RPM Dec-Jan

Bonds cars We take a look at Bond’s most

iconic rides..pg 49

LeMay Museum

The all new 2013 Porsche Panamera GTS...pg 16

NSX

Panamera GTSALSO INSIDE:

PerformanceRhys Millen Motorsports creates an all-new class for Rallycross...pg 44

CONTENTS

The much anticipated Tesla Model S is here...pg 12

Changing The Game

Starting Lines -------------------------------------------------------------- 4 Road Test: Mercedes C63 AMG ----------------------------------------19Road Test: Chevy Spark--------------------------------------------------24Road Test: Hyundai Genesis Coupe -----------------------------------26RPM Test Fleet -----------------------------------------------------------28Sights of SEMA -----------------------------------------------------------29Greatest Roads #19: Cabot Trail ---------------------------------------30AJAC Car of the Year -----------------------------------------------------33The Truck Guy ------------------------------------------------------------35Classic Corner ------------------------------------------------------------51New Product Showcase -------------------------------------------------52Parting Shots -------------------------------------------------------------- 5

BmW m6 2013 BMW M6 Convertible

...pg 21

Plugged in The installation of front speakers to a competition level...pg 41

Never giving up on one special Acura NSX...pg 36

Take a look the LeMay - America’s Car Museum in Tacoma, WA...pg 46

RPM Dec 12 / Jan 13 �

Publisher / editor: Dean Washington

[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 14, Issue No. 6December/January 2012

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It is one of the most anticipated arrivals for 2013. Chevrolet has confirmed the seventh-generation Corvette will debut on Sunday evening, Jan. 13, 2013, in Detroit. To start the countdown to 1.13.13, Chevrolet is showing the new Crossed Flags logo for the new 2014 Corvette. Big changes are in store as Chief engineer, Tadge Juechter, comments, “With the new Corvette, we set out to build a world-chal-lenging sports car with design, refinement, efficiency and driver engagement that is second to none. The result is a truly all-new Corvette. There are only two carryover parts from the C6 used in the C7 – the cabin air filter and the rear latch for the removable roof panel.” As for now, all we have to go on is the new logo, but we’re quite sure that GM will be teasing us with juicy images in the meantime.

Ugly Duckling SavedOne supercar that doesn’t make use of a hybrid drivetrain is the crazed Gumpert Apollo. We wondered a couple of months ago when Gumpert was forced to close its doors based purely on the horrific look of the Apollo alone. All joking aside, the German upstart supercar maker was looking like it would

go the way of most who try such things, in bankruptcy. With the doors closed, there seems to be light on the horizon as a new investor may rescue the company. Little if anything is known about the deal, the actual identity of the investor remains a mystery and it ap-pears that the agreement is tentative. De Telegraaf has learned of the investor from an undisclosed Gumpert employee. A Gumpert spokeswoman told the Dutch newspaper, “Currently we cannot say anything about the future prospects of Gumpert.”

GM Teasing C7 Vette

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RPM IS AVAILABLE AT THE FOLLOWING:STARTING LINESSilly Season Turn-ing LaughableIt all seemed to hap-pen in one day. Lewis Hamilton confirms that he is leaving McLaren for the slower Mer-cedes GP team. Mex-ico’s Sergio Perez, a Ferrari investment, takes his seat, and Michael Schumach-er retires as he was squeezed out of the mix. All big news com-ing from the top level of motorsports, but it doesn’t stop there. After BMW smacked us over the head with shots of classic Minis and its all-new Mini Countryman WRC, Mini has called it quits be-fore the end of its first full season. This is likely the most disappointing, as Mini boasted so much how it belonged in WRC and would continue the long tradition. Only it came to the game with the wrong car, managed to actually make that car somewhat competitive with some podium finishes, then tossed in the towel. Lame.

