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Audi A7 Audi’s stunning Sportback four

door sedan...pg 16

CENTURY MARK

We take a look at Canada’s first true production EV, the Nissan Leaf...pg 12

ACURA NSX

GAME CHANGERALSO INSIDE:

intermeccAnicAFaithful reproduction of the 1958 Porsche 356A Speedster...pg 48

CONTENTS

The new Boss is far from just a stripe-and-trim special..pg 29

That’s Boss

Starting Lines -------------------------------------------------------------- 6 First Drive: Kia Optima Hybrid ------------------------------------------18Road Test: Scion iQ ------------------------------------------------------20Greatest Roads: Port Alice ----------------------------------------------22First Drive: VW Jetta GLI ------------------------------------------------25Road Test: BMW 650i ----------------------------------------------------26The Truck Guy -------------------------------------------------------------34Plugged In: Audio Integration ------------------------------------------42Performance: Death of two icons ---------------------------------------46Supercar Weekend -------------------------------------------------------56New Product Showcase -------------------------------------------------58Parting Shots -------------------------------------------------------------62

One-On-OneThe Racing General, Maj. Gen.

Lewis MacKenzie (retired)...pg 60

xmAs gift ideAs Great gift ideas for the automotive enthusiast...pg 32

This NSX went from being relatively tame, to completely extreme...pg 36

We look back as Chevrolet celebrates it’s 100th birthday...pg 54

Dean WashingtonPublisherPublisher / editor:

Dean [email protected]

Associate Publisher: David Symons

[email protected]

Advertising inquiries: [email protected]

circulation: Brenda Washington

[email protected]

new car editorGerry Frechette

[email protected]

editorial coordinator / graphic designerJordan Allan

[email protected]

sales & marketingElaine Fontaine

[email protected]

controller: B.M. Walker

contributing Writers/Photographers: Jordan Allan

Gerry FrechetteDave MacKinnonNigel MatthewsRussell PurcellBudd Stanley

Volume 13, Issue No. 6November/December 2011

THE FRONT SEAT

Are you are like me and wonder why in a time where every

politician can’t wait to tell us about how they support “green” and “environmental respon-sible” initiatives, but are so slow to embrace the electric powered car? Currently only Ontario has an active rebate program in place to compensate those who take the step of owning one of these vehicles. The program provides rebates up to $8,500 dependant the battery size but sadly limits the first 10,000 applicants who qualify. You also then qualify for a special green-coloured licence plate that allow PEV owners to travel in the province’s carpool lanes until 2015 regardless of the number of passengers in the vehicle. Owners can also use recharging stations at GO Transit and other provincial parking lots at no charge. In January 2012, Quebec has earmarked 50 million dollars for a similar program but will reduce the maximum rebate slowly each year until the fund runs out. There is also a ceiling of 10,000 for all-electric vehicles and plug-in hybrids and 5,000 for conventional hybrids.

In BC politicians are all giddy for bike lanes (even though in many parts it rains 200 days a year) spending millions on their development, but just this month announced that after years of pressure from special interest group a re-bate for clean energy vehicle owners. Sadly it pales in comparison to their provincial counterparts as the maximum rebate is $5,000 and the total fund only consists of 17 million dollars. Strange that in a city like Vancouver where every taxi is some sort of hybrid the government doesn’t see the real value of getting into low emission vehicles.

After recently driving the Nissan Leaf I must say I’m a convert. It is the perfect vehicle for those that drive under 150 km a day want to save money on fuel and reduce their carbon footprint.

Hopefully governments of the day can also be converted and put more financial support and less lip service to-wards their green image.

Have a great holiday season and until next year...Keep it Rollin’.

Governments Slow to Back the Electric Car

RPM Nov / Dec 2011�

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General Policies: The views expressed by the writers are not necessarily endorsed by the publisher. Reprints with permission only. Advertisements are accepted in good faith, but we suggest that it is in your best interest to check offers personally. Publication by rpm motoring monthly should not be taken as an endorsement of the product or services offered. The publisher assumes no responsibility for the return of any materials sent to our offices by individuals or organizations.

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Ironman Trades In R8 For Fictional Acura Lookalike

As car enthusiasts, we hate to see the selling out of Hollywood to PR-hungry auto makers in

the name of exposure. We won’t get into the whole Bumblebee being a Camaro fiasco, but it seems that Tony Stark, yes, the Ironman, has traded in his Audi R8 for an Acura concept. Acura has bought the rights to be the official vehicle of S.H.E.I.L.D., the fictional international superhero enforcement agency that makes use of many comic book heroes such as Ironman. Ironically, the Acura concept recently shot by photographers on set reveals a sporty mid-engine vehicle with a very familiar silhouette and stance that Mr. Stark is used to, but featuring a distinctly Acura’ish front nose. As expected, Acura says that the car is a concept only, and there is no chance of a production version making it to the showrooms. With rumours abounding of a new NSX sporting a V10 making it as far as the race tracks of Japan in the form of a front-engine prototype-only SuperGT car, we’re thinking that Mr. Stark’s exotic is a one-time dream vehicle.

Musk Bets Neil $1-Million That Model S Will Be Out On TimeWe love Tesla head Elon Musk’s uncanny ability to make news. What with the departure of Bob Lutz, we’ve been left with few shoot-from-the-hip company heads that haven’t been muffled by their respective PR departments. The latest musing comes with a disagreement between Musk and eccentric automotive journalist, Dan Neil, known as a co-host on Speed’s The Car Show. It appears that Neil figures Tesla won’t be able to get its Model S four-seater EV out by the end of 2012 as promised. Well, Musk

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took Neil’s discouraging thoughts to heart and bet Neil a million dol-lars that the Model S would be out on the market on time. Neil in turn, gave the following terms, that paying customers should receive their vehicles before the end of 2012, the Model S must be NHTSA certi-fied with a four- or five-star safety rating, and it needs to be priced at $57,400 USD with a 160-mile range. With Musk just announcing that the 2012 batch of the Model S is now sold out, we’ll be back in a year’s time to see what dramas ensue.

Jag Going To War With Cayman? Jaguar is a sports car company, pure and simple. That’s how it got its start over 60 years ago, and all its most iconic vehicles have had speed in mind. Under the Ford umbrella, that core trait seemed to dull, however. While the XK is a fantastic GT, the company’s focus has been to build large luxury sedans. Now, with Tata pulling the strings, there are several encouraging things coming from the big cat, starting with the incredible C-X75. However, at the Frankfurt Auto Show, Jag showed us something nearly as enticing, a com-pact sports coupe to take on the likes of the Porsche Cayman. The C-X16 is meant to be a suggestion of Jaguar’s future design and technological intent. However, with Jag’s intent to build the 75, it would be ludicrous to think it would pass on a much more marketable class such as this. A compact, rear-wheel drive two-seater, underpinned by a strong aluminum architecture and perfect 50:50 weight distribution, the C-X16 shows huge promise with its mind-numbing beauty. With a supercharged 3.0-litre V6 producing 375 hp and 332 lb-ft of torque, power is increased with a hybrid system controlled by a steering wheel-mounted ‘Push to Pass’ button boosting output by 94 hp and 172 lb-ft. Top speed is 186 mph, 0-100 km/h comes up in 4.4 seconds, and CO2 emissions are 165 g/km. With that kind of performance, Porsche better look to dump a GT3 engine in the Cayman soon, or flirt with becoming inconsequential.

Motorsport Loses Three Great TalentsIt used to be that death was an inevitable part of motorsport, but over the last few decades, massive improvements in safety have made fatal crashes a rare event. However, the sad fact is, motor-sport is still an inherently dangerous affair, and sadly the racing gods took three great talents from us in October. Within a span of

seven days, two-time Indianapolis 500 winner Dan Wheldon, 33, was killed in a 15-car crash at the final Indy Car race of the year in Las Vegas. A week later, Marco Simoncelli, 24, was killed in the MotoGP race in Malaysia when he lost control of his bike and slid into the path of two approaching riders. Between the time when both Wheldon and Simoncelli died on the track, off-road racer Rick Huseman, 38, was involved in a plane crash near Barstow, California, that killed he and two other passengers, one of them his brother Jeff. We at RPM would like to offer our condolences to the friends and families of these great racers, and may they all continue to lap the great race track in the sky.

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RPM Nov / Dec 2011�

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Russia Approves Bering Straight Tunnel It’s a bold engineering undertaking that has apparently been in the works since 2007. It’s an idea that has been around since the days of Czar Nicholas II, when, in 1905, he intended such an undertak-ing. However, just last month, the Russian government gave the

green light to a massive project to link Siberia with Alaska with an ambitious tunnel that would run under the Bering Strait. The project, about 103 km long, would be twice as long as the Channel Tunnel linking England to France, and is forecast to cost around $97 billion. It would pass under Big Diomede and Little Diomede islands that sit either side of the International Date Line. There’s no date yet set for construction to begin, but the latest plans represent the best hope yet for the project to finally reach fruition.

Bugatti Galibier Not Special Enough To Build The Bugatti Veyron is a truly special and unique automobile, so much so that Bugatti has been building special editions long after the pro-duction of the run-of-the-mill, if you can call it that, Veyron ceased years ago. However, to be called a proper car maker, Bugatti need to step up to bat with more than just one offering; even Tesla has done that, as mentioned. The car that was supposed to continue the Bugatti name in the industry was to be the four-door Galibier, an ultra-exclu-sive executive sedan that would round out the Bugatti stable nicely. Bugatti has shown off several Galibier concepts, and looked ready to make it a reality. That was until Bugatti CEO Wolfgang Durheimer put the whole project on hold. Apparently, Mr. Durheimer doesn’t think it’s ready. Why not? It’s not wild enough. The 800-horsepower engine needs more power, rear space and an extra dose of luxurious comfort. Durheimer believes the Galibier should be the car that serves as an “argument stopper,” meaning there is no further discussion with regards to its position as best car on the planet.

Gordon Murray Joins LotusLotus is making more waves in the automotive world by announc ing the appointment of Gordon Mur-ray to the Lotus Advisory Council. Murray will work alongside auto-motive industry icons Bob Lutz, Tom Purves, Prof. Dr. Burkhard Göschel and Frank Tuch to advise Group Lotus on current and future devel-

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RPM Nov / Dec 201110

opment. The purpose of the Lotus Advisory Council is to give advice and guidance on strategic issues such as product strat-egy, technology, quality, brand, marketing and distribution for Group Lotus. During his time in F1, Murray was responsible for designing many Grand Prix-winning cars and was heralded by many as leading the way in terms of innovation and pioneering new technologies. More recently, Murray established Gordon Murray Design to develop an innovative and disruptive auto-motive manufacturing technology trademarked iStream. The design and prototyping of the T.25 Petrol and T.27 Electric Ultra Compact City Cars has been central to both the development and validation of this process.

Kyle Busch Likes the LF-A, Enough To Lose LicenceRacing star Kyle Busch may still be driving in the NASCAR rac-ing series, but he needed a ride from the courthouse in Iredell County last August, as he was given a 45-day suspension to his

license and a $1,000 fine. Turns out Mr. Busch got caught do-ing 128-mph in a 45-mph zone on rural roads near Mooresville, N.C. in his flashy new Lexus LF-A. Busch was also placed on a year of unsupervised probation and ordered to do 30 hours of community service with the B.R.A.K.E.S. (Be Responsible and Keep Everyone Safe) program that he already had committed to with NHRA star Doug Herbert.

Subaru Names Its Coupe; Is It Coming to Canada?We have been overloaded with photos, tech and information about the forthcoming Scion FR-S for the last year and a bit; however, we’ve heard very little from the FR-S’s twin brother which will sport a Subaru badge on the hood. Well, Subaru is

starting to speak up now, and it has come up with a name for its sporty coupe, calling it the BRZ. Along with the new name, Subaru has finally enticed us with a precious few photos of another concept car that will be officially debuted at the L.A. Auto Show, the “Subaru BRZ Concept – STI.” While the BRZ might be used to unveil a new 2.0-litre direct-injection four-cylinder engine, Subaru’s history and common sense would say that the STi version would likely follow with a high-strung turbocharged version of the flat four. There is still no word from Subaru Canada whether or not the BRZ will make it to Canada, despite suspiciously choosing L.A. to launch the STi concept. All we know is, we can’t wait to drive a RWD Subaru, and hopefully we won’t have to go overseas to do so.

Saab Hitting Troubles Once AgainJust when we thought the quirky automaker from Trollhattan, Sweden, was getting back on its feet, Saab gets sucked down into the murky waters of the business world once again. Bought by a Dutch exotic car maker with Russian funds, financial is-sues have since come up that has meant that Saab could not pay its suppliers and was asking the government for a hefty loan. In its fragile state, Chinese Pang Da Automobile Trade Co. and Zhejiang Youngman Lotus Automobile Co. reached an agreement to buy Saab Automobile from its Dutch owner for $139 million. They plan to return the Swedish carmaker to profit in 2014 by investing $3 billion into it over the next five to six years. However, the deal needs approval from third parties such as the European Investment Bank, the Swedish national debt office, China’s National Development and Reform Commis-sion, NDRC, and former owner General Motors Co. As both the current 9-3 and 9-5 are built on GM platforms, GM can deny the necessary licensing to use those platforms to the new buyers. So, the Saab story continues on as the company pushes its way through the financial maze.

