenched in anticipation of the worst. While still trying to scrub off speed and leaning ever further, I then managed to hit a bump mid-turn that I had been avoiding all morning. It should have been game over. Incredibly the front end didn’t tuck; not only did the suspension handle the potentially catastrophic moment with aplomb, but the Aprilia continued tracking through the turn unfazed by my blunder.

Had I hit my braking marker, the Factory’s ferocious brakes would have easily slowed the bike.

Braking duties are handled at the front by high-end Brembo monobloc radial callipers powered by a radial pump that provides exemplary feel at the lever.

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The rear brake, also a Brembo, is a two-piston unit controlled by a race-type pump with an integrated oil reservoir. Combined, their performance required all my leg strength compressing the tank to keep me in the seat, and despite the tight course I was using with its numerous closely-spaced braking zones, the brakes didn’t show any sign of fade.

Missing from the braking package is a sport ABS system. It’s a small complaint, but the technology now offered by several other manufacturers is a proven bonus on the track for both weekend warrior and ham-fisted journalist alike.

Instrumentation on a performance motorcycle, more than any other, has to be easy to read at a glance. The Factory uses a combination of an analogue tachometer with a large LCD and a number of warning lamps that include a programmable shift light. The LCD is legible once you’ve had time to familiarize yourself with the location of everything it can display; along with all the usual functions of a motorcycle, there is also a gear

indicator, the selected power mode, and a lap timer with a built-in memory. Scrolling through the LCD’s various functions is easily performed by its respective toggle switch on the left handlebar.

Naturally this engineering goodness comes at a price. Not for the faint of heart or weak of wallet, the RSV4 Factory in Racing Black has an MSRP of $25,495. The good news for prospective buyers is that there are some healthy sales incentives in place for remaining 2010 models including the Factory. For 2011, the Factory is superseded by the Factory Special Edition. Although it costs an additional $1,000, it features Aprilia Performance Ride Control (APRC), improved engine lubrication, closer ratio gearing, a lighter exhaust system and new dual-compound Pirelli tires. The APRC package includes: Aprilia Traction Control (ATC), Aprilia Wheelie Control (AWC), Aprilia Launch Control (ALC), and Aprilia Quick Shift (AQS).

I had a hard time identifying weaknesses with the Factory. The few shortcomings it does have

when compared to the competition have already been addressed by Aprilia with the 2011 Factory Special Edition. One thing is certain: unless you plan on becoming intimate with this motorcycle on a closed race course, there would be little point in buying one. Anyone who limits this motorcycle to the street would be robbing themselves of discovering its true potential.

While other sport bikes are coldly efficient in the way they achieve high levels of performance, the Aprilia does so with an abundance of passion. The Factory is an emotionally involving ride that appeals to a rider’s primal instincts, hardly a surprise given that it’s a product of the Latin temperament.

However, how Aprilia managed to build a superbike that is easy to ride yet snarls and snaps like a rabid animal as you lap the track, remains a mystery to me. As reigning SBK Champions they certainly don’t need to make any excuses for its behaviour; after all, this really is a race bike with headlights, turn signals and a licence plate holder.

2010 APRILIA RSV4 FACTORY - SPECS LIST PRICE WARRANTY ENGINE TYPE DISPLACEMENT POWER (CLAIMED) TORQUE (CLAIMED) BORE AND STROKE COMPRESSION RATIO FUEL DELIVERY TRANSMISSION FINAL DRIVE TYPE FRONT SUSPENSION

$25495 2 YEARS LIQUID-COOLED, DOHC, 16-VALVE, 65 DEGREE V4 999.6 CC 132.4 KW (178 HP) AT 12,500 RPM 115 NM (84.8 LB-FT) AT 10,000 RPM 78 X 52.3 MM 13:1 FUEL INJECTION WITH 48 MM THROTTLE BODIES 6-SPEED CHAIN 43 MM INVERTED ÖHLINS FORK WITH ADJUSTABLE PRELOAD, AND COMPRESSION AND REBOUND DAMPING

REAR SUSPENSION WHEEL TRAVEL

SINGLE ÖHLINS SHOCK WITH ADJUSTABLE PRELOAD, WHEELBASE, AND COMPRESSION AND REBOUND DAMPING

BRAKES

120 MM FRONT; 130 MM REAR FRONT: TWO 320 MM FLOATING DISCS WITH BREMBO MONOBLOC RADIAL FOUR-PISTON CALLIPERS REAR: ONE 220 MM DISC WITH BREMBO TWOPISTON CALIPER

WHEELBASE RAKE AND TRAIL TIRES WEIGHT (DRY) SEAT HEIGHT FUEL CAPACITY

1,420 MM (55.9 IN.) 24.5 DEGREES/105 MM 120/70 – 17 FRONT; 190/55 – 17 REAR 179 KG (395 LB) 845 MM (33.2 IN.) 17 L

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DRIVEN

2011 HONDA CR-Z REVIEW AND PHOTOGRAPHY BY LEE BAILIE

Modern Take on a Classic Name

I

am old enough to remember the CR-X, one of the original sport compacts built by Honda from 1983-91. At the time, I thought it was one of the coolest cars I had ever seen, particularly the Si model. It just captured my teenage imagination with its stubby, yet sleek, appearance – a car that was low slung with long doors, but also had a high rear end that formed a useful hatchback layout. I just loved to stare at it, whether it was on a dealership lot, on the road or in one of my many car magazines. I simply adored this car. Alas, I never owned one, but to this day – 20 years after Honda quit building them in favour of the gone and not lamented Del Sol – I still smile when I see one. When I made the trek to Honda Canada’s new corporate digs on Toronto’s northern outskirts to pick up the new CR-Z Hybrid sport coupe for a test drive, I wasn’t sure what to expect. Hybrids continue to proliferate across model lineups from Acura to Volkswagen, as manufacturers make a greater effort to lure environmentally conscious buyers into their showrooms.

What many of these entries have going for them in terms of fuel economy gains and green credentials, they lack in excitement both from a style and performance point of view. Simply put, a lot of these cars are just dull. Dull to look at, dull to drive and are mostly unremarkable, except for the aforementioned fuel economy. Honda’s decision to revive the CR designation seemed to me like an invitation for comparisons between the new car and its famed predecessor, but I wasn’t sure if I would find it to be as appealing. After spending a week with the CR-Z, I can say that the CR model designation is indeed appropriate.

White generally isn’t one of my favourite automotive colours, by I thought it looked quite appealing on my tester. The CR-Z’s lines are flowing, with a clean, windswept sort of look that starts low at the hood and finishes high at the rear hatch. The creases running along the top and bottom of the doors adds to the sculpted look of the car and gives it a real sense of motion. A quick glance at the CR-Z did remind me of the CR-X, although the former has a more prominent snout than the latter and it is a bigger car. The one area where the cars do share some strong resemblance is at the rear. The blocky, high deck lid doesn’t look that much different, some 20 years later.

Sliding in behind the wheel, I was impressed with the snugness of the seats and had little trouble finding a comfortable driving position.

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THE CREASES RUNNING ALONG THE TOP AND BOTTOM OF THE DOORS ADDS TO THE SCULPTED LOOK OF THE CAR AND GIVES IT A REAL SENSE OF MOTION.”

The interior had a quality feel to it, and reminded me of many other late-model Hondas I’ve been in: understated, logical and uncluttered, and perhaps a tad conservative.

It didn’t dazzle or overwhelm with a dizzying array of gadgetry, but still managed to include just about everything you could possibly want, with perhaps the exception of a navigation system, which is only available on US models at the moment.

Among the many standard features are automatic climate control with air-filtration, 360 watt 7-speaker stereo, USB device connector and a Bluetooth wireless mobile phone interface.

The black dash and steering wheel provided a nice contrast to the light two-tone grey seating areas, and the plastics and fabrics didn’t feel too hard or abrasive. The instrument cluster is an interesting collection of shapes, colours and displays. The protruding, barrel-shaped speedometer/tachometer in the middle looks like it was lifted right off of one of Honda’s sport bikes.

The blue backlighting was augmented with colour coordinated tones for each driving mode that illuminates a ring around the speedometer: blue for normal, green for economy and red for sport.

Combined with the LED pods on either side that housed fuel, battery, temp and power assist gauges among others, the panel was as colourful as a lit up Christmas tree.

Under the hood, the CR-Z features Honda’s Integrated Motor Assist (IMA) hybrid-electric system, which works in conjunction with a 1.5 litre iVTEC SOHC 4-cylinder gasoline engine. A six-speed manual gearbox is standard, with a continuously variable transmission is available as an option.

The power output combined is 122 hp at 6,000 rpm and 128 lb-ft. at 1,000 to 1,500 rpm. The gas engine is responsible for 111 hp at 6,000 rpm and 106 lb-ft. and 4,800 rpm.

Without getting too technical, the IMA system (first introduced with the Honda Insight hybrid in the late 1990s) utilizes an electric motor located between the gas engine and the transmission to act as a starter motor, engine balancer and traction motor.

The system uses regenerative braking, which takes energy lost during deceleration and reuses it to propel the vehicle forward. IMA helps boost acceleration and eases the demand put on the engine which, in turn, improves fuel economy.

Because of the boost IMA provides in terms of performance, the gasoline engine it’s mated to can also be smaller and more fuel-efficient.

IMPRESSIONS During my stint in the CR-Z, I drove it on a mix of commuter highways, city streets and broad suburban boulevards, many of which were weatherbeaten, cracked and quite bumpy. The CR-Z was a capable performer on all of these roads, and the suspension (MacPherson strut, front; Torsion-beam, rear) soaked up most of these imperfections without making my teeth chatter. The 1.5 litre inline four proved to be more than capable of propelling the CR-Z around and through traffic during both city and highway driving. The WWW.PRNMAG.COM | 51

DRIVEN

standard six-speed manI used for most of my time ual transmission featured in the car. It delivers the 2011 smooth engagement that best compromise between Honda CR-Z wasn’t stiff, with a short fuel efficiency and perforPRICE: $23,490 shifter that enabled me mance. The throttle response ENGINE: 1.5-litre, 16-valve, SOHC, to row through the gears is much better in this mode i-VTEC 4 cylinder with Integrated Motor Assist (IMA) – 122 hp @ with ease. I had no trouble over Economy, and I was 6,000 rpm / 128 lbs.-ft. torque @ finding the right gear, even able to really hustle the car 1,000 – 1,500 rpm during spirited driving. around with quick stabs of TRANSMISSION: Close-ratio One thing that took a little the accelerator.

6-speed manual transmission getting used to was the In Sport mode, the CR-Z FUEL CONSUMPTION (MFG): engine shutting off when is at its most aggresCity – 6.5L/100 km (35 mpg); Highway – 5.3L/100 km (39 mpg); the transmission was sive. Throttle response Combined – 6.0L/100 km (37 mpg) disengaged as I coasted becomes hair trigger and to a light or a stop sign in fuel economy is sacrificed neutral. At first, I thought somewhat, but the car is I’d stalled the thing, only heck of a lot of fun to drive. to realize it’s a fuel saving/emission reduction I would often leave the setting in Normal on the feature. As soon as I put it in gear, the engine highway and then click over to Sport once I got sprang back to life. I fiddled with the three driving on to city streets, which allowed me to dart and modes, Economy, Normal and Sport quite a bit lunge through traffic like the proverbial hot knife during my time in the car, and the differences through butter. Switching between Normal and in performance were quite noticeable. Economy Sport almost feels like you’ve engaged a turbo – is definitely for those that want maximum fuel the coiled-spring nature of the setting encourefficiency, and don’t mind the sluggish throttle re- ages the driver to blast off from each and every sponse that comes with it. In this mode, I had to stop sign. At times, the car felt barely restrained really stand on the accelerator to get the thing to and it made for plenty of fun driving. move – it felt like I was towing a trailer with two The CR-Z may not please the CR-X purists snowmobiles on it. However, if you want to turn with its conspicuous green credentials, but don’t the CR-Z into a real fuel-sipper, this is the mode be fooled – its performance potential is more for you. A little tree on the instrument panel also than adequate. lights up to let you know you’ve optimized the The result is a more responsible, yet fun, hot CR-Z’s eco potential. Normal is the setting hatch for the times we live in.