Civic Gets Premature UpdateWhile opinion may be divided in the office over the recently released ninth-generation Honda Civic, it seems as though Honda itself isn’t entirely happy with Canada’s top selling car. Mid-cycle refreshes are usually reserved for the third year of a car’s lifecycle, but a letter from Honda USA Assistant Vice President of National Sales, David Hendley, to dealerships reports that the one-year-old design will be getting an “emergency refresh.” The letter in question tells dealerships to offload 2012 stock, as the forthcoming 2013s will make selling the old cars harder to do when the cars are side by side. And dealers don’t have much time, as 2013 models are due for delivery by the 29th of November. No specif-ics are mentioned, but Hendley comments “dramatic improvements to the exterior styling that will move Civic into a more premium sporty direction.” The text also promises “interior upgrades and improve-ments to bring more sophistication and quality to its appearance,” as well as efforts to “improve the Civic’s drivability.” It all sounds quite substantial for a car that has been on the market for a little over a year, but Hendley is calling it “the greatest Civic ever produced.”


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Canadian Takes DTM ChampionshipBruno Spengler of St-Hippolyte, Quebec, the pride of Canada compet-ing in the DTM (Deutsche Tourenwagen-Meisterschaft) or German Touring Car Championship, won his first ever DTM title beating out championship leader Gary Paffett at Hockenheim. Spengler has competed in the series for several years, always a contender at the wheel of the factory Mercedes, but finishing between 2nd and 5th in the championship in the last seven years. With a highly publicized move to BMW, though, Spengler was able to bring glory to the team in its first year in the series. Spengler becomes the first Canadian to be crowned champion of a major international professional racing series since Paul Tracy won the 2003 Champ Car title and the first to win a European-based series since Jacques Villeneuve won the Formula One world championship in 1997.

Lexus Getting BolderIt seems that every new super concept that comes out has to be a hybrid of some sort. Toyota and its luxury brand Lexus definitely love hybrids, and revealed a bold new version of its LF-LC concept in Australia. Lexus says the new Opal Blue concept makes even bet-ter use of lightweight materials like aluminum and carbon fibre, and debuts a new hybrid drivetrain developing 372kW (500hp). Dubbed Advanced Lexus Hybrid Drive, the system features a powerful and efficient Atkinson-cycle combustion engine which is mated to an advanced high-energy battery pack. The battery pack is designed to deliver greater power from a smaller battery than those currently used in Lexus’ range of hybrid vehicles. While the hybrid supercar fad is getting a bit annoying, this Lexus sure does look the business.

Nissan Deltawing Rising From the AshesIt was not the debut Nissan was hoping for last June at Le Mans when it sent its radical new racer into action. Essentially a science experiment, the prototype racer changed what people thought was possible when it qualified for the 24 Hours of Le Mans. However, the dream was shattered when the car was punted off the road and into a wall. Revenge was supposed to come in Atlanta at the Petit Le

STARTING LINES

Lexus LF-LC Concept.

RPM Dec 12 / Jan 13�

Mans, only for lightning to strike twice. During a practice session, the Deltawing got punted once again, this time flipping. However, the Nissan team did not give up, fixed the car, qualified for the race and brought the car home in fifth place overall. Congratulations Team Nissan/Panoz for the reward of a never-say-die attitude.

US Government Sorting Out Autonomous Vehicle RegulationsLike it or not, the autonomous car is coming. With companies like BMW and Volvo coming closer and closer to having production-

ready cars, the U.S. National Highway Traffic Safety Administration decided it was high time to lay out a set of rules for these advanced vehicles. According to a Detroit News report, NHTSA is embarking on a research project that could take two to three years, at the conclusion of which, the administration will write rules to govern driverless cars. NHSTA administrator David Strickland says the technology could save thousands of lives. It was also reported that NHTSA has been in talks with a number of companies, including

Google, regarding the implementation and development of this technology. We’re not so sure that we want to put our lives in the hands of circuit boards, and it will be interesting to see if the days of the driver may soon be outlawed. Regardless, the wheels are in motion for autonomous cars to become street legal.

