Zorce Issue 18

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Contents Zorce18: Contents

April 2012 – June 2012

Gulf Escort RWD At Rally Trinidad

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cott and Sean Sheppard, who race one of the few rear-wheel drive cars left in rally, hang the back out with the national flag in hand at the Mayor’s Cup Exhibition Race in Chaguanas, the finale to Rally Trinidad 2012. We can only imagine the pacenote: “Beam me sideways, Scotty.”

Editor-in-Chief: Narend Sooknarine Webmaster: Kavita S. Fonseca Editorial Consultant: Sabrina Vailloo Advertising Manager: Cheryl Bocas Printing & Binding: Eniath’s Printing Co. Ltd Produced by: Zorce Publications Ltd IN THIS ISSUE: Contributors: James Vailloo Calil Sooknarine

Kevin Singh Robert Cadiz Rawle Mahabir

Photographers & Video Crew:

Gerrard Wilson Lyden Thomas Bruce Anton Damian Luk Pat Aaron Achan Antony Scully

Rodney Granado Aurora Herrera

Advertising & Features: Cheryl: (868) 678-3962 or 669-4589, frontdesk@zorce.com Narend: narend@zorce.com

Distribution & Restocking: Periodicals Ltd. (T&T) Avind Dattoo (North) Nigel Ali (South) Ancil Lynch (South) Vivek Maharaj (Central)

Tel: (868) 623-8752 Tel: (868) 772-9536 Tel: (868) 680-8136 Tel: (868) 395-0654 Tel: (868) 492-6359

Photos, Photo Prints, Posters: Devi: (868) 680-6747 • Bruce: (868) 367-1924 Gerrard: (868) 784-0171 • Lyden (868) 784-2364 Antony: (868) 737-4008 • Damian (868) 350-1522/488-1591

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Zorcerazzi News

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Test Drive

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MotorSport

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Moto-Z

We bring you highlights from the launch of Porsche’s gorgeous new 911, review the Detroit and Chicago Motor Shows, hit the road with the Hyundai Veloster launch, see VW’s Start Your Engines Polo giveaway, visit the brand new MINI showroom, check out the new BMW 3 Series, meet the winner of Honda’s Win a Civic competition and congratulate James Betts on his Woodford Café sponsorship.

We go to Panama to test out the new Ford Ranger and enjoy three versions of the Porsche Panamera back home in sweet T&T.

In this issue we’ve got loads of Rally Trinidad 2012 action, check on Team VW in the AutoSport Drag and Winding Chamionship and recap the Formula 1 season’s many surprises and shockers.

T&T’s Dominic De Leon moves through the ranks in the SBK City MotoGrande 1000cc Championship

Z-Scene Enjoy highlights of the 2012 Meguiar’s Car Crazy Show and the TDC International Surfing Championship in Sans Souci.

ZorceOlogy We test the new Toyota Hilux Prerunner 4x2 3.0 Diesel/CNG Automatic to see if Diesel with CNG injection makes overall sense. Next we see if SunTek can give us superior UV protection without the blacked-out tint look, detail Kevin’s MG with the full SmartWax treatment, try to preserve the life of your turbocharger and solve Kevin’s MINI dilemma.

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Editor-in-Chief Narend Sooknarine is looking forward to more sports cars like Toyota’s fabled 86, the new Porsche Cayman and the Nissan 370Z. Be calm. If you need to stay up, have a Red Bull and something– if not, drink water like a boss!

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elcome to Zorce issue number 18. As you will see, we’ve had a busy time. This is one of the largest Zorcerazzi sections ever, starting the glamourous launch of Porsche’s new 991-based 911. It promises to be a better handling car with its revised track, wheelbase and power. The first quarter of this year seemed to be the season for launches with Hyundai taking the launch formula on the road by introducing the new Veloster with a parade through Port of Spain, Trinidad.

Oxford Motors formally opened their new MINI showroom. The stuffed toy bulldog in the photo that you can’t help smiling at is called Spike. He once lived at the Oxford Motors MINI showroom but now he hangs around with us at the offices of Zorce. His very likeable personality takes him everywhere and from time to time you’ll see him making guest appearances in shoots– perhaps even with you or someone you know.

This was also the season for winning free cars as Nichel Pierre found out. She endured the thrilling suspense of being a finalist, then making the top ten to select keys, and finally, she was the very last person to try her winning key for the brand

new VW Polo. Samantha Scotter also drove away with a brand new 2012 Honda Civic from Classic Motors. Too bad our entry for Zorce only made the top ten. We hear they will be doing a “Test Drive a Honda to Win an iPad” competition soon, so look out for it.

Rally Trinidad is the largest motorsport event you will find in Trinidad and Tobago and you can see lots of it in this issue. Rally Tobago 2012 is also around the corner (July 12-15), depending on when you actually read this. Always look out for Rally Trinidad at the end of March each year and Rally Tobago some time in July along with the Annual Great Race Regatta in August. Have you seen the action going on in Formula 1? We’ve got everything you need to join the ranks of fandom.

Toyota has spoiled us with their new Hilux Prerunner 4x2 CNG-augmented 3-litre auto diesel pickup. After having it for ten days to do fuel testing we have a new appreciation for bluetooth integration and not having to worry about potholes or fuel. We hope they let us drive the upcoming 86 next. Anyway, that’s enough rambling– it’s time for more Zorce!

Above, photo by Ashmir Ali of 360tt.com, Narend Sooknarine, Toyota

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Zorcerazzi News

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ith 48 years of production, the Porsche 911 has become an icon in automotive history and the newest 911 has undergone the most radical of transformations.

Lifestyle Motors, local dealers for Porsche, hosted a gala evening to officially introduce the new seventh-generation 911 to the media and specially invited guests. With the décor and theatrics executed by mastermind carnival bandleader Brian Mac Farlane, guests were suitably welcomed and intrigued. After the video presentation (projected at movie theatre size) the screen was lifted revealing four Porsche 911 Carrera S sportscars that emerged through white clouds of smoke, visually demonstrating the idea of the dream car as patrons walked up,

opened the doors and sat down in their choice of 911 heaven. While perusing, guests were free to sample a premium open bar and hors d’oeuvres

by Chef Bernard Long. According to Porsche Latin America Regional Sales Manager Cesar Rollheiser, the production of the launch was on par with similar events across Europe.

The 911 has been revered worldwide as a sports car and one of the most effective racecar platforms in motorsport. Despite a near-perfect formula, almost 90 per cent of the parts have been redesigned or redeveloped with a few key changes. Most notable are a longer wheelbase; shorter overhangs; lower roofline; larger wheels; wider front track width; lighter body and more

Article: Narend Sooknarine • Photos: DLP Photography, Bruce Anton, Skudography

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The New 911 Porsche Identity powerful engines that are more fuel efficient and produce less harmful emissions. The new 911 now sits on a completely revamped platform (known internally as the 991, while the old platform was called the 997).

The results of Porsche’s thorough re-engineering can be seen in the new 911 Carrera’s best lap time at the Nürburgring Nordschleife. Fitted with optional sport equipment, the base 911 is some 14 seconds faster at 7 minutes, 40 seconds. This means that we can look forward to even faster times from its more powerful versions like the 911 Carrera S, 911 Turbo and 911 Turbo S. The 911 Carrera is the first sports car that Porsche has equipped with an auto

start/stop function. The system can save up to 0.6 litres per 100 kilometres based on the New European Driving Cycle (NEDC) and works with both the PDK and manual transmission. The joint thermal management system for engine and transmission and on-board electrical system recuperation reduce the new 911 generation’s fuel consumption by a further 0.35L/100km.

As the new cooling design dispenses with ventilation openings in the underbody, it also affords aerodynamic advantages, which benefit performance.

The base 911 now packs a mean 350hp punch

from the 3.4-litre flat-six engine driving the rear wheels. Efficiency is multiplied in the new 3.4-litre engine offering more power, better fuel economy and lower emissions than the outgoing base 3.6-litre. The standard transmission is an industry-first 7-speed manual transmission capable of launching the base 911 to 62mph in just 4.8s while the optional 7-speed PDK dual clutch gearbox does the deed in 4.6s. Add Sport Chrono to the checklist and the time plummets to 4.4s as the 911 Carrera rockets to a 287km/h (178mph) top speed. Step up to the Porsche 911 Carrera S and the game changes thanks to a larger displacement flat-six engine rated at

3.8-litres, 400hp delivering power to either the 7-speed manual or optional PDK gearbox. Zero to 62mph now takes 4.5 seconds, 4.3 seconds with the PDK and 4.1 seconds with PDK and the Sport Chrono package. Top speed is increased to 301km/h.

Porsche 911s fitted with the PDK gearbox now offer a coasting function, which can save up to one litre of fuel for every 100 kilometres of everyday driving. If the driver takes his foot off the accelerator, depending on the driving situation, the engine is disengaged from the transmission; the 911 Carrera continues on its

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way with the engine idling. Especially at higher speeds, this function is very effective at saving fuel. Thanks to the new electro-mechanical power steering, Porsche’s trademark precision and feedback is combined with a fuel savings of at least 0.1 litres of fuel for every 100 kilometres in comparison with a conventional hydraulic steering system.

Optional on the 911 Carrera S models is Porsche’s PDCC or Porsche Dynamic Chassis Control that

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tracks body roll as it happens and eliminates it almost entirely. Standard in the 911 Carrera S is Porsche Torque Vectoring (PTV), which ensures even better tracking and stability, together with reduced sensitivity to load changes.

In conjunction with the 7-speed manual transmission, the system comprises a mechanical rear differential lock and variable torque distribution to the rear wheels. In vehicles fitted with the Doppelkupplungsgetriebe (PDK), the even higher-performance PTV Plus comes with

the electronically controlled, fully variable, rear differential lock. PTV or PTV Plus further improves agility and steering precision by applying brakes on the inside rear wheel.

The revised, wider front end now features new standard Bi-Xenon headlights and larger side air intakes. The wider, variably extending rear spoiler emphasises the new 911 Carrera models’ greater power output. Together with other aerodynamic optimisations, it also ensures significantly lower

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lift while retaining an equally good coefficient of drag value. Redesigned, narrower LED technology lights complete the rear profile.

To complement the 911’s new exterior, the Porsche designers created an interior that takes a few cues from the Porsche Carrera GT. The driver is now even more closely integrated with the cockpit thanks to the centre console rising up to the front with the high-mounted gear lever located especially close to the steering

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wheel in typical motorsport fashion. The most important function and settings buttons for operating the vehicle are grouped in logical clusters on the centre console. Centrally located in the completely new dashboard, is a larger seven-inch touch screen, used to control a rich array of functions. Naturally, the classic, established Porsche touches, such as the five round instruments with the centrally located rev counter and the ignition lock to the left of the steering wheel are also to be found in the new

model. Also, both driver and front passenger are seated on newly developed sports seats with electric four-way adjustment. Fourteen and 18way adjustable sport seats are also available as an option.

The Porsche 911 Carrera starts at TT$1.5M and the nicely equipped Carrera S model is now also available. Contact Riyad Ali at Lifestyle Motors to arrange your viewing, take a test drive and discuss your Porsche options.

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INI’s two-seater soft-top Roadster made its debut at the Detroit Auto Show. It borrows a few design elements from the recently introduced MINI Coupé and offers three 1.6-litre 4-cylinder engine choices– a base 121hp version, the 181hp turbocharged Cooper S and the John Cooper Works edition making 208hp. All variants can be mated to either an optional 6-speed automatic transmission or standard manual gearbox. Options include a sport-tuned suspension and dynamic traction control..

Up to Speed: Detroit 2012 Highlights

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he original NSX was discontinued back in 2005 and since then Honda, makers of Acura, have toyed with a number of successor options, including a front-engine RWD V10 known as the HSV-010, which was raced at Super GT. This latest concept has been given the green light for final development and practically stole the show at Detroit 2012.

The next-generation NSX will stay true to its roots offering either a 3.5- or 3.7-litre V6 mid-mounted engine. This powerplant will be an integral part of its new hybrid Super Handling All-Wheel Drive or SH-AWD system. The NSX’s

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he new Ford Fusion/Mondeo lineup will feature lane keeping, adaptive cruise control, active park assist, blind spot information and an updated user interface. Ford will offer a range of drivetrain options, including standard 4-cylinder and EcoBoost

front wheels will be powered by a pair of electrical motors. This will allow it to accelerate the outer wheel in a corner and would improve the car’s ability to rotate through a corner. The system will offer a total of around 400hp and will also feature regenerative braking.

While the concept car is stunning and its performance potential will rival entry-level supercars, the next generation NSX may not be ready for production until sometime in 2015.

A look-alike convertible version was produced specially for the 2012 movie The Avengers.

4-cylinder turbo engines driving two or four wheels. Hybrid and plug-in hybrids will most likely achieve 44/47mpg and 100mpg, respectively. The performance version will use a 2.0-litre EcoBoost engine, a 6-speed auto with paddle shifters and 19-inch wheels.

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he iconic Mercedes SL has been one of the world’s favourite status symbols since the 1950s. Now in its sixth iteration, the 2013 Mercedes SL (Sport Light) is only getting better with age offering state-of-the-art aluminium construction, more powerful engines and a host of new technological innovations. The new SL550 packs a smaller, more powerful yet more fuel-efficient 429hp/516ft-lb 4.7-litre direct-injection V8 mated to a 7-speed automatic with start/stop technology. Also thanks to a weight savings of 275lbs over the outgoing model, the 0-60 sprint is possible in just 4.5s.

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Oxford Motors

25 Richmond Street

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Up to Speed: Chicago 2012 Highlights

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ia’s US-designed Track’ster concept is based on the popular Soul and poses the idea of a three-door, 250hp AWD version. Perhaps it’s Kia’s take on the Audi A1 clubsport quattro concept, which also does away with the rear seat. Instead, there are compartments designed to hold helmets, gloves, racing suits, tools and everything you would need for the track, including a spare tyre. Power is sent through a 6-speed manual gearbox and the Track’ster rides on 19-inch wheels. Braking is handled by Brembo 14-inch sixpiston calipers in the front and 13.6-inch four-piston calipers at the back. If only they would build it!

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he Hyundai Elantra hatchback variant is known in international markets as the i30. This Eurostyled car speaks Hyundai’s fluidic design language and will retain the i30 name for the rest of the world, while the USA will be offered a sportier version known as the Elantra GT. The GT will use the standard US-spec 148hp/131ft-lb 1.8-litre 4-cylinder mated to a 6-speed manual or automatic transmission. It will rely on suspension tuning for sportiness with stiffer springs and sway bars, in addition to SACHS monotube dampers.

Practicality, 28/39mpg fuel economy and a host of features complete the usual value-laden Hyundai package.

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ith 650hp and 600ft-lb of torque, the Ford Shelby GT500 convertible was created in honour of the 20th anniversary of the Ford Special Vehicles Team a.k.a. Ford SVT. The supercharged V8 motor is mated to a 6-speed manual transmission that sends power to the rear wheels via a carbon-fibre driveshaft. To handle the additional power of the latest engine, the clutch and gearbox have both been upgraded. New Brembo six-caliper brakes up front, Bilstein adaptive dampers and a Torsen LSD match the engine upgrades, while the optional Track Package will add oil, transmission and rear differential coolers.

The car also receives the 2013 facelift like the rest of the Mustang range. The Ford Shelby GT500 coupé can hit 200mph but the company has wisely chosen to limit the convertible to 155mph. This new car is about four seconds faster around the Sebring International Raceway compared with the outgoing version.