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JIMMIE JOHNSON N E W

C H A N G E S

S A M E

Knocking the Sprint Cup Champ From His Perch Remains a Tall Order

BY MONTE DUTTON // PHOTOS BY LAT PHOTOGRAPHIC

F

rom perusing correspondence from NASCAR fans, it’s difficult not to come to a conclusion, or at least a suspicion, that the same fans who once suggested the sport was fixed…now…uh…want it to be fixed in order to prevent Jimmie Johnson from winning yet another Sprint Cup title.

Until Johnson came along, no one in stock car racing history had ever won more than three titles in a row. Johnson is bidding for his sixth straight.

Not only does this drive his detractors to distraction. It undermines the very notion that NASCAR

has never been more competitive. How can one driver dominating every year be evidence of parity? In 2010, Denny Hamlin and Kevin Harvick gave Johnson a run for his (literal) money. Jeff Gordon gave it the old college try in 2007. When fans suggest that hope springs eternal, though, the emphasis seems to be on the “eternal.”

As 2011 begins, the likely suspects being rounded up to face yet another trial of Jimmie Johnson include Hamlin, Harvick and Carl Edwards, who ended 2010 with a pair of victories.

Add the gifted but mercurial Kyle Busch, the

aging Jeff Gordon and Tony Stewart, consistent Matt Kenseth, old school Greg Biffle and ancient Mark Martin, and the defense has a decent case on which to rest.

And the system has changed.

Just as NASCAR abandoned a season-long format for the playoff-like Chase in 2004, it has abandoned a basic system of awarding points that has been around since 1975. Conspiracy theorists would be claiming it was changed to stop Johnson, but not many are since NASCAR’s conspiracy theorists tend to want it to happen.

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Johnson’s winning has started to wear on both the fans and fellow Cup drivers.

Despite the lack of wins, Earnhardt, Jr. is still the sport’s most popular driver.

Stewart thinks winning should matter, just not too much.

There’s no real evidence, either. At the time he announced it, NASCAR chairman/CEO Brian France said, “The fans have been clear, though, about one thing. They care about winning. They don’t want drivers to just be content with a good points day or a good run.”

Somehow, though, France’s simplified new system makes consistency, not winning, even more important. Moments after France contended the new system was geared toward winning, two-time Cup champion Tony Stewart promptly said he was glad it was geared toward consistency. “I think there’s been too much emphasis put on winning, versus teams have to work hard for 36 races, and under this format, we still have to win a championship by being good for 10 races,” he said. “I don’t think there should be too much emphasis put on (winning).” In each race, the winner will receive at least 47 points. The base is 43, and winning itself awards three bonus points. As it is impossible for a driver to win a race without leading a lap, the I THINK THERE’S winner gets another point. If he also leads BEEN TOO MUCH the most laps, the total would be 48. The EMPHASIS PUT ON base points descend by one, meaning that WINNING, VERSUS the last-place finisher would get one. If the TEAMS HAVE last-place (43rd) finisher led a lap before TO WORK HARD retiring, he would get two points.

FOR 36 RACES, Previously, a race winner could receive AND UNDER THIS as many as 195 points for a victory. The FORMAT, WE STILL biggest difference is simply the value of HAVE TO WIN A each point. A point is worth about four CHAMPIONSHIP BY times as much as before, meaning that, BEING GOOD FOR once the season starts, if a driver secured 10 RACES,” a points advantage of 25 points, it would be roughly equivalent to a 100-point edge - Tony Stewart under the previous system.

The only real reward for winning is a back-door entrance to the Chase.

The field will remain at 12, but only the top 10 will come from points.

Two positions will go to drivers outside the top 10 with the most victories.

A year ago, this would have enabled Jamie McMurray and Ryan Newman to make the Chase.

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Johnson’s dominance shows no sign of letting up.

I DON’T CARE WHAT RACES ARE IN THE CHASE (OR) THE FORMAT TO WIN THE CHAMPIONSHIP. I COULDN’T CARE LESS BECAUSE I FEEL CONFIDENT THAT MY TEAM WILL BE ABLE TO WIN CHAMPIONSHIPS UNDER ANY SET OF CIRCUMSTANCES.”

- Kevin Harvick

Hamlin (#11) is viewed as a champion in waiting by many NASCAR observers.

At the beginning of the Chase, winning is slightly more important in the seeding. Then, as now, the order will seeded on the basis of wins, not points. In none of the past five seasons has Johnson accumulated the most points during the 26-race regular season. Now a victory will be worth three points, whereas it was worth 10 in the past, but, since one point is now worth about what four used to be, the new bonus is worth 20 percent more. Though it’s more significant than before, over a 10-race Chase, it still isn’t much of an edge. Undoubtedly, the new points format will have unforeseen consequences. Undoubtedly, NASCAR has run the system’s mathematics based on the results of previous seasons. Undoubtedly, the change was based in at least some sense on the results of fan surveys and the like.

Looking at the overall picture, the new system isn’t much different from the old one. Leading the standings isn’t going to be very important during the regular season. The only real purpose of the first 26 races is being in the top 10. Winning only becomes more important for those who aren’t in the top 10. The new plan certainly isn’t going to keep Johnson out of the Chase. Once it starts, it’s the same old story, changing only in a proportional sense thanks to the scaling down of points being awarded. Johnson mastered the Chase format, and he’s really not going to have to tinker with his formula of success. Johnson was about as nonplussed as everyone else when asked about the changes.

“It’s still very similar to what we have now,” he said, “so, I think the premise, the concept, is still very similar. It’ll take a while to get used to it. It’s more of an attempt to make our points system easier to understand. “I know people expect me to react and think, oh, they’ve got to leave it alone, don’t change it. I don’t care what races are in the Chase (or) the format to win the championship. I couldn’t care less because I feel confident that my team will be able to win championships under any set of circumstances.” Harvick was the regular-season point leader last year and would have compiled more than Johnson under the preChase method of determining the championship.

He and his owner, Richard Childress, were more animated than most in discussing their pursuit of Johnson.

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At 52, Martin is still searching for his first Sprint Cup championship.

Busch’s success in the regular season hasn’t carried over into the Chase in recent years.

Regardless of how points are awarded, Harvick knows who he has to beat: the 48.

“When you’re as hungry as our team is to try to accomplish what we didn’t accomplish last year, we didn’t change anything,” said Harvick. “I tried not to get out of my routines. I work out on the same days, I went and had my physical on the same day I did last year, and we’re doing the same things that we did last year. The only thing I did was change my phone code to ‘4848’ (48 being Johnson’s car number) so I don’t so I don’t forget who I’ve got to beat.”

Childress called out Johnson and, by extension, owner Rick Hendrick, who has won 10 championships overall in addition to the past five.

“This year is the year to kick Jimmie (Johnson) off that throne,” said Childress. “It’s going to be RCR (Richard Childress Racing).

I feel certain.”

Johnson and crew chief Chad Knaus spent the offseason in the eye of a storm, unaffected by all that was swirling around him.

Hendrick shook up every aspect of his organization except the team headed by Johnson, who was the only driver from the prestigious four-driver lineup – Gordon, Martin and Dale Earnhardt Jr. also drive Hendrick Motorsports Chevys – to win a race in 2010. The other three drivers have swapped teams and crew chiefs, meaning that Earnhardt’s team now shares a building on the Charlotte compound with Johnson’s. Gordon has moved out to share space with Martin.

The other three drivers have new crew chiefs.

Meanwhile, with the man who has ruled the sport as if by divine right for five years, everything is in place. Hamlin, Harvick, Edwards, Gordon, Kyle or Kurt Busch, Stewart, et al., may finally put an end to the championship streak, but it won’t be because of any changes made to address the matter. The numbers may be new, but the way to defeat Jimmie Johnson is old-fashioned … and, quite obviously, very difficult.

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HIGH RISK

HIGH REWARD The F1 Community Reacts to the Kubica Incident

BY DAN KNUTSON // PHOTOGRAPHY BY LAT PHOTOGRAPHIC

The Renault cars will carry a get well message in Kubica’s native Polish this season.

D

riving an F1 car is a privilege a select few get paid millions of dollars to do, or in some cases pay millions of dollars to do. It can be a dangerous occupation, but what about the perils outside of the cockpit?

If somebody is one of the elite group of 24 people in the world who race in F1, how much should he jeopardize his situation – and that of his team that has hundreds of millions invested and hundreds of people working for it – by taking risks doing other things such as extreme sports?

Robert Kubica would be heading into the new Grand Prix season with the Renault team if he hadn’t gone rallying and nearly gotten killed in February.

What do the current F1 drivers think?

“It is completely obvious that we like to take an apparent risk, whatever it is,” Mark Webber tells PRN. “But obviously our level is quite high in terms of when we go and do things. For sure I had my mountain bike crash because I was risking a bit too much at the time.

We have seen F1 drivers in the past, especially in the ‘70s and ‘80s get themselves in a bit of trouble away from the track. So we clearly need to feel alive away from the track. Tom Khristensen had a very nasty foot injury playing badminton with his son.

There are some disciplines that are more risky than others. If you look at the particular sport that Robert loves away from F1, we know that there is a risk added to that.

“Clearly Robert was incredibly lucky to survive.

When you are an adult you make the decisions.

I also accept that you have a big team of people behind and around you, and you as a professional need to represent them as well, which he does.

“So it is never easy to have the balance right. But I have done a lot of mountain biking since my [cycle] crash, and I have never missed a grand prix. You have to do things away from the track.”

What happened to Kubica has not affected Lewis Hamilton’s decision making in what he does outside of F1.

“We are all responsible drivers and have a love for what we do,” Hamilton says. “You have a break and during that you want to sometimes do exciting things. When you go mountain biking or waterskiing or do certain activities it is exciting. I don’t have any plans at the moment to do any rallying. I have incredible respect for the people who do it; it is incredibly insane the speeds they do around those roads. That is probably for another time in my life.”

Michael Schumacher cracked his neck racing motorcycles.

“It is very sad for us,” he says of Kubica’s accident. “But it is one of those stories that may happen in life. It is fate.”

Obviously there has to be limits on the dicey activities that drivers can do when not racing their F1 cars.

“To a lot of people that limit would not be an issue because they are not adrenalin junkies who love to do crazy stuff,” Jenson Button tells PRN. “For Mark [Webber’s cycling smash] it was part of his training and it was very unlucky. And it is the same for Robert: a horrific incident and you would never expect that to happen. Robert loves rallying and it is close to his heart, so it is difficult to stop a driver from doing that.”

Button’s McLaren contract allows him to do some extreme sports. The same is true for Heikki Kovalainen at Lotus. He wants to go rallying but doesn’t have time.

“There are two sides,” the Finn says. “You get paid and you should be fit to drive a F1 car, but on the other hand you can get injured in many places.

And if you start worrying about it too much you can really only sit on the sofa at home doing nothing.

And that still might be dangerous, especially if your girlfriend is not happy!”

McLaren’s duo sums it up succinctly.

“You could walk outside and trip over a plant and break your ankle,” Hamilton says. “It is just the way life is. You have to be as careful as you can whilst enjoying things. That is what I try to do it.”

“What are you going to do?” Button adds.

“Wrap us up in cotton wool when we are not driving F1 cars? It is a balance that is very difficult to get.”

Renault team boss Eric Boullier is not angry at Kubica for impeding Renault’s F1 campaign.

“I am a racing guy, and I know Robert for five or six years,” he says.

“He is a racer. He loves go karts, rally, F1. He is like a wild cat. If you put him in a cage, you get him mad. So why do it? Yes it is very unfortunate and sad that he is in hospital, but before he got to this corner [on the rally] he was the happiest man in the world.

Except he wanted to be world champion.”

