Zorce Issue 15

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Contents Zorce15: Contents

June 2011–September 2011

August 20, 2011, Elkhart Lake, WI aniel Ramoutarsingh and JR Motorsports, in the #18 Trinrico Steel & Wire Products Jaguar XKR, fought hard in Round 6 of the 2011 SCCA Pro Racing Trans-Am Series event from Road America Raceway, capturing a second place podium finish.

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Daniel takes the podium at SCCA Trans-Am Road America

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 & Video 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: Sabrina Vailloo Business Consultant: Wayne Oudit Advertising Sales: Cheryl Bocas Printing & Binding: Eniath’s Printing Co. Ltd Produced by: Zorce Publications Ltd

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

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

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

The Trinidadian racer piloted the JR Motorsports #18 Jaguar around the 4.048-mile, 14-turn track in the 25lap event. “It was a great race, with the exception of transmission issues early on, that just got progressively worse. We lost first and second gears,” comments Daniel. “During the event, we had two caution stints. When the first restart came, I tangled a bit with Cliff Ebben, which resulted in Amy (Ruman) getting past me on the inside. I started to really push myself and the car again.” On the second restart, the #22 car of Carlos de Quesada made contact with Daniel.

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“I had a great car... consistent and strong. For that reason and the efforts of the team, I was able to bring the car home in second place.

Strong and fierce competitors encouraged me to keep pushing today and that was evident with our result,” says Daniel.

“When I got by Tony (Ave) in turn one, it was a really great feeling. It began to rain on the back portion of the course, making the last few laps very challenging. However, we overcame those issues and made it a great finish!” Daniel specially thanks his crew and Trinrico Steel & Wire Products for making the day’s results possible.

You can find JR Motorsports’ official fan page on Facebook and become a fan! For race results and everything Trans-Am, visit http://www.trans-amracing.com.

Zorcerazzi News Goodyear launches some new high-tech, fuel-saving tires; Hyundai shows a sneak peek of their new cars at Tribe band launch; a premium watchmaker launches their new Austin Healey-inspired watch at Stechers; we look at some of the new cars from this year’s Frankfurt Auto show and scope out a new Porsche @ Lifestyle!

Test Drive Enjoy the first drives of the new Toyota FJ Cruiser, Hyundai Accent diesel and Elantra, Suzuki Swift and the VW Golf Variant and Passat.

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Moto-Z

We bring you up to speed on Sheldon Bissessar, learn about different kinds of drag racing machines and check out the Drag & Wind-ing action @ ARC. Then we fly to Rally Barbados, interview a rally driver and a very unlikely crew chief.

Ducati reveals new models and we take a look at the new Bosch OEM ABS systems for motorcycles.

Z-Scene We get a drive in a 200-mph BMW M6 and build a human-powered plane in three weeks, only to get stuck in five hours of traffic to attempt flight and inevitably make a big splash!

AudioZorce We check out the highlights of the I Love My Ride Car Show at Mid Centre Mall, Chaguanas, Trinidad.

ZorceOlogy We learn about turbochargers with Sookhai’s Diesel Services, try out the new Smartwax line of products from Advanced Performance Concepts, find out more about Valvoline products, and Kevin comes out of the closet about his love for old Japanese cars.

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

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Editor-in-Chief Narend Sooknarine is learning how to become a magazine machine, how to improve his power-toweight ratio and still have enough wiggle room to enjoy the occasional Red Bull and Dove chocolate.

Is it us or do these cars on this spread look like sharks circling for a bite?

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elcome to another adventurepacked issue of Zorce! We start things off with Goodyear who launched their new Fuel Max tires with special spring-loaded beads that lower rolling resistance and save fuel. Next, Frédérique Constant launched their Healey watch at Stechers, complete with a gift box that includes a Healey model car. Hyundai steps into the limelight with a sneak preview of their new Accent and Elantra cars at the Tribe band launch and later in this issue we take them for a drive. This year we had hoped to go to the Frankfurt Motor Show but we did manage at least to get a few highlights, so much so that our coverage will be split into the next issue as well.

The Test Drive section is also brimming with pictures from our Maracas beach photoshoot with Zorce model, Ornella Z as we get to know the Toyota FJ Cruiser in the typical Trini liming environment, complete with bake and shark. We also take a spin in two new Volkswagens, the new Passat, made extra popular on cable by the Darth Vader kid ads and the exciting Golf Variant, which is a practical version of the old Jetta/undercover hooligan’s car, i.e. we like it a lot. After

driving we take a look at the recent progress made by our international drag racing star Sheldon Bissessar and learn about a few different types of drag racing cars. Then we see how Trinis are mixing up the sports of drag racing with solodex and time attack to create a new discipline of motorsport with the Valvoline/Autosport Drag and Wind-ing II meet. Next we head to Barbados to check out their annual rally and we meet two very interesting people– Rally driver Vishal Dhanraj and an unlikely and as yet unofficial crew chief named Christine De Gannes. And she can sing too!

Next, we take a quick look at two Ducatis and the latest motorcycle ABS technology from Bosch. Then we get to a most exciting feature where we were allowed to fully experience and drive the V10powered BMW M6. I’m sure you’ll agree that the photos are simply gorgeous as is the car, which is capable of 205mph in factory trim.

Of course we take a look at the Synergy I Love My Ride car show but not before showing off the plane we built for Red Bull Flugtag! There’s lots more in this issue but it’s time to start reading! In the meantime, we’re off to put together Issue #16!

Photo: Lyden Thomas

Only the price tag isn’t fully loaded

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Excellent European design and performance...with a very sensible price tag.

Elegant interior • An abundance of smart, useful features • Tiptronic, 6-speed auto transmission Rear parking sensors • Front fog lights with cornering function • Cavernous trunk space * Rated #1 in the JD Power 2011 survey for small family cars

VISIT OR CALL STERLING SERVICE TO FIND OUT HOW TO OWN AN OCTAVIA TODAY. 68-70 Sackville Street, Port of Spain, Trinidad. • Tel: 624-2360, 625-1121-3 Mon Repos Road, San Fernando • Tel: 653-3982 Fax: 625-0449 • e-mail: info@sterlingservicett.com • website: www.sterlingserviceltd.com

From

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Zorcerazzi News Goodyear launches new Fuel Max tires!

Trinidad & Tobago, July 21, 2011 oodyear introduces in Trinidad and Tobago a new tire line with Fuel Max technology, a high quality innovation that offers lower energy-saving tread resistance, enabling consumers to save on fuel.

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Fuel Max is the latest tire technology that includes a special compound in the tire tread that reduces resistance. For this reason, Fuel Max is energy saving and represents a vast fuel-saving capability throughout the whole life of the tire. Moreover, the Fuel Max brand reflects the new concept of an environmentally friendlier tire, which allows for fuel saving and earth-care.

“Goodyear strengthens its commitment to product innovation, and increasing tyre performance by utilizing the latest technology to meet the needs of an increasingly demanding car industry,” says Durval Amaral, Marketing Manager, Goodyear Central America and Caribbean. “We are offering a new, better-quality tyre line to the Trinidad and Tobago market, providing consumers with longer durability, improved performance and fuel-saving capabilities, thanks to the Fuel Max technology.”

With Fuel Max technology, the tire tread can integrate different grip features according to its surface, providing better drivability within different climate conditions. For GPS DuraPlus Fuel Max, Assurance Fuel Max, and Assurance CS Fuel Max, the wet conditions area of the tire tread includes grooves that allow water to dissipate providing better traction on wet surfaces. The dry conditions area of the tire includes solid blocks of rubber allowing better maneuvering of a vehicle on dry surfaces.

The design base, together with the specific construction features, helps optimise the pressure exerted on the tire tread imprint, therefore reducing noise and providing better grip and durability.

Goodyear’s Fuel Max tires cover three important sectors of the Trinidad and Tobago car market.

For the sedan and minivan vehicle segment, Goodyear presents Assurance Fuel Max and GPS DuraPlus Fuel Max. For the SUV segment, Goodyear presents Assurance CS Fuel Max, and for the heavy and passenger vehicle segment, Goodyear presents G662 RSA Fuel Max, a radial tire for trucks or buses with regional services. Goodyear’s Fuel Max tires are available throughout Trinidad and Tobago via its sole distributor Automotive Components Limited, MasterServ and select tire dealers.

Goodyear is a step ahead, always looking for innovation and the development of technologies while offering customer-oriented quality products like Fuel Max. Visit www.goodyear.com.

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Article: Zorce Vader • Photos: Lyden Thomas

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The Frédérique Constant Healey, now available at Stechers

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or luxury watchmakers Frédérique Constant, sponsoring the Peking to Paris Motor Challenge 2010 formed an exciting and logical new chapter in its history of classic car events around the world. The trail followed the historic Silk Route and the participating drivers had days off in fabled cities such as Almaty and Samarkand. During this extremely demanding road rally, no less than 230 drivers and navigators– and their 165 classic and vintage cars dating from the 1920s to the 1960s– covered over 16,000km (9,000mi) in approximately five weeks’ time.

By the same token, Frédérique Constant is also associated with the Austin Healey Club and their love for the iconic brand. The story behind the Swiss Frédérique Constant and the British Austin Healey is one of passion.

Frédérique Constant has been the annual official timing partner of Healey events around the globe since 2004, such as the Second European Healey Meeting in St. Moritz, the Healey Le Mans Challenge, the Healey Challenge Heidelberg, and the 34th International Austin Healey Challenge 2009, organised by the Austin Healey Clubs of America and Canada.

box set that includes a detailed die-cast model of the world-revered Austin Healey vintage car. (Visit frederique-constant.com for more details.) We encountered the exquisite timepieces at the gala launch at Trotters restaurant earlier this year and are proud to announce that the entire Frédérique Constant selection is now available through our local agents, Stechers.

If there is one element that is required to take part in the Peking to Paris rally or to restore, maintain and compete with a classic Austin Healey, it is true passion. It is this same passion that guides Frédérique Constant on its highly successful journey through the world of luxury watchmaking. Under the premise of its slogan ‘Live your Passion’, the brand encourages people around the world to follow theirs.

Naturally, a series of Healey-inspired timepieces have been produced and have become a standard part of the Frédérique Constant catalogue. The Healey can even be purchased as part of a special edition Article: Narend Sooknarine • Photo: Frédérique Constant

Hyundai does sneak peek @ Tribe band launch

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Article: Narend Sooknarine • Photos: Damian Luk Pat

yundai is very confident in this new generation of vehicles from Korea.

In keeping with their mantra of ‘New Thinking, New Possibilities’ Hyundai ventured forth into the massive pre-Carnival band launch of Tribe, one of T&T’s biggest masquerader bands.

Tribe also has a sister band known as Bliss that accommodates additional masqueraders. Both were sold out at presstime, even before their official launch. We will have highlights of the launch of the new Accent and Elantra in the next issue of Zorce!

The new Accent in particular has another ace up its sleeve– the 1.6-litre turbodiesel engine that promises to be an exciting drive with the obvious benefit of using low-cost (in T&T) diesel fuel. The formula is perfect for business people on the go and anyone who spends a lot of time on the road.

Tribe originally was a section of an even larger band, Poison, but eventually split in order to keep the numbers more manageable. Now

The best features of each car include completely redesigned styling guaranteed to turn heads and build quality that now rivals Japanese standards.

Keep on reading because we test drive both the Hyundai Accent and Elantra later in this issue!

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Up to Speed

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he new C63 AMG Coupé Black Series is the most powerful C-Class of all time, boasting a maximum output of 380kW (517hp) and a maximum torque of 620Nm. The C63 accelerates from 0-62mph in just 4.2s and features adjustable AMG coilover sports suspension and AMG high-performance compound brakes as standard. The AMG Track Package is available as an option to enhance driving dynamics even further. It boasts sports tires and active rear-axle transmission cooling plus, the AMG Aerodynamics package, including flics, a functionally tuned front splitter and an adjustable carbon-fibre rear aerofoil.

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imited to 600 vehicles worldwide, the 911 GT3 RS 4.0 is fitted with a flat-six 4.0-litre sports engine– the biggest 911 engine ever. It is also the most powerful naturally aspirated engine with 125hp per litre. It achieves its maximum power of 500hp at 8,250 revs per minute and delivers its maximum torque of 460Nm at 5,750rpm. The flat engine’s crankshaft has been lifted unchanged from the 911 GT3 RSR racing car’s 6-cylinder engine and the forged pistons’ connecting rods are made of titanium.

This impressive performance continues on track, where the car achieves a NürburgringNordschleife lap time of 7:27

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“AMG has its roots in international motorsport. The new C63 AMG Coupé Black Series is the best proof there is for the permanent transfer of technology from the racetrack to the road. The numerous successes in the DTM, the customer sports range featuring the SLS AMG GT3 and our commitment to Formula 1, where we have been providing the Official F1 Safety Car and the Official F1 Medical Car for the past 15 years, continuously spur on our engineers and technicians. The C63 AMG Coupé Black Series embodies the new AMG brand claim, driving performance, like no other AMG model,” comments Ola Källenius, the CEO of MercedesAMG GmbH.

minutes. The 911 GT3 4.0, available exclusively with a 6-speed manual sports transmission, sprints to 62mph from a standing start in 3.9s and, with its gearing designed for the racing circuit, takes it to the 124mph (200km/h) mark in under 12s. The front air deflection vanes create increased downforce on the front axle and, together with the steeply inclined rear wing, exert an additional 190kg on the car at top speed. The Clubsport package– comprising half roll cage, seat belt harnesses, fire extinguisher, and battery cut-off switch– is a standard feature of the 4.0 model. This car is a fitting tribute to the outgoing 997 Porsche 911 architecture.

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he new 458 Spider joins the 458 Italia, providing Ferrari’s mid-rear engine V8 technology, handling and performance in a refined open-top configuration. It is equipped with a Ferrari-patented, fully retractable hardtop, a world first for a sports car with this layout. The directinjection 4.5-litre V8 engine generates 570hp@9000rpm and 390ft-lb@6000rpm. Power is transferred to the road by Ferrari’s dual-clutch F1 paddleshift transmission and E-Diff. This is combined with traction control and high-performance ABS for maximum handling dynamics.