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Turning A New Leaf

Review by Budd Stanley, photos courtesy of Nissan Canada

One of the most common questions I get asked is, “When am I going to be able to buy an electric car?” Finally, I can answer, “today.” Yes, both Toyota and GM have plug-in vehicles they demand be called EVs; however, the fact is, there is still a gas burning engine in there, and you still have to fill it with fuel, even if it’s less often. But now, Canada has its first true mass-produced EV, the Nissan Leaf.

While many journalists seem to think the Leaf looks dorky, I don’t agree, and actually think that the futuristic design is not only gutsy, but also quite well done. Raised headlights also act as aerodynamic devises, channeling air around the mirrors and A-pillars. Sleek long and narrow LED taillights stretch from the rear bumper all the way up to the large roof spoiler, which in the SL trim classes, houses a solar cell that provides power to the 12-volt ancillary battery.

The futuristic design also works its way into the interior, where a stylish centre stack provides occupants with quality HVAC, stereo and navigation display and operations. This is also where the “Carwings” system is found, giving operators several different ways to monitor and set up just about every aspect of the electric drive system to suit the owner. Ideal options for those who want to get up close and personal with their Leaf include the ability to program the charging system to work within cost effective hours when plugged in, the ability to adjust energy conservation settings designed to extract the most distance from the current charge, and also a history of your driving habits, ef-

Transportation in Canada changes with the first true production EV

At The Wheel RPM Nov / Dec 201112

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ficiency, and data logging usage. It even plots range rings on the navigational map to show you how far you can go.

However, if you are a person who wears a tinfoil hat and likes to hold yourself up in your bedroom reading conspiracy files online, be warned – the man is watching. This system al-lows owners to access all the information with their smart phones and even operate several onboard controls as well. This also means that Nissan is watching and recording this in-formation. But what’s worse is this now makes the car susceptible to hacking and possibly viruses. Nissan says the programming codes for the onboard computers are extremely complex and near impossible to break, but we all know how industrious hackers can be, and the Leaf can be a blank canvass for those who find the way in.

Like the centre stack, the gauge cluster in front of the driver is equally smart, informing the driver of the driving efficiency, how many kilometres they have left in the batteries to ease those range anxiety fears, and the usual trip information like time, speed, distances and temperature, split between an upper and lower screen. Both gauges and centre stack use extremely high-quality graphics and are completely interactive with controls on the steering and dash. However, I’m afraid these fantastic displays are about the best thing going for the interior, as they are surrounded in cheap hard plastic materials trimmed with equally depressing fabric. Not the kind of materials I would want in a car that just cost me $38K. While I’m on a rant, I might as well ex-press my displeasure with the massive A-pillars that fill the drivers side-frontal vision. Yes, the steeply raked windshield makes the car much more fuel efficient, but the driver is nearly blind coming around left-hand corners. That said, the seats are comfy, there is a great amount of interior space, and the steering wheel feels good in my hand, while the rear passenger space and rear cargo area

are also generous. The Leaf may look like a compact hatch, but it really is more of a mid-size.

But let’s get to the good part, the heart of what makes the Leaf the most important vehicle on the market today, the fact that it’s an EV. Range is a big issue with those who may think ill of the EV, and while the Leaf is not ideally suited for road trips, an efficient driver in ideal conditions can eek a very usable 220 km out of a full charge. However, sitting in gridlocked urban traffic, the worst you can do is 100 km, a figure that will meet 90 percent of the city slicker’s daily needs, but on average, Nissan says 160 km can be had in normal driving conditions. Then there is the charging; simply put, 18-hours on the 110-volt plug overnight will fill the batteries from empty, while the 220-volt charger will do the same in seven hours. Most owners will never fully drain a battery, so those are worst case scenarios.

The Leaf makes use of uniquely designed LED taillights joined with a reversing camera.

While the gauges and center stack are quite futuristic and tastefully designed, the rest of the interior left a bit of a foul taste in my mouth for a $3�,000 car.

MSRP: .....................................................................................................$38,395Price as Tested: .......................................................................................$40,895Layout: .............................................................. Front Engine, Front Wheel DriveMotor: ..................................................... High-response synchronous AC MotorPower: ...................................................................................... 80 kW, 206 lb.-ft.Curb weight: .............................................................................1531 kg, 3,375 lbRange: .......................................... 100 km to 220 km with an average of 160 kmCharging time: .................................... 18-hours with 120-v, 7-hours with 240-v

SPECIFICATIONS

At The Wheel RPM Nov / Dec 20111�

The batteries have been tested in the cold, submerged in water, hit by a 65-km/h collision and struck by lightning and still come with an 8-year, 160,000-km warranty. Yes, for 220-volt charging, you will need to install a charging unit at home, which will cost around $2,500. And finally, this is the first of the breed, so there will be a hefty price to pay. MSRP starts at $38,395, but the Quebec and Ontario governments are offering up to $8,500 incentive rebates on purchases, and up to $1,000 towards a charger installation.

Electric motors are magnificent things, and when they are properly placed into a vehicle, the effects are astounding. It is likely the smoothest running powertrain I have ever driven, and produces next to no noise other than a slight whine. It provides instantaneous torque right from the start, and holds that acceleration right up to a top speed of 140 km/h. Even at 100 km/h, I kicked the throttle and the Leaf punched me into the back of the seat with all 206 lb-ft of torque. In the right modes, in the right mood, I bet that the Leaf would give a fair number of V6-powered vehicles something to worry about at the traffic light.

However, this is an EV we’re talking about, and high perfor-mance is not going to be on the minds of 99 percent of the 16,000 people who have shown interest in one day owning this car. But despite its impressive capabilities, the Leaf is a very zen automobile to drive, even for this race car driver who loves to play with a car’s limits. The silence of the drive-train and the smooth power, along with the contemplation of producing zero emissions at a cost of around $4 a fill-up, and you really do start to get the warm and fuzzies, as the car does an amazing job of relaxing you. Commuting home in gridlock traffic could easily be an after-work stress reliever. Well, that is until you hit a bump in the road, and the firmly dampened struts and high efficiency tires send a shock through your back. Unfortunately, with the added weight of the lithium-ion batteries under the seats and the ride of the ultra-high rolling efficiency Bridgestones wrapped around the wheels, the Leaf is better suited to smooth tarmac.

When if comes to getting behind the wheel of the Leaf, Nis-san has done a masterful job of engineering a car that gives up little in the way of sacrifices for the luxury of running on electricity. Save the fact you plug the car into an electrical outlet and it makes nearly no sound, you wouldn’t even know that it was something special. But that’s just what Nissan has had to do just to ensure that the transition from ICE to EV is not only smooth, but a willing transition by those who are not yet sold on the idea of electric propulsion. However, after getting my own time behind the wheel of the Leaf, I can positively tell you that I am a believer. The Leaf is only the start of very good things to come.

While it looks similar to the con-ventional engine, this is the power unit that controls the electric motor housed below.

On the two higher trim levels, a solar cell on the rear spoiler feeds electricity to the car’s 12-volt ancil-lary battery

Owners of Leafs will require the in-stallation of a 2�0-volt home charger at an estimated cost of $2,500.

At The Wheel RPM Nov / Dec 2011 15

ROAD TEST - AUDI A7

Story and photos by Russell Purcell

When Audi unveiled its stunning Sportback concept car at the 2009 North American International Auto Show in Detroit, the luxurious,

five-door fastback marked a significant styling departure for the popular German marque. Well, the production model of this car has now been released. The A7 is an all-new model for Audi and stands out from its siblings due to the fact that it is a proper four-door sedan masquerading as a sleek sports coupe.

First impressionsThe Audi A7 is a stunning looking automobile. During my week-long test period, I became smitten with this Germanic temptress, as did almost every other person she came into contact with. This is one of those landmark designs that is so well executed that even people with little interest in automobiles tend to be drawn to the car. A quick survey of her growing legions of fans revealed that the A7’s initial appeal is the car’s feminine rear end, but the overall consensus was that the entire car possessed more curb appeal than just about any car on the road today.

StylingThe car’s profile is long and sleek, and the car sits low on big, 20-inch, multi-spoke alloys. The roofline sweeps dramatically rearward from the B-pillar and flows gracefully over the car’s wide flanks and sculpted tailgate. A distinct contour circles the car’s waistline and subtle fender flares convey a sense of stability to the car, as it becomes apparent that the bulk of the car’s weight is carried low to the ground. When travel-ling at highway speeds, a rear spoiler discretely emerges to enhance aerodynamics while adding a sporty flair.

On the roadI was lucky enough to get a chance to take the A7 on a weekend journey to the city of Kelowna in the Okanagan Valley of B.C.. The ride was

A hatchback has never looked so good

refined enough to match the luxurious trappings that populate the pas-senger cabin, but nimble enough to be thoroughly entertaining when the road became twisty. The A7 shares much of its architecture with Audi’s executive flagship, the A8, so it should come as no surprise that the A7 is a relatively large car. In fact, the A7 slots between the big bruiser and the ever-popular A6 with regards to its overall size. This makes it a great touring vehicle with lots of room for both passengers and cargo. As I wound my way through the network of tunnels on the less-than-perfect road surface that carves through the famous Fraser River Canyon, I marvelled at how the A7 came alive and seemed to respond instantaneously to my inputs. The car followed my selected line with aplomb, and remained planted to the tarmac despite my occasional attempts to upset the balance and induce a slight wiggle. Having the latest iteration of Audi’s venerable quattro all-wheel drive system gives the A7 the surefootedness many buyers are looking for in a modern automobile, and will ensure that with proper tires, I could expect to drive these same mountain roads at any time of the year. Add to this some voodoo engineering in the form of Audi’s Drive Select system which allows the driver to tailor the car’s engine mapping, throttle response, shift-points and steering feel to best suit the driving conditions. Under the hoodThere is only one engine option for the A7, but it is a sweet one. Under the aerodynamically-sculpted hood, you will find Audi’s supercharged, 3.0-litre TFSI V6 engine which is sourced from the S4. This powerplant is a marvel of engineering and efficiency, so you get the best of both worlds. The engine generates 310 horsepower and 325 lb-ft of torque. That might not sound like a lot in a world that seems to offer an abun-dance of 500-horsepower automobiles, but it does provide enough scoot to shuttle the car from 0-100 km/h in a mere 5.4 seconds. The eight-speed Tiptronic transmission is one smooth operator, and although the top two gears are slated for highway cruising and maximizing fuel efficiency, the lower six seem prepared to engage in spritely take-offs


ROAD TEST - AUDI A7and back road high-jinks. The combination of direct injection and an ultra-efficient supercharger ensure that the driver will always have more than sufficient power on hand to either get out of trouble, or perhaps create a little of his own.

Interior impressionsThe passenger compartment is simple, but sophisticated. It is hard to beat an Audi in this department. Everything is placed to permit intuitive use by the driver, and fit-and-finish is second to none. All but the tallest individual will find the car comfortable, and the car’s utility has been maximized by the addition of a large rear hatch, complete with 60/40 split folding rear seats. The A7 will have no trouble transporting golf clubs, baby buggies, and hockey bags in this commodious space. I even managed to transport a very large aquarium and solid wood stand in the car with the hatch closed. That was an impressive feat! The Audi A7 only offers seating for four, but this makes for a more comfortable passenger experience. My car featured a distinctive Nougat Brown leather interior that reminded me of a new baseball glove. Not surprisingly, the seats felt almost as stiff as said glove, but as this was a brand new vehicle, I am sure that like a glove, they would soften with time. During my weekend journey to B.C.’s wine country, the seats proved supportive during hard cornering, but comfortable enough for long range comfort.

My test vehicle featured an Ash wood trim with a matte finish through-out the cabin. This unique wood treatment was the first thing to draw comments when passersby peeked in for a look; it made the trim look more opulent, as its mixture of textures and knotholes added some flair to the interior. Technological showcaseThe Audi A7 comes equipped with the company’s well-sorted multi-media interface (MMI). Operation of this multi-purpose control system is much more intuitive than similar systems in the marketplace, and now features a slick, console-mounted touch-pad which helps simplify some of the more common functions. The system’s display screen emerges from atop the dash and offers users excellent visual cues for many of the car’s comfort and entertainment features.

My test unit featured a host of electronic goodies that included the likes of an advanced navigation system, a premium Bose audio system, and a four-zone climate control system.

Safety technologies included Audi’s blind spot monitoring system, adaptive cruise control, and a heads-up display. Audi’s signature LED headlights are distinctive and stylish, but they also provide exceptional coverage and adaptive capabilities when cornering. Other systems include active lane to alert the driver when he or she is wandering outside the lane of travel, and night vision assis-tance with thermal imaging, which has been engineered to detect pedestrians, obstacles or animals that may be hidden from view of the car’s headlights.

ConclusionsThe Audi A7 is a sophisticated new player in a crowded marketplace. However, one thing that definitely sets the A7 apart from most of its main rivals is aggressive pricing. With the price of admission set at a reasonable $68,600, Audi dealerships will probably have a difficult time keeping them in stock. One thing is for certain, a hatchback has never looked so good.