Ford plans to unite its American SVT Team with the European RS Team to form the new Ford Performance Vehicles Group responsible for cars like the 2013 Focus ST. Ford is also considering a new performance version of the Fiesta, based on the Fiesta ST concept.

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issan revealed its lightly refreshed 2013 Nissan 370Z at the Chicago Auto Show. The 3.7-litre V6 engine remains unchanged at 337hp while the NISMO-tuned version offers 350hp. Transmission options are a 7-speed automatic or standard 6-speed manual capable of 0-60mph in 5.8s or 5.3s, respectively with the standard engine. The Z has also been fitted with a new Eurotuned sport suspension but not much else has changed.

The 2013 car gets new 19-inch aluminium-alloy wheels on for the Sport version while the standard car makes do with 18-inch versions. LED daytime running lights have also been integrated into the headlamps and a refreshed front bumper.

Two new colours– magma red and midnight blue are also now available. Look out for our test drive of this thoroughbred sports car in an upcoming issue of Zorce!

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Article: Narend Sooknarine • Photos: DLP Photography, Zorce Vader

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yundai made the most of T&T’s abundance of long weekends and holidays by planning their Car Crawl and Lime promotion on the evening before Spiritual Baptist Liberation Day. The atmosphere in Woodbrook was abuzz with activity as people came out for their customary, pre-holiday, afterwork limes. The convoy of brand new Hyundai Velosters and Elantras were all dressed up and ready to head down Cipriani Boulevard and Ariapita Avenue.

Aside from the viewings at the showroom, the event was designed to debut the brand new Veloster to the public, parade-style. As the cars took their sweet time to move along, they

effortlessly turned heads and slowed traffic all evening long. Naturally, the breathtaking Hyundai models in their racer-girl outfits also managed to capture everyone’s attention too, making everyone forget that they were ever in a hurry. The Hyundai men also flanked the crawl carrying backlit signs that, along with photos of the new Veloster and Elantra, invited people to join the Hyundai lime at the corner of Rosalino and Ariapita where a fully stocked bar and complimentary doubles– a surefire Trini favourite– awaited. At the lime venue, the Hyundai H100, Santa Fé, Sonata, and i30 were also on show.

A few celebrities were also in attendance,

including the 2010 Chutney Soca Monarch, Ravi B of the band Karma and longtime soca professional, Farmer Nappy, recent worldwide winner of the MTV Iggy Award. Both artistes took a few moments for fan and model photo opportunities and signed a few autographs.

After that, the local stars hit the stage with the Hyundai girls and guys where they simply rocked the venue with their infectious soca and chutney hits. Everyone got into it, including most of the team from Neal and Massy Motors, along with the many patrons and passers-by who simply stopped to see what all the fuss was about.

In what was a real welcome party for the Veloster, the car easily took centre stage with its unique

New Veloster Introduced at Hyundai Car Crawl & Lime

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“In what was a real welcome party for the Veloster, the car easily took centre stage with its unique combination of two passenger doors and one coupé-style door on the driver’s side...”

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combination of two passenger doors and one coupé-style door on the driver’s side, hatchback practicality, 18-inch wheels with colour inserts and out-of-this-world styling. For most of the night, everyone wanted a picture next to or in it. While some car companies consider this kind of radical styling as risqué it is refreshing that Hyundai’s forward-thinking engineers and designers are brave enough to make a vehicle so unique. The Hyundai Veloster manages to deliver sportiness (without the traditional drawbacks

of sports cars), practicality and individuality at a reasonable price. For the performance-minded buyers, a turbocharged version of the Veloster was recently shown at the 2011 SEMA show in Las Vegas and is expected to eventually become available to our market by special order. Naturally there are many upgrades, modifications and custom parts available for it as well.

The 1.6-litre, 6-speed automatic Hyundai Veloster with parking assist, six airbags, ESP and more,

starts at just $229K and is currently in stock at Neal and Massy Motors– in a range of very distinctive and bold colours. Contact them today to arrange your viewing and demo drive or check out our test drive article later in this issue! We also have lots more pictures from this event on www.zorce.com. If you’re on facebook you can check the Zorce and HyundaiTT fan pages for even more coverage. For more details on the new Hyundai Veloster you can visit the microsite on www.hyundaitt.com.

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Nichel Selects the Winning Key to a New VW Polo!

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hirty semi-finalists knew they had a good chance of being picked having entered several times in the three-week long VW Polo “Start Your Engines” promotion. They were picked from over 2,000 total entries and from the crowd of 1,500 hopefuls who gathered just opposite the Queen’s Park Oval in Port of Spain. To be eligible for the draw, entrants had to be present at the event. Also on display were the Tiguan, Passat, Jetta, Golf Variant and GTI models. For those entrants who managed to

learn enough facts about the cars along the way, a complimentary VW “Das Auto” T- shirt was awarded.

The event was jointly sponsored by local Volkswagen dealers, Best Auto Limited, and Trinidad and Tobago Radio Network Ltd. Naturally, 94.7FM, 96.1FM and 107.7FM were all busy throughout the promotion as people called in to participate. All the entries were placed in a large rotating drum where 30 names were selected in

Article: Narend Sooknarine • Photos: DLP Photography, Zorce Vader

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three rounds of ten. Each of the 30 also collected complimentary copies of Zorce featuring official VW test drive reviews. The VW Polo, like the prize in this promotion, received high praise for its solid build quality, exceptional value, superb handling, outstanding fuel economy and technologically advanced 6-speed DSG gearbox. Despite the moderate power levels, we were satisfied with our drive (see Zorce Issue #16) and concluded that the Polo would be a daily driving pleasure. It also scored bonus points in the styling department

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garnering eager looks from everyone who saw it.

Amid the radio stars and celebrities– like Johnny Soong, Anthony “Chinese Laundry” Chow Lin On, Val, Sammy Jo and Tweez– Mr. Fete himself, Soca Monarch and Road March King, Machel Montano, made a surprise appearance just in time to pick the ten finalists who would each receive a car key. One of the ten keys would be able to start the grand prize of the new VW Polo.

With much encouragement from the crowd

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and the announcer, contestant after contestant tried unsuccessfully and with mixed reaction, until it came down to the final two. As the ninth key failed to start the Polo, the tenth and final entrant, Nichel Pierre, screamed and jumped for joy. Nichel eventually made her way to the driver’s seat, turned her key and surely enough, the Polo’s naturally-aspirated 1.4-litre engine came to life. The horn and lights worked too, much to everyone’s amusement. All finalists received fantastic consolation prizes of Blackberry

smartphones from bMobile and for one young lady, the experience of a lifetime.

You too can own a brand new VW Polo from Best Auto Ltd. It normally starts at TT$170K but is currently on special at TT$165K. Call or visit to arrange a demo drive today. Visit the Volkswagen Trinidad (Best Auto Ltd.) and the Zorce Facebook fan pages for additional coverage of the 2012 VW Polo “Start Your Engines” promotion.

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Oxford Motors Launches MINI Showroom!

Article & Photos: Narend Sooknarine

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ooking at the Minis of yesteryear, anyone can appreciate the transformation of the brand now known as MINI (now spelt with all capital letters) and the exciting, fun-to-drive cars that come to mind. MINI is known for being daringly different and makes no apologies for its quirkiness, radical styling and brilliant driving dynamics. The MINI’s popularity in international film and pop culture and its outstanding visual appeal has made it an instantly recognisable icon across generations.

Following the successful migration of the MINI showroom to Oxford Motors, now located at the ANSA Automotive building at Richmond Street, Port of Spain, the next generation of brand new models made their debut at the recent

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MINI showroom launch. The range of available models is now larger than ever with the wellestablished MINI Cooper and MINI Cooper S, the MINI Cooper Cabrio, MINI Clubman, Countryman, Countryman Cooper S and Countryman All4, and the new Coupé and Roadster. With the hatchback, convertible, wagon and crossover bodystyles covered, MINI’s recently introduced MINI Coupé sports a lowered roofline, longer wheelbase and sporty suspension tuning.

All models come with a choice of 1600cc turbo and naturally aspirated options ranging from 121hp to 215hp. The turbocharged MINI engines are also equipped with an overboost function that allows short bursts of extra power for overtaking.

For those who wish to enjoy the maximum

performance potential from their MINI vehicle, the popular John Cooper Works upgrade kits are available from the factory.

The interior design language makes the cabin a virtual playground for adults with its attractive chrome detailing, a stylish centre console, round centrally-mounted instrument panel and mood lighting on the door rings, which enhances the in-car ambience. The MINI brand also caters for individuals who wish to create a unique car with many options for customisation. If you’re lucky enough to own a MINI and an iPhone you can even install the MINI Connected App for the ultimate MINI infotainment experience.

Safety is high on the priority list of MINI features,

“MINI is known for being daringly different and makes no apologies for its quirkiness, radical styling and brilliant driving dynamics.“

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which now includes a strategically reinforced body structure to provide extreme torsional rigidity, active anti-roll bars and seven airbags. The MINI range of vehicles has scored the maximum fivestar rating in the Euro NCAP crash test, delivering excellent protection for occupants in front, side and pole impacts and also received outstanding accolades for child safety. MINI vehicles come with a two-year mechanical warranty and a 12-year anti-corrosion warranty.

In addition to taking a closer look at the cars, special guests were treated to an evening of mingling with the MINI promotional girls and

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team members, enjoying a few rounds of hors d’oeuvres, and an open bar. Popular DJ Shaun de Luna a.k.a. digit@l buddha enhanced the atmosphere with his collection of electronic music alongside a live performance by the Shiv Shakti Indian Dancers. To top off an evening so close to the occasion, parting Mother’s Day gift bags were accompanied with roses.

the offices of Zorce and you can look out for him making surprise appearances at various car-related events. Jealous? You can order your very own Spike, or any other trendy MINI merchandise through the dealership. On the heels of the launch, MINI announced the arrival of the fastest MINI model ever produced– the MINI John Cooper Works GP II, which will be limited to just 2,000 units.

Oxford Motors also showcased a wide range of MINI-themed merchandise like T-shirts, caps, handbags, belt buckles, model cars and the MINI showroom mascot, Spike, a stuffed, toy bulldog wearing a MINI T-shirt! Spike is now a resident at

If you would like to learn more and be instantly connected to all things MINI (as any proper MINI ‘fun-atic’ should be), visit the MINI Trinidad and Tobago Facebook fan page and click “Like”.

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Essential History he 3 Series has been one of the most successful lines of the BMW brand over the last 35 years. When it was first created, BMW was already well known for their sporty rear-drive sedans and two-door versions like the 1600ti and 2002. The first 3 was presented in 1975 and looked like a downsized version of the 1972 5 Series, giving the market a new compact, low-slung, sporty sedan with short overhangs and the BMW brand’s signature kidney grille. The car would go on to become the very definition of a BMW for most people, demonstrating that the practicality of a sedan need not be apart from sporty driving dynamics and smooth, efficient operation.

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The second-generation model brought the 3 Series into the 1980s with a much tidier appearance, improved aerodynamics and a powerful, iconic look. The track was increased and thanks to the uninterrupted lines, the body boasted a drag coefficient of 0.37. It was this generation that introduced the world to the legendary E30 BMW M3 and its high-revving 2.3-litre 4-cylinder, 195hp engine. The 90s meant that it was once again time to replace the sober

second-generation design with something exceedingly elegant, flatter, wider and entirely new.

The third BMW 3 was larger all around, yet sleeker and more modern than ever before.

With its distinctive wedge shape, lower bonnet and raised rear end, flush mounted windows and underbody diffusers, the latest 3 posted an incredible drag coefficient of just 0.29.

The E36 M3 series featured a 3.0-litre inline 6-cylinder engine generating 286hp and 236ftlb@3600rpm. The engine was also equipped with an advanced VANOS system (for variable valve timing) and sprinted to 62mph in just 6.0 seconds while top speed was electronically limited to 155mph.

The fourth-generation E46 BMW 3 Series made its debut in May 1998, featuring a wider body and a 60mm wider track. The face was reinterpreted but still easily recognisable. The headlight treatment in particular was more elegant with the lower headlight surrounds forming a distinctive interruption of the bumper’s upper horizontal line. Naturally, performance of the E46 M3 also improved

significantly now powered by a new 3.2-litre inline-six engine with double VANOS, individual throttle bodies, electronic throttle control and capable of 343hp and 269ft-lb of torque.

The new E46-based M3 ran 0-60 in just 5.2 seconds, featured a 6-speed gearbox and like its predecessors, excellent brakes and handling. The CSL variant featured a lightweight roof and many other components and more power.

The E90 fifth-generation BMW 3 Series shifted gears once again in 2005. This time, styling would take on a radical new shift bringing a progressive and futuristic design language to BMW’s most popular model. Although the car only made moderate improvements in terms of technology, the new design was a massive leap that contributed to the 3 Series earning the “World Car of the Year” award in New York in 2006. The E90 version would be the only M3 to carry a V8 engine (except for the older racing versions) and was mated to a 6-speed manual or 7-speed double-clutch gearbox for a 4.8s or 4.6s 0-60mph time, respectively. Output stood at 420hp at 8300rpm and a maximum torque of 295ft-lb@3900rpm was squeezed from the naturally aspirated powerplant.

BMW’s Sixth-Generation 3 Series Has Arrived!

“All models now offer the 8-speed automatic gearbox with auto start-stop or the traditional 6-speed manual, known for its uniquely smooth operation. “ Zorce • 24

Source: BMW

What’s New he current sixth-generation model reflects classic design features and retains the distinctive BMW face just like the first 3 in 1975. Now the dual headlights feature LED eyebrows. The athletically arched bonnet, split air intakes and enhanced airflow increases fuel economy through an outstanding drag coefficient of 0.26. The new car is again larger and features a wider track. In fact, we think it has surpassed some of the older, smaller 5 Series models both in size and capability and thus made room for the BMW 1 Series. Rear passengers will appreciate the 93mm increase in length, which affords them more leg, knee and headroom. Improved torsional rigidity, 50:50 weight distribution and the classic longitudinally-mounted front-engine and rear-drive layout, ensure drivers will always love the 3 Series’ excellent handling and agility. Ride comfort has also been improved.

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New, torquey, refined and economical engines incorporate a number of BMW technologies such as twin turbocharging starting with the 2.0-litre 4-cylinder unit available in the 328i developing 245hp@5000rpm and 258ft-lb from 1250-4800rpm. The 328i is expected to run from 0-62mph in just 5.9s while offering fuel economy in the 36mpg range. The 335i gives a nod to the performance enthusiasts who love the turbine smoothness of the BMW inline 6. The 3.0-litre engine develops 306hp@5800rpm and 280ftlb of torque from 1200-5000rpm, bringing the 0-62mph time down to just 5.5s. The popular 320i model uses the 2.0-litre twin-turbo engine tuned to deliver 184hp@5000rpm and 199ft-lb from 1250rpm.

speed. In the BMW EfficientDynamics version, power dips to 163hp@4000rpm while torque remains unchanged. Fuel economy however, is a mesmerising 57mpg. Zero to 62mph comes up in eight seconds flat, while top speed is 230km/h (143mph). The BMW ActiveHybrid 3 is set to make its debut in the latter half of 2012 with even greater scope for outstanding fuel economy and eco-friendly efficiency. All models now offer the 8-speed automatic gearbox with auto start-stop or the traditional 6-speed manual, known for its uniquely smooth operation.

Combined with the new ECO PRO mode, brake energy regeneration and on-demand engine accessory management, fuel consumption can be improved by as much as 20 per cent.