Accelerator pedal mapping and the damping of the multilink

suspension have been recalibrated and the engine soundtrack has also been honed to ensure that the car’s occupants are completely captivated by the drop-top driving experience. Made entirely of aluminium, the hardtop is 25kg lighter than the old soft top, with a deployment time of just 14s and allows generous room for luggage without compromising aerodynamics. The rear of the car is characterised by innovative forms with the buttresses designed to optimise the flow of air to the engine intakes and the clutch and gearbox oil radiators.

The new Ferrari 458 Spider made its debut at the 2011 Frankfurt Motor Show.

Highlights of the 64th International Motor Show (IAA) @ Frankfurt

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he second generation of Bentley’s iconic Continental GTC convertible will debut at next month’s International Automobile Exhibition (IAA) in Frankfurt.

The sharper radii and assertive stance of the new model delivers a more contemporary and muscular presence. Advanced manufacturing techniques produce aluminium front wings without the need for seams or welds, creating the look and feel of a coach-built car. Twentyinch wheels are now standard with three styles of 21-inch wheel, a first for GTC. The four-seater luxury convertible features a new, even more spacious and sumptuous hand-crafted cabin, with soft-touch leather hides, an extensive range of wood veneers, cool-touch metals and deep-pile carpets.

A wider track, front and rear, sharper steering and retuned suspension provides a more exhilarating and class-leading drive. Bentley’s advanced all-wheel drive system features a new 40:60 rear torque bias (compared with 50:50 of the original GTC), minimising understeer during hard cornering and allowing the spirited driver to manage the car’s line and balance via precise throttle control.

This dynamic, compelling package is combined with a more powerful 6.0-litre, twin-turbocharged W12 engine, as well as a new Quickshift transmission enabling faster gear changes than ever before. Power output is raised from 560PS to 575PS (567bhp/423kW) and the famed Bentley ‘wave of torque’ has been increased by a further 50Nm to 700Nm (516ft-lb).

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he all-new Swift Sport offers higher power and lower fuel consumption with the 1.6-litre M16A engine, developed exclusively for the Sport model.

The engine is mated to a 6-speed

manual transmission. We can also look forward to superior cornering stability and brisker, more responsive handling, thanks to struts with internal rebound springs and an exclusive rear-suspension design.

yundai has released the first rendering of the next-generation i30, which was designed and engineered at the Hyundai Motor Europe Technical Centre in Rüsselsheim, Germany, and represents the next evolution of the unique form design language– ‘fluidic sculpture’– the company’s distinctive design DNA.

The next-generation i30 is easily recognised by Hyundai’s signature new hexagonalshaped front grille. The ‘fluidic sculpture’ ethos utilises flowing lines inspired by nature and modern architecture to give a constant three-dimensional presence to Hyundai vehicles, as introduced with the Hyundai ix-onic concept at the 2009 Geneva Motor Show.

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owerful, dynamic and forwardlooking, Kia’s new concept car signals Kia’s distinctive new design direction. This rear-wheel drive sports sedan marries sleek and muscular proportions with a sophisticated and elegant four-seater cockpit. We look forward to the production version.

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rue to the 911 tradition, the familiar Porsche design language exudes power and elegance. A 100mm longer wheelbase provides improved stability and greater interior space with shorter overhangs. The 911 Carrera is powered by a new 3.4-litre engine developing 350hp, and the Carrera S features a 400hp version of the familiar 3.8-litre. These new engines offer performance improvements for both models.

and delivers significantly greater rigidity.

The Carrera S adds 20-inch alloys, Porsche Active Suspension Management (PASM) and Porsche Torque Vectoring (PTV) with a Limited Slip Differential (LSD), in addition to the power advantage of the larger 3.8-litre engine.

The 3.4-litre Carrera with PDK accelerates from 0-62mph in 4.6s, 0.1s quicker than the prior model. Pressing the Sport Plus button on the optional Sport Chrono Pack cuts that to 4.4s. The 3.8-litre Carrera S with PDK can accelerate from 0-62mph in 4.3s (Sport Plus 4.1s), 0.2s quicker than its predecessor. The all-new, lightweight body, featuring aluminium-steel composite construction reduces weight by 45kg

Fuel consumption and emissions are up to 16 per cent lower. This is achieved by a combination of integrated systems– auto start/stop, thermal management, electrical system recuperation, the world’s first 7-speed manual and a PDK ‘coasting’ function that decouples the engine for enhanced fuel efficiency when the throttle is closed. The 911 Carrera, with the new 350hp (257kW) 3.4-litre direct injection engine and optional PDK, returns 34.4mpg.

The 400hp Carrera S, with its 3.8-litre direct injection flat-six, with the optional PDK climbs 5mpg to 32.4mpg in the combined cycle, despite an increase of 15hp.

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he new 2012 Honda Civic will offer a quieter and more refined driving experience to ensure comfortable journeys on all road conditions. “We did not improve the noise and refinement of the new Civic through just one technique,” commented Kazuo Sunaoshi, Development Leader– Chassis. “It was

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the accumulation of lots of little details.

My big challenge was to match the noise and vibration levels of our European competitors. I am proud to say that we have achieved our goals.” This new ninth-generation Civic was unveiled at the Frankfurt Auto Show in September.

Over 20 million Civics have been sold globally since its introduction in 1972.

ith a new 4-cylinder petrol engine, featuring direct injection and turbocharging, a new diesel engine, a new dual-clutch transmission, a new manual transmission and new assistance systems, the front-wheel drive car rings in a new technological era for compact cars from Mercedes-Benz. An outstanding drag coefficient of 0.26 places the new B-Class at the front of the segment. “No model change in the history of Mercedes-Benz

has ever seen so many new developments introduced in one fell swoop,” stresses Dr. Thomas Weber, Member of the Board of Management responsible for Group Research and Head of Development, Mercedes-Benz Cars. “Future B-Class customers will benefit from this quantum leap in terms of better fuel consumption and lower CO2 emissions combined with driving pleasure, plenty of space and the highest standard of safety that has ever been available in this class.”

Spied! Trinidad’s first Porsche 911 Turbo S arrives @ Lifestyle!

Article: Zorce Vader • Photos: Kavita S. Fonseca

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omeone in Trinidad and Tobago is lucky enough to be able to purchase this tantalising Porsche 911 Turbo S. They are also smart enough to catch it at the model changeover when the iteration’s peak formula has been achieved. Typically with any car, as appealing as the new model would be, the outgoing one would theoretically have all issues worked out and therefore make an excellent long-term investment in driving and ownership satisfaction. That being said, this isn’t just any car. The Porsche 911 Turbo S is technically Porsche’s best standard production model sports car before the GT-series 911s, which make significant concession in terms of luxury,

comfort, cabin noise and the addition of a roll cage that tightens up an already cozy cabin in the name of ultimate performance.

This then is a spectacular all-round machine to have and it even comes with its own fire extinguisher from the factory, in case there is any spontaneous combustion as a result of over-enthusiasm. Its 7-speed PDK doubleclutch gearbox makes full use of a whopping 530hp@6250-6750rpm from the rear-mounted flat-six engine and is robust enough to deal with its equally massive 516ft-lb from 2100-4250rpm.

We can also verify that the car’s launch control

systems are functioning perfectly. Combined with twin VTG (Variable Turbine Geometry) Turbos, the 911 Turbo S accelerates to 100km/h in 3.3 seconds, reaches 200km/h in 10.8 seconds and on to a top speed of 315km/h or 195mph.

Extra-light and fading-resistant Porsche Ceramic Composite Brakes (PCCB) provide the same outstanding performance in terms of stopping power and controlled application of the brakes.

Although this car is an outgoing model, our advice is not to test it at the traffic lights. After all, this is no ordinary machine. Maybe we’ll be taking a drive soon... Keep on reading!

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Test Drive

Toyota FJ Cruiser

At a Glance: 0-60(s): 7.2 HP: 260@5600rpm Ft-lb: 271ft-lb@4400rpm Km/h: 185km/h Mpg: 17 urban, 21 h/way Price: TT$580K Verdict: A unique, capable 4x4 but diesel would rock!

Article: Narend Sooknarine • Photos: Lyden Thomas • Model: Ornella Z.

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oyota’s FJ Cruiser has paraded the international market for nearly four years but thankfully, Toyota has managed to bring a few to our shores. Most would agree that the FJ Cruiser is a rugged, modern-looking vehicle with a few retro touches. It is actually inspired

by Toyota’s famed FJ40 4x4 utility vehicle– the Land Cruiser that conquered some of the world’s toughest terrain and conditions from 1960 to 1983, hence the name FJ Cruiser. Some say it also looks a lot like the Hummer SUVs but somehow FJ Hummer does not have the same ring to it.

It was also good that Toyota didn’t decide to pay tribute to the original 1950s Toyota BJ Jeep, because the name BJ Cruiser just sounds a bit dirty, not that the FJ is afraid of dirt by any means.

It did attract looks of approval however, from the many Hummer drivers on the Avenue during our last outing with the FJ Cruiser at Shakers Bar. This time however, we had a much more relaxing agenda– we were going to drive the twisty, hilly roads all the way to Maracas Bay and hopefully enjoy a hot bake and shark sandwich while we

were there! At the dealership we opened up the hood to take a peek at the engine, which fits snugly into the FJ’s bay. The 4.0-litre V6 with VVTi boasts 260hp@5600rpm along with a peak torque specification of 271ft-lb@4400rpm to haul the FJ’s 4,250lb-plus payload. As SUVs go, this power-to-weight ratio looked good on paper, promising a lot of low-end and mid-range grunt.

Power is directed though a 5-speed automatic transmission and employs a part-time four-wheel drive system with a 3.727:1 rear differential ratio and a 33.76:1 crawl ratio (low range).

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“...the V6 engine, with its addictive snarl was an absolute joy on uphill sections and for passing the occasional truck, as we did going literally up the road.”

So off we went through the narrow back streets of San Juan, Trinidad where the FJ Cruiser was a close fit. In one instance we had to turn out of a narrow street on to a very crowded main road with a truck near the corner. Mounting the pavement was no trouble at all for the ever-ready FJ and much to the relief of the truck driver and his assistant, the corner was made with ease and efficiency. Toyota designed the FJ Cruiser from the start for serious trail driving capability.

The FJ Cruiser’s tough, wide stance is based around a frame and its front and rear suspension systems are adapted from those found on the

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Toyota 120-Series Prado. The frame is a boxed steel ladder-braced unit to which the FJ Cruiser’s welded steel body is mounted. Double-wishbone, independent front suspension offers 7.87 inches of wheel travel for outstanding suspension articulation. The solid rear axle uses a four-link coil-spring suspension system with a lateral rod, tubular shock absorbers and a stabiliser bar. This system provides 9.1 inches of wheel travel. So our little pavement mounting exercise was just the tip of the iceberg and would explain why the FJ did it so effortlessly.

Further along on our drive we accidentally made a wrong turn but thanks to the FJ’s 2.7 turns-tolock, we did a quick three-pointer and were back on our way. (The full turning diameter, curb to curb, is about 41ft. The FJ’s suspension geometry is optimised for excellent road feel and ride comfort as we found out on the way to the beach.

The vehicle handled turns very well with minimal body roll and the V6 engine, with its addictive snarl was an absolute joy on uphill sections and for passing the occasional truck, as we did going literally up the road. Responsiveness was excellent. Braking performance was also good

with no upsets on the downhill sections and we did not experience any noticeable brake fade or lockups. The disc-brake system uses ventilated 12.6-inch front and 12.3-inch rear rotors– those would be right at home in any serious 90-second sports car. The FJ Cruiser also employs a variableratio, hydraulically assisted rack-and-pinion steering system. We noticed the difference in power assistance between car park and motorway speeds. This also came in handy on the tightest corners on the way to Maracas Bay where the extra assistance helped keep a nicer rhythm.

Once we arrived, all eyes were on the Toyota FJ Cruiser and before setting out on to the beach we had to first get permission from the authorities.

The beach official sent us to the manager who

graciously allowed us to proceed under the condition that we did not go excessively joyriding on the beach but conducted our shoot in a civilised manner. We agreed to their terms while they joked that if the FJ got stuck they would impound it for the day.“It won’t stick,” our Toyota representative Anil Dookeran calmly responded with a smile. We drove out on to the beach quite easily but when we got to the drier, looser sand we came to a stop and could not get moving again. I looked across at Anil and he just shifted the drive lever into the 4WD position, two prods and we were out again and in position next to the lifeguard’s hut.

We did manage to attract a lot of attention from the lifeguards who had hoped that we were

leaving the FJ on the beach for their official use.

We took a few pictures next to the lifeguard HQ just to satisfy their curiosity. For good measure, we decided to climb a tree stump, which again the FJ did with ease. Now that we had the proper Captain Morgan look, and a little crowd had gathered, we were ready for our cover shot.

With the FJ Cruiser’s standard 32-inch tires, ground clearance is 9 feet 6 inches. Approach and departure angles are 34˚and 31˚. Maximum towing capacity with the optional Class Four receiver hitch is 5,000lb, just in case you have a boat to take to the dockyards.

On the way back, we tested out Toyota Trinidad’s addition of a powered 8-inch subwoofer that had been housed in a small sealed enclosure.

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We were not surprised that the sound system was exceptional. In fact it was so neatly installed we thought it was a factory option. Needless to say, we rocked out our ultimate liming music playlist of soca, chutney, dancehall, pop and rock.

The FJ Cruiser is a party on wheels and given its outgoing personality, this suits it just fine.

The FJ Cruiser’s interior combines heritageinspired design with the comfort and convenience of a modern SUV. Large control knobs provide easy grip, even when wearing gloves. The seats are covered with a fabric

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backed by a special breathable resin coating to enhance the material’s ability to shed liquids, making seat wipe down and clean-up a cinch.

The FJ’s floor surfaces are also covered with an easy-to-clean rubber-type material. The rear cargo area is equipped with cargo net hooks, multipurpose grocery bag hooks and sturdy, floor-mounted cargo tie-down anchor points. A 115-volt accessory power outlet is also available.

Fuel economy is not exactly great at between 17 and 21 miles per gallon, despite the use of VVTi and Toyota’s Direct Ignition. The plus side

is that the FJ will run on 87-octane fuel, which means that you could theoretically fill up with regular unleaded or Super 92 instead of the more expensive Premium 95.

So what’s the price of the lifetime, all-inclusive VIP ticket to the ownership seat? It’s TT$580K, which is expensive for a Toyota but when you consider the value, the obvious exclusivity in a sea of diesel pickups and the sonorous, powerful V6 engine, it’s worth the money. In fact, if they made a turbocharged diesel version, life would be too sweet.