Kubica had some massive accidents prior to his rally shunt. His right arm was severely injured in a road car accident, and he also got hurt in a crash racing a Formula 3 car. Then, in 2007, he has that spectacular and frightening crash when his BMW Sauber tagged Jarno Trulli’s Toyota coming into the hairpin at the Circuit Gilles Villeneuve during the Canadian Grand Prix. Fortunately, he escaped serious harm. He did have to sit out the next race, however, and that gave a young driver by the name of Sebastian Vettel the chance to make his F1 racing debut. The fairytale bookend to Kubica’s Montreal crash was that he came back one year later and earned his first grand prix victory.

Of course Kubica isn’t the only F1 driver to get hurt chasing thrills.

Marc Surer still bears the scars from a brutal crash he had during a rally in 1986. Patrick Depailler broke one leg falling off a motorcycle in 1972 and both legs while hang gliding in 1979.

He lost his life in a F1 crash in 1980. Didier Pironi had to retire from F1 after badly fracturing both legs during a race. He took up powerboat racing and was killed on the water in 1987.

The irony in all of this is that driving a F1 car is a relatively safe endeavor these days compared to many other more perilous quests.

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Team Renault wishes a speedy recovery for Kubica.

THE REHAB ROAD

Webber acknowledges that F1 drivers are often attracted to risky hobbies.

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Kubica is paying a very heavy price for his quest to go rallying. And he’s is now on the long and arduous rehabilitation road to get back into an F1 car and back in a rally car.

The injuries Mark Webber sustained in this cycling accident in November 2008 were minor compared to those that Kubica suffered.

“I scratched my finger nail compared to what Robert had,” the Aussie declares.

Still, Webber’s broken shoulder, nasty fracture to his lower right leg and cuts and bruises put him through a lot of pain, misery and boredom as he endured months of healing and rehabilitation. So he knows what Kubica is facing physically and mentally.

“People can talk as much as they want, but it is between here for Robert,” Webber indicates to his forehead, “that will know if he a] wants to come back and b] if physically he has the chance to come back to have the career again.”

There is more to life than racing, especially when one considers how close Kubica came to losing his life.

“It is sensational that he can recognize his loved ones and make dialogue; this is a beautiful step for all of us to have the same old Robert,” Webber says.

“Thank God for that. After that, if he can drive a racing car again, it is a bonus. Let’s see if he can get the grip in his hand.

“For sure the coming months are going to be incredibly challenging for him because he has upper

and lower injuries, so operating on crutches will not be easy. So who knows how he gets around, maybe it is a wheel chair to start with. I don’t know the exact situation, but time will tell.”

Kubica is incredibly determined; something the doctors say will really speed up his rehab. Of course he wants to return to the cockpit as soon as possible just as Webber did.

“Sometimes the hurdle is thrown at the toughest guys,” says Webber, “and he is one of those guys. He will tackle it head on, and it will be his decision. As we know, Robert is his own man. I think this will also come and go in his mind in the next few months, how he will feel, and then it will be down to him and nobody else. He will make the decision on what he does in the future.

“You need to be sensible with what is achievable.

We have seen that a lot with motorbike racing and a bit less with our sport. Robert is under the spotlight now about when and how is he going to do, but time is something which we cannot control. So let’s see what exactly his injuries are, and how he is going to cope with dealing with the forces if he races again.

Let’s hope and pray that it is a full recovery and that he can drive a F1 car for hours on the limit again.”

The rehabilitation is going to be the hardest part because it gets incredible frustrating.

“It’s the constant boring stuff that is the challenge for any sportsman or woman who is coming back, because normally we are so active so we don’t have these issues,” Webber recalls, “and then when

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HIGH RISK, HIGH REWARD The injury could end up robbing Kubica of a good season- the R31 was fast in preseason testing.

”SOMETIMES THE HURDLE IS THROWN AT THE TOUGHEST GUYS AND HE IS ONE OF THOSE GUYS. HE WILL TACKLE IT HEAD ON AND IT WILL BE HIS DECISION.” Button supported McLaren’s decision to skip the first preseason test.

you have to come back to do basic tasks, that is the challenge. But he knows this completely. He knows exactly what is ahead, and mentally he is completely strong enough to get over this.”

Athletes thrive on action and want to get back to it as soon as possible after an injury, especially compared to say somebody who works in an office and can take lots of time before returning.

“They are not really challenging themselves,” Webber says, “but people like us, it is maybe why we got to where we are because we are driven, focused, and when we have a setback we want to go again.”

Webber recalls getting frustrated because of the erratic progress in the healing process.

“Sometimes there are two or three day’s progress and then two or three days backwards,” he relates. “It is always building blocks. You put some 64 | WWW.PRNMAG.COM

new bricks in, and then you have to put some more on top, and more on top and more on top.

“This is going to continue for Robert for years.

Not months, but for years. But he can still do his job.

It is not important if he can run a marathon. But let see what injuries he might have that might affect his career, which is the most important thing.”

THE SEASON AHEAD The new Renault R31 looked quite quick during preseason testing, so Kubica’s crash might have robbed him of a competitive F1 season. On the other hand, his replacement Nick Heidfeld voiced some concerns about the car’s inconsistency when he tested it.

As for the other top teams, Mercedes was slow in testing. The team was depending on a major upgrade before the first race to make the

W02 fast. If that does not work they are really in trouble.

Jenson Button insisted that skipping the first of the four preseason tests so that McLaren could spend more time in the design phase of the MP426 was the correct thing to so. But that meant that the team lacked time to find the best chassis set-up because they had fewer test laps.

Ferrari was closest to matching the pace of the Red Bulls in testing, especially over long runs.

Ferrari also had very good reliability. All that is good news, but the bad news for the team was that was still one step behind the Red Bulls.

Even though it set quick lap times in testing, reigning champions Red Bull had yet to reveal the true potential of the RB7. This is a very fast car, and it is gentler on its tires than other team’s cars. The other teams should be worried.

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FROM TRACK

TO ROAD: The relentless pace of lubricant development

BY MARK HACKING // PHOTOGRAPHY BY RAMESH BAYNEY

T

here’s no doubt about it, racing has helped in the development or perfection of road-car technologies that we all benefit from these days. There are many examples worth citing, including all-wheel drive, traction control and seat belts, to name but a few.

At times, the connection between racing and the end consumer can seem dubious, particularly when a quick cost-benefit analysis is conducted and the budget of the average F1 team is considered. Still, there’s at least one company that sees the benefit of being involved in F1, no matter the cost: Shell.

At the 2010 Montreal Grand Prix, the lubricants company invited a select group to gather insight into how racing helps perfect their consumer products. The visit was timed to coincide with the introduction of Pennzoil Ultra, the synthetic oil that entered the Canadian market last year.

Shell is a major sponsor and technical partner to Scuderia Ferrari, Pennzoil is a Shell brand and Ultra is roughly the North American equivalent of Shell Helix. To complete the circle, Ultra is the very first oil sold on this continent to be recommended by Ferrari for all their road cars and the prancing horse logo is featured prominently on every container.

On the Thursday prior to the race, we were given a private tour of the Scuderia Ferrari garage

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where we witnessed mechanics preparing the F10 racecars of Fernando Alonso and Felipe Massa for battle. More interestingly, we visited the Shell on-site laboratory, situated within the Ferrari garage.

This pristine, cubicle-sized lab is where technicians ensure that the V-Power fuel used to propel the team cars matches the chemical fingerprint of the control batch given to the FIA at the start of the season. It’s also where they conduct on-the-fly testing of the engine oil that comes from the cars to ensure consistent performance.

When Lisa Lilley, Shell Technology Manager for Ferrari, described the relationship between the two organizations as being “at the heart of all their activities,” it seemed like a bit of a stretch. But there’s no denying the fact that the mobile lab takes up some valuable real estate in the garage area. Anyone familiar with racing will know that the pit garage is a high-stress, no-room-for-error environment.

(For further proof that the Shell-Ferrari relationship is a close one, Lilley has her own office on the hallowed grounds that comprise the Ferrari headquarters in Maranello, Italy.)

Another point worth mentioning: F1 is an incredibly demanding sport from a technical

standpoint. The costs are stratospheric, the competition is intense and the rate of development is relentless. Furthermore, the rules change often and the demands on engine performance in terms of power, efficiency and reliability increase year after year.

Last season, for example, refueling was banned in F1; this change had a profound impact on Shell and their need to provide Ferrari with a formulation that would deliver equal power and increased efficiency. In terms of the requirements for oil performance, that has skyrocketed as well.

In 2010, teams had just eight engines with which to power two cars over 19 race weekends. A few short years ago, they were allowed an unlimited number of engines to burn through over the course of a campaign.

The latest result of the technical partnership is Pennzoil Ultra, which the company claims is the oil that keeps engines closer to factory clean than any other brand. Shell representatives describe the oil as being so advanced, it also cleans out up to 40% of existing sludge within the first oil change. In fact, the test numbers for Ultra indicate that no other oil can do better statistically in terms of sludge and wear protection; capitalizing on its exceptional ability to resist heat, shear and wear—the three factors that cause oil breakdown.

Of course, cleaner oil provides significant immediate and long-term benefits: increased fuel efficiency, reduced emissions and longer engine life.

These are all very worthy developments, so if Pennzoil Ultra provides even a fraction of these benefits, then full credit to Shell. And full credit to Scuderia Ferrari for helping develop the lubricants that drive even the most humble of road cars.

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2011 IZOD INDYCAR SERIES

SEASON PREVIEW Familiar Teams and Drivers Figure to Dominate Again

BY LEE BAILIE // PHOTOGRAPHY BY RAMESH BAYNEY

O

ne can be forgiven for thinking things don’t change very much in the IZOD IndyCar Series anymore.

The champion has come from the same team (Target Chip Ganassi Racing) for the past three seasons (Scott Dixon, 2008; Dario Franchitti, 2009-10) and two teams (Ganassi and Penske Racing) have won the vast majority of races during that span (44 of 52 entered, for an 84.6% success rate).

Last season, Ganassi and Penske drivers were especially dominant in winning 15 of 17 races, with more than half (eight) going to just two drivers.

For most of the season, the championship was a two-driver contest between eventual champ Franchitti (three wins, two poles) and runner-up Will Power (five wins, eight poles) of Penske.

Franchitti proved to be the better of the two down the stretch, finishing ahead of Power in each of the final four races (all on ovals) to clinch his third championship- second in a row for Ganassiin four years.

So dominant were these two drivers in 2010 that they also seemed to outclass their own teammates, which is hard to imagine given that those drivers are Dixon (Ganassi), Ryan Briscoe and Helio Castroneves (Penske).

Although those drivers combined to win seven races, they never seemed poised to make a run at the championship and break up the Dario and Will show.

Dixon was the closest of the three, 50 points behind Power in third place. Castroneves and Briscoe were fourth and fifth, respectively.

So what should we expect to see in the final year of the current Dallara/Honda package before new cars arrive in 2012?

More Ganassi/Penske dominance? Probably, but 2011 might be a little more unpredictable.

Led by CEO Randy Bernard, the Series has spent the off-season retooling both on and off the track.

Some big rule changes have been made, the schedule has been significantly altered and there has been a lot of driver movement.

These changes could produce unpredictable results, which could help spark interest not only in the season long championship, but also the Indianapolis 500 which should attract more entries given of the lame-duck status of the equipment.

ON-TRACK CHANGES The change generating the most attention is about the changes concerning restarts. All restarts will be two-by-two or ‘double-wide’, with the leader having the option to start on either the left or righthand side of the track.

Originally scheduled to be used only on the ovals, the Series has elected to use it for all 17 races. This full restart procedure won’t be used for short caution periods, such as for debris removal.

Hand-in-hand with the restart changes are new pit procedures. As it is in NASCAR, lead lap cars will pit before lapped cars under caution. Cars between the race leader and the pace car that choose not to pit will be waved to the back of the field. This will allow lapped cars to gain back a lap when the race goes back to green.

Another more controversial change is still being discussed. Series officials are contemplating the introduction of a free pass (known as the Lucky Dog in NASCAR) which would allow the first car one lap down to gain their lap back under caution. The potential move has not been well received by some IndyCar fans. One online poll showed respondents overwhelmingly against the idea.