For the fuel economy aficionados, the 52mpg BMW 320d 4-cylinder diesel delivers outstanding efficiency with 184hp@4000rpm and 280ftlb between 1750 and 2750rpm, good for a 7.5s 0-60 blast and 235km/h (146mph) top

Whereas, in the older models, the naming system once indicated the series and specific engine size, the latter numbers now refer to the overall capabilities of the vehicle since engine efficiency has changed. In addition to this, the new 3 Series

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bears three distinct identity packages that change the character of your specific model beyond the basic trim level. The Sport Line, Luxury Line and Modern Line all feature carefully coordinated collections of materials, trim, interior and exterior design elements, colours, alterations to the kidney grill and wheel and tyre packages for each model.

The Sport Line offers a sporty and alert look with 17- or 18-inch alloy wheels, blacked-out frontend inserts, gloss black B-pillar, red stitching on the interior, along with red trim rings, and more.

The Luxury Line uses discreet high-gloss chrome elements on the exterior and the interior for a

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look of elegance and exclusive appeal. High gloss wood strips are used on the interior, which has its own distinctive stitching. The kidney grille uses 11 fine chrome slats versus the eight contoured slats used in the Sport package. The Modern Line features heavy use of satin-finished aluminium for a contemporary, classy look. Turbine-style 17- or 18-inch wheels and double trim strips for the air intakes strengthen the line’s impression, complemented by a harmonious-looking interior that dispenses with strong contrasts using oyster trim, pearl effect chrome and three-dimensional wood surfacing.

An M Sport Package is also available with its

exclusive 18- or optional 19-inch wheels, a new aero body kit, exclusive M-spec paint, optional M Sport brakes with contrasting blue finish, Alcantara upholstery, blue trim accent strips and M Shortshifter for the manual gearbox models, M door sill finishers, an M driver’s footrest and a new M leather steering wheel.

The new sixth-generation 3 Series starts at TT$425K on the road and is available from Richmond Motors located in Port of Spain and San Fernando, Trinidad. Call to arrange your test drive and discuss model options today. Stay tuned for a test drive in an upcoming edition of Zorce!

Samantha Wins a 2012 Civic!

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rom mid-February to the end of March 2012, the American Honda Motor Co. hosted the “Win a 2012 Honda Civic” Promotion. The competition ran in Aruba, The Bahamas, Chile, Colombia, Costa Rica, The Dominican Republic, El Salvador, Grand Cayman, Guatemala, Honduras, Jamaica, Nicaragua, Panama, Peru and Trinidad and Tobago (The Bahamas, Grand Cayman, Jamaica, and Trinidad and Tobago participated as one region).

Classic Motors, a subsidiary of the ANSA McAL Group of Companies was responsible for the Trinidad and Tobago arm of the competition. To enter the competition, participants were asked to visit the contest website where they registered for the promotion. Participants were also asked

Article: Classic Motors • Photos: Narend Sooknarine

to answer the question, “What would you do with a new 2012 Honda Civic?” The top participant of each country was determined based on votes, page visits, comments, posts and email shares. To qualify to win the vehicle however, entrants had to visit the Classic Motors Showroom to test drive the 2012 Honda Civic.

At the end of the competition, the top entrant from each country within the region was identified and they each qualified for the final drawing. A fifth name was entered into the drawing as well, this person was selected as the person with the next highest overall score from the region. From the five names, one was selected and this lucky person, who is now the owner of a brand new 2012 Honda Civic, is from

Trinidad and Tobago. Samantha Scotter was randomly selected as the winner from the top participants from all four countries.

Scotter visited the Classic Motors showroom for a second time, but this time she was there to drive home with her prize. Riyad Mustapha, Managing Director – Classic Motors handed over the keys to the brand new vehicle. Also on hand was the rest of the Classic Motors team who had all worked together to ensure the competition’s success.

The 2012 Honda Civic was featured on the cover of Issue#17 of Zorce! Congrats to Samantha who says she’ll be listening to jointpop’s latest album, The Longest Kiss Goodnight, in her new car.

Article: Narend Sooknarine • Photo: Aaron Achan

Woodford Café Bets on Betts!

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arbadian rally driver James Betts has decided to run the remainder of this year on the gravel stages in competition in Trinidad and Tobago. Woodford Café, popular for its great food, fun and entertainment, has taken the big step to sponsor their first rally car. With locations in MovieTowne, Price Plaza and Port of Spain, it’s easy to plan a motorsport after-lime at any branch of Woodford. Shortly after the deal was sealed, James Betts and Trini co-driver Jason Costelloe rallied to victory at TTRC’s “A One Day in Bronte” High Speed Gravel Stages Rally on Sunday 6 May. Despite the muddy conditions that took out other top contenders like David Coelho and Stuart Johnson, Betts drove his Woodford Café Mitsubishi Evolution V to the top of the Group A division and secured the Overall first place win.

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he atmosphere was bristling with anticipation as our group of invited journalists from the Caribbean and Central America was warmly received at the lavish Bristol Buenaventura Resort Hotel on Panama’s Pacific coast, some two hours from Panama City.

On our first evening we joined Ford officials and other media representatives for cocktails and dinner. Naturally, the new Ford Ranger was the hot topic of the evening and everyone spoke glowingly of Ford’s performance in their respective markets versus the competition from Nissan and Toyota. We heard from Chris Sirju of The Gleaner about the remote, mountainous regions in Jamaica where Suzukis and Land Rover

Defenders are the only means of navigating the crude roads and limited infrastructure.

Everyone, it seemed, was well aware of who the real performers were in the current market. We did all agree on one thing though– the last few generations of the Ranger had excelled in terms of sales, reliability and on- and off-road performance, a fact that was reflected in the large numbers of happy owners. The Ford team skilfully recognised our concerns and noted our comments without giving away too much.

The following day with everyone dressed in a smart Ford sport polo, class was now in session.

Waldo Galán introduced the ONE Ford global growth plan, a full range of world cars with

Test Drive Article & Photos: Narend Sooknarine, Rodney Granado

At a Glance: 0-62mph (s): 12.3 (2.2 4WD manual) HP: 150@3700rpm (2.2) 200@3000rpm (3.2) Ft-lb: 276@1500-2500rpm (2.2) 346@1500-2750rpm (3.2) Km/h: 180 Mpg: 24 (3.2 manual) 28 (2.2 manual 4WD) Price: TT$259K 2.2 4x2 TT$279K 2.2 4x4 TT$329K 3.2 4x4 Limited Verdict: Ford has raised the bar for pickups.

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market-specific features. As part of this venture, Ford’s Export and Growth division has already set up bases in Dubai, Russia, China, India and South Africa, along with our regional grouping of the Caribbean and Central America. Much to our delight, the latter region recorded the highest performance and growth overall in the last year. The Ranger will be produced in Ford’s plants in Thailand, South Africa and Argentina to ensure a regular supply of units to any part of the world, even in the face of a natural disaster.

It was reassuring to know that the Ford Motor Company was back on the path to success, especially in our region.

The new Ford Ranger has been given a clean

We Drive the All-New Ford Ranger 2.2 in Panama

sheet design. The design brief called for bold, purposeful looks and many features that customers now expect. Durability against the toughest conditions experienced in over 180 countries, including extreme heat or cold, water, sand or snow are also synonymous with Ford’s arsenal of design feats. Invariably, mud can be easily accommodated with a change of tyres. In theory, Ford appears to have started out on the right foot. The worldwide internal ONE Ford plan also called for excellence in four areas– Quality, Green, Safety and Smart. We were impressed that low noise, vibration and harshness (NVH), quiet cabins, tight-fitting gaps and tolerances, and solid structure were now part of Ford’s must-haves in the manufacturing process. Our curiosity about

the actual execution and finished products was now piqued. Lucky for us, it was soon to be satisfied– drive time had arrived.

Ford came prepared to show us the full vehicle comparison experience. We saw not just Ford Rangers but comparable current versions of the Toyota Hilux and Nissan Navara for testing.

We opted to start in the Ford Ranger, a 2.2-litre 4-cylinder turbodiesel 4x4 double cab with 6-speed manual gearbox. The Ranger comes with a choice of a high- and low-power (B10compatible) versions of the 2.2-litre turbodiesel engine rated at 120hp/210ft-lb and 150hp/276ftlb, respectively; and a 3.2-litre 5-cylinder turbodiesel rated at 200hp/346ft-lb or, a 2.5-litre

petrol engine rated at 163hp and 166ft-lb of torque, which can also be fitted with an LPG/CNG system. All the diesel units are bio-diesel friendly.

Available transmissions include a 5-speed manual on the low-power 2.2-litre diesel and 2.5-litre petrol, a 6-speed manual, which is optional on the high-power 2.2-litre and standard on the 3.2-litre, and an optional 6-speed automatic for the 3.2-litre diesel. A limited slip differential is also available.

Our high-power 2.2-litre felt responsive for its size needing just 1500rpm to generate peak torque, which is sustained all the way through 2500rpm with 80 per cent available from 1300rpm all the way through 3500rpm. We thoroughly enjoyed this wide range of usable pulling power as we

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accelerated on the semi-paved and highway roads en route to our destination. We were easily able to keep up with the pack and our 60-wiggle test was executed effortlessly with minimal body roll or drama. The interior revealed a generous amount of space, both in the front and rear, and many compartments to hold our gear. The clutch was modulated with ease and the steering never felt over or underassisted. Switching from 2WD high to 4WD high and 4WD low-range gears is easily accomplished at the turn of a button that, like most of the controls in the Ranger, is designed to be operated with gloves on. A vehicle stop is only

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required for going into 4WD low mode. Visibility and headroom were remarkably good.

We had our first stop and rotation then climbed onboard a basic model 4x4 double cab Toyota Hilux with a 100hp/148ft-lb 2.5-litre turbodiesel engine and a 5-speed manual gearbox.

Immediately, the differences were salient. The Hilux was much smaller inside and the gear lever tended to touch the legs of taller drivers when in first. (Bear in mind that the vehicles tested were left-hand drive so this problem may not be present in right-hand-drive models.)

Power delivery as the specifications indicated was certainly less entertaining. While the Hilux required more revving to get moving, it was hardly sluggish. The ride was very soft in comparison and resulted in more body roll, reminding us of the old Nissan Frontier.

Our next stop would put us in the Nissan Navara, also a double-cab, lower-end model with a 2.5-litre 161hp/297ft-lb engine. We enjoyed the extra interior space but although larger than the Hilux, the Navara was not able to match the Ranger’s ample cabin. The dashboard

and interior treatment also lacked the Ford’s modern updated design language. The engine was delightfully flexible, ready to go from just 1000rpm and with a stronger surge of torque that made the Navara the speedster of the bunch. While good acceleration is a key trait of any successful pickup, we had yet to test off-road, cross a river or carry heavy loads. The Navara seemed closer to the Ranger, in terms of handling, with minimal body roll and possessed a more stable blend of ride and cornering ability.

Soon we were at Rancho Hato Viejo (Old Cattle Farm Ranch) where we broke for lunch.

Discussion was lively at the table and led us to confirm many differences and characteristics of the Ranger and its closest competitors.

Zorce also shared the findings of our 60-wiggle accident avoidance/emergency lane change test and clarified what we were doing. After our sumptuous (yet carb-sensible) meal we examined the Ranger in detail and it was here that we would find many other ways in which Ford had set the bar higher. Our in-depth technical breakout and competitive breakout tours were hosted by Azhar Piracha and Abel Ortiz who pointed out the advances in body styling (including a new bonnet,

enhanced mirrors, tailgate lip spoiler and lack of factory body cladding) that resulted in better aerodynamics for greater economy and less wind noise. Under the bonnet there are high-mounted components like electronics, breathing valves and an air filter that features a water trap (to let water out but not into the air intake). Also new was a sealed a/c compressor ensuring that the Ranger is safe to go through water up to 800mm deep, up from 450mm on the outgoing Ranger and the current Nissan Navara. This could be a great bonus for Trinidad emergency flood navigation, we concurred.

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Inside, the glove box is large enough to accommodate a 16-inch laptop. There are many convenient storage compartments, including a pair of hidden bins under the rear seat. Thicker glass also provides the Ranger with a stronger structure and quieter interior. There are three body styles available– Regular, Super and Double Cab. Convenience options include remote keyless entry, USB connectivity, rear-view camera, rear parking sensors, voice control for audio and climate, dual climate zones, cooled storage compartment and rain-sensing wipers. The body structure uses four different grades of highstrength steel and other material to divert crash energy away from the passenger safety cell. It also uses crash sensors to determine which airbags

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need to be fired based on the severity of the impact and the degree of structural intrusion.

Dual wishbone front suspension keeps the Ranger on track while the rear suspension has now been changed to a leaf spring setup that allows a larger maximum (properly secured) load of 1,407kg (3.2-litre), making the Ranger a full 1-ton compact truck. As such, in Trinidad and Tobago a Heavy-T driver’s licence classification will now be required to operate the 3.2-litre model. The 2.2-litre’s rating for maximum payload starts at 1,015kg depending on the model and can be driven with a standard licence. Towing ratings for properly equipped loads are now up to an outstanding 3,000kg on the 3.2-litre, even if it means going

uphill. The new larger, deeper tray also features 2x4 lumber-friendly recesses for creating a shelf and optional external hooks with smooth, hard plastic covers for rope and tarpaulin tie-downs.

The Ranger uses a combination of front-disc and heavy-duty rear drum brakes with available ABS. It rides on 16- or 17-inch wheels resulting in a ground clearance range of 201mm to 232mm, depending on the model.

Now savvy about the Ranger and its rivals, we hit the road. For practicality’s sake, guests would drive the Rangers in groups of three to four at a time.

We also took turns in the driver’s seat so that each person drove the full course and then observed the course from the perspective of the front and

rear seats. The route was spread over the expanse of the ranch taking us through a small river, uphill and onto a side-angle ramp. Next, we rocked over the offset bumps that were mini-mounds on alternating sides, fully demonstrating the Ranger’s suspension travel. This seemed smoother up front and bouncier in the rear due to the leaf sprung solid axle rear suspension. Our course took us over a log crossing and then to a longer straight with a sharp right corner that let us test out the brakes in an off-road scenario.

We then headed for a large man-made hill featuring dips on entry and exit to show the Ranger’s approach, breakover and departure

angles, which are 28˚, 24˚ and 26˚, respectively.

This was so steep that at apex only the sky was visible through the windshield. We then made a loop crossing the river twice, which was easily managed at idle speed in first gear and we were back to the start. At no point did the Ranger become stuck– a testament to the 4WD system’s capabilities. Just for argument’s sake we stopped before making a small river crossing and switched into 2WD then hit the gas. Surely enough, we did get wheelspin and limited movement but were able to cross. Overall we were very happy having been able to tackle a variety of surfaces and situations that ordinarily would not have been afforded to us by a dealership.

On our return trip to the hotel, we contemplated all that we had discovered about the new Ford Ranger. The stunning beachside pool area awaited us for a delightful dinner and local cultural performances. By now, guests from the dealerships had arrived and over the next two days they would also experience all that we did. One fact was clear, as they would soon find out– the light truck and pickup segment has been redefined.

The Ford Ranger is available locally at McEnearney Motors. The current prices are TT$259K for the 2.2-litre 4x2, TT$279K for the 2.2-litre 4x4 and TT$329K for the 3.2-litre limited-edition version, which we just can’t wait to drive!

