Zorce Issue 13

Contents Zorce13: Contents

SFGP 2010 Group3 Winner

Editor-in-Chief: Webmaster:

Narend Sooknarine Kavita S. Fonseca

Contributing Editors: Kevin Singh Nigel Ali Ryan Peyrau Gary Yeo Nebert Marin

Kendrick Sooknarine Duane Boodasingh

Engineering & Technical Editors: André Crichlow C. Christian Cozier André Edwards Calil Sooknarine Audio Editor: Shazad Rahaman International Editor: Victor Sooknarine Photographers & Media Crew: Ryan Ramsaran Dewayne Thomas Nicholas La Touche

Devi Nath Bruce Anton Joe Cool Gerrard Wilson Aaron Achan Lyden Thomas Roger Edwards-Barran Kendall “Dat Guy” Layne

Editorial Consultant: Marissa Badall Business Consultant: Wayne Oudit Advertising Sales: Cheryl Bocas Printing & Binding: Eniath’s Printing Co. Ltd Produced by: Zorce Publications Ltd

Advertising & Features: Narend: (868) 727-7248 or 358-3471, narend@zorce.com Cheryl: (868) 678-3962 or 221-8684, frontdesk@zorce.com

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

Tel: (868) 623-8752 Tel: (868) 772-9536 Tel: (868) 680-8136 Tel: (868) 395-0654 Tel: (868) 462-6359 Tel: (868) 727-7001

July 2010 - December 2010 Gerard Carrington shakes his fist in the air, amid cheers from the crowd after taking the Group 3 race in the San Fernando Grand Prix 2010 (Trinidad).

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Zorcerazzi News

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MotorSport

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The all-new Cayenne is launched with new available Hybrid and Diesel models, the City of San Fernando hosts a Grand Prix, Sheldon signs with Methanex, BMW launches the new X1 and we check out a few upcoming dream cars...

Test Drive Enjoy the first drives of the new Fiat Punto, Fiat Bravo, VW’s Jetta 1.4 ‘super-turbo’ and Nissan Murano!

We have the latest on Sheldon Bissessar, highlights of the annual Carib Great Race, Montreal Formula1 GP, meet the Cadets of Karting, check out some drift action and all of Rally Trinidad 2010. Then we look at some of the world’s fastest Evolutions and take a peek at the latest craze to hit T&T - Jet Ski Racing.

Moto-Z We look at Suzuki’s new GSX-R 600, GSX-R 750 and GSR 750.

Z-Scene Introducing Island Minis– the new “New Mini” Club, check out the Stance Movement with its performance-minded customisation, the V8 and Classic/ol’ school boys invade Skinner Park and we take an extended look at T&T’s latest exotics brought to you by EPI

AudioZorce Shazad Rahaman explores the anatomy of Sound Quality– learn what the judges look for when listening to a car’s audio system.

ZorceOlogy Christian Cozier tells us all about ignition systems while Kevin Singh contemplates the ‘Britishness’ of cars in general.

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

ZORCE travels with 1 • Zorce

Editor-in-Chief Narend Sooknarine chats with two-time F1 Champion Mika Häkkinen at the Johnnie Walker “Join the Pact” Media Launch held at Aura Restaurant & Lounge.

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t’s Zorce time again! We know you all have been waiting most patiently for this next issue and finally– here it is! We have lots of new features for you to check out like the launch of the new Cayenne. We also drive Fiat’s re-entry into the market with their new Punto and Bravo, VW’s speedy Jetta and the new Nissan Murano.

The Motorsport section is packed with and update on Sheldon Bissessar’s Drag Racing successes and we also meet the Cadets of Karting!

Rally Trinidad is also in this issue, just in time to remind you that RT’11 is around the corner in March. This issue is a little larger that our previous ones and as Zorce continues to grow, we hope your passion for all things automotive and motorsport can follow with us.

After the formalities, we patiently waited as all the TV cameras had their fill, then finally got a chance to chat with the man himself. There was no way we were going to leave Aura without talking to the only man to ever shake up Michael Schumacher on the F1 circuit! Our initial questions in the open floor seemed to have struck a chord with Mika as he seemed more relaxed and eager to converse. Regarding his accident at Adelaide, Australia in 1995 where he was critically injured and required a trackside tracheotomy to survive, Mika stuck to his goal of winning the F1 Championship (which he did twice, years later), but it did make him think a lot about safety. While he had the benefit of trackside assistance, it is unfortunate that many road car drivers do not have such immediate facilities when they drink and drive.

Recently, we had the pleasure of meeting a twotime Formula 1 Champion, Mika Häkkinen and gained some insight into what motivates him.

A few issues back, we featured Barbados’ and Jamaica’s live exposure to Formula1 demonstrations on their city streets and Trinidad’s seminar with an F1 team mechanic. Mika Häkkinen visited Trinidad & Tobago recently to spread the word about Johnny Walker’s “Join the Pact” campaign against drinking and driving and so we were first introduced to Mika as their latest advocate.

In terms of things he does for fun, however, Mika cited racing and F1 as his greatest passions. He was definitely living his dream. Mika is also a family man. He and his wife have two kids and one more on the way. Mika believes that racing drivers are made and not necessarily born but they do need to possess certain qualities. Parents should take the time to observe their children and provide the opportunities to harness their talents, as was the case when he was growing up. For him, racing was not just about jumping in a car and driving but about teamwork, competition, discipline and managing emotions since the sport can be filled with disappointment. The step to DTM (touring car racing) he said was not one in which he achieved his goal of winning the championship but that he enjoyed the experience tremendously. He has now moved away from driving and is into logistics, team advising and being an advocate for positive initiatives.

At the launch, Häkkinen was joined by Minister of Sport, Anil Roberts who welcomed Mika, endorsed the campaign and gave a brief update on the current position on a home for motorsport, that could possibly support FIA-sanctioned Formula3 races. They also remarked that alcohol consumption typically is meant for celebration.

The real enemy is irresponsible consumption and by extension drinking and driving where people’s lives are put at risk. Sir Viv Richards and Sir Richard Branson are also among the advocates who have publicly given their support to “Join the Pact” against drinking and driving.

After our chat, the entire party was relocated via shuttle to a Solodex-style course at the Queen’s Park Savannah where Brian Lara graciously allowed Mika to take a few rounds in his Mercedes SL55AMG Kompressor. Of course, Minister Anil Roberts and Brian Lara were taken for their drives along with a few other special guests who all emerged amazed with his full-course drift-style driving. During the course of the day call cards were being collected and placed in a fish bowl. Now, as the cards were swirled around and one was selected we could only see the back of it as it emerged. In a moment,

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time stood still as the card was flipped around to reveal the bright yellow bit of zorceness…

“Where’s Narend?” someone shouted, as fair and square, the best seat in the house had been won, from a fish bowl!

As I stepped in, Mika remarked– “finally, they sent the right person for this drive…” Up close and personal, Mika seemed to be in total control, easily managing conversation while fluidly setting up the car for each corner. It was poetry in motion to see him use the car’s inertia to overcome understeer and get the rear-end sliding, even better then to see him manage oversteer with the throttle while smoothly feeding in the opposite lock, never hurried or rushed except for one particular instance. Bear in mind of course, that the tires were now properly thrashed, although from the outside one would not know the difference.

With all the tire squealing Mika never left the ideal racing line. His driving style was changing though, adapting in real-time to the changes in the car’s behaviour due to the tire wear. I did not feel sick or upset as some expected, a testament to Mika’s well-honed smoothness. After we were done with our laps Mika drifted the car (with another guest) just as easily right up to the point of the rear right tire blowing out and being stripped of its canvas.

Of course Mika calmly kept the car under control and returned to the starting point.

It was simply phenomenal to see Mika’s superior driving ability. And without an additional word, the point was made. You may think that you can drive, you may think that you can drift a car or even be a competitive racer. But there are other realities at work on the road. There is no trackside assistance. The road car is a far cry from a Formula1 or DTM car. In fact, some of us may not even own a well-maintained road car and according to our Minister of Sport, Anil Roberts, “if you know you are driving a welded-up B13 with a fast engine, cool yourself!” They both make the same point (nothing against B13s either)– the road is risky as is, we are not superhuman drivers, our cars are only designed with so much crash safety and therefore putting irresponsible consumption into the mix is a bad idea. Be safe and always designate a driver, take a taxi or stay put– but don’t drink and drive. That being said, it’s two down on the proverbial bucket list– meeting a Champion F1 driver and all-out driving with one in a road car. We are glad that we could share this experience with you– the World is officially a smaller place!

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Zorcerazzi 2011 Porsche Cayenne Launch!

Article by: Narend Sooknarine • Photos: Lyden Thomas, Bruce Anton & Aaron Achan

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he Porsche Cayenne was launched in July 2010 at Lifestyle Motors, Barataria, Trinidad & Tobago. Plans for the impressive new Porsche Centre to be built at Lifestyle Motors in the near future were also revealed. Attendees were also treated to an open bar along with mouth-watering hors d’ouvres prepared by Chef Bernard Long, as they witnessed the unveiling and formal presentation of the new Porsche Cayenne.

With a re-styled exterior and interior incorporating the design language of Porsche’s Panamera and a few cues from the Carrera GT, the new Cayenne is certainly a leap forward. From the new spaceage interior to the exotic rear spoiler and gaping grill of the Turbo version, almost every area of the vehicle has been adjusted or improved.

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The entire 2011 Cayenne range is now lighter. The base model Cayenne is lighter by 364lbs and the range-topping Cayenne Turbo, a whopping 408lbs lighter overall than the respective outgoing versions. This is virtually unheard of in the world of SUVs where the newer models always seem to get heavier. The Cayenne is now larger, with a 1.6” longer wheelbase, more legroom and a moveable rear bench seat. Thanks to more generous use of aluminum and other materials, overall weight savings bring greater agility and fuel economy to an already successful driving formula.

Of course, more power is always welcome in a Porsche and this second generation of Cayenne models does not disappoint. The Tiptronic S 8-speed transmission ensures that the

optimum gearset is always ready, and new Direct Fuel Injection on gas and diesel Cayennes add performance and economy. The base model 3.6-litre V6 Cayenne improves by 10hp to 300hp total and with the tiptronic gearbox this allows a 7.4-second 0-60 time. The Cayenne Diesel is new to the Trinidad market with 240hp and a healthy torque figure of 405lb-ft, resulting in a 7.3 second 0-60. The Cayenne S and Cayenne Turbo models pump out an amazing 400 (369lb-ft) and 500hp (516lb-ft). Equally impressive are their respective 0-60 times of 5.6 and an astounding 4.4 seconds!

Combine this tremendous acceleration with the agility gained from the weight reduction and you can understand why every other SUV will feel like a mere appliance.

5 • Zorce

By far the most intriguing model though, is the long-awaited Cayenne S Hybrid. Powered by an (Audi-sourced) 333hp supercharged 3.0-litre V6 engine, the Hybrid also incorporates electric drive and regenerative braking. The figures are comparable to a V8 engine– 380hp@5500rpm and 428lb-ft@1000rpm (combined). The 288v electric motor alone contributes 47hp and 221lb-ft and is thus capable of driving the Cayenne S Hybrid at lower speeds without the assistance of the V6 gas engine. It is fitted to the system next to the flywheel, sandwiched between the engine and transmission, allowing it to be extremely compact in thickness, yet large enough in diameter to

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provide adequate power directly to the drivetrain.

The engine management system controls the interplay between the engine, motor and battery which is located at the rear of the vehicle. A special cooling system has been engineered to keep the battery cool and maintenance free. The engine’s starter has also been upgraded to cope with the increased frequency of operation as auto start/ stop has been added to all models using the 8-speed Tiptronic S transmission. The new 8-speed actually achieves maximum velocity in 6th gear, with two additional ratios for more economical high speed cruising and there are steering mounted controls in addition to the centre gear lever.

The parallel full hybrid system can use the motor alone, the engine alone, both engine and motor, coast with the engine off and motor in alternator (generator) mode at up to 97mph, or recover energy during braking to recharge the battery.

Thanks to the ultra-fast decoupler, the transitions are managed seamlessly.

The impact on fuel economy is mind-boggling and enough to make anyone want a Cayenne S Hybrid. City driving (in traffic or around the town) averages 27mpg (US), on the highway it makes a stunning 29mpg (US) and a combined average figure of 28.6mpg. That’s about the real world

equivalent of a 1.6-litre economy car– simply amazing. And you still get 0-60 in 6.1 seconds, 0-100 in 16.5 seconds and a top speed of 150mph.

There is also a driver-activated e-power mode which uses the electric motor for more of the speed range depending on load requirements.

Now we take a look at handling. For off-road and in slippery conditions, Porsche has further developed its traction control system known as Porsche Traction Management or PTM. In the Cayenne, Cayenne S and Turbo models, the system is electronically variable, using three off-road modes that sense traction loss and distribute torque between the front and rear axles. The system also uses the brakes to manage individual wheel slip (Porsche Torque Vectoring Plus or PTV Plus) and will ultimately reduce engine power to maintain traction as necessary. In the Cayenne S Hybrid and Diesel models, the system features permanent all-wheel-drive and a self-locking centre differential with a default (but variable) setting of 60% rear/40% front torque distribution. All models feature excellent on- and off-road manners, active safety and usable performance even on variable

grip surfaces. The Porsche Active Suspension Management System (PASM) senses driving conditions and firms up or softens individual dampers as needed to meet the criteria of three driverenabled settings– Comfort, Normal and Sport.

This system is optional on all models except the Turbo which features air suspension with PASM. Handling is also measured by some in terms of body roll and in addition to shock (damper) and spring calibrations, the remaining component that controls body roll is the anti-roll bar or torsion spring. These now feature hydraulic swivel motors that stiffen the anti-roll bar as necessary to resist body roll, resulting in flatter cornering and greater confidence. The system is called Porsche Dynamic Chassis Control (PDCC) and also adjusts torsion to offer greater wheel articulation when in off-road modes and on uneven surfaces.

In terms of safety, there are speed sensitive headlights that also swivel with cornering, side impact beams, full front and side curtain airbags and seatbelt pre-tensioners. LED daytime running lights have also been fitted. All Cayennes use disc brakes both front and rear of varying sizes– 13.78”

(black) on the Cayenne and Diesel, 14.17 (Silver) on the S and S Hybrid and 15.35” (Red) on the Turbo. All models feature 6-piston monobloc fixed brake calipers on the front and 4-piston equivalents at the rear. The Porsche Ceramic Composite Brake (PCCB) option, however, is most exciting.

Finished in yellow, and provided in combination with 19” or 20” wheels, they are generously sized with 16.14”/14.57” (F/R) discs on the Turbo and 15.35”/14.57” discs on all other models. The discs are made using a specially treated carbon fiber compound that is silicated to provide a material that is harder than cast iron and more resistant to heat. They are also 50% lighter than regular discs and yield better handling thanks to less unsprung weight and lighter rotating mass.

Porsche Stability Management (PSM) adds a bit of active safety. PSM can apply individual brakes and reduce engine power to keep the vehicle in the required direction and even preload the braking system if it detects a sudden release of the throttle pedal. PSM also features a trailer stabilization function and is standard on all models. Adaptive cruise control can gently reduce speed to match

7 • Zorce

a slower vehicle up ahead but if heavy braking is required the driver will need to intervene. Lane Change Assist (LCA) is a new option that monitors the vehicle’s blind spot for oncoming traffic and alerts the driver. The system can be deactivated at any time.

Of course, in-car entertainment also contributes to vehicle enjoyment. The Cayenne features optional factory-fitted 7-inch TFT colour displays at the back of each seat, adjustable rear seating, 8-way adjustable front seats and available sport seating (standard on the Turbo). The stereo system is Bluetooth-enabled and equipped to accept

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USB drives, MP3 players and iPod devices. Audio options include a BOSE® 5.1 14-speaker system powered by a 9-channel 585W amplifier or a highend Burmester® surround sound system.

Based in Berlin, Burmester® is one of the most respected premium audio manufacturers worldwide and their system is uncompromising, with a 16-channel amplifier putting out a total of 1000W+, and 16 loudspeakers including an active subwoofer with 300W Class D amp. The frequency range is from 30Hz to 20kHz. To the serious audiophile, those are olympic figures and that’s before listening to the pure sound quality. All models

feature zoned climate control for driver and front passenger, with four-zone climate control as an option for all models except the Cayenne S Hybrid.

The Cayenne also has the option of roof racks rated for 220lbs. and the handy standard feature of a powered tailgate. There’s more than enough luggage room for at least six suitcases or pullalongs. Depending on the size, longer items can be stowed through the rear fold down centre section. A cargo net is also available. The price of admission starts at TT$900,000 and ranges all the way up to TT$1.8M for the astounding Cayenne Turbo.

SFGP City Raceday!

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n 1986, Trinidad & Tobago was treated to a spectacle of Motorsport that many remember as one of the greatest events they ever witnessed. The effect was such that spectators rushed on to the roads and racing had to be stopped. So great was their passion for seeing the streets of San Fernando alive with the glorious sound of full race machines at full throttle.