17 • Zorce

Zorce • 18

Hyundai Accent 1.6 Turbodiesel At a Glance: 0-60(s): 11.8 HP: 128@4200rpm Ft-lb: 191@1,900-2,750 Km/h: est. 190km/h Mpg: 40 Price: TT$149-179K Verdict: TT$60 to fill the tank; comes with spunk.

Article: Narend Sooknarine • Photos: Lyden Thomas, Zorce Vader

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yundai has a new mantra: ‘New thinking.

New possibilities.’ We visited the Neal and Massy showroom to find out exactly what this meant in terms of the new car experience, in particular for the new Accent, which came with an exciting new feature– a 1.6-litre turbodiesel engine!

At first glance, the Accent seems like a baby version of the Sonata but there are more than enough differences to set this model apart. The commonalities are what make it more than pleasing to the eye– the sleek, four-door coupé bodystyle, curved side crease and well-defined front fascia. The interior is basic but well designed

too with cup holders and spaces for holding your gym water bottle. A twist of the key and the engine instantly comes to life. Despite being a diesel, there is no need for glow plug warm-ups as is standard in many commercial pickups and trucks– at least not on our test drive. When cold there is a bit of diesel clatter but we noticed that this quieted down a bit as the engine came up to operating temperature. Once we adjusted the seats and mirrors to our liking it was time to set off.

The Accent is fitted with a 1.6 turbodiesel engine rated at 128hp@4000rpm and 191ft-lb@19002750rpm. Low-end torque is unlike anything

you’ve ever felt in an economy sedan– its gratifying presence scrubbed the front tires through first gear as we pulled out of the Neal and Massy dealership heading for the highway.

Leaving the ramp, the Accent surged forward, easily merging with oncoming traffic, inspiring loads of confidence in a car we never expected it to come from. The diesel engine’s power delivery was closer to that of a pickup truck as the engine shifted gears at a very low 4200rpm.

With a simply tall-geared, 4-speed automatic, the Accent effortlessly cruised up to 160km/h on the highway, limited only by slower traffic. This kind of performance is usually restricted to gasolinepowered cars in the 1.8-litre and up category. In 19 • Zorce

some ways this car reminded us of the VW Jetta 1.4TSI, a car we absolutely loved. Like the Jetta, the Accent is also a sleeper, albeit at a slower pace and at a lower price but is still thoroughly entertaining.

Now there’s something we never thought we would be saying about the Hyundai Accent.

As we rolled into MovieTowne for a quick lunch break, we saw a few other drivers checking out the clean lines. One gentleman peeked below the sign at a restaurant while eating lunch as we passed by. On the foreshore we turned into the rest area to check the turning radius, which was fairly tight. Having to merge again brought smiles to our faces once more. We headed down to Chaguaramas where we felt the road would be a lot less busy. After a few very short bursts

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down the straight heading to Macqueripe we determined that the Accent was capable of 0-60mph in roughly 11.8 seconds with the 4-speed auto. For a small displacement dieselpowered car this is a very good time and in fact, better than many entry-level gasoline sedans on the market today.

And then there is the fuel economy. The Accent is capable of running an average of 40 miles per gallon and reportedly takes just TT$60 to fill!

By our calculations, for someone who spends roughly TT$180 per week in gasoline, that means a savings of around TT$90 per week. With 52 weeks per year that means around TT$4,680 saved, provided you do a lot of driving. Over five years (a reasonable financing time span) that

means a potential savings total of TT$23,400 in fuel. If you drive economically and do even more mileage than in our basic calculation, the savings will be even greater. For fleet operators, sales executives, taxis and anyone who drives around a lot for their job, the Accent will be more than worth the TT$30,000 difference in price from the regular 1.4-litre gasoline model. In our books, the performance boost already makes up much of the added value.

In the handling department there are thankfully no unpleasant surprises, which means that you can safely banish any bad Accent memories of yore. The new Accent handles corners safely and cleanly. As for potholes and bumps, the 14-inch wheel and tire package makes for dependable

“Low-end torque is unlike anything you’ve ever felt in an economy sedan...”

driving which seems ideal for the intended use of the car, especially if you need to go almost anywhere, all the time. Our market will soon benefit from factory-fitted 15- or 16-inch wheels.

These will enhance overall grip at the limit while maintaining good ride quality, as we verified on our drive with the new Hyundai Elantra, which featured factory-fitted 16” wheels.

Our ‘60-wiggle’ (60km/h accident avoidance) test was aced by the Accent which exhibited mild oversteer but remained in line and under full control. Suspension travel seemed fairly short over speed bumps but this could also be due to a softer spring setting, which means that cornering attitude is maintained with dampers and anti-roll bars. There is a fair amount of body roll, but much

less than previous generations. Braking was good and our 80km/h-to-zero panic stop test was effectively passed with no misbehaviour.

There are so many improvements in this generation that it is hard to say that the car is just better– it’s now on par and in some cases superior to its Japanese counterparts currently available here. Some may consider TT$180K a steep asking price but we think it is worth the extra money. The TT$150K Accent 1.4 Blue gasoline version is also good at 107hp and 41mpg. Both versions of the Accent come with Bluetooth hands-free mobile connectivity.

Whichever model you choose, the new Accent is an outstanding game-changer for Hyundai.

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Hyundai Elantra 1.6

At a Glance: 0-60(s): 12.8 HP: 130@6300rpm Ft-lb: 115@4850 Km/h: est. 185km/h Mpg: est. 36 Price: TT$169-209K Verdict: Serious contender for Corolla and Civic.

Article: Narend Sooknarine • Photos: Lyden Thomas, Zorce Vader

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his new model from Hyundai was designed to turn heads with its fluidic lines and modern, piercing stare that makes you think that your car is going to turn into an Autobot. Whereas the Accent also borrows some design direction from the all-new Sonata flagship, the Elantra pushes the envelope a little further than its relatively conservative sibling.

According to some members of our team, it looks even more attractive than the Sonata, which has now grown into a sultry Mercedes-Benz CLS-size footprint. We were already impressed with the Accent’s turbodiesel engine and muchimproved handling and chassis rigidity. Would the new Elantra take the same leap ahead of its predecessors? Either way, we were going to find out how it really drove.

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For starters, the new swanky bodystyle isn’t just all show. It allows the Elantra to enjoy an absolutely slippery drag coefficient of just 0.28.

To put this into perspective, that’s better than a Ferrari F430 or a Mazda RX-7 or even the McLaren F1 road car. Of course, the Elantra does not come factory fitted with a rotary engine or a massive V12 but rather a very economical 4-cylinder that is a bit noisy near the redline.

What makes the experience lively is the 6-speed automatic transmission that allows the Elantra to effectively harness the 130hp@6300rpm and 115ft-lb of torque at 4850rpm from the new CVVT 1.6-litre Gamma engine. This means that at almost anywhere in the speed range of 0-160km/ h (100mph) there’s a gear to get you going. The

transmission was very responsive with instant downshifts and near telepathic gear selection.

Sixty miles per hour takes on average about 12.8 seconds from standstill, which isn’t very quick, but the Elantra somehow feels faster. There is an optional 1.8-litre Nu engine, which generates 150hp and 122ft-lb of torque. It manages 0-60 in 9.4 seconds with a 16.9-second quarter-mile sprint using the 6-speed auto all while managing upwards of 35mpg. This means that the 1.6 fitted in our test car is likely to be even more economical.

We did a few driving stints going over the Lady Young Road, around the Queen’s Park Savannah and down to the Chaguaramas area. Handling performance was gratifying with minimal body

“... the Elantra’s stability control systems kicked in, greatly reducing the amount of oversteer by activating the brakes on each rear wheel.”

roll and some understeer through the tighter corners. The Elantra sits on the road confidently, like a low-slung sports car but with all the practicality of a modern sedan. Thanks to the larger 16-inch wheels and low-profile tires, the Elantra remained composed at the limit and Hyundai manages somehow to preserve good ride quality in the same equation. Larger bumps like speed humps did produce some extra bouncing as is expected of most cars, unless taken moderately. We were happy that the steering was not over-assisted and that it even managed to offer a little road feedback. The steering wheel features controls for the radio functions and cruise settings.

Our ‘60-wiggle’ accident avoidance simulation test was met with an interesting surprise. The Elantra’s stability control systems kicked in, greatly reducing the amount of oversteer by activating the brakes on each rear wheel. We

were so impressed we tried it a few times again just to make sure we weren’t imagining things.

For extra measure, we disabled the stability control systems via the dashboard switch and repeated our test. Surely enough, the car displayed a marked increase in oversteer. Even with the system off, the Elantra still passed with flying colours. We were immediately impressed by this particular attribute and came away thinking that this was indeed a much safer car than we ever expected it to be.

Braking performance was good with no complaints whatsoever and the Elantra passed our panic stop tests (meant to simulate a mix of everyday situations) easily. Brake fade was only mild on our test drive. The Hyundai Elantra is one of a handful of cars that received the Australasian New Car Assessment Program (ANCAP) five-star safety rating and was voted the top compact sedan out of an eight-car comparison test in the

United States by Motor Trend magazine.

The Elantra’s interior also scored very strongly with better trim than expected– although we were driving the fully loaded version. This model comes with integrated tilt and slide powered sunroof, AM/FM/CD/MP3/USB player, push button start, dual A/C climate zones and leather seats. The broad range of amenities is quite good for a car in this market segment, even on the basic models, which start at around TT$169,900 with a well-equipped model positioned at TT$189,900.

The Elantra seems well poised to compete with both the Toyota Corolla and Honda Civic giving a lot of value for money and a fresh, fluidic new look to the automotive landscape. As tested, our fully loaded model hits the road for TT$209,900.

Call Neal and Massy Automotive today to arrange your test drive.

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Suzuki Swift 1.4

At a Glance: 0-60(s): 12.3 HP: 95@6000rpm Ft-lb: 96@4000rpm Km/h: 185km/h Mpg: 32 Price: TT$146,850 Verdict: New improvements, same Suzuki goodness.

Article: Narend Sooknarine • Photos: Lyden Thomas and Bruce Anton

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t’s hard to believe that the Swift has been around for so long. The story actually begins in 1983 with the Suzuki Cultus. Then we fondly remember the days of the feisty, late 80s, 1.3-litre GTi hot hatch that revved like a motorcycle with its ultra-light (for a road car) flywheel. Since then, we saw a major update and rebadging of the Swift in our market as the 1.5-litre Suzuki Ignis and very potent Ignis Sport. Finally there came the return of the Swift nameplate in 2004 with the 1.5-litre car and the Swift Sport 1.6-litre performance version. Now seven years since, the 2004 car has been completely redesigned. Happy

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not to mess with what works, Suzuki has allowed the Swift to take on a more evolutionary design.

Even though it looks very similar, Suzuki assures us that virtually every body panel and part is different and not interchangeable.

Traditionally a very cozy car, the new Suzuki Swift is larger than the outgoing model– almost 100mm longer than its 3,755mm predecessor.

This vast improvement in interior room, especially at the rear, allows six-footers to enjoy more knee and shoulder room with an equally sized driver and front passenger. As we exited the

dealership, we immediately perceived another major difference– the chassis was much stiffer.

Additionally, a 40mm increase in wheelbase to 2,430mm makes the car feel more stable at higher speeds and bob less over bumps, undulations and through longer sweeping corners. We were amazed at the significant improvement in driving feel and passenger comfort. The result is a car that instantly feels more refined. Regarding the styling at the rear we had mixed reviews with some liking the tidier treatment of the trunk elements and others finding the rear haunches a bit clumsy-looking,

like the old Renault Mégane hatch. Imitation is the sincerest form of flattery and the new Škoda Fabia seems to have borrowed a few cues from the Swift, so they must be doing something right.

Initially we were skeptical about the Suzuki’s power plant, fearing that the decrease in displacement to 1.4-litres and the additional weight of the vehicle was a sacrificial specification in the name of price. However our assumptions were incorrect since overall weight is actually 25lbs lighter than the old 1.5-litre car despite the increase in size and roominess.

The new 1.4-litre engine is almost as powerful as the old 1.5-litre with just seven horsepower less and 2.2ft-lb less of torque for a total of 95hp and 96ft-lb of torque at 4000rpm. You don’t get that impression, however, as the new engine is far more responsive, significantly smoother and quieter than we remember the 1.5 ever

being. Zero-to-sixty time is around 12.3 seconds, which is about average for cars in this class. Fuel economy is also improved by anywhere from 8 to 18 per cent depending on driving conditions and is around 32mpg on average. For now, the Swift is only available as a 4-speed automatic but the factory also produces a 5-speed manual version.

The new model’s suspension still uses front McPherson struts and a rear torsion beam.

Suspension settings have been heavily modified to improve ride and handling while improving on the old Swift’s nimble nature and overall fun-to-drive factor. Heading into the corners we encountered the usual mild understeer at the fairly high limit, which is easily mitigated by trail braking. There’s a lot of front-end grip and the Swift seems eager to change direction when asked. Body roll is still present during hard cornering but less so. This means that the Swift will be just as commanding at Solodex as the old models have been in the past. Most people assume because of the Swift’s relatively slow

0-60 time that it will not be competitive but the platform has been proven time and time again around the cones. Thanks to its short wheelbase, short gearing and nimbleness, the Swift regularly beats other cars in its class. Although ’Dexers will prefer the manual gearbox, there are some advantages to having less work to do in the driver’s seat, easily explained by one word– traffic.

Braking was excellent and we are pleased to report that the Swift now offers four-wheel disc brakes as standard. Also standard on our market are the new 16-inch alloy wheels. Like the old Swift, trunk space is still very minimal and for carrying larger items you will need to fold the rear seats down. There is a full size spare tire and integrated parcel compartments in the trunk. The Swift is also iPod ready. Lifestyle Motors plans to bring the fully loaded models like the one we tested for TT$146,850 on the road. It’s a very reasonable price for such excellent value and you benefit from so many improvements to a great, fun-to-drive car.

“...overall weight is actually 25lbs lighter than the old 1.5-litre car despite the increase in size and roominess.”

25 • Zorce

What if they Zorced it up?

Article: Narend Sooknarine • Photos: Suzuki

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he Swift Sport is the performance flagship of the Swift model range and offers higher levels of tuning, steering and braking performance than the standard Swift on which it is based. The previous model first went into production in Japan in 2005 and in Hungary in 2006.