THE SCHEDULE Another area that has been reshaped significantly

by Bernard is the schedule. All tracks belonging to

NASCAR-owned International Speedway Corporation (ISC) (Homestead, Kansas, Chicago and Watkins Glen) have been dropped in favour of Speedway Motorsports Incorporated (SMI) venues (New Hampshire, Las Vegas). The Milwaukee Mile is back on the schedule after a one-year hiatus and a street race in Baltimore has been added.

Bernard is convinced SMI (which also owns the Kentucky and Texas ovals) will be a better partner for INDYCAR in terms of race promotion, media coverage and attendance.

The season-ender at Las Vegas Motor Speedway in October will also feature an added incentive which will hopefully generate fan and media interest – a US$5 million payout to a non-IndyCar regular who wins the race.

The Series is turning the event into an invitational of sorts, with five spots open to drivers from other motorsport disciplines. Officials aim to have the entrants selected by mid-season.

Bernard wants drivers that have large followings, regardless of discipline. NASCAR Sprint Cup drivers are high on his list, but with most of the biggest stars likely competing in the Chase in mid-October, they are highly unlikely to participate.

Drivers that don’t make the Chase and have an open-wheel background, such as A.J. Allmendinger, Juan Pablo Montoya and Sam Hornish, Jr. (running a part-time Nationwide schedule) could make an appearance. Allmendinger and Montoya have both expressed interest, albeit conditional.

Bernard is keen to attract other motorsports stars like Rally and X-Games legend Travis Pastrana and Supercross champion James Stewart.

When asked Stewart expressed interest.

Bernard has also indicated that track time will be made available for invitees in order to give them time to familiarize themselves with the car and the track.

Left to right (top): Scott Dixon, Ryan Briscoe, Helio Castroneves; Middle: Dario Franchitti, Will Power, Danica Patrick; Bottom: Alex Tagliani, Marco Andretti, Paul Tracy.

At press time all had full-time rides for 2011 with the exception of Tracy.

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Power was the master on road and street circuits last year. His results on ovals should improve in 2011.

Tracy should be back for at least the Canadian rounds in Toronto and Edmonton.

THE DRIVERS FAVOURITES Dario Franchitti- The Scotsman returns for his third season with Ganassi as both defending Indy 500 and Series champion. The Series’ most well-rounded driver on the best team has to be considered the odds-on favourite.

Will Power- The Aussie is back for his second full season with Penske and should be considered a co-favourite with Franchitti. He was the best road racer in 2010, but to win his first championship in 2011 he’ll need to win on the ovals, too.

CONTENDERS

Dixon had a bit of an off year in 2010.

He should be back in the title chase this year.

Scott Dixon- Impossible to overlook the two-time Series champ and 2008 Indy 500 winner, but he seemed strangely off his game last season, especially on the road and street circuits, where he posted some un-Dixon like finishes (18th at St. Pete; 20th at Toronto). If he shows more consistency turning left and right, a third championship could be in his future.

Helio Castroneves- The three-time Indy 500 champ has never won the IZOD IndyCar Series championship, but has finished second twice (2002, 2008). The Brazilian notched three more wins in 2010 and finished fourth in the championship. A championship would really complete what has been an outstanding career.

Ryan Briscoe- After contending for the championship to the final race in 2009, Briscoe won only once last year, despite three poles and a consistently fast car throughout the season. Expectations will be high again in 2011, and the Aussie needs to convert his considerable potential into a championship in order to secure his place in Penske’s long-term plans.

CANADIANS Alex Tagliani will return for another full season, but will now compete for Sam Schmidt Motorsports, one of the most successful Indy Lights teams in recent years.

Schmidt bought FAZZT Race Team (Tagliani was part owner) during the off-season.

Paul Tracy has been in discussions with Conquest owner Eric Bachelart about a full-season ride, but it is believed he has not yet acquired enough sponsorship to get a deal done. It’s believed Tracy does have enough backing to run both Canadian races and possibly the Indy 500. He has been working hard, however, to find enough sponsorship to run the full season.

Indy Lights graduate James Hinchcliffe has tested several times for Newman Haas Racing in recent months. A deal had not been confirmed at press time, but all signs seem to point to the Toronto native being in an NHR car full-time this season.

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2011 IZOD INDYCAR SERIES SEASON PREVIEW THE FIELD As for the field, there are some who could bubble up, win a race or two and become contenders for the championship if they get off to a fast start.

Ganassi has a new two-car team with drivers Graham Rahal and ex-Indy Lights pilot Charlie Kimball. Both cars will be housed in a separate shop, but will share information with the Target team.

Andretti Autosport begins the season with a revamped lineup that includes Ryan HunterReay, Marco Andretti, Danica Patrick and Mike Conway, formerly of Dreyer & Reinbold Racing, who will take the spot vacated by Tony Kanaan.

Hunter-Reay seems likely to inherit the mantle of team leader, after signing a multi-year extension in the off-season with the team and German shipping giant DHL signing on as primary sponsor.

While Kanaan’s departure (due to 7-Eleven electing not to renew its primary sponsor arrangement on his car) will definitely be felt, the emergence of Hunter-Reay should minimize the impact.

The Floridian won at Long Beach (one of only two non-Ganassi/Penske wins in 2010; Kanaan had the other), had two podiums, three top fives and finished seventh in the final standings. He was the strongest Andretti driver at many tracks in 2010 – Kanaan included – and should be competing for poles and wins again in 2011.

Andretti and Patrick are both long overdue for a win, and while both seemed to be on the verge of breaking through last year (Andretti at Barber; Patrick at Texas and Homestead), neither showed the consistency needed to threaten for victories from race to race.

Andretti’s position with the team seems secure given his family connections, but many expect Patrick to move to NASCAR full time in 2012. One has to wonder how focused she’ll be on her IndyCar career while being in the last year of her contract with the team and running a split schedule (she’ll run 12 NASCAR Nationwide Series races this year).

Conway returns to the track after a horrific crash on the last lap of the Indy 500 ended his season. In 23 races with Dreyer & Reinbold in 2009-10, he posted five top tens, including a career-best third place at Infineon in 2009. He should be competitive in an Andretti car, particularly on road and temporary street circuits.

Dreyer & Reinbold Racing should benefit from retaining Justin Wilson for a second season. One of the best two or three road racers in the entire Series, he was second at St. Pete and Long Beach, was on pole at Toronto and recorded six top-tens last year. He’ll be teamed with former Firestone Indy Lights driver Ana Beatriz, who ran four races for the team in 2010.

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Wilson is back for his second season with Dreyer & Reinbold Racing.

After two seasons Panther Racing chose to part ways with 2005 Indy 500 and Series champion Dan Wheldon in favour of 2009 Indy Lights champion JR Hildebrand. The Californian won an open competition for the seat and has impressed the team’s engineers with his knowledge and feedback during off-season testing.

Lotus KV Racing Technology returns with two of its three drivers from 2010, Takuma Sato and E.J. Viso, both of whom endured a trying season. Sato, an ex-F1 driver, was fast on many occasions last year, but had difficulty finishing races- he racked up nine DNFs. Viso’s season was somewhat better – he was third at Iowa and ninth at Edmonton – but he also failed to finish five races for various reasons.

Lotus KV is expected to run a third full-time entry, but it had not been confirmed at press time. Several drivers have been linked to the seat, including Kanaan.

A.J. Foyt Racing will return with veteran Vitor Meira, who enjoyed a solid comeback season last year after his 2009 season was cut short due to a violent crash at the Indy 500. Meira posted five top-tens to go along with a third place in Sao Paulo.

HVM Racing will also return with its driver from 2010, Simona De Silvestro. The former Atlantic star showed well in her rookie campaign, winning the Rookie of the Year award for the Indy 500 (she finished 14th), and impressed with laps led in her first IndyCar race in Sao Paulo. Top ten finishes at Edmonton and Mid-Ohio should bode well for her and HVM going forward. New sponsor, Entergy Nuclear has signed on as primary sponsor for then next three seasons.

Newman-Haas Racing is planning to run two cars full-time in 2011. Hinchcliffe and Oriol Servia, who ran a part-time schedule for the team in 2009, are expected to be in those seats. Neither driver, however, has been confirmed although both were at the Series open test at Barber in mid-March.

Conquest Racing and Dale Coyne Racing have been in a state of flux for most of the off-season. Both teams could end up retaining one or more of their 2010 drivers, but only ex-Indy Lights racer Sebastian Saavedra has been confirmed (Conquest).

One of the more intriguing off-season developments has been the discussions Dale Coyne has had with four-time Champ Car World Series champion Sebastien Bourdais.

The Frenchman is contracted to compete for the Peugeot factory sports car team, but is working on a deal to run the road/street circuit portion of the IndyCar schedule.

Bourdais has tested three times for Coyne in recent months, and the team is building up its infrastructure in an effort to make their cars more competitive, should the deal come together.

AFS Racing, owned by former Indy Lights competitor Gary Peterson, has confirmed a one-car full season effort, but no driver has been named. AFS Racing had a successful partnership with Andretti in Indy Lights in recent years, winning two championships (Raphael Matos- 2008, JR Hildebrand- 2009). Both are expected to field separate Indy Lights teams in 2011.

ANDRETTI’S POSITION SEEMS SECURE, BUT MANY EXPECT PATRICK TO MOVE TO NASCAR FULL TIME IN 2012.”

CHANGE OF

SCENERY Don Thomson Jr. Set to Begin New Chapter at Team 3 Red / Ed Hakonson Racing

BY JAMIE MAUDSLEY // PHOTOGRAPHY BY RAMESH BAYNEY

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t the end of the 2010 season, Canadian Stock Car living legend Don Thomson Jr. was informed that his services as a driver and full-time mechanic at Fitzpatrick Motorsports were no longer needed after team owner John Fitzpatrick decided to refocus his racing efforts. The NASCAR Canadian Tire Series program was going to take a backseat because his son J.R. has made some gains south of the border in both the NASCAR Nationwide and Camping World Truck Series over the past two seasons.

Shortly after the decision was made, word came from Team 3 Red / Ed Hakonson Motorsports that Thomson would join their organization, and become a teammate of 2008 Kawartha Speedway winner Jason Hathaway.

There have been a few stretches of dominance in motorsports that seem to defy explanation.

Jimmie Johnson has reeled off five NASCAR Sprint Cup Championships in a row; John Force has been able to put 15 trophies on the mantle since number one in 1990, including a run of 10 straight.

Throughout the early 2000s, there were a number of drivers that were putting up tremendous championship runs, including Michael Schumacher in Formula One (2000-04), Jean Sebastian Roy, the top rider in the Canadian Motorcross Racing Series (2001-05), and Valentino Rossi with his string of MotoGP titles (2001-05).

During that period, a black Chevrolet with the number four on the door was rewriting the Canadian Stock Car history book. After back-to-back CASCAR Super Series Eastern titles in 1999 and

2000, Thomson started his assault on the record books, capturing both the all-time series lead in laps led and pole positions before his string of championships ended at five in 2005.

Thomson recently reflected on his success and parting ways with Fitzpatrick Motorsports. “John did so much for me, and there are no problems between myself and John, or Fitzpatrick Motorsports. The bottom line is that they wanted to move forward with J.R, and I can’t say enough about my time with the team.”

As for the next move in his career, Thomson is excited about the opportunity. “I had a lot of different options, but I liked what Ed had to say.

The shop is first class, they have great equipment, and I’m really looking forward to working with Jay. I have got to know him a bit over the past few years, and he seems like a really good guy.

It won’t be like a mentor role at all, because he knows how to win. Even with J.R. I would get him to help me out with say some of the road course stuff, and I was able to lean on him during our last few years together.”

There will also be one more key component that has yet to be determined, and that is the sponsor on the rear quarter-panels of Don’s Dodges. “I couldn’t have asked for a better sponsor than Home Hardware. I was so happy to be involved with them for so many years. We would love to have the involved with this new program, but there is no deal in place. Right now we’re trying to find funding to run two cars full-time, and I’m sure we will.”