A&W and Chrysler Canada Team Up To Give Away 2012 Dodge Challenger SXTThere is one more proud Dodge owner in Alberta, thanks to an exciting partnership between A&W Food Services of Canada Inc. and Chrysler Cana-da. Scott Horsnet of Redwater, Alberta is the lucky win-ner of a legendary made- in-Canada 2012 Dodge Chal-lenger SXT Plus, after his wife, Su-san entered him in the contest hoping he would win it as a fantastic 50th birth-day gift. Horsnett was presented with the car on Nov.15 at the A&W restaurant in Fort Saskatchewan by franchisee Terry Appleton and Richard Bigelow of Sherwood Park Dodge in Edmonton. The Challenger is the grand prize in this summer’s A&W Cruisin’ the Dub® con-test—part of A&W’s national Cruisin’ the Dub program that invites car enthusiasts to share their passions and their memories at A&W restaurants. A&W’s across Canada hosted thousands of events this past season, with many more planned for 2013. More informa-tion about Cruisin’ the Dub is available at www.aw.ca.

Subaru Working on Turbo BRZ?This will come as no surprise to anyone who even remotely knows

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about Subarus. Automotive News is report-ing that Subaru is currently developing a turbocharged version of the 2.0-litre engine currently found under the hood of the much-loved BRZ. AN’s unnamed sources indicate that this engine will use a twin-scroll turbo-charger and a new direct-injection system that will help give the engine an estimated 280 horsepower and torque that could be in excess of 250 pound-feet. Even better, it’s still just going to the rears and not watered down into an AWD system. To the Subaru loyalists, this news couldn’t come soon enough, but there is no word if the new force-fed BRZ will include STi nomenclature. Also if the rumour is to be believed, the same upgrades will likely find themselves into a TRD-ized Scion FRS, but for now, it’s all just innuendo, albeit very likely innuendo.

22 Year-Old Aventador Owner Crying Over FineThis one gets posted into the “cry me a river” category. Yup, you heard right, the 22 year-old owner of a $430,000, 690-horsepower V12-powered Lamborghini Aventador is crying to the RCMP over a $568 fine. We usually don’t cover such stupidity, but the reason why this guy is whining over the fine is too much for us not to abuse our position to make an example of him. With the amount of press supercar owners have raised lately by getting their cars impounded for speed, the spectacular Lambo got the hook for something even more stupid. Pulled over for a suspect front license plate, the attending officer found the owner had no insurance for the nearly half-million-dollar car that daddy likely bought him. As we are based in the area, we’ve actually seen this prime Darwinism candidate attempting to drive his supercar in traffic many times, and the story doesn’t surprise us. Its just too bad that such exotics only seem to be bought by these twits today.

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Review and photos by Budd Stanley

Times they are a changing; it used to be driving a Porsche or Aston Martin would get heads turning on the sidewalk. Today, only heads full of grey hair snap to attention at the sound of a grumpy V8, and the younger generations won’t lift their heads

from vital smart-phone attention for anything less than a full electric vehicle (EV). It’s the eco cars that are now all the rage, yet the Tesla Model S is a car that grabs everyone’s attention.

Of course it helps that it looks absolutely brilliant. With the Model S, Tesla has created an all new driving experience, starting from scratch in redesigning the automobile as a whole. It’s not the anaemic EV stereotype that we’ve come to know, but a sleek and mean road rocket, overflowing with technological goodies that leaves even the most tech-loaded vehicles in its dust, coupled with equally mind-blowing muscle, or in this case, e-muscle. It won’t just be science geeks wanting a rip in this ride.

Tesla is not your average car maker, still very much an entrepreneurial exercise. However, this allows it to do things the big cor-porations won’t, turning the coolness factor to eleven with remarkable forward thinking. The list of cool features is immense, but

A Breath of Fresh Air

The Tesla Model S provides shock and awe while winning hearts and minds

At The Wheel RPM Dec 12 / Jan 1312

I’ll keep it short. It all starts with the flush-mounted door handles. A simple touch of the finger or key fob raises them from flush, then all you need to do is pull on them and the door will follow. There is no starter; the car senses the fob and when you sit in the driver’s seat, it is brought to life, and slight pressure on the brake pedal will bring the Model S to driving-ready. Same with exiting; simply put it into Park, get out and shut the door and the car automatically powers down.