In the handling department, lots of changes have been made. Greater toe and camber rigidity for the torsion beam, greater lateral rigidity in the torsion beam bushings and larger rear-wheel bearings enhance stability at the rear under hard cornering. Increased spring rates for the front and rear coil springs and added rebound springs in the front struts significantly contribute to stability

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by providing greater roll stiffness. Modifications to the steering-gearbox member, suspension-frame member, as well as larger front-wheel bearings all boost yaw response, resulting in superior handling over the previous car.

The updated M16A engine’s maximum output is up from 92kW in the previous Swift Sport to an impressive 136hp@6900rpm with the new model, thanks to the addition of a variable intake system, optimisation of the intake VVT and increased valve lift. Maximum torque is up from 109 to 118ft-lb at a lower 4400rpm. As a result, the driver can enjoy superb performance across the rev range. The engine’s high output is combined with improved fuel economy going from 36mpg to 39mpg. CO2

emissions are down around 11 per cent and a revised exhaust system yields a sportier note.

Sporting new aerodynamics for the updated standard Suzuki Swift body on which it is based, the Sport also features HID headlights, redesigned sport seats, seven airbags, including a driver’s knee airbag and standard ESP, ABS and EBD. New 17-inch wheels with 195/45-17 tires are about 1kg lighter than the old ones, thus reducing unsprung weight.

Prior to the release of these images, the hot yellow Swift Sport S Concept was shown at various motor shows. The tuning and customising possibilities look great for this new platform!

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VW Golf Variant 1.4 TSI 160

Article: Narend Sooknarine • Photos: Lyden Thomas and Zorce Vader

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omewhere out there, there is a driver of a certain, slightly older, rally-bred boxerengine road car that is a bit confused as to why he could not keep up with an unassuming white wagon. Unbeknownst to the average Joe that revveth his engine at the traffic lights, this is not a specimen of the mind-numbing Genericus vehiculus. There are disc brakes all around, a very different engine under the hood and a tiny little badge that says TSI on the back.

A while back we were taken completely by surprise

by VW’s Jetta, which came with a 1.4-litre engine– the same one that powers this car. What we didn’t know was that it came with direct injection, a Zorce • 28

10:1 compression ratio and two forms of forced induction– a supercharger and a turbocharger.

That is VW’s latest recipe for all-out fun since the supercharger gives instant boost to the low and mid-range areas of the engine’s power band and the turbocharger delivers a strong, top-end punch.

Because the engine allows the car to be more effective for most of the rpm range, this translates into faster acceleration than the numbers imply.

On paper, 158hp@5800 (160PS) seems fairly modest but it’s the torque specifications that really give a truer depiction of the car’s performance potential, with 177ft-lb@1500-4500 providing gobs of acceleration where other cars are busy

working their way towards the redline.

The other secret to the wagon’s performance is the amazing 7-speed DSG gearbox, which will eke roughly 0.1 of a second ahead of a manual car with every gear change it makes. Zero to sixty is in the 8-second range and top speed is estimated to be around 220km/h. The DSG’s speed and smoothness allows the car’s handling to remain balanced during cornering gearshifts and also improves fuel economy when cruising, thanks to the extra tall seventh gear resulting in around 37mpg for the combined cycle.

The front end of the Golf Variant, also called the

At a Glance: 0-60(s): 8.4 HP: 158@5800rpm Ft-lb: 177@1500-4500rpm Km/h: 220 Mpg: 37 Price: TT$228K Verdict: A VW jack of all trades; fun to drive too!

Estate and Jetta Sportwagon in some markets, was completely restyled to follow Volkswagen’s new design DNA, along with higher quality updates to the interior trim level. Overall, the styling of the Golf Variant is very conservative, except the updated face and taillights. The underpinnings of the Golf Variant are actually still based on the older fifth-generation Golf, which was a great handling platform.

Heading up and down from Lady Chancellor road it was easy to get into a cornering rhythm with the Golf Variant displaying only minimal understeer, despite the car’s additional 120kg over the hatchback version. The Variant is very similar to the regular Golf hatch with its nimbleness and high level of grip for a front-wheel drive car. Braking was also good with four-wheel discs and the usual ABS and EBD, now standard in most vehicles.

Around the Queen’s Park Savannah, the Golf Variant displayed excellent road manners. It stayed on course despite the off-camber corners and bumpy apexes and it was easy to use the brakes to tighten the line as needed to faster corners.

The rear hatch provides loads of cargo room and if this still isn’t enough space, the rear seats can fold down, providing enough room to fit items up to 1.7m long and converting 505L of cargo room to a full 1,550L. This makes the Golf Variant

an excellent choice for working executives and sales people who have to carry goods from time to time. A panoramic sunroof is optional, making the Golf Variant perfect for family outings. There is additional storage space hidden under the cargo floor and in the side panels. Added convenience comes from tie-down holes, a partitioning net, a 12-volt socket, and bag hooks.

For us the practicality of four doors, loads of cargo room, good fuel economy, European standard safety features, good build quality and excellent driving dynamics are worth even more than the TT$228K asking price. Call Best Auto Ltd today to arrange your test drive.

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VW Passat 1.8 TSI

“The engine is mated to a 7-speed DSG dual-clutch gearbox that’s as easy to use as any automatic but gives more direct shifting and transmits more power to the wheels”

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he Passat has always been a VW favourite for those looking for a large, high-quality, reasonably priced car. Styling has always been considerably good and this year the Passat has received a refreshing new facelift that makes it look a little more Darth Vader. The front bumper’s integrated splitter has a hint of Lamborghini DNA built into it. Hopefully VW will retain the similarity in the upcoming new Jetta as well. The headlights on our test drive car also had integrated LED daytime running lights à la Audi.

The styling of the rear taillight assembly is simple and unassuming, almost like an American car but their beauty is revealed in the shape of the actual integrated lamps. To understand the Star Wars reference, You Tube fans can look up “VW The

Force” to take a peek at VW’s cheeky new Passat ad (suitable for all ages).

After experiencing the performance potential of the previous Jetta 1.4 TSI undercover hooligan’s car, we were not sure what to expect from the seemingly more grown-up Passat.

The specifications were adequate– a 1.8-litre, turbocharged, 4-cylinder engine that replaces the previous car’s direct-injection, 2.0-litre, naturally aspirated engine and delivers 158hp@5000rpm, an increase of 18hp, along with a maximum of 184ft-lb of torque at just 1500 rpm! On paper these figures seem modest but they translate into readily available acceleration, a characteristic we absolutely enjoyed. Compared to the frenetic,

Article: Narend Sooknarine • Photos: Lyden Thomas and Zorce Vader

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tire squealing 1.4-litre twin-charged engine, the 1.8-litre’s larger displacement allows instant spooling of the relatively small turbocharger and more linear power delivery to deliver a 0-60mph run in the mid-8-second range. There is also a healthy plethora of available aftermarket parts for VW’s 1.8-litre power plant that could allow upwards of 320hp on standard available pump fuels.

The engine is mated to a 7-speed DSG dualclutch gearbox that’s as easy to use as any automatic but gives more direct shifting and transmits more power to the wheels than a regular torque converter. The gearing of the Passat seems to be longer than the Jetta,

At a Glance: 0-60(s): 8.5 HP: 158@5000rpm Ft-lb: 184@1500rpm Km/h: 220 Mpg: 34 Price: TT$300-333K Verdict: Great value, nice amenities, understated looks

allowing smoother acceleration, while optimising the gear ratios for more flexible mid-range and a top speed of 137mph or 220km/h. The extra ratios also allow an average fuel economy of around 34mpg. An electronically activated handbrake (auto hold) makes start-and-stop driving on hills and inclines a lot easier too.

Handling is good and the suspension setup provides a good balance between comfort and control but the steering is not quite telepathic.

The ride quality, while still European at heart, is smoother than you would expect. When pushed, the Passat will ultimately understeer, as is typical of most front-wheel drive cars, however we had no trouble maintaining our driving lines. We enjoyed our journey all the way up to Fort George as the Passat scampered up the hills and through the tighter corners with ease. We did, however,

have to have a short lesson in how to reverse the Passat up an incline using the auto hold feature.

Once we knew how, it was actually quite easy to do. On the way back down, we tested the braking, which was also good with four-wheel discs all around. Thanks to the abundance of effective safety systems, including airbags, ABS, EBD and more, the updated Passat retains its five-star Euro NCAP rating.

seats are well made and comfortable and offer reasonably good levels of bolstering. When the steering wheel is turned enough to either side, the corresponding front-mounted side foglights light up to show you the curb. In a recent Car and Driver review, despite having the larger car, the Americans seemed a bit jealous at the superior trim quality and features available in our Eurospec car enjoyed by the rest of the world.

While driving, our car was noticeably quieter than the Jetta and even the previous version of the Passat. The quality of the materials used inside was excellent and although the VW Group will always give the nod to its Audi cousins, the Passat is on par with the build quality of most entry-level luxury cars. The dashboard features new gauges, trim finishes, chrome highlights and an analog clock, adding a touch of Bentley to the mix. The

The new, refreshed look kept getting us attention from pedestrians to motorists and combined with the refined interior and excellent driving dynamics there seem to be so many things that are right about the new Passat. It offers superior value for money compared to its Japanese, Korean and even European counterparts, and with pricing ranging from TT$300-$333K, it’s too good not to consider if you’re on the market for a larger sedan.

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MotorSport Sheldon Bissessar wins at Indy, impresses at Night Under Fire @ Summit,Ohio

“...the Indy meet threw out a new challenge to the team in the form of narrower 16-inch wide tires.”

Article: Narend Sooknarine • Photos: Zorce Vader, Party Time Racing Team

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fter a strong semi-final finish at the Pro Top Outlaw Dragster Race at the Dorchester Dragway, South Carolina on July 3, Sheldon and the Methanex/Total Lubricants-sponsored race team headed to the NHRA Lucas Oil Raceway, Indianapolis, Indiana for the July 8 NAPA Friday Nite Rage presented

by VP Fuels. This raceway is home to the biggest US Drag meets– NHRA US Nationals. Sheldon has always wanted to race at this facility since the beginning of his racing career. On arrival, he was impressed by the magnitude of the top-class and professionally run operation. It was clear that all track officials were trained to the highest level possible and the equipment, safety and track preparation was the best the team had ever seen.

Sheldon was allowed to make two test passes in the Methanex Dragster prior to the two qualifying rounds. The passes generated adequate tuning data in preparation for

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qualifying. Track and weather conditions are different for every track so new tuning data is required at every race. The evaluation of this data for tuning decisions is a critical factor for winning races. Sheldon’s crew chief Aaron Sipple of Ironman Chassis is considered to be a master when it comes to data evaluation and tuning. In addition to this, the Indy meet threw out a new challenge to the team in the form of narrower 16-inch-wide tires. This would affect the big power cars more as the tuning of power delivery would now be one of the most important factors due to limited available grip.

The big shootout of the event was the finals where Sheldon was up against the well-known number one qualifier Eddie Carecia. The big win for Sheldon at Indy came when Carecia in his attempt to react faster than Sheldon, caused him to leave before the starting lights were activated, giving the Ultimate Dragster category win to Sheldon and the Methanex/Total Lubricants team. Sheldon also reset the Ultimate Dragster speed record with a trap speed of 190mph.

Winning a big race at their first time at Indy will always be remembered as a career highlight for Sheldon, his team and Trinidad Tobago.

After two qualifying sessions, Sheldon grabbed the number two qualifying spot. In the semi-final round, Sheldon was up against veteran racer Mark McElwee. This was a close race but Sheldon got the edge reaching the finish line first to take the win with a time of 4.00 seconds at 190mph against McElwee’s losing time of 4.05.

Sheldon’s succeeding event was held at Summit Motorsports Park, Norwalk, Ohio in August. The stands were packed at the Summit Raceway and with the pits filled, total attendance was estimated at over 50,000– more than the average attendance for NHRA National Events. This came as no surprise as the Night Under Fire has been

“...the Night Under Fire has been recognised as the largest single-day drag racing event on the planet! It is an exhibition drag racing show open only to invited racers. ”

recognised as the largest single-day drag racing event on the planet! It is an exhibition drag racing show open only to invited racers. Our very own local Sheldon Bissessar was specially invited to make some passes with three of the fastest top dragsters on the scene today, including previous IHRA World Record holder Troy Stone.

The best racers in their field are selected, representing each major type of drag racing machine that has run since drag racing first became popular– from gassers, all the way to the nitro funny cars, with everything in between.

Drag racing megastar John Force, along with 19 other top racers, including Frank Hawley, Robert Hight, Elaine Larson, Jim Head, Doc Halladay, Jeff Arend, Jeff Miller and Larry ‘Spiderman’ McBride were all ready to blaze the quarter mile at Summit Motorsports Park.

One of the highlights of the evening was an autograph session open to members of the public with all 20 star drivers. Sheldon broke his personal record for the most autographs signed in a single day as hats, T-shirts, hero cards and almost anything else fans could bring, including themselves were graced with celebrity ink. Some two hours later, all the drivers emerged with their writing hands exhausted but ready to rock the racetrack as another main event, the Parade of the Stars began.

Paired off, the cars were towed down the racetrack before the eyes of 50,000-plus exuberant fans, racers and organisers, including Sheldon, who proudly displayed the Trinidad and Tobago flag on his car and the team golf cart. Bill Bader, of the Bader family, owners of the Summit Motorsports Park, introduced him as ‘the Trinidad

Rocket’. The fans were fascinated that anyone would travel so far and go to such great lengths to compete in US-based drag racing meets.

The Party Time Racing Team (PTRT), Sheldon’s crew, was required to make two exhibition passes in the carefully planned show that managed to pack over ten classes of cars from at least four decades of racing in the USA. In this way, the crowd was able to appreciate the history of each type of racecar, thanks to Bill Bader’s lively commentary. In an interview with crew chief Aaron Sipple of ASE/Ironman Chassis, he highlighted Sheldon’s IHRA World Records of the 5.68s e.t. and 243-mph top speed, calling it the fastest top dragster in history to date.

The outlaw dragster class ran eight-mile exhibition passes with Sheldon running in 3.8-second range. Then the unexpected occurred

33 • Zorce

when midway through the runs, the entire city of Norwalk lost electrical power, rendering the event at a standstill, in darkness and without commentary. Fans waited patiently and without incident for over two hours as backup generators were activated in the pit area. When power was restored at around 11pm, fans jumped in unison thundering in the stands and racing resumed in full force. The passion for racing and outstanding good conduct of the crowd, despite technical hiccups, was awe-inspiring.