On November 14th, 2010, the City of San Fernando was once again treated to an historic circuit racing event. The Festival of Sport was the brain-child of Selwyn Bunny Persad, past president of TTASA, current FIA/NACAM delegate, and PRO Secretary General on the board of NACAM. All the necessary approvals were granted by the City of San Fernando, and the Ministry of Sport and Youth Affairs. In addition to being organized and put on by veteran motorsport enthusiasts, this event was also about giving the people of San Fernando an experience they would never forget. The programme included a 5K Marathon, multiple categories of cycle racing and a parade with 4x4s, exotic, V8, historic cars and Carnival customes in addition to kart racing and two classes of car racing. Prime Minister the honourable Kamla Persad-Bissessar, other Government Ministers, political dignitaries and of course her worship the Mayor of San Fer-

nando, Marlene Coudray were also in attendance.

The streets comprising, and around the popular Cross Crossing a.k.a. ‘the cross’ Intersection were configured to form the road course. Every effort was be made to ensure safety was given paramount importance. While the cars themselves were capable of speeds in excess of 100mph, strategically placed chicanes ensured the overall course was rated for up to 70mph collisions.

Along with these chicanes, water filled and tyre barriers were also used to maintain safety margins, as well as to create opportunities for overtaking and braking maneuvers. All of this was certified by officials of NACAM, the FIA’s western hemispheric governing division, who were flown in two days before the event.

The rains came early, hampering the first few hours of the programme but in the afternoon the weather began to change and allowed the track to dry off. The qualifying runs, and first races of the two run groups of under 1800cc and over 1800cc cars as well as the karts were all run under wet conditions. In the under 1800cc Group, Zak Waddel was the crowd favorite with his operatic 1000cc motorcycle-engined Caterham replica.

He led the race but midway through had to retire

with a mechanical failure, much to everyone’s disappointment. For the next few laps Jameer Ali took the lead but only to drop out due to a disintegrated front right tire leaving TTRC’s Ansel Ali to hang on and take the win. In the second Group of cars over 1800cc, Castrol-sponsored Gerard Carrington battled his way through the field from last place. He started at the back of the pack after failing to make the qualifying run but in just four laps he quickly worked his way up to first place all the way to the end.

After that former Mayor Ian Atherley and friends lit up the streets with a few drag-style demonstration runs as the evening came to a close. The day was relatively incident free except for two very minor injuries which the medical team was able to promptly address after one of the cars spun into the tire barriers and met the fence. It’s been years since the general public has seen real circuit racing action and from all indications, everyone was very pleased with the running of the Festival of Sport and San Fernando Grand Prix. Looks like it will happen again next year and we’re definitely looking forward to it!

Catch the full report and coverage in Zorce Issue #14 and on www.zorce.com.

Sheldon signs with Methanex!

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ethanex made the announcement on the 16th September during the company’s Media Lunch and Learn conference at the Hyatt Regency hotel, Port-of-Spain.

Bissessar, a Trinidad native, who also resides in the USA said he has been using methanol to fuel his vehicle for the past six out of 23 years of drag racing. He said this was the beginning of his world titles. Bissessar said with his 3,000 horsepower engine, gasoline could not compete with methanol to give him the power he required. He is also the IHRA Top Dragster World Record holder, a title which he won in March this year.

9 • Zorce

BMW X1 unveiled!

Article by: Kendrick Sooknarine • Photos: Kavita S. Fonseca

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oy without compromise is how BMW describes the brand new X1. With the X5 and X6 covering the upper end of the market and the X3 in between, the new X1 is poised perfectly for those seeking a smaller– but just as desireable– sport activity vehicle (SAV).

The theme of the new X1’s launch was “The fine art of BMW” and attendees were given a very thorough history of art in Trinidad and Tobago by Mr. McLean, with various pieces on display, courtesy of Fine Art, Horizons and various accomplished artists including Jacqueline Guzman and Shalini Seereeram. The aesthetically-pleasing atmosphere was further enhanced with gift displays by Stechers (agents for such brands as Swarovski, Gucci and Mont Blanc) and a jewellery display by Liz Mannette. Guests enjoyed cocktails ,hors d’oeuvres and handmade chocolate truffles by Gina.

After the address by Chairman Shiraz Ahamad and other formalities, the official unveiling took place.

German Ambassador to Trinidad and Tobago, Dr. Ernst Martens and Director Gordon Borde did the honours much to the delight of the very first BMW X1 owner, who also helped to unveil the second X1 amidst the oohs and aahs of all present.

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A number of premium technologies have been integrated into the X1’s small but smart package,

like the variable valve lift control on gas engines (valvetronic), and auto start/stop, which turns off the engine when at rest in neutral. Of course, the engine is restarted once it’s time to get going and this promises to be a huge fuel-saver in Trinidad’s ubiquitous traffic. Diesel engines are now complete with high-pressure common-rail fuel injection, while braking and coasting energy regeneration is available on all models. These components form part of what BMW calls “Efficient Dynamics”.

There’s even a genuine low-tech tow bar available, rated for loads of up to 2000lbs.

The X1 rides on factory 17” wheels or optional 18” and has eight available designs plus other customizable tweaks and paint options, for truly unique configurations. There is even an optional iPod/Bluetooth interface for use with the available Bose® or Harman/Kardon® sound systems. There are several holders for cups or water bottles and a neat cargo net that allows you to fill the rear cargo area to the roof, with the rear seats folded.

Pricing on the gas version starts at TT$395K vs.

TT$465K on the diesels. The BMW X1 xDrive 20d or 4WD 2.0-litre diesel packs 177hp and 258 lb-ft of torque. 0-60 is in the 8-second range and top speed is over 200 kph. Naturally, we couldn’t resist a test drive... Check it out in an upcoming issue of Zorce!

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Ultra upgrades to Group II base oils

SPECIAL ADVERTISING FEATURE

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n November 12th 2009, ULTRA relaunched its range of automotive lubricants at their ULTRA Event – a cocktail reception held at The Banquet & Conference Center (BCC), Fiesta Plaza, MovieTowne. The ULTRA Team split The BCC into 2 rooms. Guests first entered the ULTRA Lounge where they were greeted with an ULTRA Liquid Gold Cocktail and mingled to the sounds of a consummate panist. A cascading water screen showed continuous footage of previous rally events and became the conversation piece of the ULTRA Lounge.

Guests were unaware of the concealed room adjacent to the ULTRA Lounge, and after the opening address by the Chairman of National Petroleum, Mr. Lawford Dupres, belly dancers dressed in gold led the guests into the ULTRA Engine Room, which was covered in prints of 2-dimensional pistons and gears projecting from the imagery. CO2 Jets brought the room to life by shooting jet streams from the piston heads.

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“In ULTRA’s continuing commitment to offering the motoring public superior performance products at affordable prices, ULTRA made the momentous upgrade from Group I to Group II Base oils in April 2009. The regional supplier, who only offered Group I Base oils, was replaced by advanced International Group II Base oil suppliers based in the US.” Integration with some of the leading US additive suppliers who offer more balanced additive packages translates into these advantages: • A cleaner oil with significantly less impurities • A high performance range of motor oils that provides greater fuel efficiency and engine protection • A home-grown brand that defines excellence by meeting the latest international specification requirements of ALL modern engines available on the local market.

ULTRA Lubricants are formulated to meet the highest performance specifications within the industry, that is, SM for gasoline engines and CJ-4 for diesel engines. These represent a significant upgrade in

engine oil performance over previous categories attained, and makes ULTRA unquestionably, ‘a product blended to International Standards.’

This was the corporate message conveyed in the ULTRA Engine Room, through the N9 Belly Dancers’ spectacular presentation of each of the 13 ULTRA products. This ended in a product reveal where dancers dramatically unveiled two surprise three-dimensional product bottles hidden in décor walls and revealed with dynamic video presentations.

We know ULTRA has already been proven on the gruelling gravel rally stages of Trinidad & Tobago, which means it is certainly capable of protecting your engine under standard conditions. “With quality in every ‘golden drop’ ULTRA lubricants stands by the promise of guaranteed performance.”

ULTRA LUBRICANTS

SPECIAL ADVERTISING FEATURE

Take the Highway in a Hyundai H

yundai is rapidly becoming one of the best automotive brands in the world. “...the current crop of Hyundai cars showcases genuine value, plenty of safety features and desirable styling and amenities.” – Kelley Blue Book(www.kbb.com/ new-cars/i30/2010).

Kelley Blue Book is a world leading automotive brand indicator that measures consumer attitudes and behaviours. Globally, Hyundai has grown tremendously over the past decade.

Exclusive local distributor, Neal and Massy Automotive Ltd, now graces its showrooms with three stunning passenger models- the Elantra, Verna and i30 hatchback and station wagon.

Longtime favorite, the Elantra, has been given a fresh look. A sleek, elegant exterior conveys a new opulent image much improved from its predecessor. The wheelbase and overall dimensions have been increased to make the car longer and more stable at higher speeds. It has also allowed for more cabin and trunk space for greater passenger comfort and convenience. A fuel-efficient 1.6-litre four cylinder fuel-injected engine cranks out 121 horsepower channeled through a 4-speed transmission.

Passengers are kept safe inside a re-

enforced steel frame, with dual front airbags, four wheel disc brakes and anti lock braking system. The Elantra also includes a well-trimmed interior complete with CD player with auxiliary input, making it very attractive.

The Verna is the latest Hyundai subcompact family car and one of the most economical vehicles available in Trinidad and Tobago. It is powered by a fuel-sipping 1.4-litre fuel injected engine with 4-speed transmission.

The Verna features a full complement of amenities including powered windows, locks, and mirrors, with factory fitted air-conditioning and a CD/MP3 stereo with four door mounted speakers. Once again passengers can feel safer inside a re-enforced steel frame, and driver side airbag. The Verna will leave a legacy of reliability, durability and practicality with satisfied owners.

The i30 hatchback and station wagon models are among the hottest new products on the TT market. The giant Korean automaker has once again developed a modern, practical, comfortable, stylish and affordable vehicle. This car is powered by a spritely 1.6-litre twin-cam fuel-injected Gamma engine, which produces 122hp@6200 rpm, smoothly transferred through a 4-speed automatic

transmission with gated shifter. The i30 is not only lively, but it also boasts a host of attractive standard options.

The GLS package is fully loaded, powered windows, locks, mirrors which tilt and fold and are all standard. Xenon headlamps, front fog lamps, 17” alloy rims, refrigerated glove box, AM/FM tuner which plays CD equipped with an auxiliary input with six speakers and steering mounted controls are also packed into the i30. Safety is also a hallmark of this sassy new car- the standard re-enforced frame, four-wheel disc brakes, anti-lock brakes and dual airbags are all designed to keep precious passengers safe in the event of an accident.

This impressive vehicle line-up is available exclusively at Neal and Massy showrooms in Morvant, Richmond Street Port-of-Spain, and San Fernando. The crown jewel of the Hyundai passenger line– the exciting 2010 Hyundai Sonata, has also just arrived! For more details contact marketing@nmmotors.com and come test drive one today.

Stay tuned.

Neal & Massy Automotive Ltd.

13 • Zorce

Up to Speed

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orsche has given the green light for series development of the Porsche 918 Spyder. The concept version of the 918 Spyder ultra-high-performance, mid-engined sports car with plug-in hybrid technology debuted at the 2010 Geneva Motor Show and then at Auto China in Bejing, capturing headlines worldwide.

The Concept Study of the 918 Spyder allows CO2 emissions of just 70 g/ km, and fuel consumption of just 3.0 litre/100 km or 78mpg! All this with Supercar performance! The figures are truly great– 0 to 100 kph in just under 3.2 seconds, top speed of 320 km/h (198 mph) plus, and a lap time

on the Nordschleife of Nürburgring of less than 7:30 minutes, faster than even the Porsche Carrera GT. This open two-seater is powered by a midship 3.4-litre V8 making 500+hp that revs to 9,200 rpm, plus electric motors on the front and rear axles, capable of 218hp. Power goes to a 7-speed PDK gearbox that feeds the electric drive system to the rear axle.

The front-wheel electric drive powers the wheels through a fixed transmission ratio.

All this power drives a car weighing just 1,490 kg or 3,285 lbs. It should be a truly electrifying drive! A limited number of cars will be produced.

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he HY-KERS vettura laboratorio (experimental vehicle) is Ferrari’s initial approach to hybrid technology integration without losing sight of performance traits and driving involvement. All system components, including batteries are positioned low enough that interior and luggage space are entirely unaffected. The result is a centre of gravity that is even lower than that of the standard car.

Weighing about 40 kg, a compact, tri-phase, 100hp electric HY-KERS motor is coupled with the dualclutch 7-speed F1 transmission.

It operates through one of the Zorce • 14

transmission’s two clutches and engages one of the two gearbox primary shafts to assist the V12 motor.

Under braking, the electric drive unit acts as a generator, using the kinetic energy from the negative torque generated to recharge the batteries. The unit also powers the engine’s ancillaries – power steering, power-assisted brakes, air conditioning, on-board systems and cooling pump.

CO2 emissions on the ECE + EUDC combined cycle are reduced by 35 percent.

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n a beautiful sunny day at 25 degrees celcius the Bugatti Veyron 16.4 Super Sport achieved a new landspeed world record for production cars, on the proving grounds of the Volkswagen Group at Ehra-Lessien (near its headquarters at Wolfsburg). In the presence of representatives from the German Technical Inspection Agency (TÜV) and Guinness Book of World Records, the Super Sport achieved an average top speed of 431 kph.

In earlier times, Ettore Bugatti’s customers traditionally pushed the master to tease a few horsepower more for their road and racing cars–

Bugatti Automobiles S.A.S. were in a similar situation. The result is a car with 1,200-hp (882 kW) and a maximum torque of 1,500 Nm or 1106lb-ft and a limited top speed of 415 kph (to protect the tyres) but the technology of the Super Sport is identical to the record car.

With lateral acceleration of up to 1.4 G and improved interaction between the tyres and the intelligent all-wheel drive system, the Super Sport offers perfect handling and even more powerful acceleration on corner exits. The new Super Sport is available in clear-lacquered exposed carbon on request.

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INI’s new crossover model, the Countryman is scheduled to debut as a 2011 model. It’s the un-mini MINI for those heading into family life territory where the kids are getting too big to fit into the cramped back seat of a 2+2 sportscar.

The Countryman name dates back to the 1960s where it was used for a special two-door estate version of the original Morris Minor sold in the UK. The 2011 MINI Countryman has four doors and a wide-opening rear lid, providing even greater freedom of space, a slightly elevated seating position, and optimized driving comfort and safety due to the optional ALL4 all-wheel drive system.

I

n celebration of its third outing at the Nürburgring 24hr race, Lexus has announced a new track edition LF-A, optimized for circuit driving. The standard Lexus LF-A is powered by a 4.8-litre V10 that delivers a maximum output of 560hp, but output will be raised to 570hp for the LF-A Nürburgring Track Edition. The sprint from 0-60 mph will be made in 3.7 seconds, and top speed will go up to 210 mph. In addition, the gear-shift time will be decreased by 0.05 seconds to only 0.15 seconds for even faster gear changes.

The aerodynamic performance of the LFA with the Nürburgring package is modified through revisions and additions to several key CFRP components - a larger front spoiler,

Engines are available in gasolene and diesel and range from 90 to 184hp in the Cooper S Countryman.

The Cooper will accelerate from 0-62 mph in 10.5s and reach a top speed of 118mph, while the Cooper S does it in 7.6s and will reach a top speed of 128mph. Obviously, with more weight, these figures are slower than their standard MINI counterparts and naturally, fuel consumption is expected to be higher.

As an option, the Cooper S Countryman is available with a permanent ALL4 all-wheel drive system. Under normal driving conditions up to 50% percent of the engine’s power goes to the rear wheels, while under extreme conditions up to 100 percent.

4WD in a MINI? We like it!

fin-type side spoilers and a fixed rear wing– which all combine to offer improved high speed downforce. In terms of handling modifications, the LFA with Nürburgring package will feature a sport-tuned suspension, exclusive mesh-type wheels and dedicated high-grip tyres.

This special edition will be available in four exterior colors – whitest white, orange, black and matte black, complemented by a choice of three interior colors – black, red, and violet.

All come with a carbon fibre centre console and door trims, whilst the carbon fibre bucket seats will be trimmed in Alcantara. Lexus will only offer 50 units of this special edition.

15 • Zorce

Zorce • 16

Test Drive

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he Fiat Punto began as a very unassuming test drive. On paper the specifications of this so-called entry-level car didn’t inspire much. We thought it would be more of the usual mundane, emotionless driving that barely facilitates the action of getting from point A to point B. Thankfully, we were so wrong!

As we entered the car at the dealership of Sterling Services, Port-of-Spain, Trinidad, our expectations began to change. We spent the first few minutes learning how to speak transmission. That was certainly not something you would have to go through when driving a set of basic wheels.