All very cool, but it gets even better when you consider its sensational dash. An interactive and adjustable layout sits in front of the driver, giving all the pertinent vehicle operation data, while the centre stack is void of buttons and dials, all replaced with a 17-inch iPad-like screen that controls everything one would want with the car with the touch of a finger and is fully adjustable to the user with steering wheel controls. Audio, navigation, HVAC, auxiliary systems and even phone and internet connectivity all work from this screen that, unlike

others, is simple to understand and becomes uncomplicated rather quickly. This is good for the older customers, but given that most of the car is software-controlled, younger owners will soon get even more personalization as Tesla continues to pump out updates for options, services and design. It really is a Smartphone with wheels.

Now, I’m not a tech guy; I’m all about the mechanical stuff, but the beautiful thing about electric cars is their ability to make the exercise of driving relaxing. The smooth propulsion of electric power will actually calm you in even the worst congestion. The smoothness of the ride puts any Lexus, BMW or Mercedes to shame and the power curve is not just linear, but a straight line. Yes, the Model S can be just as exciting as it is relaxing, something the Volt, iMiEV and LEAF fail to do. Powering the rear wheels is a three-phase, four-pole AC induction motor good for the equivalent of 435 horsepower. However, electric motors are all about torque, and the Model S subjected my face to


MSRP:............................................................................................ $64,500 basePrice as tested: ..................................................................................... $114,300Engine: ........................................................ 3-phase, 4-pole AC induction motorPower: ....................................................................................... 416 hp, 443 lb-ft Layout: ....................................................................................Rear engine, RWDWeight: ...................................................................................................2,223 kg Range: ......................257 km with 40 kWh battery, 370 km with 60 kWh battery, 480 km with 85 kWh battery

SPECIFICATIONSsome premature ageing with a heavy right foot. Kicking the throttle, I had my adrenal glands pumping just as hard and my ribs under the same pressure as they were when piloting a 672-horsepower Shelby GT500. Yeah, it’s that good. Active air suspension suspends each corner, lowering the car at speed to increase aerodynamics and keep the ride as smooth as possible. However, even with a sport mode, it’s still a bit soft to keep up with the power if someone wants to go out and get their willies.

All impressive stuff, but it doesn’t stop there, as the Model S is also a very practical car. With the motor mounted in the rear driving the rear wheels, a front trunk with an extra 229-litre cargo capacity comple-ments the massive 812 litres of the rear cargo compartment, 1,868 litres with the seats folded down. The Model S will happily carry five adults in comfort, and an optional fold away, rear-facing third row that will carry another two children. Also, as the lithium-ion batteries are mounted under the floor, passengers are treated with a flat floor, creating more foot space and cargo carrying options for phones, purses and such.

However, what many will be asking themselves, is how far will it go on a charge? This is one of the best features of the S as it cures range anxiety, getting 257 kilometres with the base model, or opt for the more expensive 85 kWh battery in the two higher-end models, and that number improves to 480 kilometres. It is the first road trip-capable EV.

Now I know I’ve been drooling all over the Model S, and it might seem like there is absolutely nothing this car can do wrong. The fact is, Tesla really has put some homework into this car. It’s so different than anything else I’ve ever driven, a completely new way of thinking about what a car can be. However, that’s not to say there’s nothing wrong with it. As with any brand new car, there will be teething issues, and the size of the company means you may not have your car fixed as soon as expected. The fact the car is packed full of software worries me that it may be compromised as much as my laptop, susceptible to viruses and hackers and needing constant updates. But, this is all I have to complain about.

I end with this; there are few modern cars that I would actually want to own. Additionally, I hate automatics. However, with the Model S, Tesla has created an all-new joy of driving, one I didn’t realize you could get without an internal combustion engine and a manually shifted gearbox. It has corrupted my feelings of the whole mid-sized to large-luxury sedan market; I couldn’t even imagine choosing any of its competitors over it other than for price alone. I must admit, I yearn to one day own one.