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Zorce • 34

Porsche Panamera,Panamera Diesel, Panamera GTS: Large,Fast,Luxuriously Capable

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he 2012 Porsche Panamera has taken the idea of a practical sedan, the driving experience of a Porsche 911 and the layout of the Porsche 928 and merged them to create a new Grand Touring car. Many regard it simply as the four-door 911. We decided to take a drive and see how well the idea has been executed, but of course there are many variants (and options!).

For this issue, we looked at the practical diesel version, the surprisingly quick base model V6 and the roaring GTS. The first thing you notice about the Panamera is its sheer size, which is probably around the length of a Mercedes S-class i.e., almost as long as a dump truck. Manoeuvring out of the dealership in our first test car, the Diesel required extra care and our first few kilometres

were spent getting adjusted to the car’s turning radius, wheel clearances, responsiveness and size.

As with every test drive, we adjusted the seats and mirrors and found all the essential controls before we set off.

The 3.0-litre, twin cam, 24-valve, turbocharged diesel V6 engine is very responsive, particularly in the low-end range, making 550Nm or 406ft-lb of torque spread from 1750-2750rpm, which is more than the Panamera S’s V8 engine. The engine features a 16.8:1 compression ratio, a continuously variable swirl flap and a common rail injection system that runs at 2000 bar, feeding piezo-controlled injectors. A variable geometry turbocharger and two intercoolers supply combustion-ready air up to a stock maximum boosted pressure of 2.5 bar or 37psi.

All this adds up to a peak power figure of 250hp made from 3800-4400rpm– comparable to a standard gasoline-powered engine of similar size.

From a standstill, the Panamera Diesel can reach 60mph in just 6.8s and achieve a top speed of 242km/h or 150mph.

The engine is mated to an 8-speed tiptronic transmission that allows the Panamera Diesel to cruise along at low rpm in most situations and deliver an average of 36/51mpg or 45mpg combined on the optional 19-inch all-season tyres. Thanks to the Panamera Diesel’s excellent fuel economy, maximum range is now an impressive 1,200km, making it the perfect Grand Touring machine and an ideal business vehicle.

It also meets Latin American EuroIII emissions standards.

Article: Narend Sooknarine • Photos: Bruce Anton, Aaron Achan

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On the open highway we found that we did not need much throttle opening for passing other cars at cruise and for thrusting forward, which is something that anyone who has driven a 3.0-litre turbodiesel pickup can appreciate. To give you an idea of what we mean, the Panamera Diesel takes just 4.5 seconds to go from 80-120km/h.

The abundance of low-end torque makes highway driving seem effortless, leaving you relaxed and ready for your destination, if you can restrain yourself from probing the limits of this bona fide Porsche. Sport mode, which increases the acceleration curve and changes gearshift, air suspension and Porsche Active Suspension Management (PASM) behaviour is also available.

Fitted with the optional air suspension and PASM, our test car loved long, sweeping highway

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corners and remained composed at speeds over 100mph. We could feel the suspension systems in action keeping the car stable. Lower speed, tighter corners will make the Panamera understeer slightly on corner entry but the car quickly transitions into a more neutral attitude.

For a car as large as it is, the Panamera is as nimble as they come. The air suspension also means that the ride height can be raised to clear driveways and rough roads with large humps and potholes at low speeds, making the Panamera an extremely versatile vehicle that is capable of negotiating our local backroads and perhaps a few job sites. The system also provides load compensation levelling, three-stage height adjustment and controllable auxiliary volume for modifying the spring rate. This makes for a wider

variation in handling between comfort, sport and sport plus modes. The steering has enough lock to make u-turns a fairly easy accomplishment, given the size of the car.

The brakes were also superb and showed no signs of fade throughout our test. Of course, like all modern Porsches, the Panamera Diesel is fitted with four-wheel vented disc brakes featuring six-piston aluminium monobloc fixed-calipers and 360mm (14.2-inch) diameter brake discs at the front; similar four-piston units fitted on 330mm (13.0-inch) diameter brake discs provide stopping power at the rear axle.

We also noticed that the rear spoiler is fully deployed under hard braking. Porsche Stability Management (PSM) is standard. This provides vehicle-trailer stabilisation and the pre-filling of

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OODFORD CAFÉ Where Great Food, Fun & Entertainment Unite!

With two flagship restaurants, one in Port of Spain (MovieTowne), the other in Chaguanas (Price Plaza), we are proud to offer highend local dining to our customers.

Our menus are extensive and local with a dash of bitters to add that extra flavor!

We believe in supporting local and have ensured that our restaurants are also set up to host some of the best local musical talent, with top-class sound and lighting systems in place for

the brake system to reduce stopping distance in emergencies. The electric parking brake automatically disengages when moving off, once your seatbelt is properly fastened. The race-proven Porsche Ceramic Composite Brakes (PCCB) are optionally available.

While the Porsche Panamera Diesel engine is surprisingly quiet on idle, the signature roar of the flat-6, V6 and V8 gasoline engines is mostly absent, although the engine’s sound on acceleration is far from unpleasant. Blown away by the factory-installed Burmester sound system, our Panamera turned into a rolling fete as we cranked out the latest tunes by KES the Band. We were able to hear the full tonal range of the recording with very little distortion even at higher volumes. This is comparable to many

every occasion. Our restaurants are also available for private hire, both for corporate and personal functions, so feel free to contact us at any time!

Eat. Drink. Lime.

Check our menu at www.woodfordcafe.com Follow us on Twitter @WoodfordCafe Stay connected on Facebook for weekly giveaways and specials, and on Foursquare: Chaguanas - http://foursquare. com/venue/13980541 POS - http://foursquare.com/ venue/2087613

custom-built and tuned aftermarket systems.

Now that we had a point of reference, it was time to jump into the standard Porsche Panamera, which is equipped with a 3.6-litre V6 gasoline engine. Essentially a cropped version of the Porsche V8 used for the Panamera S and 4S, the new 90˚ V6 engine is 30kg (66lb) lighter than the V8. It features direct injection, a variable intake camshaft with variable valve lift (Porsche VarioCam Plus), an on-demand oil pump, water cooling with thermal management, a variable intake manifold, dry sump lubrication with twostage oil extraction and, together with the PDK gearbox, auto start/stop. Thanks to these aids and 600cc more displacement than the diesel, the gasoline V6 serves up 300hp@6200rpm and 400Nm or 295ft-lb@3750rpm.

This is good for a 0-60mph time of 6.3s with the standard 7-speed PDK gearbox as our car came fitted. For reference, a similarly equipped Panamera will run 6.8s with the 6-speed manual gearbox, which is not currently available for our region. Our test car also had a very exciting option checked, namely the Sport Chrono Package Plus, which, in conjunction with the PDK, includes Launch Control. Once we got the hang of it, (along with a few extra successful tries for good measure) we were able to experience a 5.9s 0-60mph time from the standard Panamera!

This lively acceleration and the snarling V6 sound attracted the attention of two sport bikers while we were on the highway portion of our test drive.

They seemed fascinated by the Panamera’s pace while we were equally amazed by their burnouts,

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At a Glance: 0-62mph (s): 6.8 (D, 8A), 6.3 (V6, 7PDK), 4.5 (GTS, 7PDK, 4WD) HP: 250@3800-4400rpm (D) 300@6200rpm (V6) 430@6700rpm (GTS ) Ft-lb: 406@1750-2750rpm (D) 295@3750rpm (V6) 384@3500rpm (GTS ) Km/h: 242 (D, 8A), 259 (V6, 7PDK), 288 (GTS, 7PDK, 4WD) Mpg: 37 (D, 8A), 25 (V6, 7PDK), 22 (GTS, 7PDK, 4WD) Prices (nicely equipped): Panamera diesel TT$1.25M Panamera 3.6 V6 TT$1.5M Panamera hybrid TT$1.6M Panamera S 4.8 V8 TT$1.65M Panamera GTS TT$1.75M Panamera Turbo TT$1.9M Panamera Turbo S TT$2.2M Verdict: Fast GT; handles well for its size; Diesel has the range; GTS has the power; V6 is a bit of both; Hybrid sips with V8 power;Turbo S should be very exciting. Only seats four.

revving and full acceleration wheelies. After a quick but conservative blast down the highway, we stopped at Woodford Café for some light refreshments and a quick photo session, noting that the car is easily capable of clocking 220km/h and beyond. As we rolled into the MovieTowne, Chaguanas car park, all eyes were locked onto the Panamera. A few people even asked to take photos next to it, which we happily allowed.

Since our standard Panamera test car was also equipped with the optional PASM and air suspension, handling was crisper with the lighter engine and the quicker shifts of the Porsche Doppelkupplung (PDK) gearbox. Power delivery, of course, was decidedly different with the engine delivering the goods in the mid and upper rev regions compared to the

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diesel’s abundance of low-end grunt mated to the automatic transmission. Braking felt slightly better on the regular Panamera due to the 120kg weight savings over the diesel version.

Fuel economy dips but is still a fairly respectable 19/34 or 25mpg combined with the PDK gearbox. These figures are further guaranteed thanks to Porsche’s new start/stop technology that is activated by keeping your foot on the brake pedal when at a standstill. The system restarts the engine when you take your foot off the brake. It is deactivated in certain situations like when battery charge is low or can be deactivated manually as well.

If there were an award for the best engine sound in the lineup it would go to the Panamera GTS or Gran Turismo Sport. There is nothing quite

like front row seats to the 4.8-litre V8 opera followed by the applause of the snaps, crackles and burbles of the exhaust as you step off the throttle. And of course it’s got the bite to back up all the barking with 430hp@6700rpm and 520Nm or 384ft-lb of torque at 3500rpm. Power is transmitted through the 7-speed PDK gearbox and delivered to all four wheels. Zero-62mph comes up in 4.5s and the GTS will storm on to a top speed of 288km/h or 179mph. While the Turbo and Turbo S versions will be faster, turbocharging inherently quiets the exhaust system. Activating the launch control in the GTS was a next-level experience and our test car easily passed 235km/h, a testament to its blistering pace.

Ride height on the Panamera GTS is lowered

“There is nothing quite like front row seats to the 4.8-litre V8 opera followed by the applause of the snaps, crackles and burbles of the exhaust as you step off the throttle.“

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“And of course it’s got the bite to back up all the barking with 430hp@6700rpm and 520Nm or 384ft-lb of torque at 3500rpm.“ by 10mm and it also comes fitted with larger Turbo-spec vented brakes, a plus, since it weights roughly 160kg more than the standard Panamera. This means that six-pot calipers grab on to 390mm (15.3-inch) discs at the front, while four-pot units anchor the 350mm (13.8inch) rear discs. Yes, you read that correctly, the brakes on this car are as large as the rims on regular cars. The rear spoiler, which was trimmed in carbon fibre on our test car, is a three-piece unit that pops up then opens out for additional downforce or braking assistance. There is a switch on the centre console to activate it manually. It’s quite the novelty and we found

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ourselves popping the spoiler up and open, then down again to imagine what the sight would be like for other cars being passed. The interior of our test car was trimmed with black Alcantara and racy red stitching, complete with red seatbelts. This time we tried some Machel Montano through the Burmester and it was just as good as before and much louder than you would expect from a factory system.

The Panamera Diesel, then, is the range champion and perhaps the best car for everyday business use with enjoyable power, great economy and Porsche’s excellent handling and braking. The

Panamera GTS delivers on the purest Porsche Panamera experience, adding its addictive V8 soundtrack and raw performance. The standard Panamera is a fair compromise, offering good fuel economy and strong performance. You can even add the sport exhaust to turn up the V6’s volume. Aside from the engines, the complete configuration of each model makes a significant impact on the price so you’ll have to choose your features and additions carefully.

Call Riyad at Lifestyle Motors to discuss your Porsche options or visit their website at www.lifestylemotors.com.

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MotorSport John Powell and Nick Telfer Conquer the Gravel Stages in Rally Trinidad 2012!

Article: Trinidad & Tobago Rally Club/Robert Cadiz

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ith the dust still settling in the Bronte and Cedar Hill stages and the streets of Chaguanas still smoking, Rally Trinidad 2012 has exceeded all expectations.

On Friday evening’s opening at the Hasely Crawford Stadium, the atmosphere was electric and the service park area was abuzz with activity around some of the best rally machinery in the Zorce • 42

Caribbean today. John Powell’s WRC Subaru S14 (Shell Helix/Intercontinental Shipping) was a hot topic. It was compared to the visiting competition of Jamaicans Jeffrey Panton with his Ford Focus WRC06 (Total Lubricants) and Gary Gregg’s Ford Focus WRC05, and the everformidable Bajan opposition of Sean Gill Suzuki SX4 WRC06 (Shell V-Power/Monster/Lifestyle Motors/Virgin Atlantic). Also on display was John

Powell’s Evo X, which was generously lent out to Bajan gravel specialist Trevor “Micey” Manning.

All the local favourites were representing the red, black and white with Stuart Johnson, David Coelho, Cristian Bourne and Mark Williams all hoping to outclass top visiting drivers Manning, Betts and Morley. The battle in the 4WD classes promised to be epic and so it began. Two-

Photos: Gerrard Wilson, Aaron Achan, Narend Sooknarine

wheel drive was also hotly contested with a great fight brewing between Jamaican Bobby Marshall in his Mitsubishi Colt (Total Lubricants), Ryan Peyrau in the Suzuki Swift Sport (Lifestyle Motors/Monster/Shell/Ventura Auto) and Devi Nath in a Toyota Starlet.

The action began with the popular stadium stage with two competitive runs through a short 1.3km stage. First off the line was Jeffrey Panton as 2011 defending Rally Trinidad Champion. It was evident that Panton needed some seat time

to get familiar with his new ride as he was down a few seconds to the rest of the WRC field from the first stage. John Powell led the charge with Sean Gill hot on his heels, only second to Powell by 0.7 seconds. Devi Nath in the Starlet was very impressive leading 2WD, using all of his solodex skills in the process. The first two stages went largely without surprise, excepting John Powell’s very costly mistake of a spin on Stage 2 handing Sean Gill a 17-second lead going into Saturday.

Besides Junior Phillips taking the two front wheels off of his Hyundai Scoupe, the opening

night of Rally Trinidad was without major incident. The fans came out in their numbers and the action was superb.

Saturday morning saw Sean Gill make a slight calculation error with his check-in time and was penalised four seconds making the margin now 13 seconds’ difference between him and Powell. With Panton sweeping the course and Gill following second off the line, the WRC battle began with Powell clawing time back almost every stage before lunch. Gregg was noticeably 43 • Zorce

Photos: Gerrard Wilson, Lyden Thomas, Bruce Anton, Aaron Achan, Narend Sooknarine

off the pace but he could do little as the front three were all in relatively newer machines. Bajan James Betts in a Group A Mitsubishi Evo V and his countryman Trevor Manning in a borrowed Group N Mitsubishi Evo X were virtually flying but local trio of Johnson, Coelho and Bourne were never more than 10-15 seconds behind up to lunchtime. At the lunch break, Betts’s pit crew sprung into action with fuel and differential problems plaguing the older Evo V. By stage 10 Betts unfortunately had to retire. If not for this he probably would have been able to place just behind the vastly superior WRC cars. (Betts will be in Trinidad for the rest of the season so the local 4WD boys are going to have their work cut out for them.)

Trevor Manning soon suffered the same fate of

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having to retire. In a borrowed car, he went off the road on Cedar Hill and although there was no damage to the car, he was left out of overall contention and made the decision to call it quits.