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Every racing machine made its passes, including the jet dragsters, nitro funny cars, nitro motorcycles, retro nitro dragsters and the jet trucks. For the grand finale, the crowd was regaled with over 30 minutes of the best, biggest fireworks display ever held at Norwalk in the 34 years of the Night Under Fire, expertly choreographed with theme music. When this spectacular show came to a close, the fans were invited onto the racetrack as the 20 star cars and drivers were towed in for a final meet-and-greet for autographs and photos.

Sheldon Bissessar would like to thank his sponsors for their continued support– Methanex, Total Lubricants, The Ministry of Sport and Youth Affairs, Mojo’s Restaurant and Lounge, RJB Building and Civil Engineering Contractors, PSTL, Zorce Racing Magazine, Trinituner.com, I Love My Ride TV and Arrive Alive. The team would especially like to express heartfelt thanks to the thousands of fans whose enthusiasm made this an unforgettable experience!

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ontrary to popular local belief not all cars that look like Sheldon’s are actually classed as “rail cars”. There are in fact several sub-classifications of this type of car along with a few other popular types that regularly zorce down the racetrack. To shed some light on the different kinds of popular full-race dragster machinery we spoke to Aaron Sipple and his wife Carrie of ASE/Ironman Chassis. Aaron built Sheldon’s

car from the ground up, installed and tuned the fully built and modified engine and is the official crew chief of the PSTL Party Time Racing Team for the Trinidad Rocket racecar.

Aaron is the son of legendary Top Fuel racer Doc Sipple. Their family also owned and operated a drag racing facility for over 10 years.

Aaron and Carrie have two sons, Landon and Max and reside in Berea, Kentucky, USA where the Trinidad Rocket was built.

Dragsters Deciphered with the Sipples

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his is as entry level as it gets with a wheelbase of 225” and virtually no suspension in the front or rear. In most cases the car will only see speeds from 100-160mph. Most of these cars are built with motors producing 800hp.

Article: Aaron & Carrie Sipple • Photos: Narend Sooknarine

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he wheelbase can go from 245” to as much as 280” with bigger 4130 tubing, thus being able to handle 3,000hp of speeds in excess of 240mph. These cars can only utilise NOS, or 14-71 superchargers, or no power adders at all in this class. Dual parachutes are usually installed to help slow these cars down after the run.

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hat you can call a Top Dragster on steroids, with a little more section bracing in the chassis, stronger rear wing struts for the higher speeds and bigger superchargers known as screw blowers. They also use higher overdrives on the blowers and require more safety regulations because of the higher finish line speeds of around 260mph.

adrmonline.com.au

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he king of speed. They boast a 300” wheelbase chassis being built out of certified 4130 chrome-moly tubing, and make around 7,000-8,000hp with a supercharged Hemi motor on nitromethane. These cars have a five-disc clutch and no transmission gears, just a reverser.

The all-billet rear end sports a 3.20 ring and pinion for achieving a mind-blowing speed of over 330mph.

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scaled-down version of a Top Fuel car without the blower. They use naturally-aspirated (NA) Hemi motors that run on nitromethane with no transmissions, just a clutch and a reverser.

These cars see speeds in the 270mph range.

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hese are a lot like the Top Fuel Dragsters conceptually; of course the major difference is in the tune-up and the shorter 125” wheelbase. Since the Funny Car has the shape and look of a car, aerodynamics play a different role at their 300mph-plus speeds, making it a bit more tricky to get the cars down the track safely compared to the Top Fuel Dragster.

Zorce • 36

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esteryear’s racing car (1930s to mid-1950s) that is still going strong today amongst the older gear jammers and starting line clutch winders. They are typically stripped of extra weight and often jacked up using lighter truck beam axles to provide better weight distribution on acceleration. These cars are a favourite of the old timers.

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lot like a Top Dragster, but wielding instead of a 3,000hp Hemi behind the driver, a 5,000hp jet engine that pushes the car using thrust instead of driving the rear wheels.

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his vehicle is built with the intent to ride a wheelie all the way down the track. They do this by putting the engines in the rear of a short wheelbase vehicle, which causes the vehicle to pull up the front end. The drivers have to steer with independent rear brakes and a right and left handle.

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he first form of what is known as a rail car and at one time was called a digger. It had a wheelbase of around 160-225” and the motors started out in the front. These cars are very dangerous and harder to control than the current rear-engine rails. The rail was supplanted by the rear-engine dragster when Don Garlits introduced Swamp Rat XIV in 1971.

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uilt to look just like your favourite muscle car or sometimes like sport compact cars. They have a high entertainment value for fans with their 250-mph speed range. They are built out of 4130 chrome-moly tubing just like every dragster is, but they have to maintain a wheelbase of 110-115”. Pro Mods must have both working suspension and doors and must keep a more traditional look. The engines in these cars range from 800c.i. NOS motors to 526c.i. supercharged motors. Pro Mods race using countless combinations, both in sportsman and professional series including those in the ADRL, making this a unique and diversified group of cars.

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creature all its own, capable of achieving speeds of 200mph in just six seconds, usually on one wheel. The front wheel most of the time only touches the ground at around 800-1,000ft on a good run. The driver has to learn to steer the bike by shifting their weight under these extreme conditions and must wear a bulletproof vest because they ride stretched out over the nitromethane-powered engine.

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Valvoline/Autosport Drag & Wind-ing II: Drag Racing, Solodex and Time Attack Combo!

Article: Rae Singh • Photos: Gerrard Wilson, Zorce Vader

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alvoline-sponsored Autosport Promotions’ latest event in its Drag and Wind-ing/Time Attack series has pioneered the blending of solodex/time attack racing with drag racing.

Essentially, it is a drag racing contest with corners.

For this meet, a mirrored course was run for left and right lanes, encouraging drivers to try both courses to settle their scores while keeping tire wear relatively even. Basic GT1, GT2, GT3 and GT4 groupings were developed for this fun event, with GT4 being the closest to unlimited. A few special guests including his worship the Mayor of Arima Ghassan Youseph, FIA representative Selwyn ‘Bunny’ Persad and IHRA Top Dragster

Zorce • 38

World Record holder Sheldon Bissessar also came out to observe and enjoy the exhibition races.

The action was fast-paced, with highly interesting battles all day long. For this meet the scoreboards were installed showing the spectators each driver’s reaction time and overall course time. In the end, the top time of the day would go to the 560whp Mine’s R35 GTR, driven by Shiv S. in the GT4 Category to the tune of 47 seconds flat. Interestingly enough, the second fastest time of the day, 47.6s, was set by a 315whp EvoX FQ360 GT3 class-car driven by Sean Shairsingh. Other notable entries included

Peter Morris in his 800hp Cobra, Devi Nath in his turbocharged Suzuki Swift and Kirk Ho Hing sharing the ex-Tom Miller Corolla FX racecar with Brandon Steele and Venus Miller. Valvoline’s RX-7 racecar driven by Tanko Baboolal was only able to make a few display passes having broken an oil line but will be back in full force for the next event on November 6. The evening came to a close with a dramatic drifting display by the DWO crew and prize giving ceremony with prizes and hampers courtesy Valvoline High Performance Lubricants and their lovely Valvoline girls. For additional coverage look for this event on www.zorce.com.

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“I like driving and because of my professional nature, I like to master what I do.”

Vishal Dhanraj & The V3 Rally Team Zorce • 40

Article: Aurora Herrera • Photos: Devi Nath, assisted by Bruce Anton, K. Sooknarine

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double identity, defying the odds and hard work are all hallmarks of superheroes. While Vishal Dhanraj would firmly deny such a title due to his humble nature, that very act of self-effacement would prove him and his rally team all the more worthy.

our greatest achievements. That year we became the V3 Rally Team because of the significance of the three gears, as well as the fact that in subsequent races that same year, we finished on three cylinders in one race and three wheels in another. Therefore, three was a significant number. That’s why V3 Rally Team was given that name.”

Case in point, the genesis story of the V3 Rally Team: “We were at Rally Barbados 2007 when the gearbox broke,” says Vishal reflectively. “We were left with three gears out of the five and we were limping through the course but we decided to continue because we didn’t come to drink; we came to race. We had to complete it. Since cars were being sent 30 seconds apart, the challenge then became not to get caught by the guy in the back.

Vishal functions as a pharmacist during the week and claims his weekend warrior status like the rest of his teammates from Friday evening onwards. “I have a very clean-cut, professional demeanour,” he says. “Obviously nobody is going to expect a pharmacist, especially in an executive setting to be a racecar driver but everybody in racing in this country has a day job.”

They quickly established themselves as a force to be reckoned with as the year after their official start as a team, they won the title of 2000 Rookie of the Year in the Trinidad & Tobago Rally Club Navigation Championship, followed by Novice of the Year and Novice Team of the Year in 2001. In 2002, the team graduated to the more experienced class of the TTRC championships, and began practising to compete in the highspeed stage events aiming to obtain the title of Overall Driver of the Year and the Overall Experienced Championship. The team continued to dominate in the navigation arena, winning the coveted 1,000km event in 2002 on their first attempt and also securing the victorious title of the 2003 Navigator of the Year.

Also, when we got to the final stage at Bushy Park, there was a jump and with a record for some of the highest jumps in Trinidad, we knew that we couldn’t let our fans down. We had to do it. With three gears we made the jump. Afterwards people said they didn’t even realise we had a problem. We went through over 20 stages with a broken gearbox and finished the rally. As a team, this was one of

Before the V3 Rally Team, their previous team, known as the ESSO/Kumho/Lucozade Energy Rally Team began as a partnership between two brothers, Vishal Dhanraj and his brother Surendra Dhanraj while Vishal was in university finishing his degree. “My brother got me involved as a driver for him in navigation rallies and it just grew from there,” he remembers well.

At the beginning of 2004, Surendra Dhanraj announced his retirement from high-speed stages for both personal and professional reasons. This move dissipated the original rally team and the Nissan B13 and instigated the chain of events that would culminate in the building of a Nissan B13 SR20 Turbo and the formation of the new V3 Rally Team.

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The year 2006 proved to be one of great achievements for the new team. In the Overall Championship, the team held two of the top five places, which included Vishal Dhanraj’s first place Overall Champion and TTRC Sportsman of the year, as well as his nomination for the FCB Sportsman of the year award. Also, in the Navigator Championship, the team held two of the top five places for 2006 with Surendra Dhanraj taking first place.

The team continued to build momentum throughout the next few years and was able to achieve great success at the annual Rally Barbados. “Our best moments were our achievements in Barbados this year,” Vishal says.

“We’ve been racing in Barbados for three years after making the investment to take a car over there.

We knew that it would be our greatest challenge because Barbados has truly developed their rally teams. Also, their course is tarmac and in Trinidad we race on gravel. A lot of guys go to Barbados to

Zorce • 42

compete and they don’t finish. We have consistently finished for the three years that we’ve been up there. When you look back at those experiences, even though you’re not as fast as the other guy because of certain disadvantages, you finished and that is a victory in itself.”

Vishal’s meticulous and goal-oriented nature, which brings results, is a true virtue in the sport.

“For me, rallying is not always about winning, it’s also about being a good and disciplined driver. I like driving and because of my professional nature, I like to master what I do... I mean, you can do your modifications on your car but the aim is to be a good driver. You live for those moments when your skills are vindicated. For instance when you’re on a course and you have six kilometres of road and you have 30 corners in those six kilometres, if you execute a perfect corner, you will want to get emotional but you can’t because you have another corner coming up. It’s only sometimes on the drive back and you’re chatting with the navigator that

the two of you would appreciate what happened.

It’s our own little celebration. They say rallying is sometimes never against the other guy; it’s really against yourself. That’s true.”

In the V3 stables right now are two fine examples of Zorcery. The first machine is quite unique, an ex-Darrel Ramesar Mitsubishi Evolution III, which has been converted to front-wheel drive. This was done using a Mitsubishi Eclipse 2WD gearbox and modifying the rear wheels to spin freely. The engine’s internals have been strengthened with forged pistons, crankshaft and rods. A cold air intake system, Walbro external high-pressure fuel pump and fuel cell have also been installed. The turbocharged 4G93 engine uses a stock turbo and injectors but has been tuned with a Link ECU system with a handheld tuning control unit to extract upwards of 350hp.

This allows tuning changes to be made even during the rally, without the need for an external laptop computer. The car has also been fitted

with Recaro seats, four-point harnesses, a roll cage, a fire extinguisher, skid plate and custommade engine mounts. Suspension modifications include camber plates and Hot Bits coilover shocks and springs. The car rolls on rally-spec 15” rims with gravel-specific tires. The team plans to return the car to 4WD mode soon and compete with the big guns in Trinidad and Tobago.

In Barbados their weapon of choice is a Toyota Starlet, where it competes in both rally and circuit racing. Interestingly enough the Starlet has been kept naturally aspirated for maximum reliability, using a 20-valve blacktop Toyota 4AGE (fifth generation) engine with individual throttle bodies, which makes 165hp in stock trim and is

mated to a 6-speed manual gearbox. The engine has also been tuned and the car has been fitted with the necessary safety equipment including the fuel cell, external fuel pump, roll cage, Recaro seats, four-point harnesses and fire extinguisher.

The Starlet rides on 15” racing wheels with Pirelli P-Zero wet and dry tires. The team’s mechanic for both cars, Victor Thasteau of Victor’s Garage in Maraval, Trinidad remarks that, “Barbados is tough; I have to be constantly chasing the car. We have had to change mounts, axles and even fix the gearbox mid-rally.” The team’s current sponsors include Gulf Lubricants, Lucozade Energy and The Automan Company Ltd. In spite of all the progress made, Vishal would

like to see the industry grow and improve. He laments the fact that motorsport is not taken seriously in Trinidad and Tobago and advises that there is great business potential in the industry in terms of employment, tourism and investment as is the case with Barbados.

Like superheroes, the V3 Rally Team will push the envelope of the industry as hard as they push themselves, focusing on refinement and long-term success. “We want to keep raising our standards,” he points out. “To do this we will be constantly refining and testing ourselves. After we get everything organised this year, we can focus on placing in the top three in our group in the Rally Barbados championship next year.”