KENNINGTON RUNNER-UP IN

‘TOP

PROSPECTS

PHOTO BY LAT PHOTOGRAPHIC

GAME’ F

or a number of years, the stars of the NASCAR K&N East and West Pro Series have headed to Toyota Speedway in Irwindale, California for the Toyota All-Star Showdown. This event has been billed by many as the motorsports equivalent to a ‘Top Prospects Game’ found in other sports, and former competitors have included current NASCAR National Series racers Matt Crafton, Brian Ickler, and Justin Loften, as well as former winners David Gilliland and Joey Logano (twice).

The NASCAR Canadian Tire Series champion gets an invite and a guaranteed starting spot in the race, and 2010 D.J. Kennington titlist headed to Cali to compete in the event in late January.

Kennington started 16th in the 225-lap event, and methodically picked his way forward throughout the event, climbing into the top-ten early in the second 100-lap segment.

He set his eyes on the top-five and continued negotiating traffic to third-place standing with just a handful of laps to go. After a late restart he moved to second when the leaders made contact. Kennington had one last restart to take a shot at the lead, but came up short by a couple of car lengths to eventual winner Jason Bowles. Andrew Ranger of Roxton Pond, Quebec (2007 and 2009 NASCAR Canadian Tire Series Champion) finished 22nd.

Team 3 Red celebrated its 10th anniversary in 2010, and have seen a number of drivers come and go over the years, including their pilot from season one, Chris Fowler. In addition to Fowler, the team also ran Billy Rowse Jr., Mark Swain, Stu Robinson, and Derek Lynch, and even teamed up with D.J. Kennington and his D.J.K. Racing Team for one season before handing the controls to Hathaway full-time in 2006. Jason has assisted in turning the team into front runners, highlighted by the win at Kawartha to close out the 2008 season, and a career best sixth-place result in the championship in 2010.

Hathaway is excited about teaming up with Thomson. “Don is a great driver, and I think he’s going to bring so much to the team. I think we can gather more data with two teams, and that will help both groups, Hathaway said.”

The 2011 season has a new leadoff event on May 28 that has been very good to Thomson over the years – the half-mile at Mosport Speedway. Thomson, with an all-time series best of 11 poles and six wins the series since NASCAR sanctioning began in 2007, is no stranger to victory lane on the Mosport oval, winning in 2007 and 2010, as well as a four wins in the old CASCAR Super Series (1999, 2000, 2001 and 2004). A win in the opener helped propel D.J. Kennington to the championship last year, and Thomson couldn’t have asked for a better track to open up 2011 with as he chases his first NASCAR Canadian Tire Series championship belt.

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UNDER NEW MANAGEMENT

The Parts Canada Superbike Championship Turns Over a New Leaf

BY LEE BAILIE // PHOTOGRAPHY BY RAMESH BAYNEY

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t seemed to come out of nowhere – a press release in late February crossed the wire with this lead: “Frontline is proud to announce that they are the newly appointed management company of the Canadian Superbike Championship. Frontline CSBK Inc. is a Canadian owned and operated company dedicated to the development and advancement of motorcycle road racing in Canada.”

After owning and operating Canada’s national professional motorcycle road racing championship for years, Professional Motorsports Productions (PMP) has stepped aside in favour of new management.

The Frontline group is headed by Kevin Graham, a Canadian road racing veteran who has been involved with the Series for the past ten years in various capacities including stints at Honda Canada and with Orion Motorsports, Pirelli’s motorcycle tire distributor in Canada.

He has also served on the Series’ board of directors and is a racer himself, although not a current competitor in the championship.

Pirelli has been the spec tire supplier for the Parts Canada Series for the past five years, and despite the new job, Graham isn’t stepping down from his position at Orion.

He told PRN that the Series’ corporate partners were consulted and he will occupy both positions with their support.

To ease the transition, many of the staff who worked for PMP will migrate over to Frontline, which should help maintain continuity from an operational standpoint.

The support of several key partners, particularly Parts Canada (about to enter its 11th season as a main sponsor) and the manufacturers, is vital to Graham’s plans to expand the Series’ popularity.

James Danyluk, president of Parts Canada, has embraced the change.

“We are thrilled to be at the forefront of a new outlook at Canadian road racing. Parts Canada has always been proud of our affiliation with the Canadian Superbike Championship, and it’s very exciting to be part of a new energy that will inspire the restructuring of the Canadian Series,” he said in a statement.

Getting the manufacturers to come back to the Series and support it closer to the levels that existed in the early to mid-2000s, would also provide the Series with a welcome boost.

Since the world economy went into a downward spiral after the 2008 season, the manufacturers have made significant cutbacks in their support for road racing around the world. Honda’s U.S. unit withdrew from the AMA Superbike series, Kawasaki left MotoGP and in Canada, both Suzuki and Yamaha scaled back and then closed their factory teams.

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UNDER NEW MANAGEMENT

At the top of Graham’s list of priorities is ensuring the series is well-supported, especially by the manufacturers.

In fact, Yamaha eliminated its funding for the Series entirely following the 2009 season, which in turn made new R1s ineligible to compete in the Superbike class in 2010.

Suzuki, however, did pay to have its bikes homologated so they could continue to be used in the Superbike class and also paid contingency money to riders last season. The factory team has yet to return, but keeping a toe in the Series is a hopeful sign.

Graham knows that, in the long run, the manufacturers have to support the series financially if it is to grow and prosper.

Although it is still early days, he’s encouraged by the feedback the changes have produced.

“The reception from the OEMs has been quite positive, both from those that are participating and those that are not,” he said.

This year, at least six OEMs will participate in the Series, including BMW Motorrad Canada who will field a two-rider factory team, and Deeley Harley Davidson Canada, which will support a class comprised entirely of its own XR1200 machines. Honda Canada also returns for its fourth season of support for the CBR125R Challenge, a developmental class for young riders at the beginning of their road racing careers.

So what noticeable changes can fans expect to see by the time the season kicks off at Circuit ICAR in Mirabel, Quebec, May 27-29?

One of the biggest has already occurred. The Series website has been completely overhauled and rebuilt with new branding.

IT’S OUR INTENTION TO STRENGTHEN THE GRID BEFORE WE GO BACK OUT WEST.”

Frank Trombino (right) glides by Frances Martin during a practice session at Mosport in 2010.

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SUBARU MOSPORT TRACK TEST Seven-time champion Jordan Szoke returns to Kawasaki this season after a year with Honda.

Graham told PRN that the new website is the first foray in a strategy that will place a greater emphasis on web-based media, which is not only much less expensive than television, but also allows for a broader range of coverage that has greater depth and immediacy.

Social media, including a new Facebook page, also figures to be a big part of the Series online efforts to expand its fan base.

“We want people to be checking our website constantly (for fresh content),” he said.

As for the schedule, which is comprised of seven rounds at five tracks (two in Ontario, two in Quebec and one in Nova Scotia), the biggest change was the removal of Race City in Calgary, a decision that was a difficult one for Graham to make.

Although Western Canada has supported motorcycle racing well for many years, “most of our riders are based in the east, and we need to have events that they will be able to commit to,” he said, referring to riders based in Quebec and Ontario who would sometimes skip the Calgary event due to cost.

Graham does plan to take the Series back to Western Canada within the next few years, but wants to improve its overall health first.

“It’s our intention to strengthen the grid before we go back to back out west,” he said.

More riders and OEM support first, an expanded schedule later.

When your to-do list is long and varied like Graham’s is, you need to be able to set priorities if you want to get things done.

On that score, he’s off to a good start.

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FRONT

RUNNER Antoine L’Estage Kicks of 2011 With a Dominating Win

BY CANADIAN RALLY CHAMPIONSHIP // PHOTOGRAPHY BY ANDREW HARVEY PHOTOGRAPHY

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ntoine L’Estage and Nathalie Richard of the Rockstar Mitsubishi team opened the 2011 Canadian Rally Championship with a decisive win at the Rallye Perce Neige in Maniwaki, Quebec. Canada’s only true winter rally, the Rallye Perce Neige is also one of the longest, with more than 200 kilometres of competitive stages covered in just one day of racing.

Teams started from downtown Maniwaki in the morning, running two in-town stages before heading into the forest roads west of town. Short and fast, the in-town stages rarely present an opportunity to win an event, but ample chance to lose.

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Subaru Rally Team Canada driver Pat Richard and stand in co-driver Leanne Junnila were the first team to tackle the stages in their Subaru Impreza STI. Attacking right from the start, they set the pace to beat for rivals L’Estage and Nathalie Richard in the Rockstar Mitsubishi. Both drivers hold multiple national titles, and after eight stages, the two teams were separated by less than one second.

“Running first on the road can be really hard, but maybe Pat had the right tire choice” said L’Estage, referring to the Subaru driver’s choice of his Yokohama snow tires heading into a midday stage. Conditions were a difficult mix of snow and

Richard (left) and L’Estage celebrate their victory at Rally Perce Neige.

in 2010. The team finished second, nearly 30 seconds ahead of third place.

“It’s a great feeling, and our approach was similar to last year,” said Carre at the finish.

“We tried hard to keep out of trouble, and that paid off.”

Swap Shop teammate Craig Henderson) and co-driver Peter Watt were struggling to find the right pace and were uncharacteristically further down the order, making space for 2010 Canadian Novice Champion Ugo Desgreniers and Erik Kirby to move up the leaderboard, in turn battling with “Crazy” Leo Urlichich and Martin Headland. In the final stages, Desgreniers moved into a comfortable third after ice, and start order played heavily into what tires would work best.

A timing error arriving at the first service resulted in a one minute penalty for the Subaru team, who broke a wheel a few stages later, losing a massive seven minutes while replacing the wheel. Taking a gamble on tire choice, Richard hoped to make up some time to get back into a points scoring position, vital in his hunt for the 2011 Canadian Rally Championship title.

“I can’t make the same choice as Antoine because we’re so closely matched, we’ll get similar times. To make up any time I need to

gamble on tire choice and try something different,” said Richard.

With the pressure off, 2010 Canadian, North American and Rally America champion L’Estage was finding it challenging to drive at the correct pace to keep his first place position secure.

“I have to find the right rhythm. I can’t go too fast and make mistakes, but it can be harder to keep focus when you slow down.”

Further down the order, a battle was shaping up for the other podium positions. Bruno Carre and Yvan Joyal drove cleanly and smoothly all day, a style that earned the team their first National win at this event

I HAVE TO FIND THE RIGHT RHYTHM. I CAN’T GO TOO FAST AND MAKE MISTAKES, BUT IT CAN BE HARDER TO KEEP FOCUS WHEN YOU SLOW DOWN.” WWW.PRNMAG.COM | 85

FRONT RUNNER

L’ESTAGE NOTCHES FIRST 2011 RALLY AMERICA VICTORY Jan Zedril and co-driver Jody Zedril won the 2-wheel drive class in their Mistubishi Lancer.

Urlichich drove off the road. For Desgreniers, the result is a career best, and one year anniversary of his first rally finish.

“It wasn’t a perfect rally,” said Desgreniers.

“The shifter broke and we had to drive with just a short piece sticking up from the gearbox until we could fix it. I’m so happy for the result, it’s amazing to have come so far in just one year.”

Richard and Junnila finished just off the podium in fourth place.

“It’s not what we wanted, and was a tough event, but still, there’s no excuses,” said a frustrated Richard after the rally. “I had a four minute gap to make up to get to the podium, and we made up about three minutes in two stages, but it wasn’t enough.”

Road conditions were especially tough for the two wheel drive teams. Covered in slick ice, the roads made for slow progress and rough sections also took a toll on the cars. Just one team, Jan and Jody Zedril finished in their two wheel drive Mitsubishi. The brothers managed their pace care-

fully through the entire event, showing why they are reigning champions.

“This event was so much about survival, just getting to the end.” said Jan. “Once we knew that we were the only 2WD car left, we slowed down to make sure we would finish.”

Interim rally coordinator Terry Epp was very positive about the event, where remote locations and limited communications prove very challenging for organizers. The event has a 46 year history and the reputation of being a marathon event, demanding of teams and volunteers alike.