The Punto was fitted with an automatically operated manual gearbox– as opposed to an automatic transmission with manual gear selection.

Fiat Punto 1.4 This was an interesting alternative, as gears could be selected manually, or it could be left in drive and shift itself. The difference though is that the power is directed through a clutch rather than the usual slush-box. The car does all the clutch modulation needed for pulling off, coming to a stop and changing gears– which it manages to do quickly enough to maintain interest.

Fascinating stuff, but how does it drive you ask? The driver is very involved. It takes some getting used to when pulling off, but once you get accustomed to the clutch take-up point it’s fairly easy. Naturally, the car will roll back on hills, unless the brakes or handbrakes are used, just like in a real manual car. When coming to a stop, the system allows some engine braking with all

the expected mechanical noises and once the vehicle speed has dropped enough, it automatically selects neutral to keep from stalling. Gearchanging is quite a novelty and it’s very enticing to play with the shifter while doing the hustle around the town.

With a full five gears to choose from, highway performance isn’t lethargic either, which prompted another important discovery– the handling.

On highway curves were were able to corner at 150kph with practically no drama at all– and that’s with four passengers in relative comfort.

At lower speeds, thanks to the tires there is a bit of understeer but there is much more grip than expected. Body roll is minimal, inspiring you to push the limit of the tires. It seems quite

Article by: Alistair McCormick • Photos: Lyden Thomas

17 • Zorce

“It seems quite apparent that even in their entry-level ‘Elegance’ car, FIAT has tuned the suspension to favour the enthusiasts.”

apparent that even in their entry-level ‘Elegance’ car, FIAT has tuned the suspension to favour the enthusiasts. Sharper, low speed corners are just as entertaining and coupled with its manu-matic gearbox it gives the car an unexpected dose of character and personality.

The steering wheel has two modes, which vary the level of assist– normal and city mode. City mode increases assist, making the steering light and easy for quick parking and lending the car to Mummy. Braking is good with disc brakes up front and drums in the rear. Panic stops are no problem. Safety is assured since the Punto scored five stars in Euro NCAP crash tests.

The 77hp 1.4 litre four-cylinder engine isn’t the most powerful and, given the weight of the car, acceleration is brisk. 0-60 time is quoted at 13.2s

and top speed of around 165kph. Peak power is achieved at 6000 rpm and peak torque is 85lbft@3000rpm. Driving enjoyment comes with maintaining one’s pace which probably means that the Punto would make a good Solodex/ Autocross car (if you wanted to find a form of motorsport to participate in). If you are looking for a great-handling, brand new small car, this is unquestionably it. The car we drove was the variant known as “elegance”. There is also a “fun’ and a “sport” version that wears 17” wheels and promises to be more aggressive.

there are several of things that are right about this car and reliability seems sound.

The Punto is built on a platform engineered by Fiat and GM (Opel Corsa). It was designed as a family hatchback, and is available in three- and five-door formats. Combined with the Fiat Panda, the Punto has been partially responsible for bringing Fiat back to profitability. That means

Beware, these models aren’t cheap. The Abarth model costs roughly 45% more than the regular Punto and the SS version is about 23% more than the Abarth. According the international press though, they are worth the extra money.

What if they‘Zorced it up’?

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In a perfect world we’d get the 1.4 T-Jet Sport model with the flare kit and boost it to the moon, but luckily we don’t have to (as you can see in the section below). Sterling Services in Trinidad & Tobago lists the 1.4 Elegance model with the 77hp engine at $130k on the road. Sport, Fun, Abarth (155hp) and Abarth SS models are all available by special order. Abarth is to Fiat what AMG is to Mercedes– a factory approved tuner.

Yes!

There is an Abarth SS version of the Fiat Punto that’s guranteed to tickle your pickle! Its 1.4 turbo engine packs 180hp– that’s more than double the horsepower than standard! 0-60 comes in 7.5s and top speed goes up to 217km/h. Bucket seats, sport–tuned ESP, tweaked suspension and 18” OZ wheels with 40-series Pirelli tires provide better at-the-limit handling. The body has been flared and treated to a body kit that’s tamer than the one in these concept car photos. Now where’s that spare $240k?

Fiat Bravo 1.4 T-Jet 120

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the gear lever is guaranteed to be a hit with the trance crowd– an attempt at surround lighting perhaps? Someone’s going to want to add a few LEDs and make it dance to their iPod.

Stepping into the Bravo, the difference is immediately felt. This car is larger, roomier, more comfortable, and better-appointed than its entrylevel sibling. The interior plastic wants to look like carbon fibre and the backlit floating pod around

Like the Punto, the Bravo was also fitted with a three-spoke steering wheel and dual airbags for driver and front passenger. The seats also provide more side support to hold occupants in place when cornering con brio. This car also has the automated manual gearbox, except that the shift pattern is now reversed and there are six gears to play with. The brake and accelerator pedals are noticeably closer to each other, inviting drivers to quickly switch between pedals and for the more experienced hotshoes to experiment with trail braking techniques.

fter the surprisingly good drive of the Fiat Punto, we were very curious to set foot in the Fiat Bravo. How crazy could it be with just 30hp more, thanks to the use of a turbocharger, a specification denoted by Fiat’s T-Jet designation on the front grille. The only problem is that it has added up to a total of just 120hp, but horsepower isn’t the only factor in driving enjoyment– torque is also a big part of acceleration and that’s something for which turbo engines are famous.

From the moment we drove out of the dealership, the difference in engine response was instantly noticeable. And judging by the lack of turbo lag we assumed that the 1.4-litre was being boosted by a quick-spooling, relatively small compressor. Peak horsepower is 120hp@5500rpm and as we suspected, the torque figure is a heady (for a 1.4) 152lb-ft at a very low 1750rpm. We hear it’s a reasonable recipe for lightly roasted tires. The exhaust note isn’t bad either. One by one, the compromises began to fall away and the Bravo was starting to live up to its name. 0-60 comes up in 9.6s and top speed is an estimated 196kph which seems accurate. There is an available T-Jet150 model that comes with 150hp and an overboost torque peak of 170lb-ft@3000rpm good for 0-60 in 8.2s and 211kph on top.

Article by: Alistair McCormick • Photos: Lyden Thomas

19 • Zorce

“Six gears and turbocharging also allows the Bravo to deliver around 36mpg on average...”

The handling of the car gave us a different kind of surprise, which again defied our expectations.

Given that this car has more power, and under the assumption that Fiat favours the enthusiast with its suspension settings, we expected this car to ride at least as stiff as the Punto. What we got instead was a softer, more compliant ride thanks to a progressive spring and damper setting that resisted roll the harder we pushed. The Bravo has a typically european handling setup.

So we decided to do a few laps around our mostly clear around-the-national-stadium road course to find out if this softer suspension made any handling sense. We are proud to report it as entertaining and very capable of doing the hustle. When pushed the car will progressively lean, then moderately understeer– nothing that a good set of wheels and low-profile tires can’t improve (optionally available from the factory).

The reality though is that the factory setup is probably better suited to our local roads which

At a Glance: 0-60(s): 9.6 HP: 120@5500 Lb-Ft: 152@1750 Km/h: 196 Mpg: 36 Price: TT$180,000

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vary from smooth tarmac highways to questionable backstreets with surprise speed bumps and random potholes to the occasional full-on gravel or dirt road typical of those on the way to a rally stage.

The combination of comfort, handling and ground clearance is certainly more practical than a set of oversized wheels on a car slammed to the ground with hydraulics or coilovers or, worst of all, cut springs. To help the customizer in you, Fiat offers seven different optional styles of rims from 16” to 18” in diameter with low-profile Pirelli tires. The base size is 15”.

With four doors and a decently sized hatch area, this could make a good family car. One could hypothetically take the kids to school, enjoy everyday driving and arrive relaxed– that is, provided the wife doesn’t take it first. Did we mention that there’s a vanity mirror for the driver behind the sunshade and dual-zone climate control? The radio is also speed-sensitive. All that and it’s also a good-looking car.

The 6-speed Dualogic (with auto and manual modes) gearbox, while very entertaining, will still take some getting used to, just like in the Punto (it will roll back unless the hill holding option is ordered). And with the added power it can certainly demand a bit more concentration. Thankfully, the dash display shows what gear the car is in– definitely a plus for the Gran Turismo/Playstation generation. Six gears and turbocharging also allows the Bravo to deliver around 36mpg on average and 27mpg in the urban cycle.

Braking performance was good with four wheel disc brakes along with ABS with EBD and the optional ESP (electronic stability program). We hear the there is an Abarth version planned and a few tweaks for 2010 but we’ll just have to wait and see. Until then this car starts at TT$180k on the road. In our opinion the Fiat Bravo offers an exciting drive, a different approach to an age-old formula and made by a brand that has won a place in the local market.

21 • Zorce

VW Jetta 1.4TSI 160 At a Glance 0-60(s): 8.5 HP: 160@5800 Lb-Ft: 177@1500-4500 Km/h: 220 Mpg: 36 Price: TT$230,000

Article by: Narend Sooknarine • Photos: Lyden Thomas & Bruce Anton

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e have been wanting to write about a car like this for a long time. In fact, since the 80s when Nissan’s SuperTurbo March 1000cc hot hatch was available on the grey market (foreign used), we yearned for manufacturers to take up the engineering mantle.

While the technology costs more, there are less taxes on smaller-engined cars and therein lies the source of our enthusiasm this time around– the Jetta 1.4 TSI. We call it the sleeper of the century, the ultimate hooligan’s machine and to those who don’t know, the Jetta next door. Show it some road though and we assure you that fun will be had. Press out at the intersection and you’ll light up the tires with all the low end grunt. Keep your foot down and hang on as the turbo kicks in and punches a hole into the upper rev range. Milliseconds later, the gear shifts and the next thing you know it happens a few times more, all the way to 120mph easily.

With seven gears dedicated to the predominant function of forward motion, it feels like the Jetta is always in the powerband. But of course unlike the typical wristwatch, this is not a single function device. It also has four wheel disc brakes and

Zorce • 22

fog lights and four doors and a trunk! That means it’s not a motorcycle, nor is it your average lowslung skateboard of a car, nor does it consume fuel at the rate of an F-18 Hornet fighter plane.

That is to say, it is actually practical and usable. So yes, it is properly fast and very compatible with the average iFamily.

The engine is quite a piece of work. Based on the EA111, this new engine was first used in the Mk5 Golf GTi. The 160hp 1.4-litre TSI engine is a “Twincharger”, using both a turbo and supercharger. The result is 14% more power than the 2.0 FSI, but consuming 5% less fuel. The supercharger operates at low engine speeds from idle up to 2400rpm to increase low-end torque. At engine speeds just above idle, the belt-driven supercharger provides a boost pressure of 1.2 bar (17.4 psi). The turbocharger is designed to be effective at middle revs and the engine map disengages the clutch-controlled supercharger at 3,500 rpm. The supercharger is then bypassed as the turbocharger spools up, providing adequate boost in the upper rev range.

The Jetta TSI 160 makes 160hp@5800rpm and is generously laden with 177lb-ft of torque, available from 1500-4500rpm. Although the first 1.4

superturbo engine was rated at 170hp it also needed 97-octane fuel. The new 160hp engine we drove works well with 95-octane, which is now available in the Caribbean.

What is the difference between the two? Superchargers are typically larger units designed to be operated via a belt drive whereas turbochargers are spun by exhaust gases. Although they are both compressors that force pressurized air into an engine, superchargers provide better instant response while turbos work better at higher speeds. Fuel delivery must match the flow characteristics to ensure an optimum fuel mix without detonation, while taking into consideration external factors such as ambient air temperature and pressure. Naturally aspirated engines are generally much simpler in using a fixed fuel rail pressure and more basic fuel maps.

Then of course there’s the absolutely wonderful 7-speed DSG dry-clutch hydraulically-operated gearbox. The first actual Dual Clutch transmissions came from Porsche which developed them in-house for their 962 racecars back in the 1980s.

The principle is that there are two separate manual gearboxes (and clutches), contained within one housing, and working as one unit.

DSG means Direct-Shift Gearbox, and VW’s unit was developed by BorgWarner. It is an electronically-controlled dual clutch multiple-shaft manual gearbox, in a transaxle design– without a conventional clutch pedal, and with full automatic, or semi-manual control. Basically put, as one gearbox in the housing releases a gear, the other engages one, vastly reducing shift times in the process.

In the Jetta’s DSG case again, there are seven gears, which ensures that during an all-out blast the car is always in the right gear. Although these gearboxes have been designed with specific official torque limits, many tuners have surpassed these limits without compromising operational reliability. In many ways this new type of gearbox makes the conventional automatic obsolete.

When driving, the experience is significantly more direct in terms of takeup and driving feel.

First gear is even able to surprise the electronics and spin the tires until traction is reeled in.

Handling is typically European– firm with progressive body roll, and while the Jetta is no

Golf GTi, there is an excellent blend of comfort and control. The steering squirms under power and is a bit light for our tastes. But this can be forgiven when you’re having fun– we enjoyed our drive on the hilly curves of Lady Young Road and our short blast down the highway where we experienced some very rare clear road. Top speed is quoted at 220kph and we think this may be a little conservative. 0-60 time is officially 8.5 seconds, which should put the Jetta in the high15s – low 16s range on the quarter mile.

The Jetta comes with inner-ventilated discs front and rear. Electronically controlled ABS with EBD, supported by Electronic Differential Lock (EDL) and Traction Control (ASR) ensure excellent driving manners. Hydraulic Brake Assist (HBA) is also standard and works in emergency or panic braking situations by maximising brake pressure based on vehicle speed once the pedal is pressed sharply. In addition, under emergency braking the hazard lights are activated which provide additional warning to other drivers. Passive safety features include curtain airbags for front and rear passengers, front seat side impact airbags, as well

as standard driver’s and front passenger’s airbags with passenger’s airbag deactivation.

Although styling is reserved, a combination of the Golf in front and Passat at the rear. This is one of the reasons we like it. Unassuming looks allow the Jetta to scamper away from cars that expect to be faster but soon realise that they aren’t. You can pack the family in it and all the groceries and luggage in the trunk too. And with highway clearance in short supply, it’s just about fast enough to keep the grins coming. The interior isn’t any more exciting or exquisite but features steering-mounted radio and multifunction computer controls, multifunction radio with touch screen, an MP3-ready stereo system and the usual complement of seat adjustments and thoughtful compartments and holders.

Upcoming new Jettas will come with the 1.4-litre engines in 122hp or 160hp variants and standard DSG. Our Jetta 1.4 TSI actually costs more than the outgoing 1.6, roughly TT$230k on the road but with its grown-up approach and room for boy-racer antics, we can’t help but love it.

23 • Zorce

Subaru Legacy 2.0

At a Glance 0-60(s): 11 HP: 150@6000 Lb-Ft: 144@3000 Km/h: 203 Mpg: 26 Base Price: TT$305,000

Article by: Rae Singh • Photos: Bruce Anton

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his fifth generation Subaru Legacy made its world debut at the 2009 New York Auto Show. Built at Lafayette, Indiana, the 2010 Legacy has sprouted a bold new look that departs from the more understated styling of the outgoing car. While most agree that it is an amalgamation of elements from many different cars, the new look is still refreshing.

The new car is 1.4-inches longer, 3.6-inches wider, and 3.2-inches taller than the last model.

Wheelbase has also been increased by 3.2 inches, allowing more passenger room and greater high-speed stability. Thankfully though, the new Legacy range is no more than 65lbs heavier than any of the corresponding outgoing models.

Despite the increase in size and wheelbase, we are happy to report that the car still turns with the ease of one far smaller. Thanks to improvements such as a new double-wishbone rear suspension and with Subaru’s trademark asymmetrical all-wheel-drive, driving is easier in almost any weather. Our 2.0-litre car came with 16” wheels but the optional 18s will easily fit.

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Available engines are the 150hp/144lb-ft 2.0-litre and a 265hp/ 258lb-ft 2.5-litre turbocharged (2.5GT) configured in the trademark Subaru four-cylinder boxer layout. The regular automatic has now been replaced with what Subaru calls its “Lineartronic” CVT transmission which can mimic a 6-speed manual should you choose to manually select ratios. The basic objective with this new design is to make shifts virtually imperceptable. The 2.0 Lineartronic features Subaru’s active torque split AWD system. The 2.5 GT model however, offers a 5-speed automatic transmission with variable torque distribution or a 6-speed manual gearbox coupled with Subaru’s viscous centre differential AWD. Top speeds are 203km/h (auto) for the 2.0 model and 245km/h for the 2.5GT. Acceleration is brisk at best with our auto 2.0 litre model coming in with a 0-60mph time of 11 seconds. Although on paper this sounds slow the car does not feel sluggish. The Legacy 2.5GT however, rockets through in a blistering 6.2 seconds! Average fuel economy is estimated at 22mpg for the GT and 26mpg for our 2.0 model.

Braking is handled by four wheel discs with integrated ABS and EBD, now standard on most vehicles. The system also features brake assist to provide more braking force if the drivers hits the brakes suddenly. There is now a hill hold feature that prevents rollback on 5% or steeper grades, by applying the electronic parking brake and releasing it once the car starts moving.