At The Wheel RPM Dec 12 / Jan 13 15

Red Hot and Ready to Sizzle

ROAD TEST - PORSCHE PANAMERA GTS

Story and photos by Russell Purcell

Porsche AG is revered for its corporate quest to produce some of the most exciting performance automobiles the world has ever

known, and with its latest Panamera, the GTS, enthusiast drivers will be more willing take a hard look at the company’s innovative sedan. The Panamera GTS features a potent 4.8-litre V8 under its long hood. This marvel of engineering puts out a healthy 430 horsepower and 384 lb-ft of torque - enough power to haul the red rocket from 0-100 km/h in a mere 4.5 seconds! The GTS comes fitted with Porsche’s phenomenal seven-speed PDK transmission and the engine is more than comfortable to let you explore its wide power band (its redline is way up the dial at 7,100 rpm) as you shift through the gears. Placing a heavy foot on the gas pedal will produce a very linear throttle response, and gravitational forces will push you back in your seat as you flick through the gears using the column-mounted paddles. The exhaust note is both arousing and addictive, so you might find yourself blowing off work duties, meetings, and other responsibilities in an effort to spend more time behind the wheel of this firecracker. The same all-wheel drive system that is found in its 4S and Turbo sisters is on board to bless the GTS with optimal levels of traction whatever the road surface or weather conditions. This proven platform features a clever torque vectoring system (designed to direct power to the wheel appropriate for trajectory and traction) and an electroni-cally-locking rear differential. The GTS has been tweaked to deliver the enthusiast buyer a driving experience akin to that offered by the benchmark 911, and I must ad-mit that this recipe feels on par with the much smaller sports machine in many departments. The car relishes the curves, tracks straight and true, and body roll is minimal. Much of this road-holding magic can be attributed to Porsche’s Active Suspension Management (PASM) system, but buyers can also opt for the optional Porsche Dynamic

Chassis Control (PDCC) which allows the driver to finely tune the suspension and sway bars to best suit the driving conditions and mischievous intentions of car and driver alike. When operating the car in Sport (or Sport Plus) mode the engine mapping and gearbox become optimized for high-performance rather than fuel efficiency.

Prodigious torque seems to be on tap at all times, so acceleration is near instantaneous. This inspires confidence in the driver as he or she knows that power will be delivered in the blink of an eye should they need to execute a passing manoeuvre or put the power down to get out of trouble. The same big, beefy brakes that rein in the Panamera Turbo are fit-ted to the GTS, and they react with a level of precision that will taint your view of other systems for years to come. As a daily driver, the Panamera GTS is comfortable and easy to live with. When left to operate on its own accord, the PDK transmission works effectively to make gear selections that will optimize fuel ef-ficiency, which will save you some money at the pump. In a further bid to improve fuel efficiency and reduce unwanted emissions, Porsche engineers have fitted the Panamera GTS with an auto start/stop func-tion as standard equipment. The system will automatically switch the engine off when you pull to a stop, but will restart the engine as soon as you release the brakes.


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ROAD TEST - PORSCHE PANAMERA GTS

SPECIFICATIONSBase Price (MSRP): ........................................................................... $126,700Type: .......................................................... 5-door, 4-passenger luxury sedan.Layout: ................................................................ Front-engine, all-wheel-driveEngine: ...................................................................................... 4.8L DOHC V8Horsepower: ..........................................................................430 @ 6,700 rpmTorque : ......................................................................... 384 lb-ft @ 3,500 rpmTransmission: ...................................................................... 7-Speed PDK autoBrakes: .............................................................................................. Disc/discTop speed: ......................................................................................... 288 km/h Acceleration (0-100 km/h): ....................................................................4.5 secFuel consumption [L/100 km]: . City 13.3 L (21.2 mpg); Hwy 8.5 L (33.2 mpg)

The Panamera’s exterior styling is controversial due to its very unique hatchback design, but the GTS possesses a lot of curb appeal with its sumptuous bright red paint and slightly lower stance. The car sits atop huge alloy wheels that are cloaked in a gloss black finish which adds a sporty flare and a hint of aggression to the mix. Black highlights are also used for various external trim pieces, vents, grilles, headlight surrounds, tailpipes, and the rear spoiler. The Panamera provides very luxurious seating for four adults, and all seating positions have been designed for spirited driving as well as comfort. The two rear seats mimic the fronts, which gives the pas-senger cabin an even more exclusive look. The unique GTS leather treatment features grippy Alcantara surfaces throughout as well as embroidered “GTS” logos in the head restraints and high-contrast red stitching. Carbon fibre and bright alloy trim pieces accentuate the sport theme carried throughout the car, as do the bold red seat belts. The arrival of the Panamera brought Porsche a thoroughly modern interior design layout that has now trickled throughout the company’s fleet of models. The wide centre console is home to a seemingly