“We’ve been in a rebuilding process for this event, trying to ensure it has a long future. I’m happy to say that the rally ran extremely well this year and is good hands moving forward.”

The 2011 season continues May 26-27, at the Rocky Mountain Rally, headquartered in Calgary.

Though the event has been changed for this season, it still features the high mountain roads and unpredictable conditions that make the event so compelling.

Bruno Carre and co-driver Yvan Joyal finished second overall in their Swap Shop Subaru.

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F

resh off their win in the Canadian Rally Championship opener in Maniwaki, Antoine L’Estage and Nathalie Richard weren’t content to just sit around and wait for the Rocky Mountain Rally to arrive in late May. So they travelled to Salem, Missouri in late February for the 100 Acre Wood, the second race on the 2011 Rally America calendar.

L’Estage and Richard didn’t take it easy on the Rally America regulars either.

L’Estage put together a flawless drive from start to finish. He set a blistering pace early on, winning ten of the event’s fifteen special stages and finishing 17.7 seconds ahead of international rally ace David Higgins. This victory was a particularly sweet one for L’Estage, who celebrated his birthday on the final day of the rally on February 26.

Subaru Rally Team USA’s David Higgins and co-driver Craig Drew placed second overall, netting their first points of the season and keeping pressure on L’Estage as they gave chase for the duration of rally. Higgins’ Subaru teammate Dave Mirra rounded out the podium by maintaining third overall through most of the event with a solid drive. This is the second consecutive podium finish of the season for Mirra and codriver Marshall Clarke, who are coming into their own after only two events together.

The Rally in the 100 Acre Wood is based in Salem, Missouri and is well known for its fast and flowing stage roads. This year crews were challenged with unusually damp conditions after heavy rainfall on the Thursday before the rally began.

With the victory, L’Estage and Richard have moved into third place in the standings, 11 points behind leaders Travis and Terry Hanson and eight markers behind second place Mirra and Clarke despite missing the first round in Michigan.

Round three, the Olympus Rally in Ocean Shores, Washington, is set for April 30-May 1.

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MOVING

FORWARD Work on the New Canadian Motorsport Heritage Museum Continues TEXT AND PHOTOGRAPHY BY CHRISTOPHER NAGY

T

he power and the glory of motorsports has been a romantic lure for many Canadians. While the actions of the men and women of auto racing was a pursuit of personal fulfillment, the Canadian motorsport community (fans, media and fellow competitors) faithfully recognizes extraordinary work throughout paddocks. In 1993, the Canadian Motorsport Hall of Fame was founded as the ultimate tribute to the many Canucks on the race track, in pit lane and in the promotion of racing events. In the first induction ceremony, a sizable list of personalities such as Eppie Wietzes, Chuck Rathgeb, Peter Ryan, Bill Sadler, Bob McLean, John Cannon, Bill Brack, Ken Achs, Billy Foster and Gilles Villeneuve were permanently recognized with a special accolade. Honouring more than 150 individuals who have contributed greatly to Canadian motorsports since opening, the hall of fame organization is also significant for possessing some historical race machines. A snapshot of one of Canada’s first great triumphs came at the 1992 Indianapolis 500. Scott Goodyear’s second place-finishing Mackenzie Financial Chevrolet-powered Lola now rests in the Canadian Motorsport Hall of Fame (now known as the Canadian Motorsport Heritage Foundation), and is just one of the iconic machines the Foundation has amassed. Another gem within the hall of fame vehicle collection is the Multimatic Motorsports Lola-Nissan sports car driven to class victory in the LMP675 category in the 2000 24-Hours of Le Mans. A Canadian-fielded effort by Multimatic, the winning LMP675 vehicle plays a stronger meaning in national motorsport history for the all-Canadian lineup consisting of Scott Maxwell, John Graham and Greg Wilkins. Other vehicles within the Canadian Motorsport Heritage Foundation collection includes a Greg Moore Players 1998 CART open wheel race car, a 1986 Can-Am car which Paul Tracy piloted to victory in his only series start and a 2006 grand prix chassis from the short-lived Midland F1 team. This charming illustration of motor racing past belonging to the Canadian Motorsport Heritage Foundation collection has not been on public display frequently, but a small space within the 2010 Canadian International Auto Show in February offered a recent opportunity for many to see this collection of glorious competition machinery. With no shortage of Canadian and international candidates deserving proper tribute, it is hard to believe the country’s hall of fame for motorsports has been in a state of flux for most of its existence. Faced with issues regarding real estate, the building that houses the best of Canadian motorsports has been moved five times in its 1 The legendary Gilles

Villenueve, Formula 1 driver for Ferrari.

2 The Reynard/Mercedes

driven by the late Greg Moore for Forsythe Racing in the CART World Series.

18 year history. Housed twice on the Toronto CNE grounds, the race car exhibit has resided within temporary housing inside the Warplane Heritage Museum in Hamilton, Ontario. In 2006, the museum migrated to a Halton Hills building where it occupied space of Legendary Motorcar, an exotic car dealership. A year later, the Canadian Motorsports Hall of Fame elected to moved back into Toronto intent on a new home at Downsview Park, the site of a former Canadian Forces base that is being redeveloped for residential and commercial use. In 2009, a new 12-member board spearheaded by chairman and president Tom Ryley presented plans for a 13,000 square-foot building to be called the Canadian Motorsport Heritage Museum. Proposing to offer a museum along with interactive features such as racing simulators, a fully-working garage and a 40-seat theater/multi-purpose room, the plans also specified that walls would be covered with artwork from donours including those from Jeremy Hinchcliffe, father of IndyCar racer James Hinchcliffe.

A spring 2010 grand opening of the new complex was planned, but current economics have delayed the project’s completion.

As of late February, the board had yet to announce when the Heritage Museum would open. Former curator of the CNE and Legendary Motorcar location Tim Miller said the motorsport hall of fame group, “[has] been working on securing the necessary funding to present the history of the sport in the manner it feels necessary.” Vehicles, historical components and archival documents are in storage while the Museum plans are being finalized. Some have been put on public display, such as those that were at the recent Canadian International Autoshow. Miller told PRN the Canadian Motorsport Hall of Fame website will likely be revamped and updated. The current site, however, still contains recent information on Hall of Fame events (which included the Carroll Shelby’s enshrinement in 2010) with background information on inductees from 1993 to 2007. Despite the postponement of the new Canadian Motorsport Heritage Museum, the difficulties associated with auto racing conservation efforts are not unique to Canada. In 2010, the new NASCAR Hall of Fame in Charlotte, North Carolina opened as the 150,000 square-foot mecca for the mostwatched auto racing series in North America. The facility, which created much fanfare and media attention during its grand-opening, cost US$160-million to build (including $60 million in funding from the city of Charlotte) and was designed to feature historical memorabilia, interactive displays and a retail 3 Bobby Rahal, winner of

the 1986 Indy 500 and the inaugural Honda Indy Toronto (1986) is among the 2011 inductees.

4 The Lola/Chevrolet driven

by Scott Goodyear to a second place finish for Walker Racing in the 1992 Indianapolis 500.

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1

1 The Frissbee KR-3

Chevrolet driven by 1986 Can-Am champion Horst Kroll.

2

3

2 The Wolf WR1 driven

by Jody Scheckter for Walter Wolf Racing in 1977.

area. Despite a spirited May 2010 launch televised live on U.S. motorsports cable channel SPEED, interest in the NASCAR Hall of Fame seemed to wane during the remainder of the year. By the close of 2010, the NASCAR Hall of Fame had lost roughly US$837,000 during its first six months of operation. Originally attendance estimates pegged first full year to be around 800,000 spectators, however, it managed to attract only 200,000 visitors during its first eight months of operation. In response, NASCAR has reduced staff hours and increased ticket prices to allow the facility to run on better financial footing. While still actively working on a new permanent facility, the Tom Ryley-led board is also busy preparing to induct new members to the hall of fame. For the 2010 induction year, ten new honourees will be added to the Canadian Motorsports Hall of Fame on April 23. Among the noted Canadians being recognized for their life-long dedication to motorsports are drag racer Herb Rodgers, power boat racing competitor Norm Woods as well as sports car competitor Jacques Duval. In addition to paying tribute to Canadians in motorsport, the International Contributors category will induct Bobby Rahal, three-time CART World Series champion, winner of the Indianapolis 500 (1986) and the inaugural Molson Indy of Toronto (Honda Indy of To-

3 The March

Cosworth driven by Jacques Villeneuve, Sr. for Canadian Tire Racing in CART.

ronto) in 1986. Based on a solid past and present, Canadian motorsports has built a firm foundation where appropriate recognition is indeed deserved.

Through open-wheelers, sports cars, drag racers, motorcycles and even boats, this history is worthy of preservation, which the Canadian Motorsport Hall of Fame mandate accomplishes despite not yet having a permanent public display. The new Heritage Museum at the Downview Park location will provide an important gateway between where motor racing has originated and where it exists today. For where Canadian motorsports is heading, the new facility will recognize past achievements and provide encouragement for the next generation of racers and will carry on Canada’s proud racing traditions.

IN 1993, THE CANADIAN MOTORSPORT HALL OF FAME WAS FOUNDED AS THE ULTIMATE TRIBUTE TO THE MANY CANUCKS ON THE RACE TRACK, IN PIT LANE AND IN THE PROMOTION OF RACING EVENTS.�

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REBOOT

The Castrol Canadian Touring Car Championship Reinvents Itself For 2011

BY LEE BAILIE // PHOTOGRAPHY BY RAMESH BAYNEY

A

fter four years of competition, the Castrol Canadian Touring Car Championship (CCTCC) decided it was time to take the next step in its development as a major touring series. As it prepares to kick off its fifth season in May, fans and partners will see the CTCC sporting a new look and feel as it undertakes a major rebranding effort. The new identity, designed to carry the spirit and energy of touring car racing, began was introduced at the Canadian Motorsports Expo in late January. “I am proud of the results. This strong new brand will help us create broader awareness and ultimately grow the series!” said John Bondar, President of CCTCC. The new brand identity was created by Toronto-based branding agency Baker Vandertuin Inc., with the series website designed and developed by Compass360 Inc., also of Toronto. Castrol is a founding partner and has been a key supporter of CTCC since its inception. Each year CTCC and Castrol have worked to build on their partnership and are proud

to continue in 2011. CTCC delivers strong value and allows Castrol to energize their brand and grow their sales. As they move into their fifth year together, CTCC looks forward to expanding their efforts with the Castrol team particularly in social media. “Congratulations to John and the entire series on the achievements with CTCC. We are proud to have been partnered from

the beginning and delighted that so many competitors have switched to Castrol’s EDGE Advanced Synthetic oil since its introduction last year,” said Marsha McLaughlin, Communications Manager, Wakefield Canada Inc. (Castrol).

“We are very excited to welcome Continental Tire as a new partner for the next three years. Continental

The new identity, designed to carry the spirit and energy of touring car racing, was introduced at the Canadian Motorsports Expo in late January.

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PFAFF AUTOMOTIVE PARTNERS RETURNS TO CANADIAN ROAD RACING

has developed a race tire based on the same performance principles that go into their ExtremeContact family of products. The ExtremeContact race tire will be the official and exclusive tire of the CTCC. We look forward to working with the entire Continental team under the guidance of their Marketing Manager Terry Smouter,” Bondar said.

“CTCC is the top road racing series in Canada and we are extremely proud to be the presenting sponsor of the series. This partnership allows us to expand our marketing reach and to promote the performance of our ExtremeContact line of tires,” said Terry Smouter, Marketing Manager, Continental Tire Canada, Inc.