Overall, our drive of the new Legacy 2.0 went well, with the car displaying excellent road manners and enough verve to keep us interested in pushing further. When we did, it did not disappoint. However, with the 2.0-litre engine it manages to be a jack of all trades– we’ll need the GT with it’s turbo and 18” wheels for real mastery.

There is a standard 6-speaker audio system with a CD/MP3/WMA compatible head unit and SRS sound processing. An auxiliary audio input jack means that iPods and other MP3 players can easily be jacked-in for playing all your favorite music. Pricing starts at TT$305k on the 2.0-litre car, ranging up to $330k depending on trim level.

The 2.5GT is estimated to cost closer to TT$450k.

25 • Zorce

Nissan Murano

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issan’s stylish new Murano has set out to redefine the market for Japanese SUVs. With the promise of better handling, a powerful V6 engine, a sleek bodyline and a healthy dose of comfort and practicality, the Murano seeks to blend the attributes of a GT car with those of a near-luxury SUV. We headed to the Neal and Massy showroom for a closer look and a drive.

The interior is well appointed and while it’s no BMW or Audi, it isn’t too far behind. There’s even a DVD player and LCD screen in the back for the kids to take in a movie on long drives. As we settled in, the leather-wrapped steering wheel (with cruise and radio functions) and other tactile delights made themselves known. The seats are also generously draped in leather and the 11-speaker Bose® sound system is lovely. Instead of the usual push in and twist key, the Murano uses the Nissan Intelligent Key which functions by proximity and allows the driver to start the vehicle using a start button.

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As we headed out on to our favorite mountain pass, the Lady Young Road, it was clear that the engine possessed oodles of low-end torque, humming along happily at 2200rpm going uphill with ease. One might even mistake it for a turbodiesel, except that response on a naturally aspirated engine is of course quicker. The data shows that there is 265 hp@6,000 rpm coupled with 248 lb-ft@4,400 rpm. The new X-tronic CVT also does a good job of harnessing the engine’s powerband as well.

Fuel economy may be less of a consideration for someone purchasing the Murano in our local market since due to its engine size, it attracts a high level of tax, putting its final price over the half million TT-dollar mark. Buyers at this level are less likely to worry about their fuel budget.

It would be possible however to drive economically since very little throttle is required to get up to speed and stay moving. That said, the official economy figures are around 18mpg for urban, 23mpg for highway and 21mpg on average.

Handling is surprisingly good for a vehicle of this type, albeit with some understeer on tighter corners, as expected on high profile SUV-spec tires. The seats could use a little more side support. They are well padded though, and seem to be up to the task of long drives . Body roll is very minimal, inspiring loads of confidence in the Murano’s handling ability. The suspension and chassis feel good and we think the Murano can provide a lower-priced alternative to people who want sporty, active-lifestyle vehicles like the BMW X6 as well as those who just want to rise above the average SUV. Around town and on the highway it is capably comfortable. Ride quality and cabin quiteness was excellent. The engine noise was unintrusive at cruise, and with enough snarl under throttle to keep you interested. Potholes and bumps did not enter the cabin and there was still enough feedback on the steering wheel to keep the driver informed of the nature of the road surface. Our 60kph–0 downhill panic-stop test went very well

Article by: Narend Sooknarine • Photos: Kavita S. Fonseca

too. In fact we think the Murano stopped better than a few regular cars we tested recently.

The driving position was good with quite a view through the steeply raked windshield despite the large A-pillars. Like the Audi Q7, the Murano also features a very helpful rear-view camera which is displayed on the centre screen once reverse is engaged. Guidelines showing where the vehicle will go also pop up and move when you turn the steering wheel. Visibility through the rear window is good but the camera will also help to se if there are any dogs, children or obstacles behind the vehicle. There is also enourmous cabin space once the rear seats are folded down and a nifty power tailgate that certainly lends an added measure of sophistication to this well laden SUV.

Other nice tidbits include RCA video/stereo inputs for the flip down LCD screen which means that you could theoretically use a 12v inverter, power up your video game console and let the kids enjoy themselves. Of course there are holders for a range of things from cups to larger bottles to sunglasses. The cargo area also has a mesh compartment separator that can let you pack groceries and other items.

We like it but there is one thing– it is expensive considering the many available alternatives. But none of them have a sportscar-derived (350Z) V6 engine and the Murano costs hundres of thousands less than its luxury-brand peers. It also has a quiet cabin and is powerful, stylish and practical. So all the ingredients are there... one thing is for sure – you will enjoy the drive. Pricing ranges from TT$520k–$555k. Ask for Gerard Harrilal.

At a Glance 0-60(s): 11 HP: 150@6000 Lb-Ft: 144@3000 Km/h: 203 Mpg: 26 Base Price: TT$305,000

27 • Zorce

MotorSport

Sheldon breaks IHRA World Top Dragster record – three times!

Article and Photos by: N. Sooknarine, A. Bissessar • Sheldon Bissessar (left) stands with Aaron Sipple (right) and the PSTL/Total/Ironman/ASE Top Dragster at Summit Motorports Park, Norwalk, Ohio, USA

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heldon Bissessar, the Trinidad Rocket, came out with guns blazing for 2010, starting with the year’s first IHRA Nitro Jam in Palm Beach International Raceway (PBIR). His first qualifying pass of the day was a prelude to an amazing night at the Nitro Jam IHRA event at the Palm Beach Raceway. With a run of 5.80@238mph he set the stage for a new IHRA Top Dragster World Record.

He later backed up this record officially in the 3rd round of qualifying, after an amazing transmission rebuild which was finished with only minutes to spare. After some fast pit work by Crew Chief Aaron Sipple and support from racers Eddie Careccia and a most generous sportsman, Larry Clarke who let the team use parts from his spare transmission, Sheldon posted a time 5.85@237mph. This made the new IHRA World record official since it was within 1% of the original record-breaking time.

Later on the same night, Sheldon ran the first round of eliminations, rocking a pass of 5.79@238.60mph- lowering the World Record even further! Sheldon Bissessar’s record was not

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a simple one as in fact he broke the Top Dragster track record, posted the fastest ever MPH, qualified number one and advanced into the Elite 8.

The following night Bissessar wowed the soldout stands with consistent five-second passes to advance to the finals against Edward “Fast Eddie” Careccia. Careccia, in an effort to take every extra millisecond tripped the lights early as Bissessar rocketed through a 5.82@233mph run to take the win and the Elite 8 trophy! IHRA officials were definitely taking notice of the outlaw-looking machine and its consistent pilot. Even the President of IHRA himself, Aaron Polburn came down to have a word with Sheldon, expressing his congratulations and inviting him to race with the IHRA again throughout the coming year.

Next stop was the State Capitol Raceway in Louisiana. Sheldon qualified #1, won the Elite 8 Top Dragster competition and again reset the world record in the process to 5.78@242mph!

IHRA fans were amazed at the fact that Sheldon’s times were close to the Nitro Class times and sometimes even faster. State Capitol was also decked to the hilt with Mardi Gras beads amid

celebrations of the Saints (American) football team winning the Superbowl– Who Dat? The team enjoyed lots of seafood, gumbo and other Louisiana favorites along with some retro-modern southern music and dancing live at the track.

After missing IHRA’s Canadian leg, the Trinidad Rocket was ready for a return. Michigan’s US131 Motorsports Park Dragway was next. This race meet’s logistics were the tightest ever for the Trinidad Rocket Sheldon Bissessar who arrived at the track within one minute of the car being at the start line. After missing his connecting flight to Michigan, Sheldon was forced to divert to Detroit and take a 2-hour taxi ride all the way to the racetrack just in time to suit up in the staging lanes and make the 2nd qualifying round. This allowed the Rocket to have two blasts down the 1/4-mile, for his first runs on the brand new Sipple chassis Top Dragster.

The new car was built with one day to spare before the travel deadline, after just three weeks of fabrication and assembly by Ironman Chassis specialist and Crew Chief Aaron Sipple. The entire setup is now lighter by about 150lbs. In theory,

this should allow the supercharged, methanolpowered Top Dragster racecar to be quicker by 1/10th of a second. In the process, many things have been replaced by lighter, smaller components and on its maiden run the new car ran 6.5@218mph on a mere 1/4 throttle opening.

This was confirmed in reviewing the track photos of the qualifying passes and closer inspection revealed a broken throttle cable anchor. With a little help from the Top Fuel camp, the component was repaired and Sheldon was able to proceed into competition at full throttle.

fastest and only 5-second Top Dragster time of the entire meet. After qualifying number one, previous IHRA world record holder Troy Stone forfeited his place in Round 1 by leaving before the lights were activated, putting Rob McKinley into Round 2. The launch pad was super-sticky and a few competitors struggled with the excess traction, with one racecar damaging drivetrain components after experiencing what is called a “dead hook”. In this rare situation, the car launches so perfectly that the wheels hop up, land violently, then launch forward.

After qualifying in the number three position and completing the mandatory First Round of Top Dragster dial-up, Bissessar won his first Elite 8 all-out elimination round easily as his opponent Ricky Adkins slowed immediately after launching with a finish time of 10.578@83mph. The Trinidad Rocket however was eager to see what the new car could do and ran a 5.998@226.35mph, the

Round 2 would see the Trinidad Rocket square off against McKinley who cut a brilliant 0.007 light against Bissessar’s 0.058 giving him the lead at the start. Sheldon’s methanol-fueled supercharged Hemi tuned by Aaron Sipple came through for the PTRT team though as the Rocket caught McKinley at the 330-foot marker (about 1/3 of the way) and thundered on for a 6.004-sec-

ond pass at 230.49mph. McKinley was no match posting a 6.426@213.54. It was a close call but an exciting win nonetheless in front of over 50,000 spectators at the Martin Michigan US131 Motorsports Park Dragway who showed up for their share of the IHRA racing action.

In the final round, Edward “Fast Eddie” Carrecia could not make it to the line due to an oil pressure drop on his engine and thanks to a Top Fuel oildown in the final round, Bissessar was declared winner without making the run, also winning the ProXtreme Dragster (PXD) Elite 8 challenge in the process. This win represents a huge victory not just for Sheldon Bissessar and PTRT but for Ironman Chassis and ASE tuning for turning out a record-breaking racecar in such a short time.

Trinidad & Tobago is proud to have Sheldon Bissessar the Trinidad Rocket as a representative, demonstrating that even at a moment’s notice he is ready to win!

29 • Zorce

Sheldon Bissessar’s Top Dragster machines thus far...

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his car was the one that started it all.

Sheldon raced in Trinidad & Tobago with AutoSport Promotions and the Trinidad & Tobago Automobile Sports Association, then set his targets higher. Having set the local track record at Wallerfield while it was still active, he concluded that the only way to step up his game was to go abroad to the home of drag racing– the United States of America. Sheldon

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ven though he still ownes the Spitzer chassis, Sheldon set about to modify another dragster with his new friend and crew chief Aaron Sipple of Ironman Chassis. The philosophy was simple– don’t cut any corners. Each component of the car was selected for suitability and reliability. Running on methanol with the help of a Supercharger, the new 526 cubic inch V8 in a Precision

Chassis frame was bought from Jeff Veale and converted to a transmission dragster, given a few chassis tweaks and a full engine refresh.

Prior to Sheldon’s purchase the original clutch setup was good for a 5.28-second run.

On the transmission setup, Sheldon managed a 5.77@242mph, faster than the IHRA World Record time of 5.80 but followed up with a 5.87 just shy of the mandatory backup time.

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ar number three was actually an R&D excercise based on car number two. The chassis was given a few more improvements, the body was now sporting Trinidad & Tobago’s red white and black national colours and the transmission was switched back out in favour of the clutch system and a screw-type blower. The car was pushed to the limit of Top Alcohol Dragster (TAD) specifications to see exactly how fast it would go. The magnesium body

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xcept for the nose and wing, cars number four and five looked exactly the same. Car four had two-piece metal detachable wings and car five has a one piece built on wing similar to the top fuel cars. The carbon fibre body skin is the same one from car number three as is the engine. During the engine rebuild for car number three, the BAE heads were upgraded from stage 5 to stage 8, the supercharger was upgraded in car four to an M5 unit and the transmission was also upgraded. The setup was good for Sheldon’s record breaking run of 5.78. The car performed consistently and allowed the PTRT team to

had experimented with a few local chassis builders and decided that the way to go was brand new from the ground up. He sold his old Cameron chassis cars and purchased a Spitzer 285” frame. This was fitted with a Pat Musi-built 706 cubic inch nitrous-assisted V8 engine. The combination was good for mid 6-second passes at over 200mph.

was also replaced with a one piece carbon fibre unit for extra weight savings. The clutch setup, while good for low 5 second-passes, would struggle to compete (except on reliability) with the injected nitromethane (A-fuel) cars which are capable of 5.18s. It would require a lot of setup time, which is impractical for Sheldon as he is competing from Trinidad. The Precsion Chassis frame was sold minus the engine and carbon fibre body.

dominate the Elite 8 Top Dragster competition.

Although it was felt that the car had the potential to run 5.60s, the chassis was sold to an eager racer.

Since the engine and drivetrain were already near their peak, crew chief Aaron Sipple took another approach. Car number five was given a brand new prototype chassis and also carries the most basic electronic controls and engine management, new wheels and other lightened components for a total weight savings of close to 150lbs, which is phenomenal at this level. The weight savings alone should be good for at least a tenth of a second.

Sheldon’s track record for 2010 1. Won the IHRA Northern Nitro Jam at US 131 Motorsports Park, Martin, Michigan (August 13th-14th 2010) - Elite 8 Top Dragster 2. Qualified No. 1 and won the IHRA Summit Racing Equipment Pro-Am Tour Pro Extreme Dragster Race at Mountain Park Dragway, Clay City, Kentucky (July 2nd4th 2010) 3. Qualified No. 1 and won the IHRA Spring Nitro Jam at Rockingham Dragway, North Carolina (April 30th-May 2nd 2010) - Elite 8 Top Dragster 4. Qualified No.1 and won the IHRA Mardi Gras Nitro Jam at State Capitol Raceway, Louisiana (March 6th-7th 2010) –Elite 8 Top Dragster 5. World’s Fastest IHRA Sportsman Racer - 5.78 ET @ 242 mph (Mardi Gras Nitro Jam Zorce • 30

State Capitol Raceway, Louisiana March 6th -7th 2010) 6. Reset the IHRA Top Dragster World Record - 5.78 E.T. @242MPH at the Mardi Gras Nitro Jam State Capitol Raceway, Louisiana (March 6th-7th 2010) 7. Qualified No.1 and won the IHRA Palm Beach Nitro Jam at Palm Beach International Raceway, Florida January 29th -30th 2010 – Elite 8 Top Dragster 8. Set the IHRA Top Dragster World Record - 5.79 ET @ 233 mph at the IHRA Palm Beach Nitro Jam Palm Beach International Raceway, FL January 29th -30th 2010.

9. Set the Palm Beach International Raceway Top Dragster Track Record - 5.79 ET @ 233 mph at the IHRA Palm Beach Nitro Jam, Florida (January 29th -30th 2010)

Outstanding people we’ve met along the way

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ast Eddie a.k.a. Edward Carrecia has been a force in professional Drag Racing for well over 30 years. Always eager to share a laugh and have some friendly competition, Eddie is well respected by the Party Time Racing Team and Sheldon Bissessar since he is also a past World Record holder in the Top Dragster category.

A very experienced competitor, Eddie is never underestimated and has demonstrated his abilty to run consistently at the top, no matter what track conditions are. He is intimately familiar with his car and always knows exactly how close he can go to the edge.

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ody Stroud has ran against Sheldon Bissessar at the Palm Beach International Raceway and was parked next door in the pit area. Jody is a strong competitor and is now a member of the Pro Xtreme Dragster group formed by Aaron Sipple. Jody’s attitude towards the sport of Drag Racing fits right with the ethos of PXD members– he’s less of a talker and more of a doer. Although Sheldon missed the last IHRA Nitro Jam at Budd’s Creek, Maryland, Jody went on to break the world record for a powerglide transmission (3.80– 1/8 mi / 5.85 @ 239 –1/4) and take the PXD Elite 8 win in his Zombie Top Dragster!