Manning was leading nearest competitor David Coelho by 11 seconds at this point. By lunchtime on Day Two the 2WD class saw Jamaican Bobby Marshall open up a sizeable lead with Ryan Peyrau having a terrible Stage 4 due to gearbox problems and Devi Nath simply not being able to keep up due to engine trouble. The local 2WD hopes sat squarely on the shoulders of Ryan Peyrau after Devi Nath managed to find a concrete culvert with the front left of the Starlet. The damage to the car was in no way repairable and Devi was now sharing the crash list with Morley and Phillips, who were out early after leaving the road on Cedar Hill. Peyrau

drove well after his disastrous Stage 4 and, with the exception of the first stage on Saturday, managed to actually beat Bobby Marshall by four seconds from Stage 5 through Stage 12. In the other 2WD class (SM4) Reyaz Mohammed in his Mitsubishi Colt (Shell Helix) was comfortably running away from the pack and sitting in third overall behind Bobby Marshall and Ryan Peyrau.

The WRC fight was back and forth all day between Gill and Powell, with Panton just staying within sight of the front two, while Gregg could only sit and wonder what his next purchase would be, as the WRC05 Focus simply did not have the grunt to keep pace. Sean Gill won five of the nine stages on Saturday with Powell taking the remaining four. Leading Group A at the end of Saturday was David Coelho, who just made it

with overheating problems beginning to affect him. Mark Williams was sitting in second place in Group A but with a much older Evo; trying to stay with Coelho would prove too difficult. Stuart “Sobby” Johnson was comfortably leading Group N and occupying fifth overall just ten seconds above Coelho. Bourne in his Mitsubishi Evo VIII (Stag/Castrol) was having a solid day, if not for his repeated jump starts racking up 30 seconds in penalties, but at least managing to retain second place in Group N. Sunday turned out to be a test of nerves with Powell needing to find 18 seconds to catch Gill and Panton who were just 15 seconds behind.

Gregg’s only hope for a podium finish, which would actually materialise late on Sunday, would be a mistake by one of the front-runners. Powell

came out a determined competitor and showed his grit as the lead was cut to three seconds after the first four stages. Gill was sweeping after being first on Saturday and this proved costly, as there was little he could do to hold off the charge by Powell. John found the lead for the first time in the competition on Stage 17 where he pulled seven seconds back on that stage alone. By this time, Panton was starting to fly and was also ahead of Gill for Sunday’s stages. It was then that disaster struck for Gill. With four stages to go and Powell in the lead by three-plus seconds Gill was on the edge and rolled the car in the Bronte stage. Before Gill’s unfortunate roll, spectators were commenting on every corner that the battle unfolding was undoubtedly the best ever seen on Trinidad’s shores and possibly even for any gravel rally in the region. There

was no coming back for Gill and with Panton not having enough stages left to mount a fight, Powell only needed to finish comfortably to take victory. Gregg moved to third as a result in the Overall and WRC class finish, respectively.

In 2WD, Peyrau managed to claw his way back to be fastest on Sunday but his time on Stage 4 proved to be the decider and he had to settle for second behind winner Bobby Marshall in the formidable Mitsubishi Colt. Brothers Scott and Sean Sheppard, who seemed to be having more fun in their Ford Escort MkII, took third place in Group M2 after putting on a dazzling display of rear-wheel action all weekend. In Super Modified 4, Reyaz Mohammed continued his winning form with little threat from other drivers in the class.

He has shown great consistency and continues

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Photos: Gerrard Wilson, Lyden Thomas, Bruce Anton, Aaron Achan, Narend Sooknarine

to rack up the trophies in his class. Reverse donut king Ansel Ali kept it together to take second in class with veteran rally driver Franklyn Seegobin, who added more silverware to his extensive trophy cabinet.

atmosphere on Ramsaran Street was a sight to see as all the winners collected their awards in front of a huge crowd. John ‘Penti’ Powell and Nicholas Telfer showered the photographers with champagne much to the delight of the T&T fans.

The rally finished with the remaining competitors putting on a show for the Mayor of Chaguanas, in the crowd-pleasing Mayor’s Cup at Saith Park. The short 1.4km tarmac super special was packed to capacity and it was donut time to bring Rally Trinidad 2012 to a close. Jeffrey Panton managed to win the Mayor’s Cup with the fastest time and received his award from Mayor Orlando Nagessar. The carnival-like

Many thanks go out to everyone who made this rally the best ever seen in Trinidad, and to the event’s sponsors: The Ministry of Sport and Youth Affairs; STAG - A Man’s Beer; Jusamco; Illuminat; Ultra Lubricants; Johnny Q Sound Company; The Tourism Development Company (TDC); EMBDC; Tropical Power; Dasani; Red Bull; SeaFreight; and Lifestyle Motors. A special thanks must also be given to the Chaguanas Borough Corporation

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and the Mayor of Chaguanas. Additionally, The TTRC would like to say thank you to the various rally media crews: Trinituner.com, Zorce, Race 1 TV, KLayne Films and all the photographers, especially Gerrard, Lyden, Dewayne, Dumplin, Matthew, Kevin, and Devi (when he isn’t driving); and our Facebook bloggers.

The TTRC would also like to highlight our marshals: CARS and T&T 4x4 Trailblazers who both deserve the most thanks for helping the TTRC to run a near perfect rally. The TTRC also recognises and thanks our guest officials Larry, Errol, Nicolette and Jeff.

Rally Trinidad 2012 Official Results Overall (and WRC Class finish, respectively) 1. John Powell/Nicholas Telfer TRI – Subaru S14 Shell Helix/Intercontinental Shipping 2. Jeffrey Panton/Michael Fennel JAM – Ford Focus WRC06 TOTAL Lubricants 3. Gary Gregg/Hugh Hutchinson JAM – Ford Focus WRC05 B.D. Gregg and Son Group A 4WD 1. David Coelho/James Harris TRI – Mitsubishi Evo IX Subway/TOTAL/BF Goodrich 2. Mark Williams/Christopher Mills TRI – Mitsubishi Evo V Ultra Lubricants 3. Rezan Mohammed/Arshad Mondro TRI – Mitsubishi Evo IX Shell Helix Group N 4WD 1. Stuart Johnson/Lee Quesnel TRI – Subaru N12 Mitco Labs, Amsoil 2. Cristian Bourne/Rikard Asbjornsen – Mitsubishi Evo VIII Stag/Castrol 3. Anthony/Michael Heerah – Subaru Impreza

Group Modified 2 2WD 1. Bobby Marshall/Anand Awai JAM/TRI – Mitsubishi Colt TOTAL lubricants 2. Ryan Peyrau/Simon Rodriguez TRI – Suzuki Swift Sport Lifestyle Motors/ Monster/Shell Helix 3. Scott Sheppard/Sean Sheppard TRI – Ford MkII Escort Gulf Oil Group Super Modified 4 2WD 1. Reyaz Mohammed/Sayyad Saddiq TRI – Mitsubishi Colt Shell Helix 2. Ansel Ali/Nandalall Ramdass TRI – Mazda 323 Central Speed/Amsoil/ Extreme Fireworks 3. Franklyn Seegobin/Ken Mohammed TRI – Daiman Publishers Best Team: Team Shell Highest Placed Foreign competitor: Jeffrey Panton/Michael Fennel JAM Mayor’s Cup Winner: Jeffrey Panton/Michael Fennel JAM 2WD Winner: Bobby Marshall/Anand Awai

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VW’s German Engineering Leads at Drag and Winding

Article: AutoSport Racing Association/Rawle Mahabir • Photos: Gerrard Wilson

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n 2011, a few members of the Best Auto staff visited the AutoSport Drag and Winding series of events. After some observation, it was decided that the VW team would enter into competition for the 2012 season and participate, hoping to show that the stock VW Jetta 1.4 TSI was capable of keeping pace with tuned street cars.

Things seem to have gone a little differently for the team according to VW Brand Champion, Corinna Meyr: “Volkswagen is known for its performance and German engineering and we thought that the Drag and Winding series of events would be a good opportunity to showcase the performance aspect of our cars and to generate more brand awareness in Trinidad. We are racing a Jetta 1.4 twin-charged car with a 7-speed DSG gearbox. It makes 160hp and our driver Kirk Ho Hing, who has fantastic driving skills, makes use of them all. We are doing much better than we thought initially and are leading our class by a comfortable margin.”

Kirk was accustomed to winning in 2011 D&W events. However, he had to settle for second place

on two occasions and took third place in the first three events in 2012. The team put their heads together and analysed his standings, and with new driving strategies, VW and Kirk have returned to their winning ways. Team VW dominated with two consecutive first-place wins at the fourth and fifth event of the year, recording the fastest times in their group, GT2-B. “Our goal has been to show everyone what a showroom stock car can do. Aside from a set of Eibach 1” lowering springs, aftermarket 17-inch wheels and Pirelli tyres and taking out the spare from the trunk, everything else is showroom stock. The team has offered to do more effective modifications to the car, like installing a performance ECU chip and changing the exhaust but I have declined. This is a genuinely impressive daily driver and I’ve never been a fan of larger, heavier automatic cars to begin with. On the track, it has been challenging with the response time of the automatic DSG gearbox over a conventional manual that gives you instant power but the shifting is quicker, so it evens out. The car I race is actually one of the Best Auto courtesy cars, so it really is stock, since customers usually have to drive

it. We are over 200 points ahead in the GT2 class and I would love to own one as a road car. The only thing I would enjoy more from VW is a Polo GTi or a used Lupo Cup car...,” an excited Kirk said.

Ho Hing is no stranger to competitive driving.

Abroad, his accolades include his win as 2010 SCCA DSP Atlanta Autocross Champion; locally he is a past Solodex Overall Champion and multiple Class Champion with over 70 trophies to his credit.

With excellent performance this far and an almost guaranteed class championship win, we can’t wait to see if next year will bring a modified Jetta or perhaps another car to the ARC track. Kirk expresses his readiness: “It’s been an awesome experience and for the first time in a long time I get butterflies in my stomach coming up to race day. I have been enjoying the thrill of competitive driving again and it’s great to be racing for a team and not having to worry about anything else. The VW/ Best Auto team has been very supportive, to say the least. I have really enjoyed the experience so far and I would gladly drive again for them next year.”

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Formula 1 2012: A Season of Surprises!

Article: James Vailloo • Photos courtesy: Red Bull, McLaren, Williams, Ferrari, Sauber, Mercedes, Lotus

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his season has been genuinely exciting and refreshing– a far cry from the endless procession of cars trailing each other round a circuit, and maybe a mistake or two in the field that would lead to an overtake, or a crash to spice things up and bring out a safety car. That’s what the perceived notion of F1 was back in the 2000s. Not this year– oh, no.

The last seven races have seen a different driver win (with two first-time race winners), with Red Bull and McLaren to be the only two constructors to win twice with one win apiece for their drivers.

Australia – Jenson Button (McLaren-Mercedes) Malaysia – Fernando Alonso (Ferrari) China – Nico Rosberg (Mercedes) Bahrain – Sebastian Vettel (Red Bull Racing - Renault) Spain – Pastor Maldonado (Williams) Monaco – Mark Webber (Red Bull Racing - Renault) Canada – Lewis Hamilton (McLaren-Mercedes) Spanning across from down under in Oz’s Melbourne, McLaren started the season in dominant fashion with a 1-2 qualifying session.

We reviewed in our last issue just how the race unravelled for Lewis Hamilton, taking pole position but not being able to capitalise on it and crossing the line in third. His teammate, however, Jenson Button, laid down some quick lap times to win the race.

A soaked Malaysian Grand Prix saw a surprise win from Scuderia Ferrari, courtesy a luck-assisted

Fernando Alonso. Mind you, the win was by no means easy for him, as Fernando grappled with the twitchy handling of his Ferrari and was chased all the way to the finish line by upand-coming Mexican superstar Sergio Perez of Sauber.

In China, Nico Rosberg (son of the 1982 F1 World Champion Keke Rosberg) made a name for himself and showed why Mercedes-Benz gave him a very lucrative multi-year contract by taking not only pole position, but his first win, and leading the race virtually the whole time at his 111th Grand Prix. (1-1-111)– in a word– cool!

The Grand Prix of Bahrain has become synonymous with the word “boring”, but proved to be anything but that with some aggressive defending, to put it mildly, from Nico Rosberg against Lewis Hamilton and Fernando Alonso, pushing them to the outside of the track.

Sebastian Vettel returned to a form more in sync with his 2011 performances, dominating in qualifying and in the race, thanks to a good race strategy.

The favourite to win in Spain was Lewis Hamilton after not having won a race so far this season.

Having started in pole position three out of five times this year and no lower than the first row of the grid, he was poised to take the top step, but it was not to be. After all the bad pit stops, sacked mechanics and a reshuffle of the race team, McLaren has fumbled the ball yet again!

Lewis Hamilton, having originally secured pole position, was demoted to the back of the grid, as he was told over the radio by his race engineer to stop on his way to parc fermé. His McLaren was low on fuel and would not have been able to supply the 1-litre fuel sample as required by the FIA for scrutineering. The team was found to be in breach of the rules; Hamilton was penalised and his qualifying time deleted.

Naturally, Spain’s golden boy Fernando Alonso, who qualified P3 but was promoted to P2 because of Hamilton’s penalty, was now the new favourite to win the race weekend. But it was another Latin race driver who went on to take victory– Venezuela’s very own Pastor Maldonado.

Having started from pole position, Pastor put on a truly stellar performance. The Williams driver lost his lead before the first turn of the race to Fernando but ultimately blitzed his way to the finish line with a controlled, steady drive, raw pace and superb tyre management. Well done, Pastor!

The crown jewel of Formula 1 still remains the Grand Prix of Monaco. With a street circuit steeped in history and being one of the oldest tracks on the calendar, teams and their drivers go all out to try to win Formula 1’s most prestigious race and that’s exactly what Mark Webber did to claim victory. Mercedes’ Michael Schumacher initially was in P1 for the race but had a five-grid penalty for a collision with Bruno Senna in Spain.

Webber inherited pole position and took his tally 51 • Zorce

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up to two wins at a slippery Circuit de Monaco, but also etched Red Bull’s third win in a row in Monte Carlo’s history books.

Lucky number seven! It was a truly fantastic race win for Lewis Hamilton in Montreal, Canada. After narrowly missing out on pole position by 3/10ths of a second to Sebastian Vettel in qualifying, Hamilton drove blisteringly fast throughout the entire race, which is his usual M.O. but this time he was faster than that! A bad call on strategy caught out Fernando Alonso who was leading up from fifth place. Meanwhile, pole sitter Vettel didn’t quite have the pace he showed in qualifying and went into damage limitation mode. This win was Hamilton’s third win in Canada, five years to the day he took his maiden win at the same track and also made it a McLaren Montreal hat trick.

So what’s the deal? What’s with the inconsistency of race wins this haphazard F1 season? It’s mainly due to this trifecta of circumstances: the formula; the tyres; the drivers.

During the three-week break after the Bahrain GP, the F1 circus returned to Europe and geared up for testing at Mugello, Italy. Testing is a rare occurrence during the modern-day F1 calendar, however, there were some mixed feelings about just how beneficial the test was during the three days at the Mugello Circuit.

It showed lap times that were not reflective of each car’s given performance. The test however, was beneficial with respect to correlation. Most things concerning the performance of a Formula

1 car are relative to the conditions of the track, the lap times derived from it and the comparison of the lap times of the other cars with similar setups, for example, fuel load, tyre compound, and downforce.