SPECIFICATIONS

Base Price (MSRP): ............................................................... $68,600-$74,300Type: ...................................................................... 4-passenger, 4-door coupé Layout: ............................................................................... Front-engine, AWDEngine: ............................. Supercharged, 3.0L V6 engine with direct injection.Horsepower: .............................................................310 @ 5,500 – 6,500 rpmTorque (lb-ft): ............................................................. 325 @ 2900 - 4500 rpmTransmission: ................................................... 8-speed Tiptronic auto-manual Brakes: .............................................................................................. Disc/discCargo capacity: ..................................................... 535L / 1,390L (seats folded) Acceleration (0-100 km/h): ................................................................... 5.4 sec.Fuel consumption: [L/100 km]: ...... City 11.4 L (25 mpg); Hwy 7.4 L (38 mpg)


FIRST DRIVE - KIA OPTIMA HYBRID

Review and photos by Gerry Frechette

Kia is making big waves in the auto business, building on last year’s growth with what looks to be another stellar year. Not

only has Kia introduced several new models since last year, but they have all been completely redesigned, going from non-descript to some of the most distinctive on the road.

A case in point is the new Optima, formerly known as Magentis, the mid-size sedan. It must be said that the platform and technol-ogy of it mirrors that of its cousin, the Hyundai Sonata, and that is no bad thing, because it means that the Optima is now avail-able as a hybrid. Beyond that, this car goes its own way as far as exterior and interior design, with Kia pursuing a more youthful and aggressive image.

The Optima is one of the first of the newest generation of hybrids, with technology that is a major advance on what we have known for the past dozen or so years of them. The batteries are lithium-polymer, developed in-house, and they offer smaller size and weight, more power, and quicker charging. The result is more interior and trunk room than the Optima would have had with the old-style nickel-metal hydride batteries, the ability to drive solely on electric at 100 km/h for up to a couple of minutes, and much more of an “assist” from the electric motor at highway speeds, resulting in lower highway fuel consumption (4.9L/100 km) than previous hybrids could deliver.

The other big factor that contributes to the Optima Hybrid perform-ing as well as the “regular” version of it is that the transmission is a six-speed automatic, instead of the CVT that previous-technology hybrids were (and still are) saddled with. It makes a big difference in driveability and enjoyment of the car. There is now nothing the Optima Hybrid owner has to sacrifice to get performance on a par with the gasoline version. The 2.4-litre four and the motor com-bine to deliver 206 hp and 195 lb-ft of torque. Like most hybrids, there is an Eco mode that takes away some power in favour of maximizing efficiency, so you have that choice.

Exterior and interior design has been totally revamped on Kias, and it must be said that the Optima is one of the sleekest mid-size sedans on the road, with muscular proportions and a classy look that is let down only by the weird-looking wheel design, admittedly a subjective criticism. The interior is roomy and comfortable, both

Green Value

front and rear, and you would really think you are in a car that sells for much more than its base price of $30,595.

Given that pricing, you will be impressed by the level of standard equipment on the Optima Hybrid. It includes heated power front seats, auto climate control, tilt and telescopic steering, cloth/leather seats, Bluetooth, a rearview camera, and the highly-rated new UVO Infotainment system that offers wireless audio stream-ing, voice control and a hard drive for storage, along with all the device connectivity you could want. Name a safety feature, and it is included, too.

The $35,495 premium model we drove adds a panoramic sunroof, navigation, cooled front seats, heated rear seats and steering wheel, and nicer trim. There isn’t really much you would want beyond that in a mid-size sedan.

On the road, the Optima Hybrid is solid and composed, even on the tight mountain roads we drove it on. It is a good compromise between sporty handling and smooth ride, and is very quiet in op-eration. Considering its room, comfort, performance, design, the latest technology and green credentials, this latest effort from Kia is one of the best values for the money in a mid-size sedan.


ROAD TEST - SCION iQ

Review by Budd Stanley, photos courtesy of Scion Canada

The Smart ForTwo has not had the smoothest of introductions to Canada, as the little four-wheeled two-seater has garnered

a huge amount of hate. I am even surprised by the automotive racisms displayed by my own kin, hatred for the car just because it is small. What did the ForTwo ever do to you?

And so, Scion now has a large task at hand to prove that great things can come in small packages as it has now launched the

Good Things In A Little Package

The Scion iQ - when a Yaris is just too much car

Scion iQ to the North American wolves. But guess what? They’ve done it right.

For a car that is only three metres long, the engineers have done a great job to make this little runt a true four-seater. However, it’s not as bad as it may sound, as most compact cars have rear seats that are considered disciplinary devices for children. The iQ can fit three adults comfortably, though, with help from clever interior design. Seats are given extremely thin backs to make the most of the space provided, but an asymmetric front dash in front of the passenger allows the right seat to move forward,

well in front of the driver, giving ample leg room to one rear seat. The other spot behind the driver can still be used to punish the naughty.

Of course, with a car this small, safety is a primary concern, and I think Scion has actually gone a little overboard here, with all the electronic driver aids one could want, and somehow fitting no fewer than 11 airbags. Get-ting in an accident might bring back fond memories of Zorbing in New Zealand.

Despite being a low-segment vehicle, the interior appointments were quite impressive, with a design and build quality easily besting the outgoing Yaris and even beating up a bit on its Scion brethren. The gauge cluster in particular is quite pleasing to the eye, but the secondary screen showing fuel and economy figures are hard to see on a sunny day due to reflections.

The cool gauge design mimics a sea shell, while the build quality of the interior is above par for this class of vehicle.


ROAD TEST - SCION iQ

MSRP: ...................................................................................................$16,760Layout: ..................................................................................Front Engine, FWDEngine: ....................................................................................... 1.3L 4-cylinderTransmission: .............................................................................................. CVTCurb weight: ............................................................................................ 960 kgFuel Efficiency (city, hwy, com.): .............5.5L/100km, 4.7L/100km, 5.1L/100km

SPECIFICATIONS

But how is it to drive, you’re likely asking? Well, the “large for its size” 1.3L four-cylinder pushes the little iQ along quite respect-ably. With a turning circle of a ridiculously minuscule 3.9 metres, this 960-kg vehicle is a blast in the city. The steering is so quick and direct that it would put a Mitsubishi Evo to shame, and I found that u-turns after missed streets were so eccentrically fun, I was missing turns on purpose, just to challenge the car’s unique abili-ties. However, with such a small wheelbase and quick steering, the car is very fidgety on the highway at speeds over 80 km/h.

As usual, my love/hate relationship with the CVT continues, as the iQ comes standard with the fuel-efficient transmission that gave me an impressive 5.4L/100 km rating even with a heavy right foot. Nevertheless, for those not hell bent on hyper-miling, a manual box would work well in the iQ. Despite the uninterrupted howl of the CVT, the iQ exceeded all my expectations and was not only a fun car to look at, but was good fun to operate as well. The added versatility will likely pull a few more people over to the small side; however, for those who hate the micro-cars, their numbers are only going to get larger.

The iQ is a mere 3.9 metres long, yet has four seats and can turn in the area of two queen sized mattresses.

The little 1.3L engine has been placed well back to aid in the mov-ing of the differential to the front, lowering overhang.


GREATEST ROADS #15

Story and photos by Budd Stanley

From the late snows of the interior we now move to the driving rain of B.C.’s west coast, the north of Vancouver Island to be

exact. Having grown up on Vancouver Island, I know that it likely has the largest concentration of great roads in Western Canada, including the routes to Gold River and Tofino to name a couple. Mind you, just about any road that goes from east to west on the island is going to put a smile on your face. However, there was one I was not aware of, which I just happened to stumble upon on a recent visit back to the old stomping grounds – the Port Alice Road, aka Highway 30.

Now, usually when I produce these features, I know a fair bit about the road before I do the test and photo run, or do quite a bit of studying to figure out what would be the best vehicle to choose for the task. I like to think every road has its own char-acter and as such there is always a unique car ideally suited for each. Unfortunately, on more than one occasion, I’ve left the drive wishing I had brought a Subaru WRX STi, as its AWD and longer suspension travel matched with its massive performance capabilities would handle the rough unmaintained road surfaces better than, say, a Porsche or BMW.

Ironically, I just happened to have the Subaru WRX STi in hand when I stumbled upon Port Alice Road. However, as I turned off the Island Highway onto Port Alice Road, ironically once again, the entire highway had been freshly paved with beautifully smooth dark tarmac with fluorescent lines still looking wet.

Coast to CoastA road less traveled to the west side of Vancouver Island

Best time to Go: Weekdays from September to June

Total Distance: 32 km

Route: Starting point is the junction of hwy 30 and 19, at 50 36’27N 127 17’16W. From this junc-tion we travel west on Hwy 30, over the mountain-ous central Vancouver Island, through thick lush rain forests, finishing in the village of Port Alice on Quatsino Inlet, 50 25’26N 127 28’27W.

Places To Stop: Great scenic viewpoints found at 20.6 km of Alice Lake.

Road Type: Smooth resurfaced narrow tarmac road.

Warnings: This road tends to wash out or experi-ence landslides during the wet winter months and there are a great many blind crests.

About The Route

However, I didn’t bring a knife to a gun fight in this situation. No, because not only was it pouring rain, as it usually is in this part of the world, but the tarmac was so fresh that it was still leaching its oils, making for an extremely slippery surface. Even better, the road itself has the character of a high-speed rally stage with never-ending curves, blind corners and no runoff, and most importantly, the road is absolutely riddled with crests. It’s like a roller coaster, constantly rising up and down as the mountain-ous topography throws you left and right just as violently. Think Rally Finland, only with a slick tarmac surface, for those of you in the rally know.

The rain forest seems to swallow up the road in several areas.


GREATEST ROADS #15With a great growling snort from that fabulous turbocharged flat four, the STi heaved me into the great green unknown. I was coming upon crests at a rate of one every couple of seconds, each one blind, not to mention that the thick rain forest seems to wrap itself around the road, making corners blind as well. As my usual North American excuse, I couldn’t get any really good photos because the road was so enclosed, so you’ll just have to go and see it yourself.

As I began to climb the central mountains of the island, I finally started to decipher the rhythm of this very nontraditional route. Usually a road will curve left then right, then left, however this one kind of does whatever the hell it wants, and as I was getting braver, with the rain falling harder, the STi’s drivetrain was getting a good workout, distributing power to the wheels that I needed it to, while I was starting to implement some left-foot braking to oversteer the car into corners that turned out to be a little tighter than originally thought, sticky Dunlop SP600s scuffing into the wet road in a battle of traction.

Just before reaching the high point right after Alice Lake, I found that the road opened up quite a bit, and I could now see more than a couple of corners ahead, and the reason why the road was so new. The signs of water erosion and washouts were plain to see, even this soon after the road was just laid. A little further on, there was a large section of mountain missing where a landslide had obviously come down across the road. However, despite the driving rain, and obvious fragility of the ecosystem around me, mastering the constant bucking and curves of the road with the STi was rewarding me with a totally unplanned day of driving bliss. Slipping out of the rain forest into the sleepy village of Port Alice, scenically placed on the ocean wa-ters of Quatsino Inlet, I had crossed from coast to coast in the high north of Vancouver Island, and a beautiful, challenging and rewarding drive it was.

Every time I drive a great road, I leave wish-ing I had a Subaru; despite the clean road surface, the rallying style still made me feel at home behind the wheel of an STi.

As you can tell, the con-ditions were wet and the crests blind, perfect Subaru territory.

The return route gives drivers great views of both Sara and Alice Lakes.


Story and photos by Gerry Frechette

Over all the generations of the Volkswa-gen Jetta, there has been a sporty

version that closely approximates the spirit of the Golf-based GTI, in terms of equip-ment and performance. The Jetta has long been known as the “Golf with a trunk” and priced a little higher, but that has changed with the latest Jetta, which has been moved down into the heart of the compact market and is therefore now priced lower than the Golf. That pricing profile holds true for the new Jetta GLI – it is the sedan version of the GTI, but costs less.

It is not any less equipped, however, and the heart of the car, the 2.0-litre turbo four engine with 200 horsepower, is the same as in the GTI, with generous torque available across almost its entire rpm range. The GLI moves out smartly, with either transmission. The six-speed manual is slick shifting and enthusiasts will love its feel, while the six-speed DSG twin-clutch box is quicker to shift and delivers lower fuel consumption, plus, of course, no clutch in traffic, but at a $1,400 hit. To this day, I still don’t know which I’d have if I bought this car or the GTI.

The power is distributed to the front wheels via VW’s XDS cross dif-ferential system that can brake the inside front wheel on a tight turn, thereby masking most of the understeering tendencies of an FWD car like the Jetta, if not extending the life of the front brake pads.

The other major mechanical improvement is the incorporation of a multilink independent rear suspension, an upgrade on the beam axle on regular Jettas. Not only that, but the suspension gets a sport tuning workover, with stiffer springs, beefier control arms and lower ride height by 15 mm. Needless to say, the differential and suspension have a good effect on handling, as we discovered in a day of bombing around the small road course at Mosport near Toronto. The GLI felt glued to the track at the highest of speeds.

GTI With a Trunk

The sport motif is in evidence throughout the GLI, with the supportive eight-way manually adjustable sport seats (in cloth/leatherette or op-tional leather, but sadly, not the plaid cloth that looks so good on the GTI) and beefy steering wheel all trimmed in red stitching, plus aluminum pedals, unique 17-inch wheels (18s are optional), sport-look bumpers, red-painted brake calipers, and special grille and taillights. Luxury and convenience features include Bluetooth, touch screen audio system, Climatronic A/C, keyless entry, and Media Device Interface that lets you connect and control your iPod through the audio system. Not to be overlooked, the soft-touch finishing of the dashboard, which didn’t make the cut in the regular decontented Jetta, is back on the GLI.