CCTCC.indd 3

In mid-February, Pfaff Automotive Partners confirmed its return to the Canadian racing circuit in the 2011 Castrol Canadian Touring Car Championship (CCTCC). The Pfaff Motorsport team has expanded this year to include Jeff Pabst, racing the 2011 Pfaff/Castrol Audi A5, and P.J. Groenke who will return for the second consecutive year in the 2010 Pfaff/Castrol VW GTI. “With such a high-caliber team at the wheel with Pabst and Groenke, I’m confident in the results we’ll achieve this racing season in pushing towards a podium finish,” said Christopher Pfaff, president and CEO, Pfaff Automotive Partners. “As a dealer, there is no better way to demonstrate the capability of our cars than to push them to the limits on the track to test both handling and performance.” Pabst will race the Audi A5 in the Super Touring car series in the upcoming CCTCC, which kicks off at Mosport, May 21-22. Pabst is no stranger to the track with more than 20 years of racing experience in the American Le Mans, the Porsche Super Cup at Indianapolis and the Player’s GM Series among others. Groenke will return to the CCTCC series for his fourth consecutive year in the VW GTI. Groenke has over 11 years of racing experience including placing fifth in the 2008 and 2010 CCTCC Touring Car series. With one race season driving the GTI already under his belt, Groenke is expected to be a frontrunner this season. Pfaff has formed a partnership with Castrol Canada who will support the Pfaff Motorsport team for the 2011 season as lead sponsor for both the Audi A5 and VW GTI in the 2011 CCTCC. Pfaff has built a strong heritage in Canadian motorsport, having raced in various series over the years including sponsoring a Porsche 911 GT3 Cup Car in the Speed World Challenge Series with Scottish driver, Robin Liddell. This year, the Pfaff racing team has high hopes to edge out the competition in the CCTCC and bring home both the Touring and Super Touring Class championships.

11-03-18 9:50 AM

TIME TO TAKE THE WHEEL CASC-OR Lays Out a Path to Go Racing TEXT AND PHOTOGRAPHY BY CASC – ONTARIO REGION

W

e are often asked “How does one get into this?” The question, of course, refers to motorsport and, in particular, road racing. Over the next two issues of PRN we will try to get you up to speed and give you the ABCs on how to get started and what types of cars and opportunities are available to you. The Canadian Automobile Sports Clubs (CASC) provides oversight for Club racing in Ontario and is responsible for everything from Drivers’ Schools to the sanctioning of Race Events. A typical season will start with a Drivers’ School in April (with a second school in June). This two day event is a prerequisite for obtaining a race licence. Instructors are typically paired with two students, and while one receives classroom instruction the second is on track with an instructor, ensuring maximum one-on-one coaching. So what do you need to take the school? A two-seater manual shift car, an approved helmet and some comfortable shoes - that’s it.

The month of April also has the first organized test (practices). “Spring Fling” gives competitors the opportunity to shake off the cobwebs after a long winter. Like the CASC Race School, Spring Fling is held at Shannonville Motorsport Park near Belleville, Ontario. The technical nature of this circuit makes it ideal for both driver training and testing. A typical race season consists of eight Regional Events organized by the various automobile clubs and held at venues like Mosport International Raceway, Shannonville Motorsports Park and Calabogie Motorsport Park. Not all race groups attend all eight events -- some race only six weekends and others drop some regionals in order to attend pro events. In part one of the series, 94 | WWW.PRNMAG.COM

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we take a look at open-wheel cars also known as purpose-built race cars, classes which have been a favourite of long-standing regional competitors, but are also recognized as the jumping-off point for the budding professional.

Formula 1200 (formally known as Formula Vee) is a signal seater car utilizing many components along with an engine from the lovable Volkswagen beetle. The original concept dates back to the late 1950s and has been recognized globally (Canada, USA, Europe, and Australia, to name a few) as a legitimate formula. Married to a purpose-built space frame chassis, the combination of old and new makes for a potent race car while keeping costs down. While the formula’s horsepower figures are somewhat modest (57hp), don’t be fooled -- these race cars can attain speeds well over 100 mph and can pull 1.5 g’s during cornering. Racecraft is the all important key to success, and multiple lead changes are commonplace, with drafting the rule rather than the exception. Arrive and drive rental programs are available, with pricing for new cars in the $10,000 range and pricing for used cars starting at around $7,000.

In 1967, Formula Ford was launched in the UK and has proven to be the starting point for many a budding professional, and the Ontario- based OFFC (Ontario Formula Ford Championship) is no different. 2010 Formula Mazda Champion Conor Daly and American Le Mans Series LMPC frontrunner Kyle Marcelli are both graduates of the OFFC. Like the Villeneuves Tracys and Goodyears before them, both are using this iconic formula as a foundation to build a professional career. Catering not only to the young aspirant, the core group of OFFC Drivers are made up of club racers who year after year never seem to tire of the cut and thrust nature of this formula. The Ontario series is split in two classes: “A” for cars 1995 and newer and “B” for 1994 and older cars. Getting started in Class B can be achieved for about $10,000-$15,000 with Class A cars running in the region of $25,000$40,000. Speciality race shops can handle your every need from replacement parts to full rental rides. As with F1200, the racing is fierce with the emphasis placed on racecraft and set up. It is WWW.PRNMAG.COM | 95

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CASC not uncommon for the race winners to be decided on the last lap. New for 2011 is the Team Canada Scholarship, which provides an opportunity for one talented individual to compete in the seasons’ end prestigious Formula Ford Festival in England, which is renowned as a showcase for new talent.

The third group we are going to look at is Formula Libre, a bit of a catch-all class for purposebuilt race cars. The class structure is based on three groups: Wings and Slicks, Sports Racers, and Other. Wings and Slicks cover all open wheel cars with aerodynamic aids and sticky slick tires; this group also includes the long- standing Formula 4 (F4) class. Based on a 750cc motorcycle engine and weighing only 850 lbs. F4 delivers a big bang from such a small package and, as most of the cars are home-built, the formula is a tinkerers dream. With Professional race series constantly reworking their technical regulations, seemingly obsolete cars are finding their way into the Wings and Slicks category of Libre. These redundant vehicles can be purchased for well under the current market value and are proving to be ultra-competitive. Resembling scaled down Le Mans Prototypes, Sports Racers are the fastest growing category in Libre. These full-bodied single or two-seater prototypes produce a large amount of aerodynamic downforce and it is not uncommon to see them battling with an open-wheel winged formula car for overall positions. As the name implies, “Other” rounds out the Libre grid, and offers a place for everyone else to run, including the recently formed Formula Classic. Cars built from 1971 to 1981 form the core of the Formula Classic grid, and must run in their original configuration. Although driven with as much verve as the rest of the Libre cars, Classics adhere to a tough driver conduct rule, as many of these cars are irreplaceable museum pieces.

CONTACTS: www.casc.on.ca www.formula1200.com www.offcseries.com

www.formula-libre.ca www.formulafour.com www.varac.ca

AISA

2011 CASC-OR REGIONAL AUTOSLALOM SCHEDULE SUN APR 10

OPEN HOUSE/REGISTRATION

NEWMARKET, ON (CSC RACING)

SAT APR 30

2011 AUTOSLALOM SCHOOL DAY 1 HOSTED BY SPDA

BRAMPTON, ON (POWERADE CENTRE)

SUN MAY 1

2011 AUTOSLALOM SCHOOL DAY 2 HOSTED BY SPDA

BRAMPTON, ON (POWERADE CENTRE)

SAT MAY 7

EVENT#1 HOSTED BY OMSC

MOSPORT, ON (DDT)

SAT MAY 28

EVENT#2 HOSTED BY SPDA

PICTON, ON (AIRPORT)

SUN MAY 29

EVENT#3 HOSTED BY ST. LAC

PICTON, ON (AIRPORT)

SUN JUN 12

EVENT#4 HOSTED BY TLMC

BARRIE, ON (MOLSON CENTRE)

SUN JUL 17

EVENT#5 HOSTED BY PMSC

PETERBOROUGH, ON (KAWARTHA DOWNS SPEEDWAY OVAL)

SUN AUG 7

EVENT#6 HOSTED BY HADA

BRAMPTON, ON (POWERADE CENTRE)

SAT SEP 18

EVENT#7 HOSTED BY TLMC

BARRIE, ON (MOLSON CENTRE)

2011 CASC-OR TIME ATTACK SCHEDULE SAT APR 9

INSTRUCTOR SCHOOL DDT

MOSPORT

SUN APR 10

OPEN HOUSE

CSC RACING

HADA

SAT MAY 14

SCHOOL #1 DDT

MOSPORT

OMSC

SUN MAY 15

SCHOOL CONT’D DDT

MOSPORT

SPDA

SAT JUNE 4

EVENT #1 DDT

MOSPORT

OMSC OMSC

DIRECTOR

SUN JUNE 5

EVENT #2 DDT

MOSPORT

SAT JUNE 18

EVENT #3 SMP - NELSON

SHANNONVILLE

HADA

SUN JUNE 19

EVENT #4 SMP - PRO

SHANNONVILLE

HADA TAC

SAT JULY 9

SCHOOL #2 MIR

MOSPORT

SUN JULY 10

EVENT #5 MIR

MOSPORT

TAC

FRI AUG 26

LAPPING MIR

MOSPORT

SPDA

SAT AUG 27

EVENT #6 MIR

MOSPORT

SPDA

SUN AUG 28

EVENT #7 MIR

MOSPORT

SPDA

SAT SEPT 10

EVENT #8 SMP FABI

SHANNONVILLE

TAC

SUN SEPT 11

EVENT #9 SMP LONG TRACK

SHANNONVILLE

TAC

All dates are tentative and subject to change.

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Karcher ..............................................................3 Kawartha Speedway .................................... 97 Lucas Oil Products Inc. ................................ 71 Lumens High Performance Lighting ........ 73 Metra Electronics ......................................... 39 Mosport International Raceway ................ 45 Perry Auto Laval ............................................ 96 Royal Purple Synthetic Oil .......................... 91 Race Time Radio ........................................... 83 Shell Canada Ltd. .............................................7 Snap-on Tools ............................................... 77 Sparco ...............................................................6 Stop Tech ....................................................... 43 Toyo Tire Canada Inc. ................................... 63 Valvoline Canada .............................................2 Yamaha Motor Canada Ltd. ...........................4 Yokohama Tire (Canada) Inc. ..................... 99

FOR MORE CONTENT VISIT ONLINE WWW.PRNMAG.COM

2 YEAR SUBSCRIPTION (12 ISSUES)

OF RA

RACE EVENTS

Amsoil ............................................................. 65 Autoglym ........................................................ 29 BMW ................................................ 11, 63, 100 Bob Bondurant School of High Performance Driving ..................... 31 Bridgestone ................................................... 15 Canadian Automobile Sport Clubs – Ontario Region .............................................. 87 Castrol Ltd. ................................................... 25 Energy ............................................................. 67 5 Gloves .......................................................... 37 Goodyear Engineered Products ................ 57 Grand Prix Kartways .................................... 52 Honda Indy Toronto .........................................3 Honda Performance Development ..............7 International Automotive & Custom ........ 82 Jim Russell Racing School ......................... 81

2011

ADVERTISING INDEX

R A O R E FEEL THCING AT

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FRIDAY AUG. 12 Late Model 100 / TC / MS FRIDAY AUG. 26 Thunder Car 50 / LM / MS / Legends / Pro Challenge

JUNE FRIDAY JUNE 3 OSCAAR /LM / TC / MS

SEPTEMBER FRIDAY SEPT. 9 Mini Stock 50 / LM / TC / Legends

FRIDAY JUNE 17 Late Model 100 / TC / MS

SATURDAY SEPT. 24 NASCAR Canadian Tire Series 250

FRIDAY JUNE 24 LM / TC / MS / Legends

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FRIDAY JULY 15 Mini Stock 50 / LM / TC / Fan Appreciation Night