endless array of controls and buttons, but you will be amazed at how quickly their placement and various functions become intuitive to use. The car’s shifter features a comfy grip, and manual shifting can be executed via the side shift gate or by using the paddle controls. A Bose-engineered premium audio system was on board to tickle the ears, and the company’s latest navigation system worked very well. The centre armrest features a 12-volt power port as well as an auxiliary input, plus a USB port for connecting portable electronic devices. All the gauges and the majority of the controls are within easy reach of both hand and eye from the driver’s position. The GTS comes standard with the Sport Chrono Package which places a stylish lap timer in a perforated recess at the centre of the dash. Porsche’s three-mode, adaptive air suspension is on board as standard equipment which gives users the ability to raise the car at the touch of a button if you find the need to clear snow or shallow road debris, or conversely, to lower the car to allow for more efficient ingress or egress.

There is plenty of cargo room in a Porsche Panamera as the rear seatbacks fold forward to extend the size of the cargo area to a very respectable 1,263 litres. You should have little problem squeezing four sets of golf clubs into the hold with the seats in place, as long as you remove the cargo screen. I must admit, however, that I was surprised that there is only a single glove box, but there are various bins and cubbies spread throughout the cabin.

The Panamera GTS has been designed with a focus on performance, but without the complication and extra expense associated with its turbocharged big sisters, the Panamera Turbo and Turbo S. The re-sulting package is nimble, stylish, and blisteringly quick. If anything, the Panamera GTS may just be the model that helps the Panamera line finally earn the respect it deserves.

At The Wheel RPM Dec 12 / Jan 131�

Brutish in a Subtle WayStory and Photos by Gerry Frechette

In the face of all the eco-cars, trucks, SUVs, and all manner of other vehicles that could be described using terms like useful or socially

conscious, have you noticed that almost every major manufacturer (at least the European and American ones) still has at least one V8-pow-ered sport coupe in its line-up, that harkens back to the muscle car era over 40 years ago?

Yes, speed and image still sell, and let’s hope for a long time to come. We can still buy four-door sedans and two-seat roadsters with big power and capabilities to match, but it is the sport coupe that might best combine the sportier style of a two-door body, with some semblance of utility thanks to its back seat and trunk.

Not even counting the higher-end prestige-level of cars, we can think of probably eight or nine coupes with V8s, and one of them is the Mer-cedes-Benz C63 AMG. Now, we don’t have to get into too much detail here about AMG, the famous performance arm of Mercedes that has given its magic touch to so many of its models over the years. Suffice to say, the C63 lives up to the tradition of AMG.

The C-Series Coupe is somewhere in between compact and mid-size, so it isn’t all that big a car, but AMG has managed to cram the familiar

normally-aspirated 6.2-litre V8 (yes, 6.2 despite the 63 in the name, a nod to tradition) we have tried in several other Benzes into the snug engine bay, and the result is a rather brut-ish coupe. There are some similar cars out there with 500, even 600, horsepow-er, but the mid-400 horse-power range seems to be

the sweet spot for combining everyday driving and some degree of efficiency, along with the ability to provide plenty of entertainment to the driver, in a safe setting, of course. To many, just boot-ing it from rest to 100km/h in the four second range is plenty of fun.

This, the C63 will do all day, with 451 horsepower at 6,500 rpm (redline is an amazing 7,200 rpm) and 443 lb-ft of peak torque at 5,000 rpm; we’ve always thought German horses were pretty big ones, so the C63 will not disappoint many in its power. Other reviews put the quarter-mile time in the mid 12-second range, which is se-rious acceleration for a nearly-two-ton car. Believe me, the desire to mat the throttle pedal is constant.

Backing it up is the new AMG Speed-shift MCT seven-speed sport automatic transmission, with a new wet clutch pack in place of the traditional torque

converter. It provides manual-style performance, with blipped-throttle downshifts and right-now any-shifts via the paddle shifters, but don’t look for a full manual transmission. We are told that no AMG street car has ever had one. There is a control dial on the centre console for controlled efficiency, sport, sport +, and manual shift modes. Obviously, the power goes out through the rear wheels only.