Options are few. The Technology Package adds navigation and Fender Premium Audio for $1,290, a reasonable tariff for two worthwhile fea-tures, while $2,100 gets you the Leather Luxury Package, with leather and sunroof, neither of which would be on my GLI.

Not only does the GLI cost less than the GTI at $27,475, it is less than the previous ‘09 Jetta GLI by some $2,500 – and contains some $2,800-worth of added equipment, too, according to VW. It’s a good deal for the most sporty of VW sedans, considering it has a trunk and more interior room than GTI, too. The GLI puts VW solidly in the compact sport sedan game against its Asian rivals.

FIRST DRIVE - VW JETTA GLI


ROAD TEST - BMW 650i CABRIOLET

Review and photos by Russell Purcell

There are few things as pleasant as motoring around in a luxury convert-ible on a warm evening. And when the car is as a refined and sporting

as the BMW 650i Cabriolet, you truly feel like all is right with the world.

First impressionsThe BMW 650i Cabriolet has been thoroughly re-designed for 2012. It is however, immediately recognizable as a BMW product due to the inclusion of several of the brand’s more iconic styling features such as the requisite twin-kidney grille and halo-ringed headlamps. This latest generation of the brand’s status car is longer, wider and lower than the outgoing 6-Series model. I suspect that most will admit it is visually more appealing than the rather ungainly Bangle design it replaces.

The TopThe top is of a canvas cloth construction which keeps the weight down and makes way for increased cargo room in the trunk, and I found it insulated enough to keep both wind and road noise from intruding on passenger enjoyment. Its operation is a simple one-button affair, but it did seem to take a little longer than most. BMW literature claims it will retract in a mere 19 seconds, but mine never came close to that number. The up process on the other hand, was completed in the advertised 24 seconds. When deployed, the complete top is hidden away under a hard panel which acts as a tonneau cover, giving the car a really slick, finished appearance.

Unfortunately, the same cannot be said of the top when it is in place, as the rear section seems overly complicated by long buttresses of cloth

Cruising topless has never been so classy

that reach far beyond the rear window area. From the side, they resemble wide roof pillars and look appropriate, but when approaching from the rear they look clumsy and awkward. In a perfect world, the 650i would be reserved for cruising on sunny days, so you could leave it safely tucked away in your garage minus the top.

One feature I did like very much was the ability to lower the glass rear window. This allowed me to create a breezy cabin without retracting the roof, and the cabin was free of the odd wind buf-feting that often occurs when you drop the side windows at speed. As much as I enjoy spend-ing time behind the wheel of an open-topped automobile, prolonged exposure to the sun can really put a damper on your enjoyment.

MotivationUnder the extra-long hood resides one of the sweetest powertrains on the road today, that being BMW’s exceptional, twin-turbocharged, 4.4-litre V8 engine mated to a cutting-edge, eight-speed manu-matic transmission. If you

are one who likes to row his own gears, BMW does offer this car fitted with a six-speed manual gearbox.

This ultra-smooth V8 produces a very healthy 400 horsepower and 450 lb-ft of torque. Acceleration is strong and linear, especially when the driver elects to shift the gears manually using the paddle shifters, and sprints from 0-100 km/h occur in less than five seconds. The twin-turbochargers spool almost immediately and help produce a torque band broad enough to ensure that power is always on tap should you find the need to execute a passing manoeuvre, or just exercise a few speed demons. The exhaust rumble is meaty enough to captivate the enthusiast buyer (especially when the top is down), but civil enough to preserve the serenity sought by those looking for luxury.

Behind the wheelThe driving experience will elicit smiles all-round as the driver is able to tweak the car’s handling and power delivery to suit his or her intentions as well as the road ahead, using BMW’s twin marvels of engineering – Adap-tive Drive and Dynamic Drive. There are four dynamic presets (Comfort, Normal, Sport and Sport+) which seamlessly transform the car’s handling and performance parameters at the touch of a button. While obviously not a sports car, the 650i will surprise, as it uses its long wheelbase, dynamic suspension and extra weight to help it stick to the road in corners and track with a level of precision usually reserved for much smaller automobiles. Steering feel is communicative, but I did feel like the electronic assist was a little overbearing at times.

The big disc brakes felt solid and allow the driver to rein in this sexy speed-ster with very little drama, and in short order. They are backed up by a host


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ROAD TEST - BMW 650i CABRIOLETof electronic aids designed to maximize and maintain brake effectiveness, and during my travels they remained strong and fade-free despite being faced with some of B.C.’s most challenging roads.

With the top retracted, I expected the car’s cabin to be a turbulent affair when travelling at speed, but to my surprise, it remained quite calm, even at triple digit speeds. I found that I was able to maintain a conversation with my front seat passenger with ease, and I could even communicate effectively with my tightly-packed rear seat passenger if I put the windows up.

When travelling on less-than-perfect road surfaces or crossing railroad tracks, many convertibles reveal themselves to be mechanical maracas, but the 650i Cabriolet’s structure is very solid. I am pleased to report that I failed to detect any significant rattles or evidence of cowl shake during my time with the car.

Interior impressionsThe 650i’s passenger compartment is wrapped in premium leather hides, and fit-and-finish is impeccable throughout the tidy cabin. BMW’s design team sought to increase the level of luxury for this car with the redesign, and it is immediately apparent that they succeeded in this department. The front seat occupants enjoy a cockpit environment that includes supportive bucket seats and deep foot-wells, and all instrumentation and controls are oriented towards the driver. I found more than enough head room for my 6’2” frame up front, but the rear seating area is a different story. It is, sadly, best reserved for luggage, as there is little room for even a small adult’s legs and feet, and access is difficult when the roof is in place. It would also be a good place to stow your golf bag, at least when the top is down. Golfers will be pleased to hear that the trunk will swallow two sets of golf clubs without much wrestling.

BMW’s iDrive system utilizes a large, 10.2-inch display screen to help you navigate through the car’s various systems, as well as display navigational data, various camera views, and of course, play videos. This screen has been designed so that its face is still readable even when bathed in direct sunlight. Unfortunately, the same cannot be said of the gauges housed in the instrument cluster, which became totally useless when harsh sunlight washed over their reflective surface. Luckily there is back-up in the form of a heads-up display system which includes speed readings as part of its driver-selectable information stream.

TechnologyPassenger safety is first and foremost when it comes to designing the mod-ern automobile. My test car came equipped with a long list of safety marvels including lane-departure warning, parking assist, and BMW’s incredible Night Vision with pedestrian recognition.

While not an overly large vehicle, I was happy to see that the 650i Cabriolet came fitted with BMW’s full arsenal of cameras. There is a pair of small cam-eras situated discretely on the front fenders that transmit a view of oncoming

traffic to the dash-mounted screen so that the driver can safely enter the roadway from hidden driveways or alley ways. This keeps the car’s long hood from intruding on the flow of traffic. At the other end of the vehicle, a rearview camera is cleverly concealed behind the trunk-lid’s roundel. It proved invaluable when backing up with the roof in place, as rearward visibility is relatively poor. There is also a surround-view system which provides an overhead view of the vehicle’s surroundings which makes parking in tight spaces a far less stressful exercise.

The BMW 650i Cabriolet is a grand tour-ing convertible best suited for the affluent couple looking for loads of comfort, the lat-est high-technology, and a stylish design that is destined to become a classic. An all-wheel drive variant fitted with BMW’s proven xDrive system is also available for an additional cost ($3,100) which will allow for four-season operation.

Base Price (MSRP): .............................................................................$106,800Price as tested: ...... $129,300 (Includes Executive Package -$6,900; Technology Package -$4,900; Dynamic Handling Package -$3,900; Premium Seating Package -$4,500; BMW Apps -$300; 20-inch wheels- $2,000) Type: ................................................................. 4-passenger, 2door convertible Layout: ................................................................Front-engine, rear-wheel-driveEngine: ...................................... Twin-turbocharged, 4.4-litre, DOHC, V8 engineHorsepower: .................................................................400 @ 5500 – 6400 rpmTorque (lb-ft): ............................................................... 450 @ 1750 - 4500 rpmTransmission: ....................... 8-speed Tiptronic auto-manual or 6-speed manual Brakes: ................................................................................................ Disc/discCargo capacity: ......................... 300L (10.6 cu. Ft) / 348L (12.3 cu. ft. – top up) Acceleration (0-100 km/h): ......................................................................... 5.0 sFuel economy [L/100 km]: ............................. Automatic- City 13.4 L; Hwy 8.2 L

SPECIFICATIONS


ROAD TEST - FORD MUSTANG BOSS 302

Review and photos by Gerry Frechette

Back in 1969, there were few American performance cars that could actually turn corners with any alacrity. The game was

all about going fast in a straight line. One exception was the Ford Mustang Boss 302, the car on which the factory Trans-Am road racers were based. Of course, today, your average economy car will out-handle most cars from 40 years ago, and today’s perfor-mance car will run with any race car from back then.

The Mustang, of course, has had several commemorative editions in the last decade, although sadly not yet a Grande. The latest is the Boss 302, making full use of the new 5.0-litre engine to create the most faithful rendition yet of one of the iconic models from the past.

The new Boss is far from just a stripe-and-trim special, as Ford has performed serious upgrades to its mechanical components. The hallmark of the old Boss was deep breathing and high rpms, and that is certainly the case on the new one. All the tried-and-tested hot rodding tricks were applied to the engine, such as ported heads, high-lift camshafts, and a lightened valvetrain. Down below are forged aluminum pistons and forged steel connecting rods. Up top is a short-runner composite intake manifold.

The result is an increase in horsepower from 412 to 444, a slight reduction in torque (to “only” 380 lb-ft) that isn’t noticeable, and a screaming redline of 7,500 rpm, which is high for a 2.0-litre, much less a 5.0. Fittingly, the only transmission is a Getrag close-ratio six-speed manual, and the rear axle is a suitably low-ratio 3.73:1, optionally available with a Torsen limited slip which should be mandatory, especially since it comes with the equally required, and excellent, fabric-covered Recaro seats. No brainers, both of them.

At the corners, the suspension is upgraded with higher-rate springs and five-stage adjustable dampers that can be tuned with a screwdriver whenever the owner wishes. We didn’t try that, but the “regular” setting felt plenty stiff and controlled in street use.

Boss Talk...


ROAD TEST - FORD MUSTANG BOSS 302The front end is lower than the regular 5.0 by 11 mm.

The wheels are nineteen-inchers on Pirelli P-Zero summer tires, 255/40ZR19 front and 285/35ZR19 rear. The electric power steer-ing can be programmed for Comfort, Standard or Sport feel, the latter being to the “immediate” side. The brakes are upgraded with Brembo four-piston calipers clamping 14-inch discs up front, and performance brake pads in the rear. And the exhaust system, loud enough when its full length is used through the mufflers, has a cut-out that exits in the rear fender well, just in case the owner wants to “lose” the stock baffles and bypass everything (like, the mufflers) aft of the rear axle.

Do you get the picture? Ford has left no stone unturned in build-ing a very serious performance car. Having said that, the biggest impression is not so much the added power and speed, but more the chassis’ capabilities, the added balance in handling, steering and braking, given the live axle back there. The Boss enables and rewards enthusiastic driving just that much more than the 5.0.

From the outside, the Boss has been styled to remind you of the 42-year old model, down to the inverted-C body-side decals, and the Yellow Blaze Tri-Coat Metallic paint that is pretty close to the iconic colour of the old Trans-Am race cars. Four other colours are available, including the white of our tester. Also prominent are an aerodynamic splitter below the grille and a rear spoiler reminiscent of the old car, that doubtlessly improve the aero performance of the car, too.

Inside, the look is completed by Alcantara leather steering wheel rim, revised instrument graphics, black ‘billiard-ball’ shift knob and “Powered by Ford” door sill plates.

For those to whom all this performance is not quite enough, there is also a Laguna Seca edition with even more radical running gear, probably most suitable as a track day car, or just as a rare collect-ible, given there were some 35 of them made for Canada. On the other hand, the “regular” Boss 302 had some 300 units allocated to Canada, so odds are good there might still be some left.

So, what can you compare the Boss to? For the money, which is $49,649 base price, it obviously slots in with the Camaro SS and the Challenger SRT8. But it is not far-fetched to compare it to the likes of the BMW M3 and Mercedes-Benz C-Class AMG. The driving ex-perience would be subjectively a bit different, but the performance capabilities would be quite similar – at a lot lower price.

Unfortunately, we didn’t get to work out the Boss 302 on a track, but driving as spiritedly as we dared on public roads including wide open highways, we can attest that it has performance to spare, and more importantly, that its capabilities are balanced and accessible, moreso than other cars with one- or two-hundred more horsepower.

Put that together with the obvious heritage appeal of the Boss 302, and you have a performance car that excels on all levels.

SpecificationsBase MSRP: ........................................................................................... $49,649Vehicle Layout: ...............................Front-engine, rear-wheel drive, 2-door coupeEngine: ............................................................................5.0L DOHC 32-valve V8 Transmission: .................................................................................6-spd manualHorsepower: .............................................................................444 @ 7,400 rpmTorque: ..............................................................................380 lb-ft @ 4,500 rpmBrakes: ........................................................................... 4-wheel disc, ABS, EBDCurb Weight: ......................................................................... 1,645 kg (3,632 lb)


FEATURE - XMAS GIFT IDEAS

Story and photos by Russell Purcell

With the holiday season just around the corner I thought I might suggest some great gift ideas to put under the

tree. All of these products will be the subject of full reviews in upcoming issues.