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roy Stone was the previous IHRA Top Dragster World record holder with a pass of 5.86 in the 1/4 mile. Troy is one of the IHRA’s tougest competitors with his 2007 Spitzer 290” Wheelbase Top Alcohol Dragster, running a carbon fiber body and 520 c.i. BAE block with stage VI heads. Even Troy’s 1/8-mile times are very close to Sheldon’s. For the 2011 season, the Vintage Racing Team will be returning with a fully refreshed car and engines. Troy is also in the business of trailer manufacturing. So if you ever need a custom-built trailer, they have loads of options. Check out their website which also has more details on Troy’s amazing racecar at vintagetrailers.com

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ikey turned out to be the biggest surpise of the Bradenton Snowbird Nationals 2009 in Florida. When the rains came down, the Party Time Racing Team kicked into high gear to throw the biggest party at the track featuring Michael Carr Jr. , the One Man Electrical Band. Son of team mechanic, veteran Michael Carr Sr., Mikey’s style of rock is quite diverse. He has his Masters degree in music and even owns and operates a School of Rock, teaching kids how to play music. Although his name suggests otherwise, he doesn’t have his own racecar, yet. He is however, a Jedi Knight with a guitar as his lightsaber and he can even play it over his head, backwards, without looking! We’ll be bringing him to Trinidad & Tobago and to any other island that has an appreciation for Rock & Roll so look out! onemanelectricalband.com

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Article by: Rae Singh • Photos by: Narend Sooknarine & Devi Nath

Carib Great Race 2010: Gulf HeatWave wins!

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his was the year for sweeping changes at the annual Trinidad & Tobago Powerboats Association Carib Great Race. After years of having the race start in Chaguaramas and finish in Store Bay, Tobago, the TTPBA decided to try something new in the interest of allowing greater spectator access. The 42nd Great Race would start this year in Port-of-Spain at the Hyatt Waterfront and end at Tobago’s capital city of Scarborough.

While the boats were milling, our team had already been strapped into the two choppers with their main doors removed, from National Helicopters. As can be seen from the coverage, it’s a pretty exciting way to see the race. The film crew from Pudgy Productions, makers of Paradise Motorsports were also on board, so you can look out for their edited footage on TV6 and Caribvision television stations.

As we circled around the Hyatt hotel and waterfront, it was evident that the crowds that showed up were enjoying the massive vantage point, unrestricted by the depth of the crowd. The race began with a staggered start with the slower classes being allowed to go first, making the finish very exciting on paper. Ken Mack 3 seemed to be having a good run as we stuck around to see the midrange boats take off. Eventually the big guns started rolling in– Mr. Solo (M class) entered the bay confidently and positioned themselves near to Rage and Gulf Dragon (C Class).

We then saw the D class, Sports I and Sports II class boats take off with early action starting

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between Hero, Rite Formula, Blaze and Hero III. Energiza was running strong under diesel power once again and Chris Gone Wild looked great through the bocas. Total Rush seemed to be in difficulty with an oil leak and had to shut down an engine. Candyman came though the bocas hard in typical superhero fashion catching major air and having a few hard landings in the process.

Too High also seemed to have a helicopter pilot on board, showing their props regularly even in the flatwater.

As the field spread out, the faster boats were now catching their slower competition after the staggered start. Gulf Motom was moving along nicely as well as the rest of Team Gulf. Blaze ran past Papi Chulo just after the the bocas also showing their props a lot. Soon after Candyman blew past followed closely by Hero III who did the same.

Mr. Solo roared out from the start line, blowing past the B and C class competitors and our media helicopter which was unable to match their speed of well over 120 knots. When we attempted to get close we overshot just before the bocas as they came to a stop. We circled back in time to see Darren Marshall crawling out of the hatch and checking the engines.

In the meantime Gulf Dragon was on the hunt moving past slower boats with no sign of Rage who retired early. We moved up ahead of the race in time to see Gulf Heatwave running strong and closing in fast on Ken Mack 3 despite having

broken hydraulic actuators. Gulf Heatwave would go on to claim vitory as the first boat to Tobago, followed by Gulf Dragon and Hero III. The official results are as follows: Class Boat D Chris Gone Wild S1

Too High

S2

Hero III

B

Gulf HeatWave

C

Gulf Dragon

Team Chris Ramsawak Curtis Charles Michael Clerk Snr Michael Clerk Jnr Hero Boodram Neil Samaroo James Hadeed Gary Johnson Kent Costa Robert Lobo Silbourne Clarke

FASTEST BOAT TO TOBAGO Gulf HeatWave James Hadeed Gary Johnson

The TTPBA would like to thank the following: Title Sponsor: Carib Beer; Associate Sponsors: Hyatt Regency, Tobago House of Assembly, THA Division of Tourism and Transport, Ministry Sport and Youth Affairs and the Local organizing committee for Powerboat racing in Tobago, National Helicopters Services Limited, Caribel, Trinidad & Tobago Coast Guard, SAUTT, Trinidad & Tobago Game Fishing Association, Councilor Terry Rondon and the Fishermen of Matleot, The Port Authority Of Trinidad & Tobago, Compression and Power Services Limited for their invaluable assistance.

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F1 Montreal - Canadian Grand Prix 2010

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orce made the trip this year to Canada, via photographer Devendra “Devi” Nath and his wife Genevieve. It was a fantastic destination filled with the sights and sounds of everything that is Formula 1 from downtown Montreal to the Circuit Gilles Villeneuve itself where they also held the Ferrari Challenge races. We even arranged a tour of the Red Bull Racing F1 garage and Devi ended up in international television (and on Youtube, naturally) standing in the garage while David Coulthard had his interview.

The first practice session saw Vodafone McLaren Mercedes’ Jenson Button taking pole with a lap time of 1:18.127 and, Schumacher, Hamilton, Rosberg and Vettel within a half second of his time. Lap times fell drastically in the second practice round with Vettel taking the lead for Red Bull Racing, clocking off a 1:16.877 pass. Ferrari’s Fernando Alonso was the only other driver to lap in the 1:16-range, obviously fully recovered from his fairly recent accident. Rosberg, Webber, Massa and Force India’s Sutil also had a good second

practice session lapping in the low 1:17-range. The third practice session would see Hamilton back in the lead, lowering the lap time to 1:16.058, with Webber, Alonso, Schumacher, Vettel and Kubica nipping at his heels. By now the teams were becoming comfortable taking between 15-20 laps on average vs. 28-35 in practice session 2.

Vodafone McLaren Mercedes’ driver Lewis Hamilton continued to settle down all through qualifying to take the pole at 1:15.105 in Q3. Mark

Article: Narend Sooknarine • Photos by: Devi Nath

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Webber put Red Bull Racing into a hard-fought 2nd place. He posted a qualifying best of 1:15.373 in Q3, down from 1:15.692 in Q2 and 1:16.423 in Q1 obviously trying to match Hamilton’s staggering pace. Lewis ran 1:15’s through this best three qualifying passes. Vettel, Alonso, Button, Liuzzi, Massa, Kubica and Sutil all made the jump into the 1:15 range in that order. Now that the pace was set, it was time to see if the changes made for each team would pan out to be an advantage under racing conditions. Red Bull Racing, Renault and

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Williams all made changes to their front wings, while Ferrari implemented larger brake ducts to maintain stopping power for this race.

In the end, Hamilton took his qualifying pole position and translated it into a well-deserved win after 70 grueling laps, pitting just twice in laps 7 and 26. Although Mark Webber was ahead of him in the race, Hamilton wisely chose to settle in and look after his tires. Webber made his two pit stops in laps 13 and 50, leaving Hamilton to hang

on to the lead on very worn rubber for roughly 40 laps while Webber’s fresh tires were to be spread over a 20 lap dash, making it a true test of driving ability and in Hamilton’s case, restraint.

Alonso didn’t make it any easier on Hamilton either, putting pressure on him in the race and in the pits as well. Hamilton squeezed every ounce of potential from his car and cruised his way to the finish, with the car lighter on fuel and his lead assured. McLaren Mercedes teammate, Jenson Button took 2nd place, 2.2 seconds behind Ham-

ilton while Ferrari’s Fernando Alonso managed 3rd place 9.2 seconds behind.

Red Bull had an interesting run as their cars performed much better than expected, although Vettel only managed a fourth place finish, 38.7 seconds behind the leader and followed closely by teammate Mark Webber. Despite Red Bull’s excellent 2nd place qualifying position, tire strategy did not get a chance to pay off with Vettel losing six seconds in lap traffic, as Force India’s Adrian Su-

til made things difficult for Vettel to close the gap.

In addition to this Vettel was given the order to go slower and cruise the car to the finish while his pit crew tried to figure out what was going wrong with his car. At the end of the day, at least the bulls were able to salvage some valuable points with their 4-5 finish.

well done, they can cost in the vicinity of US$3500 per person from Trinidad & Tobago but be warned, tickets for the race sell out quickly so make all your arrangements early. After witnessing the pinnacle of Motorsport in action, we know Devi is raring to go again, next time hopefully with an all-access press pass. Hope you enjoyed the coverage!

So if you are curious about Formula 1, it is not impossible to find yourself at some of the regionally closer meets, like Montreal and Brazil. Medium to

And if you are looking for Formula 1 kits you can check out The Privilegio Store at MovieTowne, Port-of-Spain, Trinidad– see the ad in this issue.

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Meet the new TTKA 80cc Cadet Class of 2010

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onmycal Sant loves speed and looks up to Lewis Hamilton as his hero.

His is currently 9 years old and started karting at age 8. He was introduced to karting by his father, street-racer turned drag-racer turned karter, Rajiv Sant. Needless to say, racing runs through his veins. He took his first test drive in his dad’s kart and was hooked ever since. He also loves mathematics, cricket and and food from Burger King. Jonmycal hopes to be a Formula 1 driver in the future but in the meantime, says he wouldn’t mind a new kart racing suit– potential sponsors (and Santa) take note!

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icholas Madan started karting at age 8 and is now 11 years old. He says his family is pretty much car crazy. He is very determined and loves racing for the sensation of speed and hopes to compete in Formula 1 someday. His favorite racing driver is Micheal Schumacher. After a hard day of racing, Nicholas likes to be treated to a some hot roti and pumpkin. Although he is a regular on the podium, he also likes playing the guitar and enjoys a good game of cricket from time to time.

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amir Sheraz Mohammed, 10, loves Formula 1 and also looks up to Micheal Schumacher as his hero driver. He first visited the tracks with his dad and took the opportunity to ask for a drive. After that, he never looked back.

He says he enjoys overtaking the most when driving, setting up a pass and executing it flawlessly. He has landed in the hospital once so far after unavoidably colliding with a newcomer who was unfamiliar with the course and rules of overtaking, but is back stronger than ever. Aamir loves cricket and riding his bicycle in his spare time and enjoys a hot plate of pumpkin and roti. Driving though has always fascinated him and he was driving trucks, forklifts, pickups and even a backhoe as early as age 7 all perfected by observation.

Aamir placed 2nd overall in the 2009 Championships and also took the award for “Future Champion 2009”. Although still in the Cadet class, he plans to enter the 100cc lightweight class next. We’ll be keeping an eye on him.

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sa Deen is just 7 years old although he matches the other cadets in terms of physical size. He started racing at the tender age of 6 and thinks that karting is fun and he has enjoyed learning to drive properly. Isa, like other kids in karting enjoys looking at Formula 1 and dreams of being an F1 driver. Despite his family’s preference for Ferrari and Vodafone McLaren Mercedes, Isa’s favorite driver is Mark Webber and his favorite team is Red Bull Racing.

When his dad took him to see karting they both liked the idea. Isa also finds other forms of motorsport like rally and MotoGP very interesting.

Hi favorite dish is a pelau (trini version of jambalaya) and in his spare time he likes to play football. In fact, sometimes after the karting meet is over Isa joins the other cadets in a friendly impromptu game.

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nrique De Leon, 8, comes from a family of racers. His eager father, Hubert De Leon was a highly successful circuit racer in the 1970s and 80s. His older brother Dominic De Leon competes in the Michelin Cup bike racing series in the UK. Enrique is british-born but appreciates his Trinidadian heritage as is proudly displayed on his helmet, designed with a combination of both flags. His CRG racing kart has been dubbed “Baby Ninja” after his dad’s “Ninja” circuit racing car. After an exploratory trip to the racetrack, Enrique immediately asked if he could learn to drive.

Enrique naturally loves karting for the speed and challenge of passing but displays a distinct fascination with sliding his kart on some of the higher speed corners. In fact in addition to F1 and Superbikes Enrique is also curious about D1 drifting. His favorite drivers are Lewis Hamilton and Jenson Button. In his spare time he also develops his abilities in the areas of swimming, playing the guitar and martial arts. His favorite foods are Yorkshire pudding, roast beef and doubles.

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y Carrington has definitely inherited his father, Gerard Carrington’s natural ability and enthusiasm for motorsport and racing. Being in the cadet class from such a young age has awarded him the opportunity to learn from the different driving styles of the older karters. He is an avid observer and has made great improvements in his driving ability.

At age 11, he has decided to forgo racing for this year, a sacrifice he deemed necessary in order to undertake his SEA examinations successfully. Ty enjoys riding his ATV, swimming till he’s shrivelled like a prune and playing his video games. His caring nature extends to his pets which include four birds, a puppy and an aquarium full of fishes.

He is also a keen collector of key chains from around the world.

Ty Carrington is no doubt an upcoming force to be reckoned with in the sport of kart racing and perhaps when he has mastered this, we will see him in other forms of motorsport too.

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DWO mops the tarmac at Malabar

Article and Photos by Narend Sooknarine

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rift World Order (DWO) held their first drift event for 2010 at the carpark of the Larry Gomes Stadium in Malabar– it seems the sport has finally found a venue which they can use consistently.

Despite an initial setback (involving a very random police impounding, pending inspection, of DWO’s amazing Toyota Chaser, normally driven

by DWO President Kerry Phillip) the team put on a remarkably good meet. The ambulance and safety precautions were in place and the crowd was kept in check on both ends of the staging area. Flags were used to control traffic flow through the staging area and proper discipline was exercised by drivers who promptly exited the course if their drift was broken.

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Spectators were treated to two and three-car tandems and a few lucky people were selected from the crowd for a ride-along. Other highlights included a guest appearance

by Drag champ Aaron Dowridge who put down some proper rubber with his R32 Skyline, an MR-S on chromes and the naturally-aspirated 240SX. There was even time for some newcomer drift training where the guys learned how to do a basic drifting donut around a cone.

Hopefully a few of the newbies will step up their game. We’re certainly looking forward to regular events from DWO and other drift clubs this year and who knows, maybe Zorce might give drifting a try when we get the old RX7 up and running.

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Powell/Telfer dominate at Rally Trinidad 2010 (RT10)

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ith TTRC’s special guest, three-time British Rally Champion Mark Higgins comparing Trinidad’s gravel stages to Rally New Zealand, Australia, and Portugal, it was certainly going to be a few epic days of rallying.

With very little cloud cover, the weather was extremely hot, but the wind kept up, offering some relief from the heat. It was also blowing away the dust trail behind cars, which helped to make the one minute competitor interval manageable.

John ‘Penti’ Powell and Nicholas Telfer (Shell Helix Ultra / Intercontinental WRC Subaru S12B) began their Rally Trinidad 2010 bid with strong competition from Paul Bourne (Banks / Virgin Atlantic / LIME / Cheffette WRC Ford Focus 2007), Dean Serrao (Scorpion Bed Liners WRC Subaru S9), and the formidable UK duo of World #16 driver Mark Higgins and internationally renowned co-driver

Nicky Grist (Shell Helix Ultra Mitsubishi Evo IX).

From stage one however, Powell’s fight was made a little easier with the very unfortunate exit of Dean Serrao when his car experienced a major mechanical problem and caught fire toward the end. Although both driver and codriver (Michael Worme) made it out safely, the car burned to its barely recognizable shell. With Stage 1 cancelled as a result, Stage 2 became the first test of mettle between one of the region’s fiercest WRC rivals and the remaining 37 teams representing Trinidad and Tobago, Barbados, Jamaica, and the UK. Powell then started 3rd off the line and managed to put 34 seconds between himself and Bourne, and a solid 14-second lead over Higgins/Grist on the very next stage. This was to be the order of the day as Stage 3 saw Powell add another 20 seconds to his lead on

Bourne. Higgins/Grist advanced within 7 seconds of Powell, but the WRC Subaru S12B was simply too much for the Grp N Evo IX to handle. Stage 4 saw the end of the rally for Paul Bourne with a fluid leak in the engine bay. Not wanting to risk suffering the same fate as Dean Serrao, Bourne opted to retire at this point, but it probably would not have mattered as Powell’s pace would go relatively unmatched for the rest of Saturday.