The rotating parts at the four corners are fully up to coping with the power, led by massive brake discs clamped by six-piston calipers in front and four pistons in the rear. Standard tires are 18-inch summer performance Continentals, larger in the rear than the front, on 18-inch wheels, but multi-spoke 19s (that look better, in our opinion) are also available.

The Electronic Stability Program can be switched Off (for lurid, smoky powerslides) or put on Sport (for controlled oversteer), but most drivers should just leave it On in most situations, and enjoy the full control this car delivers in even the most enthusiastic driving. Of course, we don’t advocate that on public roads, but like so many cars, you’ll want to seek out chances to get it into safe and controlled environments to explore its limits.

Okay, so the C63 performs. But it also does a good job of luxury. As you’d expect from Mercedes, there are many choices of interior colours and trim, and our tester happened to have the very sporty designo red-and-black two-tone interior with carbon-fibre trim. There are two types of seat designs, the standard one being a “normal” firm seat in the German tradition, and the designo fully-powered leather upgrade being much more bolstered for serious support. The bolsters make for a few more contortions getting in and out of them, but they are worth it once you are ensconced and carving corners. As for the rear seats...well, you know the story. But it is nice to have the option, at least, of transporting up to four people, even if two of them had better be smaller of stature.

ROAD TEST - MERCEDES-BENZ C6� COUPE


As befits an AMG car, every possible electronic safety aid is on board, either standard or in the optional Premium Package, and we invite you to check out Mercedes’ website to see it all, because there is a lot more room there than there is here to describe them all. On the comfort and convenience side, one must make note of the awesome optional har-man/kardon LOGIC7 Surround Sound System, really an absolute must. Standard equipment includes Active Bi-Xenon Headlamps, Panoramic Sunroof, and no fewer than 11 airbags.

Also available is the AMG Performance Package which adds such niceties as 30 additional horsepower, limited-slip differential (pretty much essential in a performance car like this,) Tire Pressure Monitor-ing System, (ditto), and AMG High Performance Braking System, plus several trim items.

The exterior appearance of the C63 is remarkably subtle, and you might at first think you are looking at a garden-variety C350 with big wheels. Put them side-by-side, though, and you’ll notice the C63’s bulging hood to clear the big engine, along with aero bits like side skirts, rear spoiler and under-bumper diffuser. Of course, there is badging, too, but it is discreet,

which can’t be said for the big brake rotors and calipers, perhaps the most immediate giveaway to just what you are looking at. In a dark colour, it is quite stealthy.

No matter what the co-lour, when you boot this beast, the stealth goes away, thanks to the beastly wail of the big V8 moving air out through its tuned exhaust. And when you let off the throttle in a big way, the exhaust makes all sorts of crackling and burbling sounds. Until you have driven a car that makes you happy to keep a surround-sound audio system turned off, you really don’t know just how intoxicating such a mechanical soundtrack can be.

The C63 is not alone in its class, thankfully. But it certainly goes its own direction, as one would expect from Mercedes-Benz. One could say it is brutish in a subtle way, and we like that.

ROAD TEST - MERCEDES-BENZ C6� COUPE

SPECIFICATIONSBase price (MSRP): .............................................................................$67,700Type: ...................................................................... 2-door, 4-passenger coupeLayout: ............................................................... Front engine/rear-wheel driveEngine: ...................................................................................... 6.2L DOHC V8Transmission: ...................................................................... 7-speed MCT autoPower: ...................................................................................................451 hp Torque: .......................................................................... 443 lb-ft @ 5,000 rpmCurb weight: ....................................................................................... 1,730 kg0-100 km/h: ..........................................................................................4.5 sec.Brakes: ..........................................................Vented discs, front and rear, ABS


ROAD TEST - BMW M6 CABRIOLET

Story and photos by Russell Purcell

BMW M GmbH is the performance subsidiary of German auto giant BMW. As a result, the automobiles that roll out of its facility represent

the showpieces for the brand - cars that have been modified and mas-saged so that they deliver the customer the ultimate driving experience. Typically these factory “tuner” cars have been tweaked so that they make full use of the car’s performance potential with regards to the drivetrain and suspension, but they also carry the latest in safety equipment. BMW also tends to use this division to showcase advancements in the areas of styling and aerodynamics, so M vehicles are usually pretty distinctive.