Pocket Radar The typical radar gun is so cumbersome that police officers tend to utilize dash mounts or tripods just to support them. This is not the case for the Pocket Radar. This clever little unit may only be about the size of a cell phone, but it packs the same accuracy as the large units used by police depart-ments across North America. In fact, some departments are equipping bicycle and foot patrols with Pocket Radar units for use in congested, city environments. The core market for the Pocket Radar however, is the sports enthusiast. The company behind Pocket Radar markets the technology as a way for its user to “become part of the action.” Sports fans can take it to the ballpark, stadium or golf course and use it to track the speed of an athlete’s swing or the velocity of a pitch. Conversely, the motorsport enthusiast can take it to the race track or drag strip and get instant feedback as to how fast their favourite driver is travelling as they dice through traffic or rocket down the tarmac. Accuracy is said to be within one mile per hour. Coaches and trainers are embracing the technology to monitor the progress of their players during practice drills, training exercises, and even games.

Tech gadgets make great gifts for the automotive enthusiast

Operation of the Pocket Radar unit is simply point-and-shoot. The speed of the moving object is captured at the mere touch of a but-ton, and the operator can recall up to ten readings from memory. At the moment, the company only offers the unit calibrated in miles-per-hour, but as demand increases, I am sure a metric unit will become available.

The Pocket Radar retails for US$249.00. For more information visit www.pocketradar.com

EPIC Action CameraTroy Lee Designs is a company known for its attention to detail

when it comes to manufacturing equipment for the action sports crowd. Much of the company’s business centres around sporting endeavours that require the use of a helmet - motocross, mountain-biking, BMX - so it should come as no surprise that they would add a high-definition camera system to their line-up.

Point-of-View cameras allow athletes and sportsmen to relive the action and share an experience with their friends, fans, and family. The EPIC Action Video HD cam-era is a compact, lightweight set-up with an aerodynamic profile and simple controls. The colour camera records high-definition footage (1,280 X 720 pixels) through a wide-angle lens that transmits a 168-degree view. The simple user interface allows you to dial down the resolu-tion to maximize space on the SD card recording media, and also offers users the opportunity to zoom in up to 4X. The camera is also able to take still images up to 8.0 megapixels in size.

The standard kit includes lithium AAA batteries, a strap mount, two adhesive helmet mounts and an elbow exten-sion arm. Optional mounts include a suction cup base


FEATURE - XMAS GIFT IDEAS

for mounting to vehicles and flat surfaces, as well as a handle-bar mount. An optional portable viewing screen (EPIC Viewer - US$79.99) is a wise purchase as it allows you to compose your shots as well as view recordings in the field. The EPIC Action Video HD camera retails for US$279.99 and is available online through the company’s dedicated website: http://www.epicstealthcam.com Buddy Eagle Eye HD119 and Buddy Night OwlStill on the camera front, I recently came across a new player in the marketplace, TT-i . This Burnaby, B.C.-based outfit has a number of systems that adapt well to automotive applications. The Buddy Eagle Eye Extreme HD (HD119), and the Buddy Night Owl are two. The Eagle Eye camera system is one of the few point-of-view camera systems to record in full high-defini-tion (1,920 x 1,080 pixels). It also has the ability to take 8.0 megapixel images. With that kind of capacity, it is no surprise that the camera can accommodate up to a 32GB SD memory card. The Eagle Eye is noticeably larger than the EPIC camera, but this set-up offers superior resolution, a built-in 1.5-inch LCD screen (which allows the user to compose the shot as well as view footage on the fly), a high-quality internal microphone, and a rechargeable battery system. It also benefits from superior controls, status lights, 12-volt connectivity, low-light capabilities and a splash-proof housing.

The weakness for this set-up is in the mounting department. The action sports athlete will appreciate the handlebar grip, head strap, and helmet and goggle mounts, but the motorsport or automotive user will need to source a suction cup support. At least the camera features a standard screw mount so there are lots of options out there, including the likes of sturdy mounts from RAM Industries and DELKIN.

Other features included in the HD119 kit include an HDMI cable, USB cable, and car and home charging units. The HD119 retails for CAN$289.00

The Buddy Night Owl offers a host of features that I have never seen before in such a compact camera system. The core of the system is a high definition (720 pix-els) compact video camera with a built-in 2.5-inch LCD display that rotates a full 270 degrees. This makes it perfect for applica-tions where the camera is facing passen-gers (such as on a bus) or is being used to monitor the driver, as the subject(s) can see what is being recorded firsthand. The system’s name is derived from the fact that the camera offers night vision

capabilities allowing it to operate in low light settings, but it also features motion sensing activation to provide you some security when your vehicle is left unattended. Other features include adjustable resolution, as well as realtime stamp on the captured footage. The Buddy Night Owl comes equipped with a suction cup window bracket, high-capacity rechargeable lithium battery, 12-volt car adaptor, and a USB cable. The Buddy Night Owl retails for CAN$375.00

For more information about TT-i and the company’s camera of-ferings, as well as sample video footage, visit them online at http://www.tt-i.info/.


THE TRUCK GUY

Story by Ian Harwood, photos courtesy of Ford Canada

The successful collaboration be-tween Ford and Harley-Davidson

has produced ten F-150 models, as well as six Super Duty F-250 and F-350 models, and in 2009, the first Harley-Davidson F-450 edition truck. Ford has sold more than 70,000 Ford Harley-Davidson F-series trucks since the brands teamed up in 1999.

Looks:This truck will definitely stand out. The front end features a six-bar billet style grille with the classic Ford blue oval in the centre. The headlights are trimmed in black and the driving lights are recessed into the bumper. The fender trim gives the appearance that the truck has been lowered but it has not. The factory 22-inch machined aluminum wheels with painted accents and the Harley-Davidson logo on the centre cap help to achieve this look. This vehicle incorporates a fully retractable running board that can be found on the Platinum series F-150. It gives it a clean appearance when the doors are closed and the practicality of a

2012 Ford Harley Davidson F150

step when the doors are open. New graphics on the bodyside of the truck are done in a unique snakeskin texture. The snakeskin is inspired by tank inserts on premium-level Harley-Davidson mo-torcycles and also comes into play in the interior. The truck box features chrome lettering spelling out Harley-Davidson along the top just like the Lincoln pickup. The paint selection for this truck is tuxedo black and white platinum tri-coat, marking the first year white has been offered.

In The Cab:Interior trim panels are covered in high-gloss Tuxedo black paint, while the console lid and upper steering wheel carry the snake-skin leather. The kick plates found in the door sills are brushed aluminum with a snakeskin texture. All interior chrome surfaces feature a satin finish. Premium snakeskin leather-trimmed seats


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come with accent colour inserts and a unique cloisonné badge. These badges are produced by the same company that makes badges for Harley-Davidson motorcycles. The console has a limited-edition serialized plate which in-cludes laser-engraved VIN and build numbers. Standard on these trucks are the 4.2-inch LCD productivity screen that offers a range of menu options, giving the customer important informa-tion on everything from fuel economy to towing performance. The menu is navigated through a five-way button on the steering wheel and the screen is positioned between the tachometer and the speedometer. The voice-activated navigation system integrates several functions, including climate control and SiriusXM satellite

radio, into one easy-to-use system, displaying them on an 8-inch touch screen.

Power:Ford tapped into a bit of its proud racing heri-tage to create the 6.2-litre V8 gasoline engine, which uses big-bore technology to produce impressive horsepower and torque. The gaso-line engine delivers 411 horsepower and 434 lb-ft of torque and provides a trailer towing capacity of 3,400 kilograms. This engine has a SOHC valvetrain with roller rocker shafts that allow valve angles to be splayed, resulting in optimized intake and exhaust port layout for better breathing. Intake and exhaust valve opening and closing events are phased at the same time to optimize fuel efficiency and per-formance throughout the engine speed range and throttle positions. Due to the larger bore size, two spark plugs per cylinder are used to more efficiently burn the fuel-air mixture in the combustion chamber, enabling better fuel economy and increased engine torque.

THE TRUCK GUY


By Jeremy Allan Glover

When you think of classic Japanese supercars, one of the first ones that come to mind is the Acura NSX. It has styling that to this day looks modern… and with a mid-engine rear-wheel drive platform, it has just the right kind of amazing set-up

that screams: I’m gonna tear up this track!

When Eric of RickDesign set out to build his own supercar, he decided to base it on this incredible platform. His idea was to create an NSX that looked completely different, but it had to have a modern supercar feel to it.

The first step of the process was the design stage. The entire car was drawn out by Eric himself with all of the aspects he had envisioned such a car should have. He took some visual cues from a variety of top models such as Koenigsegg, Ferrari and Saleen (to name but a few) and thus armed, the classic NSX went from being relatively tame…. to completely extreme …and Eric’s dream car started to really take shape. Every body panel except for the roof was removed and reworked by hand. This was no off-the-shelf body kit. This was a total car build, where, over the course of six months, each new custom-made body panel was fit and finished to make it look as if it came out of a factory.

NSX Supercar

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One of the unique aspects of this car is its use of features bor-rowed from other vehicles. The head lights are actually from a Mazda MX-5, and the tail lights came off of a Lotus Elise. This new supercar was now nine inches wider and a half-foot shorter than what the NSX used to be. It was also now topped off with a stunning matte yellow paint job that was specially mixed for this project.

With the much sought-after looks taken care of, it was now time to focus the attention on all of the other details that make a supercar....well, super. For the handling aspect of it, the NSX was sprung on a Standard Suspension R5 coil-over kit that would ulti-mately allow it to hug the twisties with a grip akin to that of a gorilla not wanting to part with its first food in three weeks, while at the same time, giving it that low-slung look every supercar should have. This new set up will now connect to the ground on some custom HRE 595R wheels running 19-inches in the rear and 18-inches in the front Michelin Pilot rubber. The crazy speeds that this beast will be churning out will be well scrubbed off using a 14-inch big brake kit supplied by Standard Suspension.

With so much detail already put into the car, it was time to talk en-gine. A Paxton supercharger was

mounted onto the engine along with some low-compression pistons, 750cc injectors and a few other go-fast goodies that make this car push out 525 hp, which is more like the power a car like this should possess. The sound this thing makes now is crazy; with the whistle from the supercharger combined with the deep resonating exhaust note coming from the cd sport exhaust….just wild!

It is pretty amazing to see what kind of car can be produced with the right kind of love and attention to detail, not to mention a lot

Speed & Sound RPM Nov / Dec 20113�

of hard work. This car may not be for the purists who feel that an NSX should be left untouched, but either way, there is no denying this car is a masterpiece.

This NSX has been to a number of car shows in-cluding one of the biggest of them all, SEMA, in the Standard Suspension booth at last year’s show. But this is no trailer queen. This car does get driven and driven hard, which in my mind, makes it that much more impressive.

Congratulations to the guys at RickDesign for pulling it off. Eric now has his supercar.

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Speed & Sound RPM Nov / Dec 2011 �1

mObridge M1000-M-DA2 – MOST Analog and Digital Pre-amp Module - www.mobridge.usThe DA2 from mObridge provides 8 channels of high quality output from almost any MOST-equipped vehicle (BMW, Mercedes, Porsche, Audi, VW, Mini, Land Rover and more). High speed Burr-Brown D/A converters and a 5V low impedance preamp output ensure the absolute best possible sound quality for any aftermarket amplifier.

Text by Dave MacKinnon, Photos by the Manufacturers

It used to be that signal processing was the exclusive realm of mobile entertainment fanatics. Processors with up to 31 bands of equalization adjustment per channel were found in only the craziest of installations. And time alignment was almost unheard of. As the cost of digital signal processing has come down, the ability to integrate advanced system tuning and adjustment into an everyday audio system has become a reality. Even factory source units and amplifiers feature time alignment and equalization. In this article, we’ll look at how some of these processors can let you integrate your aftermarket equipment with your vehicle, or simply make what you have sound even better.

What is signal processing? Simply, it’s anything that alters any aspect of the music you are listening to. The most familiar are the bass and treble controls found on almost every radio. These let you adjust the sound to suit your taste better. Bass and treble controls can be considered a two-band equalizer. Equalization can be a good thing, but it is most often used to compensate for poor system design. The classic happy face seen on many in-dash EQs in the late ‘80s and early ‘90s was a sign that people wanted more bass and more highs. At least, more than their speakers were giving them without some adjustment. The best-sounding systems are constructed of components that offer accurate and extended frequency response, and don’t need to be boosted to sound right.

Equalization does have its place though. It can help tame reso-nances in a vehicle, or to subtly emphasize certain frequencies. Equalization should be done in moderation however; needing a great deal often means that there are other issues that should be addressed first. Think of it like plastic body filler (Bondo) – if you have half a gallon of it on a body panel, chances are the body panel needed a lot more work before finishing began.

When you decide to upgrade your factory audio system, some-times there are some significant challenges ahead of you. As I

Audio Integration

Alpine PXE-H660 System Integration Audio Processor - www.alpine-usa.comEquipped with time alignment, equalization and the ability to con-figure itself using an included omni-directional microphone, the PXE-H660 can compensate for factory equalization with the antEQ feature and ensure everything is aligned to the listening position for accuracy and realism.