With Bourne and Serrao out by the lunch break, Higgins/Grist were left alone to battle Powell while Lochan/Dumas (NP Ultra / STAG / Josef’s Sports Bar / Oakley Mitsubishi Grp A Evo IX) although fast, simply did not have the machinery to keep up with the flying Powell in his WRCclass car. The Bajan Grp A Team of Neil Armstrong/Jeremy Croney (Breeze / Hancook / Gunk Mitsubishi Grp A Evo VI) would have to wait until later Saturday afternoon to begin to mount any

Article by: Robert Cadiz • Photos by: Bruce Anton, Devi Nath, Gerrard Wilson, Lyden Thomas, Narend Sooknarine, Wellsely Nandoo & Calil Sooknarine

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challenge to Lochan / Dumas as turbo problems plagued the start of their day, putting them near the back of the local Grp A pack. A very promising performance from 2010 rookie team Stuart Johnson/Lee Quesnel in their Grp N Subaru Impreza STI saw them move up to 4th overall by the end of Day 1 (Saturday). Meanwhile, regional 2WD top dogs, Ian ‘Wee Wee’ Warren/Graham Gittens (Shell V-Power / Lifestyle Motors / Automotive Art Suzuki Swift) and Mark Hamilton/ Allan Kinch (Powermaster Batteries / Vavoline Ford Escort Mk II) were within one minute of the top 4WD teams. The rolling stages of Bronte and Cedar Hill would have had many RWD drivers guessing strategies but the Bajan boys in the 1974 classic Escort were right at home mounting a solid attack in the gravel, alongside Warren in the mighty Swift in what would be Warren’s 3rd bid for top 2WD honours at Rally Trinidad. And

while much of the Bajan contingent were coping well with the challenging stages in Trinidad’s southland, Bronte and Cedar Hill would prove to be the end of the Rally for some of TnT’s hopefuls. Robert Cadiz/Jason Costelloe (Tropical Power / TOTAL / BFGoodrich / Coors Light Mitsubishi Evo VIII) after posting one of the faster times on the opening stage in Bronte, came into to a tight right hander too aggressively and crashed out for the weekend. The same section of Cedar Hill also claimed 2009 Rookie of the Year Donald Gopaul/Michael Dinnoo (Castrol Toyota Starlet). TnT’s other big hopeful Barry Mckenzie/ Barry Samaroo (Rallymac / Sunoco Mitsubishi Evo VI) managed to get some very quick times in, actually setting the 3rd fastest time on Stage 3, even after being yellow flagged, but suspension problems put them out by the end of Saturday and made a Sunday return impossible.

The battle for local 2WD dominance was hot from the start with Darrel Ramessar/Adam Archer (Redline / Cargo Consolidators Grp 2-4 Mitsubishi Mivec) putting down the fastest of the local 2WD teams. Rezan Mohammed/Arshad Mondro (Shell Helix Ultra / Vigourade Grp 2-4 Mitsubishi Colt) along with Fawaz Mohammed/Shiva Maharaj (Monster Energy Drink / Shell Helix Ultra Grp 2-4 Mitsubishi Colt) were the ones to watch in Grp 2-4 as they went back and forth all day long. Two seconds separated these rival teams at the end of Day 1, until a broken cross-member put Ramesar out of the overall standings. Ansel Ali/Kender Nicholas (Amsoil / Sherwin Williams / Xtreme Fireworks / Chief Curry Mazda 323) although off the pace of the Grp 2-4 front runners proved the age-old rally strategy of “to finish first – first you must finish”. They put in a solid performance, eventually taking 3rd in group by capitalizing on

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Ramesar’s unfortunate withdrawal.

By the time the Rally moved to the 2.9km spectator stage in Preysal on Saturday evening, there were at least 7 teams already out. The attrition rate reminded those still in the rally that consistency was the order of the day, rather than trying to post the fastest times. While there were teams pulling out for various reasons, the battle at the top still raged on. The four shorter stages in Preysal allowed Higgins, Lochan, and Johnson some much needed relief from the increasing lead from Powell, and actually saw the top four teams all within a 3-second gap of each other

by Stage 9. By the end of Saturday’s stages the leader-board was no surprise with Powell/Telfer taking a 53 second cushion over Higgins/Grist, and Lochan/Dumas trailing by close to 3 minutes off the flying Subaru S12B.

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Group 2-3 saw an intense battle brewing with the Bajan Starlet Team 3W’s Krazy Kustoms / Catch / PROPAC (Wood/Staffner and White/Cozier) trying to hold onto Jamaican Bobby Marshall who was clearly setting the pace, putting down the fastest stage times of the group in 5 stages out of the 7 run on Saturday. Although Roger Mckenzie (Evo Signs Toyota RunX) did his level best to keep pace, T&T simply could not manage a top finish in this group all weekend.

Sunday saw the teams head back to the southland to do 6 stages comprising of slightly shorter but more technical versions of Bronte and Cedar Hill. If the sun was hot on Saturday then it was turned up to scorching temperature on Sunday with teams relying on Dasani bottled water while trying to cope with the draining conditions.

Powell once again came out flying, but Higgins/

Grist who spent all of Saturday dialing in their Shell Ultra Helix Evo IX finally managed to match pace with Powell, trading seconds from the getgo. Higgins actually bettered Powell on the first stage by a second. Powell certainly made use of his 53-second lead from Saturday, although still in all-out attack mode there was a slight air of caution which was probably the right decision as he had all but locked up 1st place at this point.

Higgins however was certainly not going to settle for second and spectators were treated to the UK duo driving the Shell Helix Ultra Grp N Evo IX to its absolute fullest potential. Lochan/ Dumas sat in limbo on Sunday morning with 1st in group and 3rd overall almost guaranteed.

Although Armstrong pulled within 16 seconds of Lochan on the Sunday stages, there were simply not enough stages left to even attempt to offset Lochan’s lead from Saturday. Ian Warren

continued his blistering pace, topping 2WD for the opening stages when an error in judgment caused an off that would force the Suzuki team to retire rather than claim top 2WD. This honour was now handed to Mark Hamilton who drove extremely well all weekend and was, as he put it ‘having one of the best weekends of rallying ever’. The Escort was in fine form and 1st place in 2WD plus 5th place overall was a very fitting reward for the old-school team’s efforts.

The situation in Grp 2-4 was an interesting one with Fawaz Mohammed running off on the opening stage, giving “Mr. Consistency” Rezan Mohammed a comfortable lead with a only few stages left to go. Rezan however may have backed off a bit too much as Fawaz, Darrel, and Ansel were all

setting solid times. In the end though consistency proved to be what was required and although Rezan was not the fastest through Sunday’s stages he was certainly the most focused. He would go on to win 2-4 followed by Fawaz in 2nd and Ansel rounding out 3rd place.

Grp 2-3 had a few surprises on Sunday with Jamaican Bobby “Ricky Bobby” Marshall once again taking the top times in group for a few stages. A few slower times would make the difference however with Ryan Wood hanging in to clinch 1st in Group followed by Marshall in 2nd and Stuart White in 3rd. Interestingly enough, the top three teams in this group were all within a 90-second window. Although the RWD starlets seemed to be having great a time with the roll-

ing gravel stages, they were obviously just as fast as they were fun to watch.

By the time the teams got to the super special tarmac Mayor’s Cup, with just a check in required to complete the Rally, the thoughts on everyone’s minds were simply to put on a show.

Although the Mayor’s Cup was a timed event, Rally Trinidad was formally over and John ‘Penti’ Powell had sent a very clear message to the rest of the region’s WRC contingent. The Mayor’s Cup was a 1.9km stage taking competitors through a few 90-degree bends, chicanes and a 360-degree mini roundabout that was to be the focus of attention for the 3,000-odd crowd in attendance.

The Mayor’s Cup Group winners Neil Armstrong (A), Mark Hamilton (3-2), Fawaz Mohammed (2-4),

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and Zak Waddel (2-3) all set very quick times all around the 1:50 mark, then came the last minute entrant of Mark Higgins who borrowed Powell’s mighty Subaru for two runs. Needless to say he absolutely shattered the field with a time of 1:34 on his first pass and backed it up with a winning # 3 1 5 7 12 8 22 13 15 29 24 28 18 31

Team John Powell / Nicholas Telfer Mark Higgins / Nicky Grist Ainsley Lochan / Robert Dumas Neil Armstrong / Jeremy Croney Mark Hamilton / Allan Kinch Ford Harold Morley / Geoffery Goddard David Coelho / James Harris Rezan Mohammed / Arshad Mondro Fawaz Mohammed / Shiva Maharaj Ryan Wood / Mathew Staffner Bobby Marshall / Anand Awai Stuart White / Jason Cozier Tony Heerah / Michael Heerah Roger Mckenzie / Josh Plaza

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time of 1:33. This will surely be a record that will be in place for quite some time to come. Ryan ‘Woody’ Wood demonstrated what ‘doing the dog’ looks like in a rally car, even taking his dount skills to the middle of the chicane. He would take away best crowd response.

Car Subaru S12B Mitsubishi Evolution IX Mitsubishi Evolution IX Mitsubishi Evolution VI Escort Mk II Subaru Impreza STI N14 Mitsubishi Evolution IX Mitsubishi Colt Mitsubishi Colt Toyota Starlet Mitsubishi Colt Toyota Starlet Subaru Impreza Toyota Corolla RunX

Class WRC 2-N 3-A 3-A 3-2 2-N 2-N 2-4 2-4 2-3 2-3 2-3 2-N 2-3

Day 1 0:36:32 0:37:25 0:39:14 0:42:55 0:43:14 0:43:58 0:44:06 0:43:55 0:43:57 0:45:44 0:44:52 0:46:25 0:46:53 0:46:38

D1Pos 1 2 3 6 7 10 11 8 9 14 12 15 17 16

So the curtain has closed on what will be regarded as the most successful Rally Trinidad ever. The bar has been set for the TTRC to try to surpass in 2011, and it is clear that the Caribbean region now has another major rally to look forward to.

TTRC Press Release

Day 2 27:34 27:52 29:04 29:20 31:29 30:46 32:44 33:37 34:14 33:56 35:07 34:38 35:14 36:10

D2Pos 1 2 3 4 6 5 7 9 11 10 15 13 16 19

Overall 1:04:06 1:05:17 1:08:18 1:12:15 1:14:43 1:14:44 1:16:50 1:17:32 1:18:11 1:19:40 1:19:59 1:21:03 1:22:07 1:22:48

Overall Pos Class Pos 1 1 2 1 3 1 4 2 5 6 2 7 3 8 1 9 2 10 1 11 2 12 3 13 14

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The Bounty is in the Dog Box!

O

n June 11th 2009, Spark Tech launched a bounty competition to see who would be the next EVO 1-10 in the 8s. Twelve contenders took the challenge and on September 26th, it was officially announced that DogBox Racing, located in New Jersey USA, was the winner with a time and speed of 8.7seconds @ 170mph! Throughout the months, the competition was fierce but friendly and was thought of to unite the Lancer Evolution community and get back to the basics– race, have fun and make the Evo community proud. For the most part, it did just that.

“We went to Englishtown, NJ for Sunday test and tune , got there at 2 pm and unloaded the car just to hear the announcer say ”the staging lanes close in 10minutes“.

We rushed up to get a 3rd gear test pull with no video camera. I was not going to make a full pass. Well this big tire pro stock looking grand am does a killer burnout. Like every other racer when challenged I could

not help but stay in it. My friend Tom ran up and yelled congrats I was confused, only to find out I did an 8.86 at 167 , wow, it was at low boost . At that point the track was closed. I held back from posting about winning here hoping we could find some one with a video.

Being fair to others and sticking to the rules. We knew what we had to do– BACK IT UP. We went to Atco Tuesday night test and tune. 1st pass, low boost, I pulled the car out of 2nd early and ran 9.2.

Next pass up against a big tyre Chevy S-10 good pass, bad 60 .

At the end of the track I got the news 8.75 ; the announcer said the time out loud so it was heard on the video.

Big thanks to Spark Tech for putting this contest on! It pushed us and many others.

We are proud to have participated and couldn’t have done it without Spark Tech’s ignition. “ – Alex, DogBox Racing

Hasta la Pasta - 8s Street Evo!

E

ddie “Procco” old school street racer and restauranteur lives and breathes for his Evo 8, the “Procco Evo” which now holds a street-class quarter-mile record of 8.87@159 mph.

The NSCRA Season opener, at the Palm Beach International Raceway, saw a well deserved step into the 8second club for Kings/Procco EVO. In May 2009, with 1006whp, 616tq on 49psi, their best time of 9.07 @ 166.42 was recorded at the Superstreet Shootout #3. At the end of 2009, they also had 2nd place at the War of the Imports event in Orlando, FL. Meticulous planning and patience eventually brought great success, with their present record of 8.87 @ 159mph with 1.44 60’ 1/8 126.3mph. They placed 3rd in the Pro Hot Rod Category with full 16car field. The first sponsorship deal for the Procco Evo was a one-year contract with Titan Motorsports which was followed by Sergio– owner and founder of Central Florida Turbo with Kings Performance as the primary Sponsor.

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Sponsors now include: Proccolino’s Pizzeria, CP Pistons, Carrillo

Rods, Magnus Motorsports,Torque Solutions, Shep Transmissions, AEM Power, Precision Turbo, Spark Tech Ignitions, Supertech Valves,Titan Motorsports, Kings Performance,THP Racing Engines, Performance CNC Heads, Exedy Clutch and BC racing suspension.

According to Eddie, “Our new goal is to go low 8’s. It’s not going to be easy but for sure is going to be fun !...

Those of you that have a street tuner or any kind or car project and you have a dream or a goal in mind for it, don’t think its impossible, records are made to be broken! All it takes is courage and determination !” Eddie Procco credits his journey to his family and team CFT/ Kings performance Sergio, Rolo, Omar, FastFernad, Pollo, Nesta, from whom have he has received tremendous support.

As of October 2010, this Evo is now packing a whopping 1,148hp and 753 lb-ft of torque @ 50psi of boost and it remains to be seen how this setup will do on the tracks.

And remember, at Proccolino’s, Orlando you can find great pizza, pasta dishes and the occasional EvolutionM forum meet!

The World’s fastest Evo!

W

hen Dave Stock first approached New Zealand’s STM, he wanted some mild upgrades for his EVO8 street car. STM developed a package which got the car running mid 9’s but this only made Dave want more. About this time Dave got his sights set on the late model EVO world record held by US tuners AMS with an 8.42. Dave isn’t one to muck around and he knew that he wasn’t going to better this time in his street car so an EVO 9 was purchased to build into a dedicated drag car.

The team at STM stripped the car bare and developed it with the sole intention of claiming world-record bragging rights.

The build began with an STM 2.2 litre 4G63 engine, fitted with a billet 94mm stroke crank, light weight alloy rods, and JE forged pistons. The cylinder head was extensively ported, before being fitted with oversize stainless valves, a solid lifter kit and a set of billet drag cams to STM’s specifications.

The driveline is always a weak point in 4WD drag cars, and STM made sure to address the situation thoroughly. The axles were swapped out for a set of DSS units, and the gearbox was fitted with a PPG 4-speed dog engagement gear set. The unique part however is that STM incor-

porated their ‘ghost-shifter’ arrangement to allow the Ikeya sequential shifter to be actuated by an air ram – all Dave needed to do was press a button on the steering wheel to change gears!

The turbo is a Garrett GT4508 unit sitting on a custom long-primary manifold. Boost is controlled by a 60mm Turbosmart wastegate, while the boosted air is chilled by a 100mm thick intercooler. The engine is fitted with a Hypertune plenum, incorporating eight ID1000 injectors. The engine is managed by a Motec M400 ECU, and monitored through a Motec SDL dash.

Spark is provided through a Spark Tech CDI ignition system. Once loaded onto the dyno, STM’s managed to extract 1001 whp on 42 psi boost on Q16 fuel.

Power is transferred to the track through Rays TE37’s fitted with 24.5 x 8 x 15” slicks.

To save weight, the factory brakes were binned in favour of wildwood rotors and callipers as Dave now relies on the chute for stopping power.

At the track, the new car quickly proved its worth and as the season progressed Dave’s times tumbled. Once Dave and the team got the car dialed-in to suit the track he managed to claim the number one spot with an impressive 8.34@169.7!

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Jet Ski Racing takes off in T&T!

Article by: Rae Singh • Photos by: Lyden Thomas and Narend Sooknarine

T

rinidad & Tobago’s repertoire of extreme sports has officially been expanded with the exciting addition of Jet Ski racing. Activities began with three (3) friends coming together to have a very fun casual lime to ride their jet skis at the Mosquito creek. Previously called the South Jet Ski Associates, the name was changed to the Trinidad and Tobago Jet Ski Racing Federation and officially registered with the Ministry of Sport & Youth Affairs.

for that matter. It is physically demanding enough to make your arms and legs feel like shock absorbers and of course, like a motorcycle, rider position affects handling. Although the standing-type Jet Skis are popular with the stunting crowd, the larger, sitting-type skis are best for maximum velocity. Competition is also looking good with skis classed by engine size, making the races just as much about riding ability as they are about the Jet Ski’s powerplant.

the San Fernando Yacht Club in south Trinidad all the way to the Anchorage in Chaguaramas in the north. Conditions were rough in some sectors and from the NHSL media chopper (sponsored by Bhagwansingh’s Hardware) we got a close look at how each rider and their Jet Ski handled the open waters and raced through the marina at the Anchorage. Naturally, there was a huge party in collaboration with radio station Hott93FM waiting for the winners at the finish line!

We dropped in on two events at the San Fernando Yacht Club and found out first hand that Jet Ski racing is not a sport for the faint of heart– or body

And as if the harbour races weren’t enough, the TTJSRF took on the challenge recently to make the gruelling 35-minute offshore endurance race from

If you’d like to get more involved, you can check out their page on facebook or email them at ttjsrf@hotmail.com.