43 • Zorce

“I have guy friends who don’t even know how to check their own oil or to rotate their tires.”

Meeting Christine

Zorce • 44

“I can go in there and not have to ask what an axle or ball joint is.”

Article: Aurora Herrera • Photos: Devi Nath, Zorce Vader

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n our embryonic, male-dominated, motorsport industry, a girl under the hood only happens in the movies right? Guess again.

Christine De Gannes, a 22-year-old psychology major at COSTATT, was nominated to manage the pit crew lists for the Castrol-sponsored Crism rally team and ended up turning spanners under the car with the rest of the mechanics. Not because they needed an extra hand but because she is good at it.

“My family has been racing cars or bikes for a long time, so we have that in our blood,” she explains.

“I grew up with it. Eventually, I wanted to be in cars, I wanted to drive, I wanted to know what happens underneath the hood.” “My uncle on my mom’s side actually races in Texas. Girard Lal is my uncle and ‘Gas Gas’ is his motorbike. My dad rides as well and he bought bikes for my older brothers when they were three and four years old, so I picked it up along the way.”

De Gannes’ experience started at Rally Finale 2010 where she was volunteering her help. Christian Bourne, the team driver, then told her to attend the next rally as part of the crew and mandated her to manage all of the lists and to organise everything the team needed and needed to do when they came into the pit. “It’s definitely an important job. The team depends on you heavily,” De Gannes explains. “On the checklists you have all the spare parts that need to be packed into the bin.

Typically, you need spare tires for rims and the tires

have to be placed on the rims before so you have a spare set of wheels to be put back on, depending on how bad the track is. You also need a compressor, spanners, bowls, cradle arms and extra axles. You have the water, gear oil, engine oil, gas and you make sure they are done the day before. When it comes into the pit you have to check the oil and gas levels, you have to make sure the car is clean and that all of the sponsors’ stickers show and that refreshments are on hand for the team.”

Also a singer and chef, De Gannes plans to attend the Academy of Auto Mechanics after completing her psychology degree. “What I’m learning now will prepare me for when I go to the school and get certification. What I’m doing now is building a database in my head of everything that I learn,” she says. “I can go in there and not have to ask what an axle or ball joint is.” De Gannes’ opportunities in the pit have considerably contributed to that database.

“My most memorable experience would be in Preysal when the car was down and we got it back up,” she relates. “We couldn’t put the jack into the slot in the side because the jack was bent and the actual side was bent so we had to slide another jack under, a standard jack which really isn’t reliable. Christian said that he didn’t expect the car to run again. But we got it back up and we were only out for one run so it was really great because of how well we worked together. I think it meant a lot to everyone because we were able to actually finish the rally and it was worth the effort because we came third.”

45 • Zorce

Even though De Gannes has never had official training, she has gathered a formidable amount of knowledge, which surprises many of her male friends. “About a year ago I was explaining the whole concept of turbo to a male friend of mine, from intake straight out to exhaust,” she says. “I was explaining that that exhaust wouldn’t work with his turbo and he was surprised and asked me what I was talking about. I said well if you want to put in that turbo you will have to change your whole pipe and he said, ‘What you know about that?’ So it’s fun to have a one up on guys,” she laughs. “I have guy friends who don’t even know how to check their own oil or to rotate their tires.

I had to explain that it just meant to take them off and move them around. I like having that

Zorce • 46

knowledge. I feel that it feeds the mechanic’s intuition that I have in me. Besides, I can’t let them have all the fun.”

De Gannes’ crewmates were more welcoming in their reception. “I think they quickly realised that I shared their love of motorsport and that I take what I learn seriously,” she says. “So they warmed up to me.” Bourne fully supports De Gannes as part of his set up. “She is very talented as a mechanic and what she lacks in experience, she makes up for with enthusiasm, intuition and a quick mind,” he says. “We were lucky to have her in Preysal. Also, the crew appreciates the opportunity to teach someone because it makes us better at our own jobs. So, we’re happy to have her on the team.”

De Gannes’ competitive enthusiasm speaks volumes about her determination to make rallying a permanent aspect of her life. Despite torn cartilage in both knees and arthritis, the motorsport lover intends to go all the way in this career. “I’d rather limp than use my cane and have it get in the way. Besides, rallying isn’t painful. You get to sit,” she jokes.

“I want to race. I like the adrenaline. Also, I’m really comfortable behind the wheel. Manual is my favourite. I hate automatic. My first experience driving made a huge impression on me. I sat in the car and I felt that it wasn’t me and a car, it was all me. I was one with the car. I love rallying and hope to be a driver someday.”

47 • Zorce

Skeete Doubles Up On SOL Rally Barbados Article: Robin Bradford • Photos: Devi Nath, Gerrard Wilson, Lyden Thomas, Duane Boodasingh, James Harris and Narend Sooknarine

June 7, 2011 stonishing” says British television producer. A second consecutive victory in last weekend’s Sol Rally Barbados 2011 (June 4/5)– his twelfth in the event’s 22-year history– further reinforced Roger ‘The Sheriff’ Skeete’s reputation as the island’s top driver. With all 24 planned stages completed without major interruption, the organising Barbados Rally Club is celebrating a successful weekend. After the results were made final, Skeete and co-driver Louis Venezia received their trophies from the Honourable Stephen Lashley, Minister of Family, Culture, Sports and Youth, at a packed prize giving ceremony at The

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“I’ve never seen Paul Bird driving that hard– he obviously wants to win!”

Zorce • 48

Boatyard on the outskirts of the island’s capital Bridgetown. They had dominated the Caribbean’s biggest annual motorsport international, winning by a margin of nearly 24 seconds.

Bird and Scottish co-driver Kirsty Riddick (Frank Bird Poultry Ford Focus WRC 08) were second overnight, with Bourne and Ronald Plant (Banks/ Chefette/MQI/Castrol Focus WRC 07) third.

Driving the oneworld Group/Michelin/Simpson Motors/Da Costa Mannings Auto Centre/Virgin Atlantic Subaru Impreza WRC S12, Skeete was fastest on all seven of Saturday morning’s stages, establishing a cushion of around 11 seconds by lunch. Although his archrivals, fellow-countryman Paul Bourne and former UK National Rally Champion Paul Bird, each claimed two stage wins in the afternoon, Skeete had increased his advantage to nearly 14 seconds by nightfall.

On their first attack on the WRC class, 2010 Group N winners, England’s Rob Swann and Welsh co-driver Darren Garrod (Going Places Travel/ Waves Barbados/Revolution Wheels/R A Swann Ltd Impreza WRC S12), were an impressive fourth, half-a-second ahead of former winners, Jamaicans Gary Gregg and Hugh Hutchinson in the BD Gregg & Bros Focus WRC 05. After a spin and stall on the day’s penultimate stage dropped them from fourth, Trinidad’s John Powell and

“Although his archrivals, fellow-countryman Paul Bourne and former UK National Rally Champion Paul Bird, each claimed two stage wins in the afternoon, Skeete had increased his advantage to nearly 14 seconds by nightfall.”

Nicholas Telfer (Shell Helix/Intercontinental Shipping Impreza WRC S12) placed sixth.

On Sunday, Skeete continued to grow his advantage, although he was only fastest on five of the day’s 11 stages. Afterwards, he said, “We had a spectacular weekend. We started with a completely different mindset, which allowed us to finish Saturday with a comfortable margin to build on day two, which was easier than last year.” Bourne moved to second just before lunch, after Bird ran off the road on the third Malvern, causing the Focus to overheat on the subsequent LIME Kendal stage.

The top four were as last year, Bourne and Bird the other podium finishers, while a determined charge from Powell carried him back to fourth. Swann was a delighted fifth– his ambition had been a top six finish, and he commented afterwards, “We had a great rally

and will definitely be back with a WRC to get the job done!” Gregg retired mid-way through Sunday with mechanical issues, leaving sixth place to the local crew of Neil Armstrong and Barry Ward in the Lubriguard Oils/Hankook Tyres/Nassco Toyota Starlet. From stage one, on which he was the faster of the two, Armstrong had been engaged in an enthralling battle for SuperModified 10 and overall two-wheel drive honours with the Chefette/Automotive Art/ Shell V-Power/Simpson Motors Suzuki Swift of brothers Ian and Robert Warren. Swapping stage wins back and forth, Warren had the advantage overnight by little more than a second. On Sunday, Armstrong was on home ground. After losing out to Warren on the opening stage, he nailed four more stage wins to open up a near four-second advantage by lunch.

On the afternoon’s first stage, the island’s fickle weather patterns played a role. Rain fell as

Warren arrived to brake for a 90-right, where he slid into the notorious ‘Malvern wall’. He noted, “The water was mid-way through the braking point.

The battle with Neil wasn’t finished– that’s what I am most upset about.” Armstrong finished sixth overall and highest-placed two-wheel drive, but Warren was out of the overall running, having failed to finish that stage, with repairs necessary.

The Swift was also struck by Brett Clarke’s Citroen C2 S1600 but he did finish second in SM10. As Armstrong was also slowed by Warren’s incident, Cliff Roett and James Wilkie (Carters & Co/Lucky Horseshoe/Paulo’s Churrasco Do Brasil/Roett’s Garage Toyota Starlet) picked up the first of two SM10 stage wins.

Mere tenths behind Armstrong at the finish was former UK National Champion Roger Duckworth, co-driven in the Intrinsys/Kumho/ Autosportif Impreza WRC by Aled Davies. After anti-lag problems on Saturday, he got into his

49 • Zorce

“We had a great rally and will definitely be back with a WRC to get the job done!” stride on Sunday, ending the day with a stage win at the Sol Aviation SuperSpecial. Having won a fully-paid entry to the event following his victory on Rallye Sunseeker National in February, Duckworth said, “We were probably too cautious on day one, but got faster. I was stunned by the pace of the locals, and the heat was really something. I have to see how the wife enjoyed her trip, then we’ll see if I’ll be back next year.”

The top ten was completed by Mark Hamilton, Josh Read and Geoff Noel. Mitsubishi Lancer Evo IX campaigners Hamilton/Clive Howell (FirstCaribbean International Bank/Consumer Guarantee Insurance/PowerMaster/Simpson Motors/Automotive Art) and Noel/Kreigg Yearwood (Globe Finance/Sentry Insurance Brokers/Mix 96.9/Automotive Art/Cargo Solution International/CIAC Air Conditioners) were the leading Group N crews. Hamilton won all but one stage on Saturday and, despite only claiming one more win Sunday, had a sufficient cushion to clinch the class.

Zorce • 50

Read and co-driver Mark Jordan (Automotive Art/Baram Services/Weetabix Toyota Starlet) had been trailing Roger and Barry Mayers (Chefette/ Digicel/Delaware Dispensary/Illusion Graphics/ Quality Tyre Starlet) until the brothers crashed out on Saturday’s fifth stage, then were only twice beaten in SM9 by Clarke’s Citroen. The 87 crews from 14 nations, including the host country, contested 16 classes. More than 40 set class stage-winning times, and no winner of a contested class can claim a perfect set of stage wins.All this was played out in front of upwards of 20,000 spectators, who lined the six stage venues over the weekend, culminating in the floodlit Sol Aviation SuperSpecial at the island’s Bushy Park racetrack.

“Astonishing” was how British production company GreenlightTV’s producer Richard Nichols described his team’s first visit to the island’s premier event. He added, “I have not seen crowd reaction like that anywhere in the world…and I certainly did not expect that level of

competition between those guys at the front of the field. They were on it, and I’ve never seen Paul Bird driving that hard– he obviously wants to win!”

Sol Rally Barbados 2011 (June 4/5) and Shell V-Power King of the Hill (May 29) are organised by the Barbados Rally Club, which celebrated its 50th anniversary in 2007. Title sponsor is the Sol Group. Marketing partners are Simpson Motors, LIME, Automotive Art, Banks and Karcher. Official partners are the Barbados Hotel & Tourism Association, Barbados Tourism Authority, Tourism Development Corporation, Divi Southwinds Beach Resort, Geest Line and Virgin Atlantic Airways. Associate sponsors are Stoute’s Car Rental, Glacial Pure, Chefette, Field Insurance and Sagicor.

For further media information, email robin@bradfax.com, or visit the website at www.rallybarbados.bb, or www.barbadosrallyclub.com.

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Moto-Z

Ducati reveals more 2012 model details

Article and Photos: Ducati

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ust weeks away from the unveiling of Ducati’s new 1199 Panigale Superbike at the EICMA International Motorcycle Show in Milan (November 10-13) and following the recent release and launch of the brand new Streetfighter 848, Ducati now reveals even more details of next year’s range.

Having proved its innovative concept and established itself as a new industry benchmark,

the award-winning Ducati Multistrada family moves into 2012 as the company’s top-selling motorcycle and with the confident range of Multistrada 1200, 1200 S Sport, 1200 S Sport Pikes Peak Special Edition and 1200 S Touring.

While all 2012 models will have revised seats with comfort-enhancing increased rider’s seat length front and rear, the Multistrada 1200 S Touring will also be offered in a brand new “race titanium matte” colour scheme with “racing black” frame.

The new colour scheme is in addition to the currently available red and arctic white.

The 2012 Hypermotard 1100EVO SP will now be available as a Corse Edition, taking the whole Hypermotard concept to a higher level in Ducati Corse style. High ground clearance, high spec suspension and high bars make the 1100EVO SP Corse Edition track-ready for action in full red, white and black Ducati Corse official colours.

Bosch ABS for all motorcycles

Article and Photos: Bosch

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he old argument that antilock braking systems are too big and too heavy for motorbikes is no longer valid. “At 0.4L in size and 700g in weight, the current Bosch generation 9 is just over half the size and weight of the predecessor generation. This currently makes it the world’s smallest motorcycle ABS,” says Tobias Fluck, a Bosch expert for motorcycle ABS. The company offers this modular system in various builds, ranging from a basic version to a premium version featuring an integrated electronic combined brake system.

This means that the perfect solution is available for every motorbike, from the reasonably priced entry-level machine to the super-sports model.

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Generation 9 has been in series production since 2010, and currently features in models made by Kawasaki, BMW, Ducati, and KTM. The findings of a Bosch study based on GIDAS, the German database of accident statistics show that 47 per cent of motorcycle accidents are caused by wrong and hesitant braking. ABS allows safe braking, preventing a fall and significantly reducing the braking distance. Sudden changes in road surface, caused for example by grit or patches of oil, no longer present cause for alarm. ABS allows even inexperienced riders to brake safely.