JBL MS-� Automated system equalizer - www.jbl.comDesigned to make system setup simple and easy, the MS-8 will compensate for factory equalization, speaker placement and vehicle acoustics in less than ten minutes. The result is improved system clarity, dynamics and realism – all with the push of a button.

mentioned, many factory head units have various forms of pro-cessing built-in to help improve system performance. These can be as simple as equalization and as advanced as time alignment and crossovers. The doors of many 3-series BMWs have three speakers in them - a woofer, a midrange and a tweeter. Replacing them is difficult since the factory amplifier was designed to only send the signals to each speaker that they can handle well. This means no high-frequency content to the woofer and no bass to the tweeter, for example. This also means that adding a new amplifier could be nearly impossible. There are processors on the market that work well to recombine these signals in either the analog or digital domain, and often the results are very good.

Some companies take a different approach, and source their audio signal further up the signal path, before the amplifier. In European vehicles, this can be tricky, since they are now using fibre optic cables in a network called MOST to connect various audio components in the car. These include the source unit, CD changer, amplifiers and Bluetooth modules. There are unique and clever solutions on the market to integrate seamlessly with these systems, and the results can be astounding. Sourcing the audio from the digital domain means that all the information is intact – there has been no filtering, no equalization and no timing or phase issues. It’s as pure as you can get.

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AudioControl LCQ-1 6-channel signal processor - wwww.audiocontrol.comThe LCQ-1 provides dedicated front, rear and subwoofer equaliza-tion bands, as well as the ability to sum multiple signals together. It features the AudioControl’s AccuBASS processing that helps restore low frequency extension commonly lost in factory systems.

Wirez LCDSS10-2 www.gotwirez.comThe LCDSS10-2 is a simple two-channel line driver capable of providing up to 10V of low-impedance output for maximum signal-to-noise ratio from your amps. It can connect for factory source units via speaker level inputs or to an aftermarket head unit via RCAs. A signal sensing remote turn-on circuit allows it to turn on an aftermarket amplifier when used with an OEM head unit with no remote turn-on output.

Speaking of timing, we should talk about time alignment. What does time alignment do in a car audio system? In the most basic of systems, it can be used to delay the output of the front left speaker so that the sound coming from it arrives at the listening position at the same time as the right speaker. Why is this impor-tant? Because you are closer to the left speaker, you are going to hear it first, and often it sounds like all the music is coming from that location. If you were to be able to sit exactly between the speakers, the sound would appear to come from a space in front of you, between the speakers themselves. This virtual space is called a soundstage, and it’s what car audio enthusiasts try to

recreate as accurately as possible. I could go on and on about aligning the output of tweeters to that of the midrange drivers, and the output of those to the subwoofer, but you get the point.

Listening to music in your car is all about recreating and enjoy-ing the original performance – at least, it is for those of us who consider themselves enthusiasts. With some careful product selection, proper installation and proper tuning, a good proces-sor can do anything from simply allowing you to upgrade your system to making it sound like the band is performing right in front of you.

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Rockford Fosgate 3SIXTY.3 Interactive Signal Proces-sor - www.rockfordfosgate.comThe 3SIXTY.3 is an 8-channel signal processor capable equipped with a total of 248 bands of equalization. It also features time align-ment, signal summing and filtering. There will be both iPhone and iPad applications available to configure the 3SIXTY.3.

JL Audio CL��1dsp OEM Audio Interface - www.jlaudio.comDesigned to make the addition of high-quality amplifiers and speak-ers a simple process, the four-channel CL441dsp can compensate for factory equalization and produce a smooth linear signal that will let amplifiers and speakers sound excellent. It also has an auxiliary input to let you add an iPod or similar device to the system.

Audison bit One Signal Interface Processor - www.audison.euThe bit One will accept signals from as many as eight channels of speaker input, from a fibre or coaxial digital input or six pre-amp channel inputs and includes a pair of auxiliary inputs for maximum integration flexibility. The eight output channels can be treated to signal summing, equalization, time alignment and filtering to tune any system to its maximum potential.

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Speed & Sound RPM Nov / Dec 2011��

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PERFORMANCE

Story by Budd Stanley, photos courtesy of Mazda and Mitsubishi Canada

Jeremy Clarkson said it best when he uttered, “I just can’t help thinking that…cars like this will soon be consigned to the history

books. I have this horrible, dreadful feeling that what I’m driving here, is an ending.” Those were the words he spoke a few years back while driving the Aston Martin Vantage V12. His sombre mood was due to the mounting environmental issues, government regulations, and a growing nanny state that will soon spell the doom of the performance car. At the time, I thought Mr. Clarkson was being rather melodra-matic, as he can so often be. However, today those particular words ring in my ears with rather more intensity and sadness.

Death of Two Icons

Canada is soon to lose the RX-� and Lancer Evolution X

Now, I’m a firm believer in environmentally responsible vehicles such as Fuel Cell, Hybrid and Electric Vehicles. However, when the small percentage of motorists who enjoy vehicles for more than just transportation start to lose the vehicles they love in the name of government regulations and corporate devotion to new environmental technologies, I can’t help but feel both cheated and betrayed. And already, it looks as though we will soon lose two iconic performance heroes to the new world order. I’ll happily commute to work in my Nissan Leaf, I think it is a great day-to-day car, but come the weekend, I want to rip into the mountains, bounce the rotary engine off 10,000 rpm and produce masterfully trained heel-and-toe downshifts entering corners.

Both the Mazda RX-8 and Mitsubishi Lancer Evolution rate extremely high on my favourite performance car list, and both are currently slated for discontinu-ation in the very near future.

The soul of Mazda is its Zoom Zoom phi-losophy, and that is most concentrated in the RX-8 and its rotary engine. It’s a magnificently visceral engine that is one of the few engines left that begs to be beaten within an inch of its life, while the low-slung rear-wheel drive body is one of the great communicators with the driver’s senses. In other words, it’s one of the last true driver’s cars left. Unfor-tunately, one of the characteristics that makes the RX-8 so great, seems to be the issue that will soon spell its doom.

The Euro V emissions standards have already killed off several smaller per-formance compacts over in Europe,


PERFORMANCEincluding the Civic Type R and the 2011 Ford Focus ST. As the RX-8 will not pass these regulations for 2012, and with so few examples be-ing sold here in North America, the writing is all but on the wall. It’s just unfortunate that the emission rule makers can’t make special excep-tions for such low-volume vehicles, much like they do with commercial and heavy-duty trucks, which do not have to comply to current emis-sions standards. However, that too is about to change. Regardless, Mazda will not extend the RX-8 into the 2012 model year, but it is quite possible that a replacement may take its place, as Mazda has been performing quite a bit of R&D with hydrogen and diesel powered rotarys, and there is even talk of a return of the RX-7.

While there may still be hope at Mazda, things are not looking so good over at Mitsubishi, as it looks as though the brand will be turning its back on two decades of motorsport dominance. The Lancer Evolution was the first of the exotic killers, and made the sport of rallying what it is today. The con-stant evolution of the breed has made the Evo the last shining example of Mitsubishi’s dying glory days. The Evo was always something special to me; as a rally driver, it was the pinnacle I had hoped to achieve, and I was always in a state of bliss behind the wheel of Mitsubishi’s greatest weapon.

The Evo’s demise is not so much dictated by bureaucratic regula-tions as it is by public opinion. Mitsubishi is going through some tough times as of late, and in an effort to form a new identity, it is putting all its eggs into the electric basket. As such, all R&D

finances will be focused on Electric Vehicle technology, and the Evo will be left to die once the lifespan of its tenth generation runs its course in 2013. Mitsubishi has hinted that the Evolution identity may continue with hybrid technology, but let’s face it, a hybrid Evo, just isn’t an Evo.

And so, with great sorrow, I pay tribute to two cars that held a special place in my heart. I may have only had a few chances to drive each of these, but both left a lasting impression on me. Unfortunately, as Mr. Clarkson says, I’m afraid this may only be the beginning.


Looking back at Turbine-powered concepts

Review and photos by Russell Purcell

I am privileged enough to get the opportunity to drive a wide variety of automobiles, but few, if any, have delivered a driving experience more enjoy-able than that offered by the Intermeccanica Speedster .

The carThe Intermeccanica Speedster is a faithful reproduction of the 1958 Porsche 356A Speedster - a car that has ranked very high on my list of dream machines since I was a young boy. I recently had the opportunity to spend the day behind the wheel of one of these hand-built beauties and must admit, the experience was eye-opening in more ways than one.

My test vehicle was the personal vehicle of Intermeccanica principal Henry Reisner, and as such, was well-sorted and impeccably maintained. The car was lovingly constructed in 2004, and is cloaked in a deep blue paint (Porsche’s Midnight Blue) and features a matching high-bow, canvas top.

A faithful reproduction of a

motoring legend

Speed & Sound RPM Nov / Dec 2011��

This was ourCruisin’ the Dub®season 2011

Keep In Touch At: [email protected]!Keep In Touch At: [email protected]!® Trade-mark of A&W Trade Marks Limited Partnership, used under licence.

INCREDIBLE CARS:at shows and events all over the country, including thousands of cruise nights at A&W restaurants.

A BIG CHARITY EVENT:a million dollars raised for theMultiple Sclerosis Society.

RACING:with Jason White in the

#21 A&W Challenger in the NASCAR Canadian Tire

Series.

AN EXCITING CONTEST:John Le Blanc of Sunet House, AB won the 2011 Dodge Challenger

SXT Plus with Rallye Group inour summer contest.

Hundreds of other peoplewon leather A&W jacketsor Teen Burger® combos.

AND BEST OF ALL, FUN AND FRIENDSHIP.It might be time to put your pride and joy in the

garage for the winter, but we’re always interested in hearing from you. Send us photos; write and tell us a story of a cruise you experienced; send in your

suggestions for next year. And be sure your club is on our mailing list.

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Customers can order the low-bow structure, but taller individuals will appreciate the extra headroom offered by the taller unit.

Interior impressionsLuckily for me, the top was down when I picked up the Speedster, as I stand 6’2” tall and am large in stature. This made getting in and out of the svelte little convertible a much easier proposition. The compact doors are ultra-lightweight and open with ease, but it is necessary to step over a fairly wide sill before sliding your legs into the expansive foot-well and lowering yourself into the driver’s seat.

Once seated, I was taken aback by the fact that this very small sports car provided a surprising amount of space for a big lad like myself to move about. Immediately you notice that most of the real estate under the dash is visible and exposed, and that there is no central tunnel to demarcate a boundary between the two seating positions. This allows the gearshift and pedals to take centre stage. I will admit that this layout does help give the diminutive car’s passenger area a more spacious feel, but this is also aided by the fact that the Intermeccanica Speedster features a wider tub than its Porsche namesake. The low-slung windshield and spartan interior left me feeling free and unencumbered when driving with the top down, but later in the day, after snapping the top in place, I will admit that I did suffer from a little bit of claustrophobia. This is due to the fact that the roof design partially conceals a portion of the side windows (modern, power-operated side windows replace the side curtains of the original car) which greatly impedes outward visibility for taller individuals like myself.

The Speedster’s tidy cockpit featured a pair of low-back bucket seats swathed in bright red Italian leather hides accented by dark blue piping. While not a requirement, leather interiors have proven to be the choice of most of the Vancouver firm’s customers. These thinly padded seats were surprisingly supportive and proved comfortable enough over the course of the day. Modern seatbelts have been added to the design for safety reasons, but don’t expect to see any airbags (or head restraints for that matter) in a Speedster re-creation.

Most German manufacturers utilized square-weave, wool carpeting in their automobiles during this time period (1950s), and the quality of that used by the craftsmen at Intermeccanica is impressive. It has been selected to be as close a match as possible to that used in German sports cars of

the period, and gives a classy look and feel to the Speedster’s passenger compartment and trunk.

The view from the driver’s seat features an uncluttered dashboard sporting a trio of reproduction VDO gauges, a simple clock, and a couple of simple pull knobs. The highly polished, wood-rimmed Nardi steering wheel is a simple three-spoke design that offered a comfortable grip and slipped easily through my hands. The simple floor-mounted shift lever fell readily to hand, and the flow of its action provided plenty of positive feedback. Under the hoodUnder the shapely hood of Reisner’s Speedster resides a 2.3-litre, four-cylinder engine based on the venerable Volkswagen Type 1 engine which provided the motivation for early Volkswagen Beetles. This powerplant is Intermeccanica’s largest displacement air-cooled offering, and it produces a healthy 165 horsepower and 155 lb-ft of torque.

Intermeccanica sources its air-cooled engines from C.B. Performance in California, a specialist firm dedicated to the production and distribution of high-performance Volkswagen engines and components. The engines themselves are brand -new units which have been highly modified to enhance performance and increase reliability.

My test vehicle was extra special as the engine had been coupled with a Porsche five-speed manual transmission sourced from an early 911. As a result, it had a very unique shift pattern. First gear is a dog-leg over towards the driver and down, while reverse gear is situated where the traditional first gear would be on a modern manual gearbox.