The formula: The FIA has restricted the development of the cars so much and laid down clear rules as to which parts of the cars can be developed, so there is not much wiggle room for the engineers to come up with new and innovative ideas this year. Since 2009 there has been a homogenisation of the cars because of this new era of formula: taller and narrower rear wings; lower and wider front wings; cleaned up car aerodynamics i.e., no more extraneous winglets and flaps, for example.

The tyres: Pirelli has developed tyres that vary in performance so greatly (as requested by the FIA) to have immense degradation after a certain race distance. Also they have been engineered to work at an optimised range between certain temperatures. Each of the 12 constructors has developed their cars around or ‘on top’ these tyres, so to speak, as the tyres are the only parts coming into contact with the tarmac. No matter how fast a car may be on paper, or how much time it achieved in the wind tunnel, how it was fine-tuned or what engine it has, the tyres dictate traction, grip level and braking. Race engineers need to make sure that their team’s car falls within the parameters that not only work best with the tyres but best mesh with their drivers’ preferred racing style.

The drivers: After all the preparation and development, it comes down to the drivers on race day. If the car is not up to standard, then there is only so much a driver can deliver when it comes to race victories and scoring points. This season we have an exceptional lineup of race drivers. Some very experienced and seasoned F1 veterans, a handful of established champions and race winners, and a group of young, talented and fast drivers who have come into Formula 1 with this new type of racing.

Formula 1 drivers comprise a group of elite in the world of motorsport, but in this modern era, racers’ skills are more acutely tested. According to the latest F1 rules, the cars do not have the benefit of traction control or ABS, and the tyres wear heavily. So while today’s racers have technology and safety regulations to their avail, they do without certain advantages that yesteryear’s champions were once accustomed to. Tyre management is the name of the game and the drivers are exceptionally good at it.

Of these select few drivers, there exists another strata of elite– drivers who have the ability not only to push their cars to the limit and balance it there on the sharpest of knife edges, but who also go beyond that and extract the maximum out of the given package of a car and wring out that extra performance purely by their talent.

This is what sets apart World Champions and race winners from mere F1 drivers.

For more F1 action, log on to zorce.com.

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De Leon Shifts Up to Sixth in SBK City MotoGrande 1000cc Championship

Moto-Z

Article: Aurora Herrera • Photos courtesy Dominic De Leon

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e last heard from Dominic De Leon close to the beginning of 2012 as he made his way through the ranks of the SBK City MotoGrande 1000cc Championship. Now, hitting the mid-year mark, De Leon is excelling, fast and furious to the top spots. He attributed his progress to a focused gym routine. “After the round one at Brands Hatch in March, I was trying to stay as fit as possible between sessions and spending a lot of time in the gym,” he said. “The next round at Snetterton quickly approached and testing was on me before I knew it.”

The weather oscillated all weekend proving to be a challenge for Dominic, as he would be racing in both wet and dry conditions.

However, he was able to find the right gear he needed for a faster and steadier ride. “At Snetterton 300 [Circuit], I knew what gearing I needed; gearing is set by the chain and the front and rear sprockets,” he said. “After changing my gearing I noticed a big difference and I felt really strong on the bike. It was my first time doing a wet session on the bike but despite this, my time was almost better than what I usually do in the dry. Once I saw this, I knew the wet weekend was going to work in my favour!”

On Saturday there were 29 bikes on the grid and De Leon qualified in 12th place, putting him on the third row of the grid. His qualifying time was 2:08 seconds. In the first race on that day, he finished 12th with a best Zorce • 54

time of 2:04 seconds. However, when he went to get ready for the second race on Saturday, there was some bad news. “When I went into the motor home to put on my leathers, the guys started to change the wheels on the bike to wets. Then the mechanic came over and said, ‘The weekend seems to be over’– I had a problem with the right side fork leg.”

There was a huge crack across the leg. The situation looked despondent but Dominic’s luck and camaraderie was about to hold out.

“When that took place, my whole weekend was looking pretty much over until Phil Brooks gave us the front forks from his spare bike for me to use.

With his help, I was once again on my bike and could still race on Sunday.

The guys from SBK City put it together Saturday evening so I was ready to rumble on Sunday morning.”

On Sunday morning, he started 12th on the grid and finished ninth. His best time was 2:18:075 seconds.

“The race went really well and it was also very wet but there were no major incidents, which is always good,” he said. “I had cracked into the top ten, so I was satisfied with that. I felt like from the very start of Sunday morning, the day was ours. The next race was a dry race. Finally I could go out, get some grip and get some aggression going.

I had a fantastic start and I was up in sixth for the first three laps!”

Unfortunately, an accident occurred in the back of the pack and the officials red-flagged the race. After

To see things from Dominic’s point of view, check out this link: http://www.youtube.com/watch?v=TQ3MPxPm2N8&feature=share Dominic’s upcoming race dates: July 14 & 15 - Cadwell Park August 25 & 26th - Pembrey Circuit September 15 & 16 - Mallory Park October 20 & 21 - Snetterton 200 (Final Round)

the track was cleared, officials mandated that the racers take on two warm-up laps due to the cooling of their tyres. While usually a welcome exercise, De Leon was not so enthusiastic about it. “My gas light came on just as we were about to start,” he said.

What would normally have been a 12-lap race, charted three laps before the incident, followed by two warm-up laps then followed by another eight laps. Despite the lacklustre light on his gas tank indicator, Dominic powered through the race. He skilfully navigated into fifth place, where he met up with fellow competitor Phil Brooks and the other top racers. “I got into the groove,” he said. “It was fantastic! I was up in fifth with Phil Brooks and all those fast guys. We broke away from the pack and were wheel to wheel the whole way.

Then on the back straight my gas light came on and my bike was starving for gas. I had to short shift because when the bike accelerates, gas moves in the tank and the pump can’t get the fuel so the bike starves.”

De Leon had to pull out of the race before he stalled on the track, receiving a DNF against his name. However, he learnt his lesson. “It was intense,” he said. “For the last race on Sunday, I made sure to put about 10L in my bike!” With a dark horizon looming in the final race on that Sunday, he started 12th on the grid with slick tyres. “When we did the warm-up lap, I was going around the bends and watching the sky and could tell it was about to rain,” he said. “It started to rain and it was like riding your bike on oil as we were riding on slicks.”

The race started without allowing the riders time to change their tyres. A drizzle soon descended causing his bike to dance on the track. However, like in the earlier race, he broke away from the pack, joining the most proficient racers at the front, gunning for a top spot. “Again about five of us broke away from the pack and I had a nice tussle with Rhalf Lo Turco and eventually got past him, moving into third position,” De Leon said. “I held it for most of the race but one lap before the end I lost the back of the bike coming into the back straight

and rolled off the throttle just a smidge. A few corners later, Rhalf got past me and I did not have enough time to catch him.”

Dominic finished in fourth place, ending a very emotional weekend. “Again, I’d just like to thank my sponsors for all of their support: hottrax.co.uk, Optimum, TAD Ward, Partition Graphics, London MOT Centre, SBK City and Ecowashme, and Emma.”

You can look out for more of Dominic De Leon’s performance updates as the SBK City MotoGrande 1000cc Championship endures for a year with a total of nine rounds. On a personal note, he missed round three as he recently tied the knot in Australia with his long-time love and supporter, Emma Tourle. Moving forward to round four at Oulton Park on June 16, De Leon will receive no penalty for missing the round. He currently ranks at sixth place.

Zorce would like to extend congratulations to Dominic and Emma!

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Z-Scene

T&T’s Car Crazy Winner Goes to SEMA with Meguiar’s Article: Meguiar’s, Lube Tech, Streetwise Sounds • Photos: Lyden Thomas (above), Narend Sooknarine (below, centre), Antony Scully (below, right), Damian Luk Pat (below, left)

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The orange and black Arden Range Rover Sport prepared by 2k Kolour Kollection has been chosen as Trinidad and Tobago’s best.

It will represent the country at the Meguiar’s International Showcase at the SEMA show in Las Vegas.

On April 29, 2012, Meguiar’s Trinidad and Tobago held its first annual Car Crazy Show at the Centre of Excellence, Macoya. From as early as 7.00 a.m. competitors and exhibitors began setting up their cars and displays, ensuring that every last detail was perfected.

Meanwhile, inside the Sepp Blatter Hall, a large automotive supplies exposition was in progress. It featured some of the country’s leading suppliers of car care products, rims and tyres, audio accessories, paints, lubricants and performance parts. Some famous exotics, antiques and sports cars were also on show and some of the most dynamic motorsports clubs were present.

When the judging got underway, finding fault in some of the exhibits proved next to impossible, as each car was so carefully and creatively put together. The broad spectrum of creativity and expertise on show was a sight to behold.

The judges’ scores were tabulated and the top 12 finalists were announced and taken inside the hall for spectators to admire once more up close.

Amidst a large crowd, the prize giving ceremony began.

12th place MEG 020 David Edwin

Yellow Nissan Cefiro 11th place MEG 016 Rabindranath Kiswah

Airbrushed/Pinstriped Mazda pickup 10th place MEG 040 Joel Andrews

Magenta Honda Civic 9th place MEG 047 Darryl Mahadeo

Purple Honda Civic 8th place MEG 031 Desmond Rampersad Singh

Orange VW Beetle

7th place MEG 017 Rabindranath Kiswah

Green Arden Range Rover Sport 6th place MEG 011 Roger Perriera

Green Honda Civic 5th place MEG 039 Aleem Ali Audi A4 4th place MEG 037 Aleem Ali Audi A4 3rd place MEG 038 Aleem Ali Audi A4 2nd place MEG 026 Nasamudin Mohammed

1968 Red Ford Capri 1st Place MEG 041 Jeremey Gayadeen

Orange and Black

Arden Range Rover Sport There was also a special prize given to MEG 128 Ryan Stephens for the world-class preparation of his Suzuki GSX-R motorcycle.

Meguiar’s would like to thank Streetwise Sounds and all its partners, Stag, A Man’s Beer, Synergy TV, Total Lubricants, Monster Energy, Blue Waters, Tourism Development Company, Central Neon, and trinituner.com for their great enthusiasm and effort in making this show a massive success.

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Photos: Lyden Thomas, Narend Sooknarine

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Photos: Lyden Thomas, Narend Sooknarine

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TDC International Surf Festival 2012 a Huge Success!

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he Trinidad and Tobago Tourism Development Company (TDC) International Surf Festival 2012 (ISF12) was blessed with a weekend of excellent waves, beautiful weather, great entertainment, and most importantly, world-class performance surfing. The Surfing Association of Trinidad and Tobago hosted the event and welcomed surfers and officials from Australia, Barbados, Jamaica, the United States, and Venezuela.

The visitors and locals were greeted by the best surf conditions the event has experienced in its three-year history, with waves in the five- to seven-foot range. These surf conditions provided the perfect platform for the pro surfers to express themselves with both high-flying aerial manoeuvres and traditional power surfing, much to the amazement of the large crowd of spectators on hand.

Last year’s Open Men’s Champion Francisco Bellorin of Venezuela, who was regarded the man to beat in this event, was able to hold on to his title for a second year in a hard-fought final heat against Florida’s Jesse Heilman, who held on to the lead until the last minute. Bellorin walked away with US$3,500 for first place, while Heilman won US$1,500 for his performance. Chris Duff of Florida and Rafael Perreira of Venezuela took third place and took home US$500 each. Balandra’s Christopher Dennis was the top performing local surfer, reaching the quarterfinal round where Chris Duff narrowly beat him.

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In the Women’s Pro Division it was the battle of the Bajan Chelseas that stole the show, with Chelsea Roett winning first place and US$250, and Chelsea Tuach taking second place and US$150. Local girl Kathy-Ann Smith, a.k.a. Toco Slasher, took third place in the Women’s Pro Division, winning US$50.

In the Pro Junior (U21) Division, which was stacked with young talent from Barbados, it was Bruce Mackie that took top honours and went home US$600 wealthier. Fellow Barbadian Che Allen, who was the youngest surfer in the division at 11 years old, performed extremely well surfing with maturity well beyond his age and took second place and US$400. Local standout Dario Jordan managed to secure third place and US$250, while Chelsea Tuach of Barbados finished fourth and took home an additional US$100.

The Beacon Insurance U16 Division was an opportunity for the up-and-coming junior surfers to show their stuff. Young Che Allen took first place, followed by Joshua Burke in second. Local boys Josh Galt, Elton John and Jayel Lewis took third, fourth and fifth place, respectively. All competitors in this division received trophies courtesy of Beacon Insurance and prize packages from the Western Atlantic Pro Surf Series.

In the final division of the day, the Expression Session gave competitors an opportunity to free surf and show the crowd just how “radical” they could perform without the pressure of being eliminated from the contest. After 30 minutes of

great action it was Joshua Burke of Barbados that won “Best Wave” and US$250, while Rafael Perreira took home US$250 for the “Best Maneuver”.

Chairman of the Trinidad and Tobago Tourism Development Company (TDC), Rajiv Shandilya, was on hand for the entire event and presented prizes to the champions in the Open Division. Shandilya took the time to speak to the large crowd on hand and reaffirm the TDC’s commitment to sports tourism in Trinidad and Tobago, and specifically to the sport of surfing.

The TDC ISF12 is the third sanctioned event of the Western Atlantic Pro Surf Series 2012, the only Pro Surfing Tour in the Eastern USA and the Caribbean, and the second event of the Caribbean Surfing Championship 2012, which began in Barbados and will be concluded at the final event in Jamaica in July. Surfers at the ISF12 earned valuable points to better their standings in both of these championships.

The international visitors to the TDC ISF12 were exposed to a very unique cultural experience as the surfing was capped off on Saturday with this country’s top bikini contest featuring ten stunning beauties from both T&T and overseas. As the sun set, Sans Souci came alive with a street party that eventually moved into the community basketball court and featured incredible live performances by local legends Orange Sky and jointpop.

Article: The Surfing Association of Trinidad & Tobago • Photos: Lyden Thomas

Open Men 1st Francisco Bellorin (VEN) 2nd Jesse Hielman (USA) 3rd Chris Duff (USA)

Rafael Perreira (VEN)

US$3500 US$1500 US$500 US$500

Note: Top T&T surfer Chris Dennis lost his quarterfinal heat and finished equal fifth and taking home US$300 in prize money.

U21 Pro Junior 1st Bruce Mackie (BAR) 2nd Che Allen (BAR) 3rd Dario Jordan (TT) 4th Chelsea Tuach (BAR)

US$750 US$400 US$250 US$100

Open Women 1st Chelsea Roett (BAR) 2nd Chelsea Tuach (BAR) 3rd Kathy-Ann Smith (TT)

US$250 US$100 US$50

Expression Session Best Wave Joshua Burke (BAR) Best Move Rafael Perreira (VEN)

US$250 US$250

U16 Groms 1st Che Allen (BAR) 2nd Joshua Burke (BAR) For more information, please follow us on Facebook or contact surfingtandt@gmail.com.

63 • Zorce

ZorceOlogy Is Diesel/CNG Worth It? Part 1: Toyota’s Hilux Prerunner 4x2 CNG/3.0 Diesel

W

hen we heard that Toyota had shipped a CNG-augmented diesel pickup for preliminary testing in Trinidad, our curiosity was peaked. Most vehicles that run CNG are gasoline-powered and employ a switchover process that lets them run 100 per cent compressed natural gas, stored in an added pressurised tank. We were curious to know how the system worked since the usual retrofit for diesel engines converts them to gas engines by adding spark plugs and lowering the compression at considerable expense. Over the next ten days we would be doing a lot of driving to determine if the Toyota Hilux Prerunner 4x2 3.0 Diesel automatic would be more efficient and cost effective with or without the CNG system.