ABS 9 enhanced, the most powerful version,

offers the additional eCBS function. eCBS stands for electronic combined brake system. What this means is a novel combination of front and rear brake. In this integrated version, it is enough for the rider to operate just one of the two brakes – front or rear: ABS 9 enhanced automatically applies the second brake without the rider having to apply more pressure and without changing braking strength. The motorbike can thus brake safely both on wet and dry surfaces with a good grip. Controlled intervention in the engine management system now opens up the possibility of new functions such as traction control and hillhold control.

Z-Scene

Bavarian Cruise Missile:The BMW M6

Article: Narend Sooknarine Photos: Lyden Thomas, Antony Scully, Zorce Vader

I

n 2010 BMW announced the end of the production of the second-generation M6 and M6 convertible models. Over the five years the car stayed in production, roughly 9,000 BMW M6 coupés were sold worldwide. For many enthusiasts, this meant the end of an era, because it also meant the discontinuation of BMW’s legendary naturally-aspirated V10 engine.

In 2005 and 2006, the ten-cylinder unit won the prestigious Engine of the Year Award. The same S85B50 engine was also used in the BMW M5 sedan. Luckily for the owner of this particular car, the magic of one of the finest BMW powerplants ever produced is perfectly preserved in his dealership-purchased machine.

BMW’s M division is actually a fully independent

automotive manufacturer in Germany, owned and operated by BMW. The Munich-based company was founded in 1972 as the BMW Motorsport GmbH. Since then, the letter M has become synonymous with motorsport success and with the fascination of high-performance sports cars for use in everyday road traffic.

Production of BMW M automobiles is integrated into the manufacturing processes of BMW plants.

For any fan of the BMW brand, a BMW M car is the most powerful production version of that particular model. Early popular M-version cars included the M3, based on the 3 Series, which also competed in DTM racing and the M1 Supercar.

At first glance the M6 seems huge. Especially for a coupé, its dimensions rival a Mercedes

SL, which is its direct competitor, putting it at about the length of a small dump truck. Its sleek long bonnet and massive wheels and brakes, along with a deep-bass exhaust note lets you know this car means business. In fact, before we even started our photoshoot, a foreign visitor approached us to find out exactly what kind of car it was. Being a Ferrari owner, he deduced after observing the car being moved in the car park that it was far from an ordinary BMW 6 Series.

Under the hood lurks a 90-degree, 40-valve V10 engine with 5.0L of displacement. Maximum power is delivered at a lofty 7750rpm to the tune of 514 horses. This F1-derived powerplant will rev until its 8250rpm redline which allows it to achieve over 100bhp (70kW)/L. This is

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“Of course you will not always have the need for all 514 horses and as such, the M6, like the M5 sedan, features a power button to unleash them.” an incredible feat for a naturally aspirated production engine. Other manufacturers rely on supercharging or turbocharging to reach similar output levels. Peak torque is 520Nm or 383ft-lb@6100rpm.

The V10 is also a technological tour de force with electronically controlled throttle valves, ionic current control system and a racing-bred dry sump oil supply system capable of maintaining lubrication at high lateral Gs. Oil-cooled forged aluminium pistons from Mahle Motorsport and a forged steel crankshaft with counterweights ensure durability. The V10 gets added breathing flexibility with BMW’s Double VANOS system which varies both intake and exhaust cam phasing. The S85B50 V10 features a very high compression ratio of 12.0:1.

The actual roof and front bumper of the car is

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made of carbon fibre-reinforced plastic, commonly known as CFRP, contributing to an excellent 3.37kg per horsepower ratio. Combined with aluminium doors and bonnet and a compound trunk lid, it weighs 3,770lb (1,710kg). The M6 also features adjustable suspension and a 7-speed, singleclutch, Getrag SMG III Drivelogic transmission with steering-mounted paddles and Launch Control, which rockets the M6 to a blistering 4.1-second 0-60 time, despite the SMG’s slower shifts compared to today’s dual-clutch units.

Sitting in the M6 feels like you’re getting ready to launch a fighter jet. Once you start the car, the windshield-projected head-up display shows you the essentials– revolutions per minute and speed in miles per hour. Considering how quickly the M6 builds thrust, it’s easy to understand why.

By the time the masterful soundtrack of the first three gears reaches your eardrums, you’re already

into triple-digit territory and climbing fast! What is also uncanny is the M6’s stability at high speed.

This particular M6 has already seen 186mph, but naturally, will require still-of-the-night, aftercurfew highway clearance to do so. Road & Track verifies that the M6 will climb all the way to a top speed of 205mph or 330km/h. Of course you will not always have the need for all 514 horses and as such, the M6, like the M5 sedan, features a power button to unleash them. When the car is started normally, the engine runs in a reduced power mode with 405hp for cruising around.

On the road in the real world, the BMW M6 relegates regular road traffic to a new level of insignificance, thanks to the ballistic level of thrust on tap– and that’s only at 405hp. Press the power button and the F1-derived V10 goes into attack mode and sinks you into your leather seat instantaneously, requiring increased driver focus

and concentration. You really have to remain aware of the physics of what is happening around you when driving a car this fast, especially since it easily wraps highway corners at over 135mph.

Braking is also stellar with repeated shedding of speed showing little or no signs of brake fade. The high level of overall performance is addictive and redefines what you think is possible.

This car shares outstanding genetics with the original first generation M6/M635CSi (produced between 1983 and 1989). It is capable of 6-second 0-60 times, 14.5-second quarter-mile times and a top speed of 158mph, second at the time only to the original M1 exotic. Unrestricted, the standard

car thundered on to a lofty 176mph and in 1987 was named one of the top ten fastest production cars available in America.

Thanks to his love of the original shark-nosed 6 Series M car, the owner selected this new M6 as the successor to his previous machines, which included a Nissan 350Z, (a vehicle he campaigned occasionally at CARS Solodex meets) a BMW M3 and others. At the time of this purchase, he was also very excited by the new Nissan GT-R. The owner has always been captivated by high-performance cars, but his passion for speed was initiated on two wheels riding sport bikes– his Suzuki 750 GSX-R was capable of

175mph. For him, the new M6 is a “very unique vehicle. It’s easy to drive every day and very, very fast but somehow maintains a safe, controlled experience…” His garage also includes his wife’s Audi Q7 and a Subaru Forester for everyday use.

To those lucky enough to make a serious offer, the owner may be considering putting the M6 up for sale. For us, shooting this Bangle-designed work of art made parting such sweet sorrow. We can only imagine what the experience must be like for the present owner and how much a new owner would enjoy it as well. However, we hear a Porsche 911 may be waiting in the wings... Of course, we can’t wait to go for a drive in that one!

“You really have to remain aware of the physics of what is happening around you when driving a car this fast”

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Red Bull Flugtag: The Flying Fishermen Experience!

T

he experience of building a craft for Trinidad’s first-ever Red Bull Flugtag event held on July 3, 2011 at Williams Bay, Chaguaramas was an absolutely unforgettable one for so many reasons. Aside from the sheer thrill of the idea of conceptualising, building and launching a home made flying machine off a ramp into the water, the dynamics of teamwork and the sheer logistics of the event will leave burning memories in the hearts and minds of many.

Just in case you need a recap, ‘flugtag’ is German for ‘flying day’. The Red Bull Flugtag competition has been held all over the world and thousands of people attend with some travelling to different countries just to witness this event that brings creativity, engineering and downright fun into one great package. The rules are simple: the craft’s wingspan does not exceed 30ft and the combined weight of the craft, pilot and any booster trolley does not exceed 500lbs. The primary objective is to fly the furthest but the

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points system is also equally favourable to the team’s stage performance of a 30-second skit and the creativity of the craft’s design and props. So basically, you had to be entertaining, look great and fly far to win.

Our team had set about developing plans with an actual aeronautical engineer (André Crichlow) and a real pilot (Anita Rampaul) who weighed in at just 110lbs. They were both game for building something that could break the record. But we needed a hangar and builders. We also needed T-shirts for our team and everyone we knew around us who would be willing to support.

On paper we were off to a great start, perhaps better than most of the other teams out there.

Two weeks into planning, our engineer had completed the scale drawings. We were late but nonetheless focused on our plan. No member of our team had ever attempted to build a full-scale flying machine before.

But with the plans in hand, we secured a hangar/ warehouse, builders (Wallace Simon, Javan Cadette and Rishi Sooknarine), tools of Atlas Services Ltd and materials from Cariflex (1994) Ltd and the local hardwares. Venture Credit Union and Trinituner.com agreed to help us with our T-Shirt funding and other expenses were handled by the team and other sponsor partners.

Photography and video documentation would be provided by Zorce, Paradise Motorsports and Kelly Village TV. Transportation services were secured by Funky Like A Train Trucking and the Narine Connection. We would have two main teams with lots of overlap– the flying team, a.k.a. the ‘BBM’ team and the build team, a.k.a. ‘the men who put in the sweat’.

After one night’s work, a few beverages and a Red Bull, the scale drawings were transposed to full-size versions on board that could be used as a template. The next day, our builder set about cutting the cross-sectional pieces from thin plywood with reinforced edges and we saw the

Article: Narend Sooknarine • Photos: Lyden Thomas, Devi Nath, Narend Sooknarine, K. Sooknarine, Anthony Pierre

beginnings of our beloved flying fish.

Days turned to weeks and soon the wings were connected and ready for aluminium skin. Next, the fuselage was constructed and thanks to the evening’s questionable beverage consumption, all the sections were assembled in reverse order.

This was quickly rectified with great laughter as the team trudged onward through the vicissitudes of inconsistent communication and supervision, conflicting ideas and large personality differences. These were the times when we all felt like it would fall apart at the seams, but we hung in there.

Time was drawing near and the deadline for transporting the craft was now upon us. Shrivan just about had the skit worked out and singlehandedly had our soundtrack recorded. We also made a visit to Quikbits Performance shop to borrow some knee and elbow pads for our pilot.

At this point, one team member took a little

vacation to the hospital thanks to a work-related hazard that left him feeling rather disoriented.

After a night of pure oxygen therapy, things were back on track and the fully painted flying fish plane and its trolley made it down to the venue.

After this ordeal, it was clear that good teamwork and a few backup plans were key to making any group project happen. In fact, when our team arrived at the venue to see the other teams still completing their respective crafts, we finally began to relax and work like a well-oiled machine, armed with a new confidence in our capabilities.

Craftsman Elite Harrington placed the finishing touches to the paint and we were ready to fly.

Having secured the craft on the barge alongside the ramp that was fabricated for it, the team headed to the Marriott at MovieTowne and retired around midnight. In the morning, the thrills continued as some support members decided to have a leisurely breakfast, and the threat of barebacked Flying Fishermen due to late delivery of T-shirts loomed. Everyone but two

of our flying team crew members was now stuck in traffic, including the pilot. We found a willing uncle with a boat who did speedy pickups for engines Javan Cadette and Anthony Pierre and pilot Anita Rampaul, while the rest of the team endured five hours of traffic. Engines Aakeisht and Shrivan Narine lifted our 300lb plane and trolley onto the ramp in accordance with the loading rules in the nick of time while the team made their way.

As the plane rolled up the ramp, our courageous pilot was finally relaxed after agonising over every detail and safety threat on our crudely built craft. She came splashing down in fine form after our little skit and made it without a scratch. The plane was fine too. We all admired each other that day for making it happen. In roughly three weeks, we had built a plane. Now it was time to kick back and start the fun in high gear. We fully enjoyed every moment of the Red Bull Flugtag experience and will treasure the lasting memories.

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AudioZorce I Love my Ride @ Mid Centre Mall

S

ynergy, in collaboration with Streetwise Sounds, hosted the I Love My Ride Car Show at Mid Centre Mall. The venue was packed with crowds and traffic of nearFlugtag proportions, it seems being early is something many Trinis are still adapting to. The show featured a good mix of some of the car show veterans, the current audio blockbuster champions and lots of new cars seldom before seen. Naturally, highlights of the car show were aired on the popular Synergy TV-series I Love My Ride hosted by Rodney Granado.

Neilon of Streetwise Sounds commented “If we had a venue even as large as the stand area at the Queen’s Park Savannah, it would have easily been filled.” There was no doubt that there were thousands in attendance with some patrons and competitors being stuck at the car park, unable to enter due to the sheer number of people already inside. There were a number

of car crews present, with veterans like Chop Shop and Drop Shop bringing new rides to the forefront. The Barely Legal Crew had the crowd going wild with their twin helicopter pickups on display in the arena. The bikers also had a very strong showing and even a few V8 cars and professional racers showed up, like the RB-powered Datsun 1200 known as Mad Cow and Jody Ali’s time attack Total Subaru Impreza STi. For those stuck in the car park the lime started in true Trini fashion with trunks opening and cars cranking up the sounds. Duce Man, brother of Soca artiste Swappi entertained the crowds while Synergy hosts Peter C. Lewis and Serala were also in the mix.

Everyone who was able to attend had a memorable car show experience and a few lucky gents managed to land a photo op with the Pepsi girls. See www.zorce.com for more photos of this event.

Article: Alistair McCormick • Photos: Zorce Vader, K. Sooknarine

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ZorceOlogy

Sookhai’s Diesel: Turbochargers turn 105

Press Release: Sookhai’s Diesel Service Ltd • Photos: Bruce Anton

T

he turbocharger will be celebrating its 105th anniversary this year, since patented in 1905. Sookhai’s Diesel as dealers for Garrett, Holset, Borg Warner, IHI, KKK and many more brands have decided to dedicate this issue’s article towards discussing a few operating principles and guidelines for diagnosis of turbochargers.

Most new diesel vehicles are equipped with these bad boys. Turbochargers increase the quantity of air delivered to the cylinders of an engine. This has a fundamental effect on horsepower and torque produced. By matching airflow and fuel flow, engine combustion and resultant power and torque curves can be changed to improve the operation of the engine in its application. Engine applications vary widely. By changing the components built into a turbocharger application, engineers can vary airflow to assist in engine performance development. Matching turbochargers to engines is an exacting process. Diesel engine applications can be split into four main duties or loading factors– automotive, marine, industrial (rail, agriculture, construction, military) and power generation.