This proved to be a really nice combination for the enthusiast driver as I was told that this particular engine tends to be a bit peakier than the smaller displacement engines fitted to the entry level offer-ings in the Intermeccanica line. The engineering goal was to give the driver of this car the proper tools to extract peak performance from the car’s engine, and by adding the extra gear (original cars were four-speeds), it is much easier to keep the car in the sweet spot of its power band. It is also nice to have the taller gear when cruising at highway speeds as well. This particular vehicle also features four-wheel power disc brakes, rack-and-pinion steering, and stout anti-sway bars. Mr. Reisner explained that he felt that these are very nice upgrades to have in the vehicle, as while it may look like a 50-year-old car, these alterations allow it to drive and react like a much more modern design. He feels that mechanically, the company’s cars represent a good bridge between the old and the

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Rods & Classics RPM Nov / Dec 2011 51

new. The Intermeccanica customer is still able to appreciate the distinctive sounds and smells that come with an air-cooled car, but due to some mild upgrades, they are able to experience improved drivability and a higher level of performance.

Driving impressionsThe performance of the 1958 Intermeccanica Speedster was much more impressive than I was expecting. I should point out that on the day of my visit I had arrived at the shop behind the wheel of a brand-new Porsche 911 Carrera. Few would argue that the 911 is one of the best handling automobiles in the world today, and as a result, Porsche can’t produce enough of the iconic machines to satisfy demand. However, upon my return from an afternoon of open top motoring in the Speedster, I must admit that I came away with a new appreciation for the experience of driving.

I was initially attracted to the Intermeccanica Speedster because of my love for the classic design. Its curvaceous body and clean lines hint at a much simpler time when cars were far less complex, lighter on equipment, and more invigorating to drive.

The Speedster is a model of simplicity, and it was a pleasure to embrace the act of actually driving a car rather than being isolated from the process. Modern automobiles are so cluttered with computers and electronic safety nannies that much of the fun and excitement has been removed from the driving experience. This is not the case with cars like the Intermeccanica Speedster, where simple mechanics, responsive handling and a light-weight design help the car communicate with the driver through the seat, controls, and visceral feedback brought on by the cacophony of sounds produced by the engine, exhaust system, and squealing tires. The driver remains in complete control over the vehicle’s operating functions, and will be consulted largely through the seat of his or her pants when it comes to making decisions about how and when to manipulate the steering wheel and gearbox, or apply acceleration and braking inputs.

Once the car’s engine and drive train were sufficiently warmed up and I was comfortable with the novel operation of the Porsche gearbox, I began to explore the capabilities of the Speedster. I found the car to be well-balanced, and very civilized when it needs to be, but when given the opportunity to reveal its true performance and handling prowess, you quickly realize why the original car was such a world-class sports machine. Acceleration is brisk and exhilarating as the car weighs in at a mere 1,850 pounds. The big disc brakes had no problem bringing the agile car to a stop, and I found that the feel of the brake pedal remained positive throughout the day.. The engine in a Porsche Speedster is mounted at the rear of the car, just aft of the rear axle. To balance the weight distribution, the fuel tank, tools, and spare wheel are housed up front. Intermeccanica has improved on

the original design by moving the engine and transmission a full three inches forward of that of the original, and incorporating a more modern rear suspension set-up. The end result is more pre-dictable handling with far less tail wag. At slower speeds, the car remains perfectly planted when cornering, but when goaded with an extra surge of power, the rear of the car will swing out just enough to induce the formation of a mischievous smile on the face of the driver. The car performed flawlessly for the bulk of my day as I tackled downtown traffic, toured the wind-ing roads around Vancouver’s many beaches, and took a couple of laps through Stanley Park. The relatively short throws of the gearbox began to become intuitive as I explored Vancouver and its more interesting neighbourhoods in my stylish retro-mobile. I had been advised upon my depar-ture that the car would deliver a very enjoyable driving experience if I made my gear selections as the tachometer approached 4,000 rpm. Henry had his car tuned so that peak power occurs at 5,500 rpm, and the few times the needle man-

aged to kiss that mark I must say that the car really needed to be reined in. I suspect that this thing would be a blast at a track day!

What does it cost?If you are looking to order a bare-bones, entry-level, air-cooled Speedster reproduction from Intermeccanica, it would cost you about $46,000 before taxes. The company also offers its customers the option of selecting a liquid-cooled crate engine for your car sourced from either Volkswagen (2.0-litre /125 hp) or Audi (1.8-litre turbo/185 hp). These units have proven so popular that they now make up the bulk of the company’s orders, and average cost is about $60,000. A top-of-the-line car with full Porsche running gear and a host of optional equipment would probably break the $100,000 barrier. If you were to place an order with the company, it would take about three-and-a-half months to hand-build your car, but turnaround time depends on production backlog. As the company only builds about 20 cars each year, Reisner predicts that at the time of this writing, it would take four to five months to get your car completed and delivered.

The 1958 Porsche 356A Speedster is one of those ground-breaking automobiles that every enthusiast dreams about owning, or at least driv-ing, at some point in their lives. Unfortunately, only 551 of the lightweight sports machines were produced that model year, making the likelihood of ownership pretty slim, and exorbitantly expensive.

Luckily, there are companies like Intermeccanica International around to help motor-minded customers fulfil their automotive dreams without breaking the bank.


Story by Budd Stanley, photos courtesy of GM Canada

It’s ironic that the “Heartbeat of America” got its start in the small town of La Chaux-de-Fonds, a centre of watchmaking in northwestern

Switzerland. Engineering skills like that required for watchmaking, would be a good start for someone looking to start their own automo-bile manufacturer, but Louis Chevrolet didn’t choose watchmaking and went straight into a career as a mechanic. He first started working for a French car company but would soon emigrate to Montreal, Quebec, in 1900. At this time, Chevrolet had also become an accomplished bike racer. However, it wouldn’t be long before he was on the move again, this time to New York to work for an engineering company that was run by a fellow Swiss. It’s a familiar story for those who would build some of the most suc-cessful automotive manufacturing companies at the turn of the century - bike mechanics turned engineers, turned automotive entrepreneurs. However, before Chevrolet started up his own car company, he be-gan to race Fiats professionally for a year, then moved on to race for Buick where he would meet company owner William C. Durant, the man who would co-found the Chevrolet car company with Louis in the near future. But before that could happen, Chevrolet was back on the road, this time in Philadelphia to develop a revolutionary front-wheel drive racing car. It seems Mr. Chevrolet was a man who got around back at the turn of the century, so it was only fitting that several decades later, the company that took his name had a motto that said “See the USA in a Chevrolet.”

We now move over to Durant, who in 1909, created another new car company, this one called General Motors. However, in 1911, Durant

was ousted from his position at General Motors, so, he teamed with Chevrolet along with financial partners William Little, the man behind the Little automobile and Dr. Edwin R. Campbell who was Durant’s son-in-law, to create the Chevrolet car company with Louis’s own designs, which he had been working on in his spare time.

The company’s logo, the bowtie we all know today, was actually a stylized Swiss cross from the Swiss flag, to honour his homeland. The first car devel-oped for the company would be the Chevrolet Series C Classic Six. Under Chevrolet’s tutelage, the car would be one of the most powerful and extravagant vehicles Chevrolet would build. The Series C had a classic European style using Chevrolet’s own 299 cubic-inch, 40-horsepower six-cylinder mated to a three-speed gearbox mounted in the rear – Corvette fans rejoice. It was one of Chevrolet’s greatest achievements, but it was extremely expensive to produce. Durant had different plans for the company though, choosing to build cheaper cars at a more affordable price.

Soon, Chevrolet and Durant would start to butt heads and in 1915, Chevrolet would leave the company that bore his name to start a racing company. He and younger brothers Gaston and

Arthur Chevrolet started Frontenac Motor Corporation, designing and producing a line of racing cars. They would become well known for several strong appearances in the Indianapolis 500 as well as their Fronty-Ford racers. Yes, Chevrolet built and sold special cylinder heads for souped-up Model-T Fords.

Meanwhile, Durant had now made Chevrolet a profitable company with the introduction of cheaper vehicles such as the 490, Baby Grand

PLUGGED INHISTORY - CHEVY TURNS 100

A Century of the Bowtie

Despite the company taking its name after Chevrolet, Louis only designed the first vehicle, leaving the company four years later after a dispute with Durant over the level of prestige.

Rods & Classics RPM Nov / Dec 20115�

and the Series H. With cash in his pocket, he bought controlling stake of his old company, General Motors, and became president of that company in 1917, and promptly merged Chevrolet into the growing GM family. Soon after, he created Chevrolet factories located in New York City; Tarrytown, N.Y.; Flint, Michigan; Toledo, Ohio; St. Louis, Missouri; Oakland, California; Fort Worth, Texas, and Oshawa, Ontario.

Chevrolet, along with the growing empire that was GM, began to flour-ish, taking on the likes of Ford and Chrysler, the other two top mass-production players in the North American auto industry at the time. At the same time, Louis was also finding success in his racing company, winning the 1920 Indy 500 with his redesigned Monroe-Frontenac racer. In only his second try, Louis’ brother Gaston piloted the car to became the first driver in the history of the 500-mile race to go the distance without making a tire change.

However, the coming depression would not be kind to Louis Chevrolet, who lost all his previous earnings in the stock market crash of 1929. Without income, he went to work as a line mechanic in a Chevrolet factory, the company he founded. Louis Chevrolet died nearly penni-less on June 6, 1941 in Detroit, Michigan, and is buried in the Holy Cross and Saint Joseph Cemetery in Indianapolis, Indiana. However, we all know the legacy that Chevrolet left to the automotive industry, a company that is now a worldwide entity. On November 7, 2011, Chevrolet celebrated its 100th anniversary, a feat equaled by only a few companies, including Ford, Alfa Romeo, Fiat and to a certain ex-tent, Audi. In tribute to the company’s namesake, Chevrolet Europe is recognizing Louis Chevrolet’s Swiss birthplace of La Chaux-de-Fonds by commissioning a public artwork on the Parc de l’Ouest.

Despite a nasty bankruptcy and a company restructuring over the last couple of years, Chevrolet is showing signs of its former glory, unleash-ing several new and interesting vehicles such as the Sonic and Volt. While it may not have been as prestigious a brand as Louis Chevrolet would have wanted, as shown in the one vehicle he created for the brand, it still holds to Durant’s vision of affordable vehicles to the mass population, a business plan that has re-earned GM the title of largest auto manufacturer in the world.

PLUGGED INHISTORY - CHEVY TURNS 100Chevrolet began professional racing with the Fiat team. He then moved to Buick where he designed most of the cars that he raced, catching the eye of Durant.

The original Chevrolet logo was based on the Swiss cross, honouring Chevrolet’s homeland.

Durant was the man behind Chevrolet and GM, building the companies around the philosophy of manufacturing inexpensive cars for the general population.


CLASSIC CORNER

By Nigel Matthews, photos by Gerry Frechette

If you attended the Luxury+Supercar Weekend on either September 10 or 11,

you would have experienced a garden-party atmosphere on the great lawn of Vancouver’s magnificent VanDusen Botanical Gardens.

Having lived in this city for 35 years, it still amazes me that a number of people are not aware of this hidden gem! Never before has a two-day outdoor event of its kind taken place in B.C., let alone Canada; the only one that could possibly come close to it was the 2010 Concours d’Elegance “Le Mirage” in Quebec, an event that was very short-lived.

Mercedes-Benz, celebrating its 125th anniversary, hosted a VIP party for its customers and guests in a state-of-the-art pavilion on Friday evening. I have only seen such an impressive tent at automotive events such as Pebble Beach and Amelia Island, so hats off to Mercedes-Benz for including Vancouver in its anniversary year and doing it in such style and class.

Luxury was represented by Rolls-Royce, Maybach, Mercedes-Benz, BMW, Jaguar, Range Rover and Maserati. The Supercar part of the equation (and they truly were super) were represented by some 2012 models including the volcano orange pre-production McLaren MP4-12C and Lamborghini Aventador LP700-4, which had recently showcased in California at The Quail and the Pebble Beach Concours d’Elegance. It

Luxury + Supercar Weekend

was the second appearance in Vancouver for the 2011 Bugatti Veyron 16.4 Super Sport. The first time was in November 2009, and at that time the car was showcased when Weissach Performance Ltd. became the official Bugatti dealer for Canada. Two of my favourites were two Japanese supercars, one old and one new - the 2011 Lexus LFA, one of only 150 in North America, a V10-powered carbon fibre masterpiece, and the 1967 Toyota 2000GT, one of only 337 built and heading towards the $500,000 price bracket. Both cars were from the private collection of Christian Chia, the owner of OpenRoad Auto Group.

The event kicked off on Saturday under the perfect conditions of blazing sunshine. The first official event for the participants to enjoy was a runway fashion show hosted by Maxmara, Boboli and Suki’s, showcasing some of the latest fashion trends from the leading clothing retailers and hairstylist in Vancouver. All of the supercars were in place except one; the McLaren, Lexus LFA and Lamborghini Aventador kept the spectators busy while everyone anxiously waited for the noticeably absent Bugatti Veyron. When the Bugatti arrived fashionably late during the mid-afternoon, the place came to a standstill as the $2.2 million Veyron made its way through the

parting spectators to its display spot. The event wrapped up for the day and all of the privately-entered vehicles were covered with special plastic covers to keep the evening dew off.

Sunday began with a Roden Gray fashion show highlighting their upcoming fall 2011 collection. Sunday was a day of great anticipation for the owners of the magnificent array of classic and modern supercars entered in the inaugural Shaughnessy Concours d’Elegance.