We started the first phase of our test with a diesel run. We left the Toyota dealership with a full tank of diesel and 2.6km on the trip odometer and set about the business of finishing the tank of fuel.

We decided that we would do a realistic range of destinations and stops that a salesperson or job site supervisor might make. We imagined that they would spend a fair amount of time in traffic getting in and out of Port of Spain, over some hilly, and winding roads like the Lady Young and the connector road between Fyzabad and Siparia, down the Uriah Butler Highway and back a few times.

Just for extra measure, we drove up and down the Eastern and Southern Main Roads, stopping to let our friends at various auto accessories and rim shops check out the Hilux Prerunner’s CNG setup, while we chatted and let the engine run as people typically do with diesel vehicles.

In the evenings, we did a few grocery and mall trips and over the weekends we went to racing events

Article & Photos: Narend & Calil Sooknarine

Zorce • 64

and even loaded and carried our signage and Sony Playstation Gran Turismo 5 driving seats and gaming rigs to the Meguiar’s Car Crazy Show. Before we knew it, three and a half days had gone and we were ready to fill up at Gypsy’s Gas Station in Couva.

One hundred TT dollars bought us roughly 66.7 litres of fuel and we were ready to roll once more.

Our odometer at this point read 542.6km. Given that we used 66.7 litres of fuel, we had an average real-world fuel economy figure of 8.1km per litre of fuel or 19mpg. Of course, this figure would be better if we were driving with fuel economy in mind, but this was not the case as we gave it no consideration.

Diesels have been known to achieve 40-55mpg, given the right conditions and driving style. Perhaps we should have switched off at a few of our stops, as we would have done with a car.

Our research indicated that the only station that had the necessary European-style connector to refill our tanks was at Automotive Components Ltd in Arima. What we didn’t know was that their system currently presumes that the filling station would have installed the CNG kit. This would make you a registered customer who would be given an ACL refill swipe card. At the end of the month a statement would be sent to you for payment or deducted from your account or credit card. Each customer is instructed in filling up. Naturally, not being a customer of this type or having gone through their process, we had no clue and met an empty CNG station on a Saturday morning with no assistance either in sight or reachable by phone.

We resolved to try again and returned to the filling station a few days later.

After driving all the way to Arima and having

rotten luck the first time around, we finally met a few customers and some of the ACL staff on the second try. One of the customers gladly offered to sponsor our CNG fuel after we explained what we were doing. It turns out they had also heard of similarly fitted CNG-augmented Nissan Navara pickups and were curious to know how the Hilux would do. The pump with the correct adapter was safely connected to our CNG system and after a few minutes the machine stopped. Our tank took TT$18.10 to fill and added roughly 15 litres of CNG. Now it was time to press the tiny button on our micro control box mounted in the centre area just forward of the armrest.

With an audible beep, the system came to life showing a red light. Once the Hilux Prerunner was warmed up and the accelerator was pressed a few times, we heard another beep and saw the blue light indicating that the CNG system was now active. This meant that CNG was being added via two dedicated injectors mounted on the intake piping. According to the officials at Toyota, the system injects CNG when the vehicle is accelerating and actually does little or no CNG injection on idle, presumably to keep the engine conditions conducive to idle operation and avoid stalling. This makes sense since CNG would normally require spark plug assistance to be ignited. In this case however, it is burnt along with the regular diesel fuel that ignites spontaneously under the usual high-compression, diesel-burning conditions. Unfortunately, the green CNG fuel level indicator LEDs were not working on our little control box, except for the first one. Technically, this would not be a problem since we were going to compare one tank of diesel versus one tank of

CNG-augmented diesel’s worth of driving.

After a similar cycle, (which required some overnight driving due to days lost trying to get to the CNG filling outlet) we were able to arrive at the filling station with the reserve light on once more. Our calculations indicated that we were able to achieve 630.5km worth of driving using slightly less fuel, as the tank took 64.7 litres to fill. This meant that we achieved a fuel economy figure of 9.7km per litre of fuel or 23mpg. Bear in mind that we did not give consideration to economical driving styles but rather tried to approximate the hustle and bustle of everyday business use. Despite the dismal fuel economy, we did not feel burdened since the cheap cost of diesel fuel and CNG meant that we only spent about TT$115-118 total to fill both tanks and TT$97100 to fill the diesel tank alone.

Having been well in tune with the Hilux Prerunner 4x2 3.0 turbo diesel, we noticed that with the CNG system on, the engine’s response was noticeably sharper and acceleration was stronger. To put this to the practical test we did a few runs going up a hill with the same start and finish points. Surely enough, the difference was very noticeable. Our hidden logic behind testing with more acceleration was to engage the CNG system fully, and in part, throttle conditions. In hindsight, this may have been negated to some extent by the idle stops but only in the name of mirroring Trinidadian driving practices.

With these initial findings it is possible to make some preliminary deductions to establish the actual real-world savings. The cost of adding the system is US$4K or roughly TT$24K. Can we realistically say that over the life of the vehicle this cost will be recovered and eventually start saving money?

The major arguments for the use of CNG fuel are its environmental friendliness and low cost. If we

calculate based on our findings, we can compare costs and benefits. One tank of diesel got us 542.6km and cost TT$100 to refill with 66.7 litres. The Hilux carries a 70-litre tank, so that means that it would take TT$105 to fill up, and since we are getting 8.1km per litre, we would be able to drive 567km total. On the diesel/CNG hybrid setup we achieved 630.5km using TT$118 worth of fuel, minus $5 for the remaining CNG fuel in the tank, putting us at TT$113 combined. We managed 9.7km per litre using diesel/ CNG and this means that on a 70-litre tank our range would go up to 679km.

Let’s extrapolate these figures into the future.

Let’s imagine that the usable life of the vehicle is 100,000km and see what our running costs would be. Using our diesel-only operation, we know that every 8.1km costs us TT$1.50, therefore 100,000km will cost $18,518.51 in diesel fuel. Now with the diesel/CNG setup, every 9.7km costs us TT$1.74. This brings us to a total of TT$17,938.14, giving us a net savings of TT$580.37. Based on the performance we observed using one tank’s worth of driving, the fuel cost savings cannot begin to recover the value of the CNG system on our vehicle. We did not factor any other running costs associated with the CNG system like maintenance or component replacement either– and it has the potential to exceed TT$600. We can only hope that the system is designed to last this long without any problems.

There have been rumours about the gradual removal of the fuel subsidy that would make fuel more expensive in Trinidad and Tobago. We can actually recalculate our figures’ imaginary price increases as well and see if the savings would make sense then. Let’s presume that the price of diesel fuel doubled and the price of CNG remained the same. This would put diesel at TT$3 per litre and bring our 100,000km diesel fuel cost to

TT$37,037.02. Our combined fuel cost would now mean that one tank would cost us TT$210, plus TT$13 in CNG. This means that every 9.7km would now cost us TT$3.28, bringing our combined fuel bill for a distance of 100,000km to TT$33,814.43 and our net savings in fuel to TT$3,222.59.

If the imaginary price of diesel fuel rose to TT$6 per litre instead, 100,000km in diesel alone would cost us TT$74,074.04 versus the combined diesel/ CNG cost of TT$68,659.79, or a net savings of TT$5,414.25. None of these scenarios seem to allow savings from fuel to offset the cost of the system over a travelled distance of 100,000km.

For argument’s sake, we called Toyota and found out what the actual prices and tax exemptions on this particular unit were. There is a motor vehicle tax of TT$7,455 and the total VAT is TT$42K, bringing the total exemption savings to TT$49,455. The full sale price of the Prerunner 4x2 3.0 auto is TT$320K, and with the CNG kit added, it comes to TT$340K. This certainly changes the picture with a net savings of TT$24,455. There may also be complications since the kit is installed by a factory-approved supplier after the vehicle is manufactured. While this vehicle has been imported legally with tax exemptions, it may still be subject to the interpretation of the law. Additionally, what prevents someone from importing a CNG-equipped Prerunner and removing the system?

There are other issues, too. There is currently only one usable filling station in the country and it will potentially cost millions for more stations to be added. Lastly, and to some pickup owners, most importantly, you lose roughly one-third of the space in the tray. On the plus side, you get longer range and a bit more power. To find out how much, stay tuned for Part Two of this article where we visit the dyno.

65 • Zorce

SunTek’s Factory-Style Tint Keeps You Cool Article & Photos: Narend Sooknarine

S

ome time ago we started working on a car we call “Project Classic”. It is a warehoused, early-80s Mercedes-Benz 280S, which has felt the effects of tropical weather and spent a few years off the road. When we picked up this car we imagined that our restoration ideas would be implemented in phases, ultimately coming together as a semi-stance sleeper car that looked cool but decidedly stock. Something that could be interpreted as factory modified with a few tweaks and very little sacrificing in the way of drivability or comfort is what we are hoping to achieve as we go along.

The Troubling Dilemma Our ride was in good running order with nothing out of the ordinary in the way of starting, idling and running– a few in-house carburettor adjustments would ensure that– but it was difficult to endure driving in the midday sun.

The air-conditioning system worked fine but the radiator needed to be rebuilt. After we replaced it with a fresh, used one, the engine seemed happier. Occupants, on the other hand, were only barely comfortable thanks to Trinidad’s proximity to the equator. We were faced with a solution that presented a dilemma– window tinting. While this would cut down the solar energy by 35-40 per cent, the idea of dark windows conjured images of a large audio setup, big chrome rims and air suspension, or matte-satin paint, racing-style wheels, an engine swap and some large ghosted numbers and logos stuck on the doors. Neither of these styles fit our ideal look for this car, so we opted to leave it as was until another solution could be found.

The Perfect Solution Then Advance Performance Concepts Ltd– official dealers for SunTek Window Films– came to the

Zorce • 66

rescue. After speaking with their knowledgeable technicians, they helped us select the ideal tint and performed the installation. From a wide range of window films offered by SunTek we were able to select a 50 per cent opacity film for our side and rear glasses and a 70 per cent opacity film for the front windshield. This would guarantee that our car would be well past the legal requirement of 35 per cent opacity or higher. To our relief, it would also not be a candidate for MTV’s Pimp My Ride.

not, however be allowed to put down or clean our newly tinted windows for the next five days.

Driving back home that night revealed some minor optical distortions and ripples through the front windshield. The next day we saw water bubbles and a light fogging in our fresh SunTek tint. We had been advised by the folks at APCL not to panic or touch anything but simply to give it a few days.

A Seamless Fitting Once the door panels were partially off, it became easy for our master technician Chris to work. The film sections were cut from large rolls that APCL also sells wholesale to tint shops, building contractors and glass suppliers. Once the sections were cut, they were placed on the outer surface of each window, which was sprayed with application fluid to allow them to be easily moved around. When the final shapes were determined, the films were cut to size. The inner surfaces of the windows were thoroughly cleaned and sprayed with application fluid. The protective liner backing was then removed from cropped sheets of tint and Chris progressively slid them into place on the inside, carefully removing all air bubbles and micro-adjusting their final position with special precision tools, also available at APCL.

A Welcome Verdict Surely enough, by the fifth day the water bubbles were gone and the light haziness and foggy appearance had migrated further toward the edges of our windshield. The optical distortions were considerably less, too, despite the full length of the windshield being tinted. A few weeks have passed and the changes are not immediately evident to the eye, except for at night. Visibility is near perfect. One of our staffers did notice that with his polarised eyeglasses he saw light rainbows through the windshield, which prompted him to ask if it was entirely tinted. Best of all, at midday you can now put your hand into the sunlight and feel a light warmth on your skin instead of the expected sting. The windows on our old car now look newer too, as they have become noticeably glossier. Our original rear glass moisture problem is barely perceptible.

The rear windshield proved to be particularly challenging and required a fresh sheet of tint.

Our old, double-layered rear windshield was suffering from moisture penetration between the panes. This resulted in a white fogging at the outer edges, making it harder to cling to a surface that was already difficult to reach. After some five hours of fitting and perfecting, since neither Chris nor anyone at APCL would be satisfied with anything less, we were ready to roll out. We would

Needless to say, the air-con is having a much easier time cycling on and off and cooling the car throughout the day as our films were rated at a merciful 53 per cent and 40 per cent total solar energy reduction, respectively. Thanks to SunTek and the team at Advanced Performance Concepts Limited, our mission to have the benefits of tint without having the typical indoors-at-midnight look has been accomplished and our project car is now a joy to experience.

67 • Zorce

SmartWax Takes the Sweat Out of Detailing Your Car

O

ver the last few issues of Zorce, I tried out a few new products from a car care company called SmartWax. Regular readers will remember our positive reviews on SmartWax, SmartCarwash, SmartGel, SmartDressing and SmartDetail. Not satisfied with our own amateur trials, I decided to visit the local agents, Advanced Performance Concepts Limited, in San Fernando. I was also eager to take the new Zorce Cruiser, aka MGF convertible out for its first spin, so it was a case of two birds with one roadster.

paintwork was pretty good, the APCL team insisted on starting with this product.

They advised that Power Cut would remove the many moderate to heavy surface imperfections and 900-1,500-grit sand scratches, swirls, scuff marks and webbing fast. As buffing goes, its unique Acu-Bead abrasive system is designed to break down into fine particles that eventually become a micro-polish. This whole fancy metamorphosis enabled them to compound, polish and deliver a much-improved finish in one easy step.

The MGF was only bought a month earlier and the only work I had done on it was to fill the gas tank and pump up the hydragas suspension.

Needless to say, when the team from Advanced Performance Concepts saw the car, they insisted on giving it the full SmartWax treatment. Who was I to argue? I was a tad bit cautious, since I had never let these guys work on any of our cars and the MGF was fairly tidy to begin with. Not to mention, my family is very particular about who does what with the cars. However, again I was very curious to see what difference, if any, the SmartWax range would make on the car, and entrusted them with it for a few hours.

Next came the protective treatment of SmartSealant. The SmartSealant, I was told, is a formulation of detergent-resistant polymers blended with pure Brazilian #1 grade ivory carnauba wax and natural oils, to create a paint care treatment with incredible shine, depth, slickness and lasting protection. The extra-strength UV sunscreen protection makes SmartSealant great for vehicles exposed to the sun for long durations.

With regular use, SmartSealant is supposed to prevent fading and UV-induced oxidation and seals out corrosive elements like salt water, acid rain and factory pollutants.

The first job for the team at APCL was to carefully tape and cover the entire canvas hood and to ensure only the car’s paintwork was exposed. I was advised that this was mainly to prevent the buffer from coming into contact with the hood, rather than to keep any dust off. The guys insisted that the SmartWax Professional Concours Series Power Cut Compound (try saying that three times fast) produced virtually no dust as compared with most waxes and polishing compounds on the market. Even though I thought the MGF’s

Even though the MGF appeared to be nice and shiny, the guys insisted on giving the car the full treatment of three applications of SmartSealant.

Two things struck me during this job. The first was how remarkably easy the SmartSealant was applied and removed, even with just a soft cloth. The second thing was how rich the car’s paint appeared. A silver car is not always the best candidate for showing off a great shine, but after the SmartSealant treatment, the car looked positively wet!

Article & Photos: Kevin Singh

Zorce • 68

The team at APCL was amused by my fascination.