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11-03-18 11:58 AM

PRESENTS THE 2011

www.yokohama.ca » FIA Formula 1 World Championship 27-Mar Australia 10-Apr Malaysia 17-Apr China 8-May Turkey 22-May Spain 29-May Monaco 12-Jun Canada 26-Jun Europe 10-Jul Britain 24-Jul Germany 31-Jul Hungary 28-Aug Belgium 11-Sep Italy 25-Sep Singapore 9-Oct Japan 16-Oct Korea 30-Oct India 13-Nov Abu Dhabi 27-Nov Brazil » IZOD IndyCar Series 27-Mar Streets of St. Petersburg 10-Apr Barber Motorsports Park 17-Apr Streets of Long Beach 1-May Streets of Sao Paulo 29-May Indianapolis Motor Speedway 11-Jun Texas Motor Speedway (two races) 19-Jun The Milwaukee Mile 25-Jun Iowa Speedway 10-Jul Streets of Toronto 24-Jul Edmonton City Centre Airport 7-Aug Mid-Ohio Sports Car Course 14-Aug New Hampshire Motor Speedway 28-Aug Infineon Raceway 4-Sep Streets of Baltimore 18-Sep Twin Ring Motegi 2-Oct Kentucky Speedway 16-Oct Las Vegas Motor Speedway » Firestone Indy Lights 27-Mar Streets of St. Petersburg 10-Apr Barber Motorsports Park 17-Apr Streets of Long Beach 27-May Indianapolis Motor Speedway 19-Jun The Milwaukee Mile 25-Jun Iowa Speedway 10-Jul Streets of Toronto 23-Jul Edmonton City Centre Airport 7-Aug Streets of Trois Rivieres 14-Aug New Hampshire Motor Speedway 4-Sep Streets of Baltimore 2-Oct Kentucky Speedway 16-Oct Las Vegas Motor Speedway » Star Mazda Championship 27-Mar Streets of St. Petersburg 10-Apr Barber Motorsports Park 28-May O’Reilly Raceway Park 19-Jun The Milwaukee Mile 25-Jun Iowa Speedway 23-Jul Mosport International Raceway 6-Aug Circuit de Trois-Rivieres 7-Aug Circuit de Trois-Rivieres 28-Aug Infineon Raceway 4-Sep Streets of Baltimore 17-Sep Mazda Raceway Laguna Seca » American Le Mans Series 19-Mar Sebring International Raceway 16-Apr Streets of Long Beach 9-Jul Lime Rock Park 24-Jul Mosport International Raceway 6-Aug Mid-Ohio Sports Car Course 21-Aug Road America 3-Sep Streets of Baltimore 17-Sep Mazda Raceway Laguna Seca 1-Oct Road Atlanta » Grand-Am Rolex Sports Car Series 27-Jan Daytona International Speedway - Pruett/Rojas/ Hand/Rahal 4-Mar Homestead-Miami Speedway - Pruett/Rojas 8-Apr Barber Motorsports Park 13-Apr Virginia International Raceway 29-May Lime Rock Park 3-Jun Watkins Glen International 25-Jun Road America 8-Jul Mazda Raceway Laguna Seca 23-Jul New Jersey Motorsports Park 12-Aug Watkins Glen International 19-Aug Circuit Gilles Villeneuve 16-Sep Mid-Ohio Sports Car Course

MOTORSPORT CALENDAR

» World Challenge 27-Mar Streets of St. Petersburg (two rounds) 17-Apr Streets of Long Beach 1-May Miller Motorsports Park 22-May Mosport International Raceway (two rounds) 8-Aug Mid-Ohio Sports Car Course (two rounds) 28-Aug Infineon Raceway (two rounds) 18-Sep Mazda Raceway Laguna Seca 1-Oct Road Atlanta » Castrol Canadian Touring Car Championship 22-May Mosport International Raceway 5-Jun Curcuit ICAR - Mirabel 26-Jun Mosport International Raceway 10-Jul Streets of Toronto 24-Jul Mosport International Raceway 7-Aug Circuit de Trois Rivieres 11-Sep Circuit ICAR - Mirabel » NASCAR Sprint Cup Series 12-Feb Daytona International Speedway - Kurt Busch 17-Feb Daytona International Speedway - Kurt Busch 17-Feb Daytona International Speedway - Jeff Burton 20-Feb Daytona International Speedway - Trevor Bayne 27-Feb Phoenix International Raceway - Jeff Gordon 6-Mar Las Vegas Motor Speedway - Carl Edwards 20-Mar Bristol Motor Speedway 27-Mar Auto Club Speedway 3-Apr Martinsville Speedway 9-Apr Texas Motor Speedway 17-Apr Talladega Superspeedway 30-Apr Richmond International Raceway 7-May Darlington Raceway 15-May Dover International Raceway 21-May Charlotte Motor Speedway 21-May Charlotte Motor Speedway 29-May Charlotte Motor Speedway 5-Jun Kansas Speedway 12-Jun Pocono Raceway 19-Jun Michigan International Speedway 26-Jun Infineon Raceway 2-Jul Daytona International Speedway 9-Jul Kentucky Speedway 17-Jul New Hampshire Motor Speedway 31-Jul Indianapolis Motor Speedway 7-Aug Pocono Raceway 14-Aug Watkins Glen International 21-Aug Michigan International Speedway 27-Aug Bristol Motor Speedway 4-Sep Atlanta Motor Speedway 10-Sep Richmond International Raceway 18-Sep Chicagoland Speedway 25-Sep New Hampshire Motor Speedway 2-Oct Dover International Raceway 9-Oct Kansas Speedway 15-Oct Charlotte Motor Speedway 23-Oct Talladega Superspeedway 30-Oct Martinsville Speedway 6-Nov Texas Motor Speedway 13-Nov Phoenix International Raceway 20-Nov Homestead-Miami Speedway » NASCAR Nationwide Series 19-Feb Daytona International Speedway - Tony Stewart 26-Feb Phoenix International Raceway - Kyle Busch 5-Mar Las Vegas Motor Speedway - Mark Martin 19-Mar Bristol Motor Speedway 26-Mar Auto Club Speedway 8-Apr Texas Motor Speedway 16-Apr Talladega Superspeedway 23-Apr Nashville Superspeedway 29-Apr Richmond International Raceway 6-May Darlington Raceway 14-May Dover International Speedway 22-May Iowa Speedway 28-May Charlotte Motor Speedway 4-Jun Chicagoland Speedway 18-Jun Michigan International Speedway 25-Jun Road America 1-Jul Daytona International Speedway 8-Jul Kentucky Speedway 16-Jul New Hampshire Motor S peedway 23-Jul Nashville Superspeedway 31-Jul Indianapolis Motor Speedway 6-Aug Iowa Speedway 13-Aug Watkins Glen International 20-Aug Circuit Gilles Villeneuve 26-Aug Bristol Motor Speedway 3-Sep Atlanta Motor Speedway 9-Sep Richmond International Raceway 17-Sep Chicagoland Speedway 1-Oct Dover International Speedway 8-Oct Kansas Speedway

14-Oct 5-Nov 12-Nov 19-Nov

Charlotte Motor Speedway Texas Motor Speedway Phoenix International Raceway Homestead-Miami Speedway

» NASCAR Camping World Truck Series 18-Feb Daytona International Speedway - Michael Waltrip 25-Feb Phoenix International Raceway - Kyle Busch 12-Mar Darlington Raceway - Kasey Kahne 2-Apr Martinsville Speedway 22-Apr Nashville Superspeedway 13-May Dover International Speedway 20-May Charlotte Motor Speedway 4-Jun Kansas Speedway 10-Jun Texas Motor Speedway 7-Jul Kentucky Speedway 16-Jul Iowa Speedway 22-Jul Nashville Superspeedway 29-Jul Indianapolis Motor Speedway 6-Aug Pocono Raceway 20-Aug Michigan International Speedway 24-Aug Bristol Motor Speedway 2-Sep Atlanta Motor Speedway 16-Sep Chicagoland Speedway 24-Sep New Hampshire International Speedway 1-Oct Kentucky Speedway 15-Oct Las Vegas Motor Speedway 22-Oct Talladega Superspeedway 29-Oct Martinsville Speedway 4-Nov Texas Motor Speedway 18-Nov Homestead-Miami Raceway » NASCAR Canadian Tire Series 28-May Mosport Speedway 5-Jun Circuit ICAR 11-Jun Delaware Speedway 26-Jun Mosport International Raceway 9-Jul Streets of Toronto 23-Jul Motoplex Speedway 27-Jul Auto Clearing Motor Speedway 7-Aug Circuit de Trois-Rivieres 20-Aug Circuit Gilles Villeneuve 10-Sep Barrie Speedway 17-Sep Riverside International Speedway 24-Sep Kawartha Speedway » NHRA Full Throttle Series 27-Feb Kragen O’Reilly Auto Parts NHRA Winternationals - Morgan Lucas (TF), Robert Hight (FC) 13-Mar Tire Kingdom NHRA Gatornationals - Del Worsham (TF), Mike Neff (FC) 3-Apr SummitRacing.com NHRA Nationals 17-Apr NHRA 4-Wide Nationals 1-May O’Reilly Auto Parts NHRA Spring Nationals 15-May Summit Racing Equipment NHRA Southern Nationals 22-May NHRA Summer Nationals 5-Jun NHRA SuperNationals 19-Jun NHRA Thunder Valley Nationals 26-Jun Summit Racing Equipment NHRA Nationals 10-Jul O’Reilly Auto Parts Route 66 NHRA Nationals 24-Jul Mopar Mile-High NHRA Nationals 31-Jul Fram-Autolite NHRA Nationals 7-Aug O’Reilly Auto Parts NHRA Northwest Nationals 21-Aug Lucas Oil NHRA Nationals 5-Sep Mac Tools U.S. Nationals presented by Lucas Oil 18-Sep O’Reilly Auto Parts NHRA Nationals 25-Sep AAA Texas NHRA Fall Nationals 2-Oct NHRA Keystone Nationals 16-Oct NHRA Arizona Nationals 30-Oct NHRA Las Vegas Nationals 13-Nov Automobile Club of Southern California NHRA Finals » IHRA Nitro Jam 29-Jan Palm Beach International Raceway - Bobby Lagana, Jr. (TF) 20-Feb State Capital Raceway - Bobby Lagana, Jr. (TF) 26-Mar Southwestern International Dragway 2-Apr San Antonio Raceway 21-May Pittsburgh Raceway Park 18-Jun Rocky Mountain Raceways 26-Jun Castrol Raceway 17-Jul Grand Bend Motorplex 13-Aug U.S. 131 Motorsports Park » FIA World Rally Championship 13-Feb Rally Sweden - Mikko Hirvonen 6-Mar Rally Mexico - Sebastien Loeb 27-Mar Rally de Portugal 17-Apr Jordan Rally 8-May Rally d’Italia 29-May Rally Argentina 19-Jun Acropolis Rally 31-Jul Rally Finland 21-Aug Rallye Deutschland

11-Sep 2-Oct 23-Oct 13-Nov

Rally Australia Rallye de France Rally de Espana Wales Rally GB

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RED HEADER DENOTES CANADIAN SERIES

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Motorsport Calendar 23.01.indd 1

11-03-17 5:55 PM

READY ANYTIME

EXTREME SPEEDS, EXTRAORDINARY G-FORCES, PUNISHING BRAKING – the track delivers the perfect variety of punishment to serve as the ultimate testing ground for new tire technology.

That’s why Yokohama has been a part of the American Le Mans Series since it began in 1998. It’s why we’ve been selected as the spec tire for the FIA World Touring Car Championship.

And it’s why the 2009 Patrón GT3 Challenge is running only on Yokohama tires. So when you mount a set of ADVAN Neova® AD08 tires onto your car, know that you’re driving with the most advanced racing technologies available today.

www.Yokohama.ca

Yokohama.indd 1

11-03-03 3:17 PM

Original BMW Accessories

bmw.ca/performance

The Ultimate Driving Experience.®

JOY is PERFORMANCE WiTHOUT COMPROMisE. designed and engineered to further enhance your BMW’s performance and style. These wheels combine striking sports-style design with remarkably low weight. The cut-away design of the spokes temperatures. For more information about BMW Performance alloy wheels visit your nearest BMW Retailer or bmw.ca/performance.

BMW PERFORMANCE ACCEssORiEs.

BMW EfficientDynamics Less emissions. More driving pleasure.

©2011 BMW Canda Inc. “BMW”, the BMW logo, BMW model designations and all other BMW related marks, images and symbols are the exclusive properties and/or trademarks of BMW AG, used under license.

BMW Performance Wheel.indd 1

11-02-24 5:19 PM