As Concours Chairman and Chief Judge, I commented during my opening remarks at the awards ceremony that the event was appropri-ately named, due to part of the 55-acre botani-cal gardens having been the site of the former Shaughnessy Golf Course.

The cars were judged by a very experienced team of judges using French rules judging, which means the cars were judged not so much on the correctness of every single nut and bolt as done at Pebble Beach, but using French rules which

The star of the show was the new McLaren MP�-12C, one of only three pre-production prototypes in the world.

1955 Mercedes-Benz 300SL Coupe voted Best Of Show.


CLASSIC CORNERdictate that a team of judges review a car for elegance and beauty, and consider how it makes them feel. Physical condition and authenticity carry less weight than the grace and success of the design, although they are often used as tie breakers. My instruction to the judges was if you have a tie-breaker situation, as the class judge, which of the two cars you would like to take home would be the winner. The classes judged included a beautiful array of E-Type Jaguars which were celebrating their 50th anniversary, 100 years of “The Spirit of Ecstasy” which showcased the Oldest Rolls-Royce in Canada, John and Marny Peirson’s Ghost, front-engine Ferraris, the British Invasion, Mercedes-Benz 300SL Gullwings and Roadsters, Classic Supercars, and Modern Supercars The 2011 Best of Show (only class winners are eligible to be selected as the best of show) award went to a 1956 Mercedes-Benz 300SL Gullwing Coupe. The judges felt that the vehicle owner, Janet Roethe, was very passionate about her car, plus the fact that it was her car and not her husband’s. She has competed in the Targa Newfoundland and Targa Adelaide and drives the car as often as she can. The 2011 Chairman’s Award was presented to Reiko Mackenzie and her 2011 Ferrari 458 Italia. It was so nice to see the top awards being presented to women who are so passionate about their cars. Mackenzie opted for the mechanics class instead of home economics when she attended high school and worked on her first car, a 1978 Honda Civic, to keep it going.

To bring this event to the highest level possible and more than just another show-and-shine, guests were asked to dress in smart casual attire; some of the ladies dressed in their best dresses and heels, and some gentlemen in jackets and blazers, some even with ties. A good time was had by all; most of the supercar owners were close to their cars and were friendly and accommodating allowing guests to take pictures with their car.

To sum up the event’s hospitality, the Harrods’s-style box lunch (a choice of three) was top notch, the incredible array of locally owned classics and new supercars, the display of micro cars and electric vehicles and even a luxury boat and the fashion shows kept everyone entertained.

The event had an advanced purchase price on-line of $50 general and $125 for the VIP package, a pittance compared to Salon Privé in London where tickets, while available, sell for £195 each (excluding the 20% VAT tax) that amounts to $375 for unreserved seating and £325 each (exclud-ing tax ) for reserved seating ($620.) The Quail has a $400 ticket price tag and you have to be on a waiting list; tickets sell out in two minutes the day that they go on sale in February. If you miss out and really want to attend, you can find them on Craigslist for $1,200. Yikes!

Luxury+Supercar Weekend and the Shaughnessy Concours d’Elegance appears to have established itself as one of the most prestigious automo-tive events in the country.

The Lambor gh in i Aventador made its Vancouver debut at the show.

The Bugatti Veyron 16.� Super Sport ar-rived late on Saturday, drawing a large crowd who had waited to see it.

The Ferrari 599 GTO is said to be the fastest Ferrari street car ever.

The first and latest supercars from Toyota, the 2000GT and the Lexus LF-A, owned by OpenRoad Auto Group owner Christian Chia.

Three of several Jaguar E-Types enjoying the verdant splendour of Vancouver’s Van Dusen Gardens.


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Rods & Classics RPM Nov / Dec 20115�

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with Maj. Gen. Lewis

MacKenzie (retired)

Interview by Budd Stanley Anyone who has watched the news in the last twenty years will un-doubtedly know Maj. Gen. Lewis MacKenzie as one of Canada’s most famous Generals, known for establishing and commanding Sector Sarajevo as part of the United Nations Protection Force UNPROFOR in Yugoslavia in 1992. However, few know that in MacKenzie’s off time, he moonlights as a race car driver, and a good one at that, win-ning several road racing championships in both Europe and here in Canada. We sat down with the retired general to hear his thoughts on racing and his relationship with the automobile.

RPM: Thanks for talking with us Mr. MacKenzie. Let’s start out by talking about how you fell in love with cars and racing.

LM: Well, it all started in the last days of my officer training at Camp Borden. It was 1960 and I was twenty years old. A buddy of mine had a Volvo PV544, and he was going off to a race and wanted to know if I wanted to tag along. Well, I didn’t even know that cars raced at that point, but I went along, and one way or the other, my life has never been the same ever since. I pretty much decided that I wanted to become a race car driver right then and there. However, I was stationed in Germany fifteen years later, and had my first discretionary income left at the end of the month, and went over to England and bought a Lotus Elite and signed a contract with my

wife that I would race for one season, and hopefully get it all out of my system. Well, we are now on our 36th annual extension of that contract and the only caveat that she has is that thou shall not embezzle from the family account.

RPM: What Championship were you running over in Germany?

LM: We ran the under 1300cc European Vintage Championship that first year with the Elite. It was such a great little car, but obviously my home country was Canada, and I needed to join a German club to get a license from Canada. So they always thought I was coming over from Canada for all the races, so we would run preliminary races for most of the Grands Prix and I would never pay an entry fee. But we ended up winning the championship that year, and the racing virus has only gotten stronger since.

RPM: So what did you move on to after the Lotus?

LM: I brought the Lotus back to Canada, and we made the mistake of upgrading it to stage 3, and it became unreliable, so we sold it and bought an MG Midget, and won the GT3 Canadian Championship in Gimli in 1981. I ran that car for a year and a half, but it was like a Sea King helicopter; I would have to put 30 hours of maintenance into the car for every hour we raced it. We had BHP build an engine for it which we dubbed “the hand grenade;” five seconds over 9,000


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rpm and the thing blew up. But it was a great car and held the track records at all the eastern circuits for many years. Then my buddy Andre La Ronde told me to buy a Formula Ford, as they are so reliable that you can run an entire season and you’ll only have to adjust the valves. So I did that in 1985, I went out and bought an ‘81 PRS, and other than an Ultima GTR and Wolf F1 car I had the chance to race, I’ve stuck with the Formula Ford ever since, winning several championships.

RPM: So, you’ve man-aged to race for 37 years now while juggling a high-profile military ca-

reer and now working as a military correspondent for CTV. How did you manage to get away with that?

LM: Yeah, well obviously in my early years as a second lieutenant, I didn’t always get things my own way; however, as I rose in rank and got more power, every time I received a new posting, I would say to my staff, “you see these weekends, don’t book me for anything,” so the more senior I got, the easier it was.

RPM: So how did you get involved with the Targa New-foundland?

LM: Well, Master Corporal Jody Mitic and Corporal Andrew Knisley were part of the opening ceremony for the Vancouver Paralympic Games, and were sitting in a bar afterwards having a beer and the Targa happened to be playing on TV. So they thought that if they could get a car, they could go and help raise some money for Soldier On. Now, Soldier On is a fund that encourages soldiers that have suffered an amputation to carry on with a sport or hobby, and the fund helps pay for specialized equipment needed to help them do this. As a result, they found me knowing that I had run the Targa in 2004 and had won our class in an SRT4. So they came to the house just to ask for some advice, and after twenty minutes I was managing the whole thing.

RPM: Well that’s awfully nice of you; how did the rally go for the team?

LM: Yeah, well I figured at first it would require a couple of hours work here, a couple there, but it turned out to be a full time job.

But we have had an amazing amount of support, starting right at Honda Canada who gave us a fantastic Acura TL to use with the Super Handling AWD, and right from wheel and tires sponsorships and Targa waiving the entry fee, we’ve had an incredible amount of support. And in the end, we were blown away by the performance of both of them. Anyway, they put in a great performance, and won their category. That’s hard enough to do just that, there are people who have run the event for nine years and not won, and these guys went out and won their first time out, and even kept the car in great condition.

RPM: And so, what has that performance done for the Soldier On foundation?

LM: Well we got a $50,000 anonymous donation to the founda-tion, and there was a dramatic spike in donations. We don’t have confirmed numbers, but we figure the effort helped raise a couple of hundred thousand dollars, and we even got $10,000 from fellow competitors at the rally, so it’s been a very successful program.

RPM: And will the boys be back next year?

LM: You bet. They are both very excited to get back to the Targa, and Honda has graciously stepped up once again with the car, so it’s being pulled out of the Military Museum for duty once again. So yes, the program will continue this September.

RPM: Now, to move away from the motorsport side of things, what is your daily driver?

LM: Well, with three tours in Germany, I’ve owned a lot of Porsches, so I’m a big fan of those cars. However, I was going to buy a Cay-man, but I didn’t realize that there was no room behind the seats and the only order from my wife was that I get a car that had enough room in the back to put a child seat for our grand niece. So I bought the Audi TTS with dual-clutch transmission, as it is as close to a Cayman as you can get with having rear seats for the grand niece. Well, it’s been two years and that child seat has never been put in the back of that car, so I’ve put it up for sale, and it’s my intention to buy a Cayman. My wife drives a Volvo V60 R, which is more of a weapon than a vehicle.

RPM: Finally, any last words you want to say?

LM: Yeah, you know, I’ve been doing this for 50-odd years now, I’m 70 years old and I still love to go out and race. If there is anything I can say to parents who now have the kids out of the home, have a stable income and are maybe retired and looking for a hobby; rac-ing is a great sport. If you can’t play other athletic sports anymore, motorsport is a fantastic substitute that will motivate you to keep fit, stay competitive and keep your mind thinking. So, after the kids leave home, get into racing.


Well, it’s better than nothing.

Parting Shots is where we share those photos that defy classification. If you’ve seen something four-wheeled (or otherwise) that you would like to share, please send it to [email protected]

Presented by:

He and his car are evidently too important to just park on the street.

Still trying to figure out exactly how this could have happened.

It may not have been funny for the drivers caught in this traffic, but it is for us.


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CHEVROLET YEARS ENGINE NOTE PART# EST. HP GAIN*Camaro 2010-11 3.6L 2 63-3075 + 15 hpCamaro 2010-11 6.2L 2 63-3074 + 19 hpColorado 2007-10 3.7L 2 63-3065 + 11 hpCorvette 2008-11 6.2L 2 63-3073 + 18 hpCruze 2011 1.4L 2 69-4521TS + 7 hpSilverado 1500 2009-11 5.3L 2 63-3070 + 17 hpSilverado 1500 2007-08 5.3L 1 57-3058 + 18 hpSilverado 1500 2005-06 4.8L 1 57-3050 + 12 hpSilverado 2500 HD 2007-10 6.6L DSL 1 57-3066 + 20 hpCHRYSLER300C 2011 5.7L 2 63-1114 + 12 hp300C 2005-10 5.7L 1 57-1542 + 31 hp

DODGE YEARS ENGINE NOTE PART# EST. HP GAIN*Challenger 2011 5.7L 2 63-1114 + 12 hpChallenger 2008-10 6.1L 1 57-1542 + 31 hpChallenger 2009-10 3.5L 1 57-1543 + 12 hpChallenger 2009-10 5.7L 1 57-1542 + 31 hpCharger 2011 5.7L 2 63-1114 + 12 hpCharger 2006-10 5.7L 1 57-1542 + 31 hpRam 1500 Pickup 2009-10 5.7L 2 63-1561 + 16 hpRam 2500 Pickup 2007-09 6.7L 1 57-1557 + 21 hpFORDF150 2011 5.0L 2 63-2581 + 12 hpF150 2009-10 5.4L 2 63-2575 + 12 hpF150 2004-08 5.4L 1 57-2556 + 15 hp

FORD CONT. YEARS ENGINE NOTE PART# EST. HP GAIN*F150 SVT Raptor 2010 6.2L 2 77-2579KTK + 20 hpMustang 2005-09 4.0L 1 57-2566 + 8 hpMustang GT 2007-09 4.6L 2 63-2565 + 15 hpMustang GT 2005-06 4.6L 1 57-2565 + 15 hpHONDAAccord 2008-11 2.4L 2 69-1211TTK + 11 hpCivic 2006-10 1.8L 1 69-1013TS + 6 hpCivic Si 2006-10 2.0L 1 69-1014TS + 7 hpTOYOTACamry 2007-11 3.5L 2 69-8611TS + 12 hpCamry 2007-09 2.4L 2 69-8610TTK + 14 hpTacoma 2005-11 4.0L 2 63-9025 + 10 hpTundra 2007-11 5.7L 2 63-9031-1 + 13 hp

Toll Free BC 1-800-667-6677Toll Free AB 1-866-366-6722www.mopacautosupply.com

Toll Free BC 1-800-667-6677Toll Free AB 1-866-366-6722www.mopacautosupply.com

Langley ~ 19950-84 Ave ~ 604-881-4900Calgary ~ 130-16 Ave NW ~ 403-277-0101Edmonton ~ 10448-170 St ~ 780-486-6900

Langley ~ 19950-84 Ave ~ 604-881-4900Calgary ~ 130-16 Ave NW ~ 403-277-0101Edmonton ~ 10448-170 St ~ 780-486-6900

KN MOPAC full page_Layout 1 10/27/11 8:28 AM Page 1

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