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Moto-Z 2011 GSX-R600/750 & GSR 750

S

uzuki unveiled three brand new models at the 2010 Intermot Motorcycle Show in Cologne, Germany, with the iconic GSX-R range showing all-new 600 and 750 models, along with the debut of a new naked middleweight - the GSR750.

The new GSX-R600 sheds an impressive nine kilograms over its predecessor, thanks partly to an allnew chassis that has a 15mm shorter wheelbase, as well as Showa Big Piston Forks. With engine technology advances, the new GSX-R600 also offers lighter, more durable pistons combined with thoroughly reworked cam profiles and narrow valve angles. The new GSX-R600 delivers this enhanced performance through a vertically staggered, close ratio gearbox with shorter ratios for good race start performance and better corner exit drive.

Developed in parallel with its smaller sibling, the GSX-R750 remains at the top of its game too, with similar treatment to make it the best 750cc sports bike yet. Combining similar weight advantages over its predecessor, the shorter wheelbase and pin-point accuracy of the 600 chassis, the new GSX-R750 makes the perfect sporting road tool thanks to its over-square engine that produces a race proven bore/stroke ratio, for better high RPM performance.

Making both models stop as well as they go is the introduction of radial-mount Brembo Monoblock calipers with fully-floating front discs. Featuring 310mm discs and 32mm staggered caliper pistons, the bikes also benefit from better braking thanks to less overall weight since they share the same chassis.

Also unveiled at Intermot was Suzuki’s all-new GSR750 - a blend of the modern and the futuristic with a powerful 749cc four-cylinder fuel-injected engine. With strong lines running from nose to tail, the GSR750 combines edgy styling with specs that will boost rider confidence. Thanks to a unique chassis that incorporates the best qualities of a compact tubular street bike frame and the pin-point accuracy of a twin-spar sportsbike frame, the new GSR750 tracks superbly with 41mm KYB inverted front forks and an adjustable rear KYB shock absorber.

Starting with the proven power-plant of the GSXR750, engineers created an engine for a naked motorcycle– responsive with distinctive character, and hard acceleration. Modifications to the GSXR750 engine include revised cam profiles, intake and exhaust tracts and a 12.3:1 compression ratio that provides strong, linear torque starting at low RPM. With styling a large consideration in the bike’s development, the GSR750’s nimble chassis and punchy power is topped off nicely with modern, vented headlight shell, integrated instrument cluster, moulded rear-view mirrors, light and open radiator side panels and aggressive front bodywork.

With particular consideration paid to rider comfort too, thanks to a well-shaped seat and textured fuel tank side panels, the GSR750 offers real-world sporting ability.

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Z-Scene IslandMINIs on the prowl

Article and Photos by: Kevin Singh

T

he brainchild of Romel Best and Samantha John, IslandMINIs was formed as an enthusiast club, for owners of BMW’s New MINI. The idea of the club is pretty simple– find fun ways for MINI owners to enjoy their cars.

Following an inaugural cruise to Maracas Bay, Romel and Samantha, along with the help of

Shira Mohammed of Bee Marketing and Events Ltd, organized IslandMINIs’ first fun rally, held on June 13, 2010. With a focus on fun, the route was very simple, with entertaining challenges along the way. These included the traditional ‘treasures’ to be collected, MINI and Mini trivia, as well as having to take photos of participating MINIs in unusual settings.

The rally concluded at La Vega, under one of their shady, lakeside huts. The final challenge for entrants was an on the spot talent contest, which provided some good laughs. Competitors were awarded their prizes, with the team of Michael and Rosemarie Elcock in their plum-coloured MINI Cooper taking top honours.

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Stance Nationals 1: “The Gathering”

Photos by Lyden Thomas.

‘S

tance’ is all about how a vehicle sits on its wheels and suspension, with respect to ride height, camber, tire profile, wheel width, fitment and offset. The Stance Nationals series of meets lets local tuners to come forward and show off a harder, faster, cleaner, more agressive look, encourages them to step up their game and indulge in the current auto and tuner trends that are taking the international industry by storm. It is all about staggered wheels, big brakes, big exhausts, racing seats and harnesses… all racing-inspired design where form follows function. If your car is built to race and handle then it

belongs. It is a totally different kind of car show that is rooted in performance-minded customization.

“After months of anticipation, hard work & endless preparation… The Stance Movement executed the country’s first official Tuners Meet & Greet.

For those of you that have been following up the movement, for the past four months we have been scanning the country for some quality rides that we don’t usually get to see… The inclement weather distorted our plans for the day, which resulted in a lot of cars not coming out to participate, despite

that… the heavens showed us some mercy later in the afternoon, and all skies were clear from around 3pm – 8pm. In total we had close to 100 cars participating at the event, the expected figure was approximately 150 cars. Despite the slight shortage in vehicle turn out, there was nothing close to a shortage in spectator turn out… The fans came out in all their vibrant colors despite all odds and gave the movement their full support. Good People…

Good Rides… Good Times!” –Riaz Shamil Ali The experience for us was reminiscent of the car park at a Pro Drag meet– we’ve been missing it!

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REP RES ENT 3NE

2NR

®

T&T’s Largest Automotive Website TriniTuner celebrates 10 years as T&T’s premier automotive online resource. The website has become the most subscribed automotive publication and the largest, most active online community in Trinidad & Tobago and arguably in the Caribbean. Celebrate with our 20,000+ registered members by placing this emblem proudly on your ride. Not a member? Register today at www.trinituner.com

Official TriniTuner™ Licensed Product

All Rights Reserved © 2010 Distributed by:

To order call 1-868-683-7742 or visit trinituner.com/emblem

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Ol’School,V8 & Classic Car Show @ Skinner Park

Photos by Lyden Thomas, Kavita S. Fonseca & Narend Sooknarine.

I

t was just three years ago that three friends– Nolan Benjamin, Francis Paul & Clifford Tardieu, started hanging out at Movie Town, Port-of-Spain, Trinidad. Due to the constant attention their Classic Cars got, they just kept on going back. The three grew into five, then fourteen, then thirty, and then they became a really good group of friends from different backgrounds with different views. The one thing that brought them together is a mutual respect for the way things used to be– values, societal norms, technology and history.

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The objective was simple– to engender the love & respect for everything old school, especially cars, and to show the younger generations that these cars and the discoveries made in their time were responsible for the vehicles they admire and idolize today. TTV8CC’s motto is “WE and not ALL YUH” And that without these cars and most importantly, their owners who bought them, the car as we know it today would never exist.

In October 2009, the Trinidad & Tobago V8 Car Club or TTV8CC held their 1st mini-show. They cleaned and cooked 700 pieces of chicken, made

several bowls of salad, bought several cases of T&T’s finest brews & held their first ever BBQ event. They made enough for T-shirts, registration fee and had a little left over to hold our next show. It was the beginning of something good and positive, despite all the chaos & trouble of the year 2009. With thousands of flyers, a few phone calls and the generosity and trust of the Bhagwansingh family, the 1st Annual TTV8CC Grand Auto Show was born with no official sponsors. They made very little but had fun anyway!

It was felt that people wanted more and they wanted it down south. So to Skinner Park they

went for the 2nd Annual Event– this time with a few sponsors and so they showed what true Old School vibes were all about. With the help of Auto Guru, Sikkens, Dean Wheels and AC Delco, TTV8CC even gave away a classic car, a driving, “pimped-out” Ford Escort as a door prize! We hear that next year it’ll be a modified American Muscle Car!

And so the hope is that people see the positives in what TTV8CC has been able to do in 4 short months since their first show. It was not and never will be a “money thing” but rather to encourage those with classics to bring them out of their garages, tombs and hiding places and SHARE them with the present generation.

– Trinidad & Tobago V8 Car Club (TV8CC).

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Boyz & Toyz Exotic Car Private Show

Article by Narend Sooknarine • Photos by Narend Sooknarine, Aaron Aachan and Lyden Thomas.

P

ioneered by EPI, this event was a closedaccess affair that set out to bring the owners of Trinidad & Tobago’s finest examples of automotive prestige together in one place for the first time ever. Naturally, a good place to host such an activity was at the most expensive restaurant in the country– Prime.

Arrangements were made and the idea became reality and twenty-plus lotteries’ worth of machinery rolled in driven by their respective owners and in some cases, by appointed drivers. Highlights

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included a 700whp Mansory Bentley Continental, an Aston Martin DBS, T&T’s first officially dealerimported Porsche 911 and first Panamera, a pair of Ferraris, an XJR, an actual London taxi, a pair of custom chopper motorcycles and the latest E55AMG. It was most interesting to note that the event allowed free and open interaction between the owners of million dollar vehicles and those owning cars worth five to six times more. To say that the event was packed with movers and shakers would be the understatement of the decade– hence the closed-door policy at the gate which

allowed owners the freedom to relax and enjoy the show while enjoying a few cocktails and hors d’oeuvres served outdoors by the courteous staff of Prime Restaurant.

We hear the next event is going to be even bigger as some owners who were previously unavailable will be making a fresh appearance and while it will most likely be another closed-access event, Zorce will be there. Until then, take a look at the photos of these ultra-luxurious saloons, supercars and exotics.

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(868) 646-4172

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Audio Zorce

Anatomy of Sound Quality (SQ)

Article by: Shazad “SR” Rahaman • Frequency chart by www.independentrecording.net • Staging and Imaging diagrams are excerpts from IASCA rulebook

I

n the last issue we discussed the Anatomy of a Car show. Now it’s time for a detailed look at the world of car audio competition. In this issue we shall break down sound quality. According to the International Auto Sound Challenge Association aka IASCA, sound quality is broken down and defined in 3 main categories– Tonal Accuracy, Sound Stage and Imaging.

Tonal Accuracy For a system to reproduce a recording with superior tonal accuracy, it must perform without significantly affecting the delicate parameters previously listed. When all of the above parameters come together well, a system is said to sound natural and spectrally accurate. This is readily apparent to an experienced listener, who is processing thousands of sonic cues to form that opinion.

Judges will evaluate whether the sound of the instruments and voices reproduced by the system sound real and natural in and of themselves.

At this point, the Judges should concentrate on instruments in each range specifically, ignoring the relative balance of the whole spectrum (which is judged next). There are six basic characteristics that describe a tone; they are: Loudness: The magnitude of the auditory sensation produced by the sound (can be affected by equalization or improper level matching between speakers).

Pitch: The subjective quality of a sound which determines its position on a musical scale.

(Excessive distortion and non-linearity can affect pitch.)

Timbre: The interaction of the harmonics and fundamentals of a sound which give it its sonic signature. (Example: The sound of a guitar can be affected by poor reproduction of high frequencies in the system if the harmonics of the fundamental tones produced by the guitar are not reproduced accurately.)

Modulation: A change in amplitude, phase or frequency which occurs to a sound. (Can be affected by systems with phase problems, frequency response problems, etc.)

Duration: Literally, the duration of a sound (for example this can be affected by systems with poor transient response or panel resonance).

Attack and Decay: The time it takes for a sound to build up (attack) or die down (decay). Attack and decay can be affected by systems with poor transient response, panel resonance and excessive reflections.

Sub-bass (1Hz-60Hz): The Judge should concentrate on the lowest notes of the large stringed instruments (bass guitar and stand-up bass, in particular), large drums (kick drums, timpani), low synthesizer sounds, low pipe organ

notes, etc. The sounds reproduced by the system in this range should be immediately recognizable, articulate, free of distortion and have proper attack and decay. Accurate low-frequency extension is a desirable trait. An example is the lowest frequency range of very large pipe organs.

Mid-bass (60Hz-200Hz): The Judge should focus on the sounds produced by the mid-size drums (tom-toms, large congas, etc.), the middle range of the bass guitar and stand-up bass, lower notes of the piano and synthesizer. These should be reproduced smoothly with good detail and proper attack and decay. Particular attention should be paid to the attack and decay of drums and bass guitars. Because of the small size of the vehicle as a listening area, problems with resonance are common in this frequency range.

Mid-range (200Hz-3KHz): This range contains the vast majority of musical information in most recordings. The Judge should focus on: the human voice, brass instruments, woodwinds,

strings, the upper range of the bass guitar, electric and acoustic guitar, synthesizer, piano, smaller drums and other percussion instruments.

Resonance and sibilance are common system flaws in this frequency range. Voices should sound full and natural. All instruments should sound realistic without sounding thin, dull or contain uncharacteristic ringing or distortion.

Large stringed instruments, for example, should have the characteristic wood sound without undue resonance.

High Frequencies(3khz-+): The Judge should concentrate on cymbals, triangles, bells, the upper frequencies of the snare drum, rim shots, hand clapping, synthesizers, the upper stretches of string and woodwind instruments, and the tendency to exaggerate “s” or “f”, or “t” sounds in the voice recordings. These should sound accurate, smooth, neither too dull nor too bright and should not exhibit any harsh, thin, metallic sounds or distortion.

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the sound stage from the listener. The best systems will give the illusion of the stage being well in front of the listeners (even apparently exceeding the front boundary of the vehicle).

This is considered ideal as it approximates the experience of listening to a live concert.

Listen carefully to the bass.

Does it seem to come from up front or from behind?

Maximum points within each scoring tier should only be given to systems which convincingly create the illusion that all the sound originates from the specified location.

Some systems will exhibit some localization of the low bass towards the rear. If a large part of the mid-bass, midrange or high frequencies seem to originate from behind the listeners, the Judge may assign a score of “1”.

Stage Width (left / right): Stage Width refers to the distance between the left and right boundaries of the sound stage.

Better systems will create a wide sound stage for both listeners. Exceptional sound systems will have sound stages that seem to exceed the physical boundaries of the vehicle interior.

Sound Stage The object of this section is to define the boundaries of the sound stage as they are reproduced by the vehicle’s audio system and to evaluate the placement of images within that defined sound stage. The ideal car audio system creates the illusion that the sound is originating in front of the listener, with additional ambient content.

The sound stage produced by an audio system can be defined as the perceived space from which the sound originates. (Much like the stage in a concert hall is the space from which the sound originates.)

Listening Position: In this category, a system is judged on the position of the sound stage relative to the listener and the apparent distance of Zorce • 68

Stage Height: Stage height refers to the apparent height of the sound stage and the vertical spread above that level. The center of the vertical spread of the stage should be at horizon level with appropriate instruments/vocalists being above or below this plane from left to right of the stage. The height of the stage should also remain horizontal from the front of the stage, where the lead singer may be placed, to the rear of the stage, where the drums may be located. This spread should not be exaggerated or incoherent and should be proportional to the other stage dimensions.

Stage Depth: The illusion that some instruments or voices are in front of others is referred to as stage depth. The liner notes included with the Official IASCA Reference CD provide valuable insights as to the front to rear locations of the instruments and vocals during the recording.

Ambience: Ambience can be defined as the perceived space around a sound source. Most recordings contain ambient cues, which are either naturally created by the room used for recording or created by recording engineers using processing equipment. These will interact with the acoustics of the vehicle and the design of the sound system to create a sense of space. Rear

speakers or sound field processors are not always necessary to create ambience (nor do they guarantee the creation of natural ambience).

Imaging The term “imaging” describes a system’s ability to reproduce the sounds of instruments and vocals in their correct locations and proportions on the sound stage. Correct locations are defined by their placement as they are actually recorded.

Systems are judged based on their ability to place instruments and vocals accurately across the sound stage.

Detailed sound stage maps in the liner notes of the Official IASCA Competition CD provide the exact locations of specific instruments and voices in the recordings used to judge this category.

These maps have been produced in conjunction with the recording engineers who produced the tracks. Judges will listen for and reward properly placed, coherent, and defined images that accurately convey the size of the instrument relative to the soundstage. Particular attention should be paid to whether or not the sound of the instrument or vocal is focused and properly placed in its correct location on the soundstage (i.e. a piano may be very large relative to a saxophone).

If an image seems unnaturally wide, or the image wanders as the pitch changes, or if it seems to split into two or more images, points will be deducted. Height should also be consistent (the lower part of the voice should not come from the foot well, while the rest of it is up high).

Essentially when a judge sits in a car this is what he/she is looking for in analysing a sound system.

Note judges are trained by IASCA and usually recertified every year.

Confused? Don’t be. It’s not as hard as it looks on paper. In fact most people already have an “ear” for it and some will need some guidance on what to listen for. However the Caribbean has a strong musical culture based on heritage, and this gives an advantage. Anyone who has had a background in a school band or choir can easily understand the terms mentioned above.

The easiest way to understand the competition is to attend one. Most competitors are willing to demo their systems to anyone interested in sound quality and will offer advice and pointers on your system. Also throughout the year IASCA Caribbean conducts training sessions and soon there will be one on “sound”. Competing in sound q is easy and there is a category for everyone, from the beginner to the expert. The beauty of sound q competition systems is that you can enjoy your system in competition as well as everyday, and you get the most value for money out of it. There you have it, a simple break down of sound quality. More information can be found at www.iasca.com. You can also find IASCA Caribbean on Facebook and on www.trinituner.com.

The IASCA test disc with liner notes is available from the writer.