The extra airflow provided by the turbocharger

can also be used to improve the environmental characteristics of engines. Air/fuel ratio is fundamental in the control of diesel engine black smoke, acid rain and potentially carcinogenic emissions. These are subject to legal limits and their control can improve the environment.

Fuel economy is another important factor when matching turbochargers to engine and equipment duty cycles. When matching turbos to engines, one of the key performance measures is fuel consumption. This data gives the engineer information on fuel economy once the engine is mounted in the vehicle or industrial equipment.

The key difference is that development data is measured at fixed operating points, whereas in operation an engine is subject to a variety of load speed cycles over time. This variety of operation describes the transient or duty cycle of the application.

Basic factors affecting turbocharger performance are the turbine match, compressor match and wastegate settings. Cycles that can affect mechanical fatigue include turbocharger speed/ time history, the time at maximum speed, time at constant speed, boost pressure/time history, time at altitude. Cycles affecting thermal fatigue are the cyclic temperature and the time at

temperature. Cycles affecting bearing loading, bearing friction, lubrication and wear include oil delay, on-load start, on-load shut down, hot start, hot shut down and cold start.

A turbo timer is a device that allows your turbocharged car to idle for a specified period of time before shutting the engine off. The shafts on most turbochargers spin in excess of 50,000rpm and generate lots of heat. To keep this under control, most turbos are cooled by circulating oil or water (coolant) around the impeller shaft. The turbocharger’s shaft is free to rotate at will and there is no way to stop the shaft from spinning after shutting the engine off.

To dissipate and stabilise the heat in the turbocharger, most manufacturers recommend that a car be idled for a period of time after moderate to hard driving to allow the oil and/ or water (coolant) to take heat out of the turbocharger. Failure to reduce the temperature of the turbo could result in the oil around the shaft “coking”. Coking is basically the baking of oil, turning it into a hard substance that could plug your oil lines and cause oil starvation, preventing proper cooling of your turbocharger and reducing its operating lifespan.

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The return of Valvoline Lubricants!

W

hile the older heads will smile at the mention of the name Valvoline, the younger generation will probably want to know if it’s a new brand of oil.

Valvoline has been on the local market before, and is now back in full force. That was clearly demonstrated in August at the Valvolinesponsored Drag and Wind-ing event held in collaboration with Autosport Racing Association.

In addition to sponsoring the entire event, there were two Valvoline-sponsored racecars on hand.

One was the popular RX-7 circuit racecar of Tanko Baboolal and the other being the Subaru Impreza WRX rally car of Nicholas Lee and Kyle Lee Lum. Needless to say, we at Zorce were curious about the resurgence of Valvoline on the local market, and decided to find out what exactly Valvoline has to offer to T&T. Valvoline has a very complete range of gasoline engine oils. Valvoline Premium Conventional motor oil is blended using premium base oil. It contains additives that are specially formulated to provide excellent protection and performance over a wide range of temperatures. Their SynPower Full Synthetic Motor Oil however, is made for superior engine protection by fighting the three major causes of engine stress: heat, deposits and wear. SynPower Full Synthetic Motor Oil is currently the only leading full synthetic oil formulated with more durable anti-wear additives, engineered to stay in the oil longer.

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Article: Alistair McCormick

Next, we look at the MaxLife range of synthetic blends and full synthetic motor oils. These oils are formulated for engines of vehicles doing in excess of 75,000mi. Using superior chemistry, they can help extend engine life by fighting the four major causes of breakdown: leaks, deposits, sludge and friction. Valvoline’s MaxLife Full Synthetic Motor Oil combines their Multi-Life additive system with a superior full synthetic chemistry to provide the ultimate in high mileage protection.

We were of course most interested in the Valvoline VR1 range of racing oils. Introduced in 1965, Valvoline VR1 is the best selling racing oil of all time. We found that many of the local rotary engine gurus swear by the Valvoline VR1 mineral oil formula. Valvoline claims its high zinc/ phosphorus formulation provides extreme wear protection, including for flat tappet applications.

Additional friction modifiers are said to help deliver maximum horsepower, while an enhanced anti-foam system protects engines during extreme stress. There is a full synthetic version as well. Both VR1 formulations can be used in track, as well as high performance street applications.

Valvoline also has a range of diesel engine oils on the market, including the Valvoline All-Fleet range.

This is aimed at mixed-fleet owners who have both gasoline- and diesel-powered vehicles. There is also the Premium Blue range, which includes the Premium Blue Extreme synthetic formulation, for

truly heavy-duty engine protection. All Valvoline diesel oils are fully endorsed and approved by the Cummins Engine Company and are also rated for Mack, Volvo and Caterpillar, among others.

For the Honda fans out there, we were impressed to see that Valvoline has a full synthetic CVT fluid that is approved for use in Honda HMMF CVT transmissions. It also works for Hyundai/Kia SP-III, Mitsubishi NS-II and NS-III, Nissan NS-II, Subaru NSII, Suzuki TC and NS-I, as well as BMW MINI Cooper CVT applications. They also cover the full range of Dexron/Mercon and AFT+4 transmission fluid applications. It’s great to have an alternative for these fluids, which can be more difficult to find.

Interestingly, the Zerex line of engine coolants is also produced by Valvoline. Zerex is offered in a 50/50 formula and the one available locally is specially formulated for Asian vehicles. A European formula is to be introduced soon.

These formulations cater for the types of metals used in Asian and Euro-spec cars. Valvoline also manufactures the well-known Pyroil range of engine chemicals, including gas and diesel treatments, pour-in injector cleaners, brake fluid and engine flush.

With such a wide range and a strong commitment to local motorsport, we look forward to seeing more of Valvoline, both on the shelf and on the track! The Valvoline product range is distributed

by Caribbean Power Solutions Ltd.

Smart Car Care

Article: Rae Singh • Photo: Zorce Vader

A

s much as we love our cars here at Zorce, sometimes the demands of life make it challenging to look after them the way we would like to. All of us are guilty of one major crime, which is neglecting to clean our cars regularly. The problem gets worse as time goes on. Dirt and grime accumulate, making it more difficult to clean and detail our cars when we finally get around to it.

In our quest to make our car care chores easier and less time consuming, we decided to try the new range of Smartwax products. Apparently a company called Chemical Guys has been producing Smartwax products since 1968, but we’ve only just discovered them.

We decided to start off with the SmartCarwash car wash. The first thing that got our attention was the eco-friendly pump dispenser that actually does not require a propellant. According to the instructions, you only need three or four pumps to create the necessary pressure in the bottle to dispense the product. As sceptical as we were, we went ahead and followed the instructions. The SmartCarwash was noticeably thicker than other car wash products we were familiar with and made a surprisingly rich lather from a very small amount. The results were quite good and with no streaking after rinsing.

Now most of our readers will agree waxing is a tedious task, even with a buffer. We were intrigued by the bottle of pink Smartwax, which featured the same funky pump dispenser. The actual wax is quite soft– almost a thick, viscous liquid– and was remarkably easy to work on and off. With minimal effort, we had our weatherbeaten RX-7 looking like new.

Next we tackled all the glass, including the heavily water-stained windshield. We opted to try the Smartdetail, which also came with a selfpressurizing pump dispenser. Two quick pumps delivered a few seconds of fine mist via the easytouch nozzle. Again we were delighted with the ease of application and removal, as well as with the results. The Smartdetail also made light work of the chrome-effect grille and bumper inserts on the MINI Cooper, leaving them brilliantly shiny.

Moving to the interior, we again took the easy way out and cleaned the entire interior of the car with SmartCarpet, which was also useful on the carpet-like and often forgotten headliner. This came with the same self-pressurizing system as the Smartdetail. Nothing makes us happier than a single product that can clean so many surfaces with so little effort.

To finish off the interior and exterior vinyl, plastic and rubber trim, we again went with the one-bottle-fits-all solution of SmartDressing.

Unlike most types of wipe and shine products, SmartDressing is thick, almost like hand cream, so a little goes a long way. We were also pleased that it left no oily or slimy residue. To finish off our day of cleaning, we used SmartGel on all our tires. Another rich, thick liquid, we only had to use a small amount on a clean applicator to yield impressive results.

We took a chance and spent some money on a new range and came away very satisfied. The Smartwax range not only impressed us with the final result, it sold us on ease of use, which for us is a very big deal. For the range’s impressive results and excellent value for money compared to the many high-quality, higher-priced products on the market, we think the brand’s name is well chosen.

The Smartwax range also includes many other products like the Smart Clayblock which acts much like the firming masque women use to remove particles from their skin. After a light surface cleaning, this block is capable of removing surface contaminants and can clean both paint and glass surfaces, perfect for giving your windows that showcar finish.

Paint protection is a great way to prevent fading, oxidation and keep out corrosive elements like salt water, acid rain and factory pollutants.

Smartwax sealant can protect your paint finish for up to six months using anti-static agents. And if you’re at a car show without a water supply and you want to give the car a last-minute cleaning, Smartwax offers the smartONE waterless wash and wax in one step. This product goes on without any water spots, swirl marks, scratches or streaks and is environmentally friendly. It also offers UV protection.

For your chrome finishes that have gone dull or turned blue due to extreme heat, Smartwax BlueB-Gone can revive them to their original shine.

For your wheels, Smartwax has a special Rimwax formulation that not only protects and shines but repels brake dust, water and dirt. For the true car connoisseur, Smartwax has their original Smartwax which is 100 per cent carnuba-based wax and polish. This product will add gloss and depth to your paint and cleans off tree sap, bird droppings, road film or anything that settles on your paint without damaging the surface.

Smartwax also has a full line of professionalgrade car care products for commercial use, available from local dealers Advanced Performance Concepts Ltd.

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Old School Rules...

I

t may surprise many people to know that on my shortlist of cars that I would love to own are a few Japanese cars. Yes, you read that correctly. Do not throw out the magazine or ask for your money back, and do not call the nice people in the white coats for me. They are more urgently needed in Parliament where all the real loonies frolic in their natural habitat. I should probably desist from further comments, least our beloved Zorce magazine becomes a targeted hotspot and our readers be hit with a reading curfew...

Anyway, I digress... back to cars, specifically those well-made, reliable gems from the land of the rising sun. I often pick up popular import magazines just to see what the guys on the other side of the wall are doing, which in most cases, is quite impressive. These Japanese lads and their throngs of enthusiasts always seem to be on the cutting edge. I much prefer to be as far away as possible from any cutting, with the risks associated with going to the hospital for stitches and randomly contracting malaria or some similar parting gift.

Where was I? Oh yes, Japanese cars. A couple of years back, I picked up one of those magazines that deal with JDM cars. Now JDM, I am told, means ‘Japanese Domestic Market’ and not ‘Jus Down by the Mechanic’. Remember, you read it here first! The cover of this magazine attracted me because they were doing a comparison of ‘old school’ vs ‘new school’ Japanese cars.

Now this certainly got my attention. How would a Datsun 240Z, for example, stack up against a Nissan Skyline GTR? I was a bit disappointed, as well as confused at the selection of ‘old school’ cars identified in this magazine. Listed under ‘old school’ was the Acura NSX. What? Same thing I thought. They think the NSX is old school? How was that even possible? A car with variable valve timing, composite bodywork and alloy engine components was seen as old school by these fellows? How old were these guys anyway?

I have now come to accept that there are adults of drinking and smoking age who were born after any of my cars were sold new. To

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Article: Kevin “MG man who also loves 240Zs” Singh • Non-Kevin Photos: Nissan

these youthful enthusiasts, a Series 1 Miata, for example, is positively ancient, having been released waaaaay back in 1991. As disturbing and perverse as this may seem, it is in fact reality.

Now I saw where the confusion regarding ‘old‘ and ‘new’ school lay. In my mind, a Miata and an NSX are still thoroughly modern. The same goes for the MK IV Supra and the R32 GTR Skyline.

A car with four-wheel steering and ATTESA (whatever that means) is old school? Holy cow... or as the new-schoolers would say, WTF! The root of all this confusion, of course, is technology. Most of you will agree that a lot of ‘modern’ concepts are in fact quite old. The good lads at the local V8 Boys club will be quick to point out to detractors of the pushrod V8 that the double overhead cam design is just as old, if not older. Similarly, concepts such as fuel injection, forced induction and variable ignition and valve timing are almost as old as the automobile itself.

Technology is what also drives the world of old cars. While many enthusiasts strive to stay on par with the latest innovations in horsepower delivery, those of us with older cars tend to pick a fixed point in time and stick with it. This approach baffles many enthusiasts. In fact one question I am always asked is why do I spend so much time and money on cars with such limited horsepower and outdated suspension.

This is sometimes hard to explain to guys who were brought up in a world of speed and the challenge of being the fastest.

One way I like to explain it is that I prefer to have a slow car I can push 100 per cent all the time, than a fast monster that has to be held back most of the time. For example, I can throw the MGB into a corner and let the tail step out a bit without having to worry that the back end will overtake the front and leave me with the embarrassment of having to repair someone’s wall.

Another less obvious benefit of having an older, slower ‘performance’ car is track time. I like to think of it the way I thought of a game of pool, back when you had to load the pool table with coins for it to release the balls for a game. While

the crackshot players were spending all their money on game after game, my buddy and I, with our limited skills could have a full hour on a table and barely spend two dollars! The same goes with track time. When these fast car drivers make a pass down the quarter mile in 14 seconds, their time is up while I am still enjoying another full ten seconds of track time! Hopefully nobody else will catch onto this racket and start charging me by the second.

There are other reasons as well, for enjoying working on a car that represents a fixed point in time along the technological evolution scale.

One of my favourites is the fun of being able to poke, prod and tinker with my car without much more than basic tools and a few basic books.

I would hardly consider doing much more on my MINI Cooper than the odd oil change or basic mechanical repair. Any attempt at performance tuning would involve electronics, a laptop, maps, graphs, and more mathematics than my O-Level grades give me credit for.

Down to the accelerator pedal has electronic gizmos and whatzitnots that require I spend a couple thousand dollars in order to get a better response. I swear the person who programmed the responsiveness of that thing was someone’s grandmother who preferred to walk rather than drive anyway. On my other two cars, throttle adjustment requires just the turn of a screw, a few springs to replace and a nice new bicycle brake cable. What could be simpler?

At the end of the day, it’s all down to personal preference, and the choices that suit our taste, style, time constraints, and wallets. Given the choice, I’ll take an old school Datsun 240Z over an old school Acura NSX any day.

A Nissan 350Z sits next to its ancestor, the Datsun 240Z.

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