They pointed out that the SmartSealant was merely to show me how badly off the paint really was, and how much it needed a protective coat. The guys decided to go over the car again, this time with our favourite SmartWax. Just as with the SmartSealant, the SmartWax produced virtually no dust upon buffing. A quick gravity test with the SmartWax bottle showed how smooth the paint had really gotten. Initially, I was able to stand a bottle of SmartWax on the bonnet. Afterward, I couldn’t even get it to stay on the almost flat trunk lid without sliding off.

According to the team at APCL, SmartWax represents the best of liquid carnauba shine that modern chemistry can engineer. SmartWax combines 100% Brazilian grade A carnauba wax, nature’s most refined wax with the latest in innovative gloss enhancers and surface protectants to bring out your vehicle’s highest level of shine.

The proof was right there in front of me.

Next, his team moved to the interior. Again, the MGF’s leather interior was not too bad. While a little dull, the leather was still fairly soft and I liked the fact that it was dull enough that I wasn’t sliding all over the place. He assured me that the SmartLeather would gently restore the leather, without making it overly slippery.

SmartLeather is supposed to clean and condition all fine automotive leather surfaces in one easy step. As it cleans and conditions, SmartLeather moisturises and restores the natural leather fragrance. The special cleaners are supposed to gently clean without stripping leather of its natural oils and moisture. Regular use, we are

told, prevents the need for heavy cleaning. I definitely liked the mild, natural leather smell of this product, as compared to the sickly sweet, sometimes overpowering scents of similar products. The SmartLeather did in fact give the seats a nice shine without making them slippery, and even with just one application, made them noticeably softer.

While all this was going on, the guys decided to do an impromptu demonstration of how well the SmartSealant really protects automotive paint. The guys brought out an old door off of a Nissan Wingroad and gave one section a single treatment of SmartSealant. They then proceeded to show off their graffiti skills with a can of black aerosol enamel spray paint all over the door. Once we were satisfied that the spray paint had dried properly, I was given a cloth and water to wash off the spray paint. I tried and tried but the paint was completely dried and refused to come off. After my futile attempts to remove the spray paint, they gave me a cloth with a touch of SmartWax and asked me to try to remove the spray paint again. Somewhat sceptically, I attacked it. Within seconds the black paint began coming off the section of door that got the SmartSealant

treatment! The untreated section seemed permanently stained. This stuff really worked.

By this time, the guys were putting the finishing touches on the MGF with a coat of SmartDressing on all the plastic surfaces of the car and some SmartCarpet to reinvigorate the black floor upholstery. The SmartDressing is especially great for those of us who really can’t stand that sickly-slick and greasy finish of most vinyl and upholstery treatments. The non-greasy formula protects the dash, door seals, plastic trim, as well as exterior trim and tyres. For the MGF, however, the guys treated the tyres to a coat of SmartGel. This left a rich dark finish without that greasy feel.

Having been thoroughly blown away by the results using the SmartWax range, we still had a few niggling doubts. After all, it’s not every day that someone offers to spend their time detailing your car for you; and maybe we were not being totally objective. To really put the car to the test, we drove it around for a couple of weeks and then parked it in the Valvoline booth at the recently concluded Car Crazy car show at the Centre of Excellence, Macoya, Trinidad. The only thing we did to the car

was wash it with SmartWash the night before the show. We didn’t even shine the tyres with SmartGel. The car show featured some of the best cars the country had to offer, including modern supercars, vintage classics and off-the-wall customs. Despite all the glamour and glitz outside, the little MGF surprised us by attracting more than its share of admirers. Many of my friends who saw the car when my dad had just brought it home were totally amazed at how dramatically different it looked after getting the SmartWax treatment.

The final seal of approval came from the previous owner, who had two fantastic VW Beetles in the competition, one of which had made it into the finals. He could not get over how great the car looked and I joked that if he had done the SmartSealant and SmartWax treatment, he could have probably got another ten grand for the car.

Wowed by the way the SmartWax range has transformed the look of the MGF and bowled over by the public’s response, we are definitely oversold on SmartWax. Of course, as mentioned in previous issues, what we love the most is how easy this stuff is to apply! We now have the best of both worlds: great-looking cars and more free time for Sunday drives!

69 • Zorce

Sookhai’s Diesel: Saving Your Turbo: Boost Up or Blow Up? Source: Sookhai’s Diesel/Bosch Centre

W

e think of the turbocharger as a true challenge of physics. It is capable of expanding the size of an engine and endowing it with awe-inspiring amounts of power. But as brutish as turbos may appear, the truth is that a rather precarious, wafer-thin layer of oil is all that keeps a fiercely boosting turbo from exploding and sending shrapnel flying.

At the heart of the action lies the main shaft and a collection of bearings that keep the wheels spinning at a screaming 100,000rpm and more.

Generally turbo-bearing failure can play out in two ways– a quick death by oil starvation or, a long, drawn-out suffering due to an imbalance.

Of course, there are more ways a turbo can meet its maker but let’s look at the most common.

Oil starvation can be the result of simply burning oil, kinking a turbo oil line, losing oil pressure in some manner, oil coking or any number of other horror-show scenarios. When this happens in a sudden and significant manner, the bearing squeals and seizes or, the wheel violently slams into the housing, which in many cases can twist the wheel completely off the shaft. Bottom line: its K.O. for your turbo.

Wheel shaft snap and wheel explosion, immediately followed by housing burst, is what took this turbo six feet under. The culprit is profound neglect, as evidenced by the coked oil residue, and resulting in a single, catastrophic event. Either way, something serious went down– but it’s not always a quick exit. Gradual oil starvation can compromise the turbo’s bearing and lead to a wheel imbalance. The wheel assembly can see well over 120,000rpm, making balance critical. of oil, combined with oil change at regular intervals will combat this evil. Our advice? Step up to a quality synthetic oil. The anti-friction qualities of synthetics are light-years beyond conventional, mineral-based offerings. Next, play the numbers game right. The greater the difference between the numbers of multiviscosity oil, (separated by the “W”), the worse the product will be for a turbo application. Stick with factory-recommended weights. Squeezing 1.3 extra horsepower from your engine with a zero-weight product is not worth the long-term damage that improper lubrication inflicts.

Compressor wheels can also be damaged by outside forces, read foreign object damage (FOD).

Poor filtration (or no filtration) can introduce dust and dirt into the compressor. The objects can sandblast, chip, bend or break off blades causing an imbalance and assuring the turbo’s eventual failure. Charbroiled oil can also bring down the hammer on an unsuspecting centre cartridge. Coking is burnt oil residue, a hardened version of the sludge we see falling from the sky in those Castrol GTX commercials. Coking blocks the flow of oil through the bearing, which stamps the turbo’s death certificate.

The end came too soon for this poor turbo.

The residue at the base of the turbine wheel in the next picture is oil coking. Coked oil residue conducts heat via friction, which destroys the turbo. The bluing on the shaft appears as a testament to how intense the heat can get prior to failure. Turbochargers can suffer foreign object damage and shaft grooving from bearing failure.

Choosing the right type and weight (or viscosity) Zorce • 70

Oil engineers must balance oil viscosity ratings and match an engine’s real operating parameters and weather conditions. Employing an oil cooler can help eliminate the heat that causes coking and reaps benefits for the engine’s internals. Also turbo timers allow the turbo to cool properly, as coking can be the result of hot shutdown where the wheel assembly spins with no movement of its lubrication, which breaks down the bearings’ protective film of oil, causing metalto-metal contact. These maladies, along with poor maintenance habits, poor oil quality and starvation issues can tag-team to produce oil coking or other catastrophic conditions that spell doom for your turbo.

Diligence is the key to long turbo life. Using the right oil, changing it often and knowing the pitfalls will keep your turbo boosting and your adrenaline rush pumping for miles to go. If you encounter any turbo problems contact Sookhai’s Diesel Service Ltd. on (868) 671-0900/1 or via email at sookdies@tstt.net.tt

Photos: Kevin Singh, Captain Mastana

continued from page 72 scenarios. Not when it comes cars and us anyway.

The whole argument about finding parts and having to ship spares from the UK is lost on me. I blame my dad. We have had the unique position of growing up with a car that is genuinely rare.

There were only 34 HSRs made– ever. This is very different to owning the only local example of a mass-produced car. Even in the UK, most people have never seen an HSR in real life. Parts and technical advice has always been a challenge, as well as finding money to pay for it all. To this day, I automatically convert any sizeable local expenditure to Sterling. I can’t help it. Every dollar spent is always weighed against something I could buy for the HSR. Compared to that, the MGF is mass-produced heaven. eBay is filled with cheap spares and even cheaper cars. The idea of owning an MGF does not scare me.

The MGF also presents new and unexplored challenges. For starters, it’s mid-engined. The

engine sits neatly between the rear wheels and the front seats, almost in the middle of the car.

You can just about pretend you have a primitive Lotus Elise. Well, at least the engine is the same, even if the car itself is not made from extruded aluminium bits held together with exotic glue and wizardry. That mid-engine layout provides a whole new driving challenge. With the right tyres and some suspension tweaks, it should make for a very entertaining Sunday driver and occasional challenging track car.

The other new frontier comes in the form of maintenance. Most people have looked at the narrow engine access slot under the trunk-lid and then looked at me as if I am mad. Perhaps, but I see it as a challenge. I’ve never worked on a car with an engine this inaccessible and I’m looking forward to it. The most obvious appeal of this car, of course, is that it’s a convertible. While I would much prefer an MGB convertible, finding one in Trinidad that has not had its floor and sills

molested is like finding a smiling HCU customer.

The last time we had a roadster in the garage, I was four years old but I still remember being dropped off to kindergarten in it. I have been told it is not advisable for me to be parking in front of those places now but at least there are nice cool evenings to make up for it.

I am still not 100 per cent sure all of this makes sense and I know it will sadden me to my core when someone else drives off in the MINI. Worse yet, I’ve just come back from Oxford Motors’ launch of their new MINI showroom, with a nice, new ‘I-heart-MINI’ t-shirt in hand and a fun evening spent with my wonderful friends from the island MINIs Association. Hopefully by the next issue of Zorce, I will be filling these pages with glowing reports of life with the F. And if I have a change of heart after all is said and done, I’m sure my pal Christopher will be able to find me a nice MINI to buy.

71 • Zorce

A Major MINI Decision

I

t’s official. The MINI is being put up for sale.

No need to call the men in the white suits this time around. I am of mostly sound mind but still in what my family insists is a questionable body. It was not an easy decision, for many reasons. Sentiment has a lot to do with it, of course. My sister bought this car new in 2002, when there was still a global buzz surrounding BMW’s nifty new hatchback. The market was similar to what it is today, populated largely by dull, uninspiring cars. There are more coupés on the market today, for sure, but the ones within the price range of the masses are largely styling exercises, without much grunt to back up their looks. Back in 2002, the MINI was a huge step for my sister, having been underwhelmed by everything she test drove. It took just one ride in a MINI Cooper to convince her that this was the car she wanted. It was an exciting time for all of us, to say the least.

The MINI does that to people. It charms its way into the fun side of your mind and then knocks the practical side senseless. It managed to do what the original Mini did all those years ago, which was to become an instant icon, crossing all social and economic barriers. I think John Lennon would have bought this new MINI. After nearly ten trouble-free years, the novelty really hasn’t worn off. The car still attracts stares and admirers and most people cannot believe how old ours is. The handling is still sharp with amazing cornering abilities, even for the basic Cooper model, and is still able to out-corner all those swift little newcomers on the block.

So why then, with all this love, have I decided to throw the poor little MINI out to the wolves?

Some would say fate, some would say timing; my wife used some words, which, while not quite profane, I would still prefer to keep a secret. Three little letters conspired to cast me into a dilemma I really wasn’t ready for: M. G. F. No, it’s not related to those letters painted on the side of pickup trucks.

Launched in 1995, the MGF was the first all-new MG since the demise of the MGB back in 1980.

With a short wheelbase, convertible top and mid-engine layout, the MGF was supposed to be the car to usher in a new era for the Rover Group.

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With over 77,000 units sold in the UK, it was its home country’s top selling sports car of that time. Needless to say, a handful of them made it to our shores around 1998. I remember seeing the brand launch being advertised in the local newspapers and calling the dealership to find out if it was open to the public. A friendly salesman by the name of Christopher Edwards told me I was welcome to come and have a look. Having just bought my MGB GT, I pulled up with my fiancé at Jenny’s on the Boulevard for the event and was greeted with a warm welcome. They actually opened the gates and let me park my car between the two MGFs on display. Of course, being the era before digital cameras, readers will just have to take my word for it.

With a price tag somewhere around $220K (not including the optional removable hardtop), the MGF was not something I could afford. That of course, did not stop me from stalking them in the showroom every time I was in Port of Spain.

Christopher was remarkably tolerant of me, always making time for a friendly chat and even letting me have a close-up look at the pristine MG TF on display. I remember once asking him, “Y’know Chris, I not ever gonna be able to afford this car– why do you humour me every time?”

His response was, “Well, Kev, maybe not today, but one day you’re gonna make it and when you need a car, you’re gonna call me”. It sounded plausible but I wasn’t convinced. In any event, the final MGF was sold a few years later but Chris and I remained good friends. He even invited my dad and me to the launch of the BMW MINI Cooper.

Needless to say, we did our part to convince my sister that she should buy this car immediately. Of course, Chris got the sale. We wouldn’t have had it any other way.

This is all a long-winded way of saying both the MINI and the MGF are two cars that are very close to my heart. On the one hand, the MINI has been in the family from new and we have all had our fun with it, making some great friends along the way. Some may say I have had more than my fair share of fun with it but I’ll take it any way I can. It was the most exotic purchase since the HSR, over two decades before. It’s the kind of car that can make you smile just by looking at it. Maybe it’s that familiar shape and all those quirky details.

Article: Kevin Singh • Photos: Kavita S. Fonseca, Lyden Thomas

Driving the MINI is a whole other matter. Even with a front-wheel drive configuration, the MINI is one of the most fun cars I have ever driven and that’s with the slushy continuously variable transmission. That CVT, however, is the one detail that leaves you wanting more. You are left dreaming of how much better this car would be if only you had the manual gearbox to get every last horse behind you when you hit the gas pedal.

The MGF, on the other hand, is a car that has been on a perpetual list of cars I would love to own. I had been stalking one car in particular for a number of years. It was in the newspaper classifieds a few times and I even called the owner once and had a nice chat with him about it. But as always, the price was just out of my range. That plus the dreaded head gasket failure, which is the curse of these K-series engine cars. The car in question did in fact suffer from ‘HGF’ and was subsequently repaired by a local specialist. I decided to stop scanning the classifieds for MGFs and that was that…or so I thought.

Late last year, a friend emailed me a link to a local used car website. Staring back at me from cyberspace was a nicely presented MGF in silver.

After resisting for a few months, I finally caved and called the owner. It turned out to be the same car that I was stalking before. One thing led to another and we finally arrived on a price that neither myself, nor my dad could ignore. It meant of course, that one car would have to be sacrificed from the garage.

This is where things got complicated. Here was a car we never thought would fall within our budget. Suddenly it was within our grasp but it would mean letting one of the other cars go.

Selling the MGB or the HSR would be out of the question, so all that was left was the poor MINI Cooper. Needless to say, the three ladies in my life were dead set against it. Why would any sane, rational person sell a perfectly good, awesomely cool, somewhat practical (rear seat, steel roof and hatchback) car and buy something nearly four years older and with virtually no local parts or service support, plus a roof made of (gasp) cloth?

Logic, it seems, never works for me in these continued on page 71

73 • Zorce

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