Shazad Rahaman is a certified IASCA World Record judge and can be contacted at caraudio@tstt.net.tt He was last seen lighting up shots at Ocean Deck, Daytona Beach, Florida.

Alternative, Chutney, Rock & Car Show

69 • Zorce

Zorceology

Ignition Tech: Lighting the Fire!

Article by: Christian “RedDawg” Cozier

T

he automotive ignition system has two basic functions: it must control the spark and timing of the spark plug firing to match varying engine requirements, and it must increase battery voltage to a point where it will overcome the resistance offered by the spark plug gap and fire the plug.

stopping the flow of current. Interrupting the flow of primary current causes the magnetic field to collapse. As the magnetic field collapses, its lines of force cross the secondary windings, inducing a current in them. Since there are many more turns of wire in the secondary windings, the voltage from the primary windings is magnified considerably up to 40,000 volts.

Modern engines use computer controlled, factory preset, self adjusting ignition systems that never change their timing, have no moving parts and never need maintenance apart from replacing the spark plugs and occasionally the plug wires.

A generation ago every mechanic and many vehicle owners knew the why, when and how of replacing the ignition points and setting the ignition timing. Today there is a younger generation of car enthusiasts who have probably never seen a pair of breaker points or a condenser. In fact I am sure that some of them have never seen or held a timing light. One of our contributing editors, who has a penchant for old English cars (see Pardon My English) regularly spends time searching for the perfect dwell angle, but more on that later.

There are many different types of ignition systems.

Most of these systems can be placed into one of three distinct groups: the conventional breaker point type ignition systems (in use since the early 1900s); the electronic ignition systems (popular since the mid 70s); and the distributor-less ignition system (introduced in the mid 80s).

What do these three different ignition systems have in common? They all have an ignition coil of some type. Distributor-less ignition systems may have as many as one coil per cylinder. The coil is the heart of the ignition system. Essentially, it is nothing more than a step up transformer which takes the relatively low voltage (12 volts) available from the battery and increases it to a point where it will fire the spark plug with as much as 40,000 volts.

But exactly how do you obtain 40,000 volts across a sparkplug in an automobile when you have only 12 volts DC to start with? The essential task of firing the sparkplugs to ignite a gasolineair mixture is carried out by a process which employs Faraday’s law.

The term “coil” is perhaps a misnomer since there are actually two coils of wire wound about an iron core. These coils are insulated from each other and the whole assembly is enclosed in an oil-filled case. The primary coil, which consists of relatively few turns of heavy wire, is connected to the two primary terminals located on top of the coil. The secondary coil consists of many turns of fine wire.

It is connected to the high-tension connection on top of the coil into which the high tension lead from the distributor is plugged.

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This coil is designed to produce a large voltage spike when the current in the primary coil is interrupted. Since the induced secondary voltage is proportional to the rate of change of the magnetic field through it, opening a switch quickly in the primary circuit to drop the current to zero will generate a large voltage in the secondary coil according to Faraday’s Law. The large voltage causes a spark across the gap of the sparkplug to ignite the fuel mixture.

Point-type ignition system As stated, an automotive ignition system is divided into two electrical circuits -- the primary and secondary circuits. The distributor is the controlling element of the system. It switches the primary current on and off and distributes the current to the proper spark plug at the correct time that a spark is needed.

The distributor housing is stationary and surrounds a rotating shaft. The shaft is driven at one-half engine speed by the engine’s camshaft through the distributor drive gears. A cam near the top of the distributor shaft has one lobe for each cylinder of the engine. The cam operates the contact points, which are mounted on a plate within the distributor housing.

A rotor is attached to the top of the distributor shaft. When the distributor cap is in place, a spring-loaded piece of metal in the center of the cap makes contact with a metal strip on top of the rotor. The outer end of the rotor passes very close to the contacts connected to the spark plug leads around the outside of the distributor cap.

Under normal operating conditions, power from the battery is fed to the primary circuit of the coil and is then grounded through the ignition points in the distributor when the points are closed. Energizing the coil primary circuit with battery voltage produces current flow through the primary windings, which induces a very large, intense magnetic field. This magnetic field remains as long as current flows and the points remain closed.

As the distributor cam rotates, the points are pushed apart, breaking the primary circuit and

The voltage from the coil secondary windings flows from the coil through the high-tension lead to the centre of the distributor cap, where it is distributed by the rotor to one of the outer terminals in the cap. From there, it flows through the spark plug lead to the spark plug. This process occurs in a split second and is repeated every time the points open and close, which is up to 1500 times a minute in a 4-cylinder engine at idle.

One of the drawbacks of this process was that the interruption of current in the primary coil generated an inductive back-voltage in that coil which tends to cause sparking across the points. The system was improved by placing a sizable capacitor across the contacts so that the voltage surge tended to charge the capacitor rather than cause destructive sparking across the contacts. Using the old name for capacitors, this particular capacitor was called the “condenser”.

A defective or improperly grounded condenser will not absorb the shock from the fast-moving stream of electricity when the points open and the current can force its way across the point gap, causing pitting and burning.

Electronic ignition systems The need for higher mileage, reduced emissions and greater reliability has led to the development of the electronic ignition systems. These systems generate a much stronger spark which is needed to ignite leaner fuel mixtures. Breaker point systems needed a resistor to reduce the operating voltage of the primary circuit in order to prolong the life of the points. The primary circuit of the electronic ignition systems operates on full battery voltage which helps to develop a stronger spark.

Spark plug gaps have widened due to the ability of the increased voltage to jump the larger gap.

Cleaner combustion and fewer deposits have led to longer spark plug life.

Electronic Ignition systems are not as complicated as they may first appear. In fact, they only differ slightly from conventional point ignition systems.

Like conventional ignition systems, electronic systems have two circuits: a primary circuit and a secondary circuit. Electronic ignition systems differ from conventional ignition systems in the distributor component area. Instead of a distributor cam, breaker plate, points, and condenser, an electronic ignition system has an armature (called by various names such as a trigger wheel, reluctor, etc.), a

pickup coil (stator, sensor, etc.), and an electronic control module.

Essentially, all electronic ignition systems operate in the following manner: Current flows from the battery through the ignition switch to the coil primary windings. Primary current is turned on and off by the action of the armature as it revolves past the pickup coil or sensor. As each tooth of the armature nears the pickup coil, it creates a voltage that signals the electronic module to turn off the coil primary current. A timing circuit in the module will turn the current on again after the coil field has collapsed. When the current is off, however, the magnetic field built up in the coil is allowed to collapse, which causes a high voltage in the secondary windings of the coil. It is now operating on the secondary ignition circuit, which is basically the same as in a point-type ignition system.

On some systems, the ignition coil has been moved inside the distributor cap. This system is said to have an internal coil as opposed to the conventional external one.

Distributor-less ignition systems The third type of ignition system is the distributorless ignition. The spark plugs are fired directly from the coils. The spark timing is controlled by an Ignition Control Unit (ICU) and the Engine Control Unit (ECU). The distributor-less ignition system may have one coil per cylinder, or one coil for each pair of cylinders.

Systems commonly use one ignition coil per two cylinders. This type of system is often known as the wasted spark distribution method. In this system, each cylinder is paired with the cylinder opposite it in the firing order (usually 1-4, 2-3 on 4-cylinder engines or 1-4, 2-5, 3-6 on V6 engines). The ends of each coil secondary leads are attached to spark plugs for the paired opposites. These two plugs are on companion cylinders, cylinders that are at Top Dead Center (TDC) at the same time. But, they are paired opposites, because they are always at opposing ends of the 4 stroke engine cycle. When one is at TDC of the compression stroke, the other is at TDC of the exhaust stroke. The one that is on compression is said to be the event cylinder and one on the exhaust stroke, the waste cylinder.

When the coil discharges, both plugs fire at the same time to complete the series circuit.

Since the polarity of the primary and the secondary windings are fixed, one plug always fires in a forward direction and the other in reverse. This is different than a conventional system firing all plugs the same direction each time. Because of the demand for additional energy; the coil design, saturation time and primary current flow are also different. This redesign of the system allows higher energy to be available from the distributor-less coils, greater than 40 kilovolts at all rpm ranges.

The Direct Ignition System (DIS) uses either a magnetic crankshaft sensor, camshaft position sensor, or both, to determine crankshaft position and engine speed. This signal is sent to the ignition control module or engine control module which then energizes the appropriate coil.

The advantages of not having a distributor, in theory, are: • No timing adjustments

• No distributor cap and rotor • No moving parts to wear out • No distributor to accumulate moisture and cause starting problems • No distributor to drive thus providing less engine drag

engine performance and lack of power.

The major components of a distributor-less ignition are: • ECU or Engine Control Unit • ICU or Ignition Control Unit • Magnetic Triggering Device such as the Crankshaft Position Sensor and the Camshaft Position Sensor • Coil Packs

The dwell angle is the number of degrees of rotation of the distributor cam during which the points are closed. During each rotation of the cam, the points must open and close once for each cylinder.

The points must stay closed long enough to allow the current in the primary coil to reach an acceptable value, and open long enough to discharge and produce a spark.

Ignition timing Ignition timing is the measurement, in degrees of crankshaft rotation, of the point at which the spark plugs fire in each of the cylinders. It is measured in degrees before or after Top Dead Center (TDC) of the compression stroke.

On average, we would use a feeler gauge to measure and set the point gap. But this method of gapping the points is a static method, which means that the engine is switched off and the distributor cap is removed. The dwell angle is set by using a dwell meter which measures the angle while the engine is running.

Because it takes a fraction of a second for the spark plug to ignite the mixture in the cylinder, the spark plug must fire a little before the piston reaches TDC. Otherwise, the mixture will not be completely ignited as the piston passes TDC and the full power of the explosion will not be used by the engine.

Ignition timing on many of today’s vehicles is controlled by the engine control computer and is not adjustable. However the timing can be read using a scan tool connected to the diagnostic socket.

The timing measurement is given in degrees of crankshaft rotation before the piston reaches TDC (BTDC). If the setting for the ignition timing is 5° BTDC, the spark plug must fire 5° before each piston reaches TDC. This only holds true, however, when the engine is at idle speed.

As the engine speed increases, the pistons go faster. The spark plugs have to ignite the fuel even sooner if it is to be completely ignited when the piston reaches TDC. To do this, distributors have various means of advancing the spark timing as the engine speed increases. On older vehicles, this was accomplished by centrifugal weights within the distributor along with a vacuum diaphragm mounted on the side of the distributor. Later vehicles are equipped with an electronic spark timing system in which no vacuum or mechanical advance is used, instead all timing changes electronically based on signals from various sensors.

Dwell Angle Now that we have covered the different ignition systems I know that some of you are still wondering,“what the heck is the dwell angle?”

For a four stroke 4 cylinder engine running at 2000 RPM, 4000 sparks must be supplied every minute.

The time available to make and break the primary circuit each time is very short. As engine speed rises, the time available is even shorter.

The good thing about setting by using the dwell angle to set the gap is that once it has been set it remains fixed regardless of engine speed.

The bad thing about setting by using the dwell angle is that it is a time consuming process. The angle must be measured then the engine is switched off and the gap is set, then the angle must measured be measured again. This may have to be repeated a number of times until it is correct.

I can recall spending almost two hours trying to lock down a perfect 60 degree dwell on the Mini Moke that we used to drag race, only to have the reading shift under acceleration. The dwell angle is supposed to remain constant at any rpm. I finally traced the problem to a worn distributor shaft.

The solution to that problem was to replace the antique breaker point distributor with a Nissan electronic distributor. Set it once and leave it alone.

It made a big difference with the nitrous, but that’s another story.

If the ignition is set too far advanced (BTDC), the ignition and expansion of the fuel in the cylinder will occur too soon and tend to force the piston down while it is still traveling up. This causes engine ping. If the ignition spark is set too far retarded, after TDC (ATDC), the piston will have already passed TDC and started on its way down when the fuel is ignited. This will cause the piston to be forced down for only a portion of its travel. This will result in poor 71 • Zorce

Is your car British?

A

short time ago, my good friend Karl asked me if I could baby-sit his Nissan station wagon over a weekend, while he was out of the country. I really did not mind as I would get to drive it back from the airport, and it did have a manual transmission, so all the better. The car sat all weekend, only being driven again two days later, back to the airport. No real effort on my part, end of story– or so I thought. Karl called me a few days later, with the kind of strained tone that would normally imply thoughts of a young lady, rope, and a secluded mango tree. It was actually much worse. “I leave my car by you for two days... TWO days and it come back BRITISH... the car have ah oil leak and it idling funny... you and yuh English cars again...”

Well there it was, another Japanese car with a case of confused identity, after being in the company of a garage full of British machinery.

This could have easily been an isolated case, but years of careful observation and shouts of angry bystanders have convinced me that under the right– or wrong circumstances, perfectly normal Japanese cars can reward their owners with the joys of British car ownership.

How can you tell if your child of the rising sun is humming ‘God save the Queen’? I have made a brief list of things to look out for, so you too can know if your Japanese car is really aspiring to be British. Any further advice or guidance will be charged by the hour, sterling being the preferred currency.

Fluids: all cars have them; most are designed to keep fluids in, and the weather out. If you notice your car leaking oil or coolant, this is no cause for concern. However, if your car is also storing water in your trunk, floor mats, behind the firewall or occasionally in your shoes, then you definitely have a car longing to wear a Union Jack on its boot.

Girls: Does your car attract girls? Well then, you are safe, for now. However, if for some reason your car does not or no longer attract the female types, you may need to check it’s passport. A sure sign that your Japanese car is now truly British is the admiring glances and crowds of admiring guys who wander on over every time you park at the mall, the track, or waiting for the flatbed. As long

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Article by: Kevin Singh • Photos by: Karl Winchester & Alan Rajkumar-Maharaj

as you are sure it’s the car they are admiring, you are safe. In the rare occasion your car still manages to draw comments from female bystanders, you will no longer be asked in gleeful tones, “ooh, what is that?” You now hear the monotone expression “uuuh, what IS that?”

The Speed / Money Relationship: Do you remember a time when the more money you spent, the faster your car went? It was a great feeling, wasn’t it! Now however, you start to have the strange feeling that the relationship is now an inverse one, and you are now spending good money but the scenery isn’t moving as fast as you expected. Well my friend, you have now just crossed the Atlantic, and can now revel in the joy of knowing you will never have to worry about high speed collisions ever again– unless you get hit by a Japanese car without an identity crisis.

The Mammoth-Hunter Syndrome: You begin to feel like the key character in a Discovery Channel documentary, where the hunter goes out to find the last good wooly mammoth, only to realize all the good ones have already been eaten or put away in the freezer. You are left to hunt down a good tusk or leg at the local market, while wondering if that deal on the imitation mammoth blanket made of coyote hair will work as well as the genuine one you sold to buy new mammoth spears last season….In other words, your Japanese car parts needs are no longer serviced by your good friends at the Bamboo or any of the scrap yards you can park in front of without walking back with a new steering rack while wondering where your front bumper has gone to….you now trade in the black market of the automotive world where you can never quite shake the feeling you just bought a rusty part that you sold to a good friend a few years ago.

The Accumulation Factor: You suddenly realize you have no more garage space even though you only own one car, which is now parked in the driveway, while your actual garage is filled with the perfectly good shell you just bought so you can replace the doors on your car and finally remember what door winders are used for, and so you can finally go back to having a bonnet without the aftermarket bonnet scoop (only proper Japanese cars have hoods and hood scoops).

Your spare shell is also filled with all the parts you think you might need in the future.

The Internet Delusion: You continue to hold on to your Japanese car because you keep seeing really cool ones on the internet, and thus are given hope. Never mind the ones on the internet have the engine and suspension that were never available locally, and the internet guys seem to have pretty girls keeping their cars warm. It does not matter. Nothing will keep you warm over those British winters while you continue searching for proper windshield rubbers...

Is The Kitchen On Fire?: Have you noticed people keep asking you if you are a car mechanic? Have you sat down to eat at a fine restaurant while the people at the next table cast worrying glances at the kitchen door and fire smoke detectors? Do you now buy Febreeze by the case? Is it being used in the car AND your closet? My friend, you now know how it smells to own a great British car.

Wikipedia Syndrome: Do you remember a time when it seemed like everyone knew of, or had a car like yours? Do you now find yourself having to take a good five minutes explaining what your car is, while your audience whips out their fruity ‘smartphones’ to figure out what it is you are ranting about? Get used to it, my friend. And try speaking with a British accent. This will at least provide some entertainment for yourself as you restrain form strangling these young upstarts.

Does every other sentence regarding you car start with ‘when I get some money...’? Welcome to the club, buddy. We meet once a month, once the wrecker is working.

So there you have it. Fill three or more of the above criteria, and you too may very well be blessed with the British car experience, whether you were longing for it or not. Hold on to any car long enough, and you are almost guaranteed the full experience. One thing is guaranteed; you will have many great stories to tell your friends... and you will make some really great new friends along the way. And that is one of the greatest rewards for turning British.