The BMW M6 borrows many of its styling cues from the luxurious BMW 6 Series Cabriolet that it uses as a foundation. Like its M brethren, the M6 features quad tailpipes, aerodynamic body work and front fender gills. The M6 rides on enormous 20-inch wheels wrapped in sticky low-profile tires that are contained within the car’s aggressive wide-body design that features bold fender extensions that hint at the car’s performance capabilities. The M6 sports the company’s signature twin-kidney grille which is bookended by a new advanced lighting system which includes active Xenon units and LED running lights. At the rear of the car you will find very slick L-shaped, adaptive, LED brake lamps which burn brighter as brake forces increase. My test vehicle looked resplendent in Silverstone Silver paint with a traditional black interior and canvas top. Yes, you read that right, the M6 features a canvas convertible top. The advantage of this design is

It Doesn’t Get Much Better Than This!

that when retracted, the accordion-like stack of support ribs and canvas takes far less room than that demanded by a hardtop design. This means that you have more room for luggage and golf clubs in the trunk, and there is a significant weight savings to be had as well. The canvas top retracts both quickly and quietly and when stowed it is hidden beneath a hard cover. With the top in place, I suspect most passengers will be amazed at how well insulated it is, as it effectively filters out the majority of wind, road and extraneous noise you may encounter on your travels. I say most because when you drive this car in anger, nothing will keep that music out. BMW often receives accolades for its impeccable interiors and outstand-ing attention to detail, but sliding behind the wheel of the M6 reminded me just how flawless an interior can be. The cabin is draped in premium leather hides, soft-touch materials, and attractive carbon-fibre trim pieces. The view from the driver’s seat is uncluttered and the layout of the switch-gear and instruments puts everything within easy reach of both hand and eye. BMW’s intuitive iDrive system utilizes a large, 10.2-inch display screen to help the driver navigate through the car’s various systems, as well as display navigational data and various camera views. If I had one complaint, it would be that the passenger cabin is best suited for just two occupants, as the rear seats are pretty tight for adults. The


ROAD TEST - BMW M6 CABRIOLET

two front positions, however, proved very spacious and offered plenty of room to stretch out during a long drive. Under the long and shapely hood, you will discover one of the world’s greatest engines seemingly ready to pounce. The M TwinPower Turbo V8 engine is a technological marvel that generates a healthy 560 horsepower and a prodigious 500 lb-ft of torque. Mated to an innovative high-torque seven-speed M Double Clutch Transmission (M DCT) this combination is capable of hustling this luxurious, drop-top touring machine from 0-100 km/h in a mere 4.4 seconds. Add to this an exhaust note that will give you goose bumps and you have a package that can only be described as automotive nirvana.

I took this dream machine for a long, late summer journey that included the famed Trans-Canada route through the storied Fraser Canyon of B.C. which is somewhat of a Mecca for enthusiast drivers. One of the reasons this route is so appealing is the fact that between the small towns of Hope and Boston Bar, you carve your way through a series of scenic switchbacks that include a string of long tunnels (one of which became famous when Shell filmed a television commercial starring Formula 1 racing legend Michael Schumacher who - through the magic of smoke and mirrors - appears to drive a high-powered sports car upside down). I reserve this test route for the most special automobiles and the M6 is about as special as they come. It’s amazing how giddy a middle-aged man can get as he rockets through a cavernous tunnel in a high-powered convertible just so he can experience the aural bliss that is created by the various burps, burbles and barks that are generated by this car’s engine, turbochargers and exhaust system as they reverberate off the tiled walls. With each flick of the paddle shifter and blip of the throttle, the M6 made me feel a part of this glorious machine and like any addict, I found myself begging for more. Luckily, there are plenty of convenient places to turn around along this storied route so that I could experience encore after encore of mechanical bliss. One of the greatest marketing slogans of all time is associated with BMW. The company has never been coy about the fact that its line of automobiles deliver what it considers to be “the ultimate driving experience.” I must say that this slogan seems a tad boastful when you are behind the wheel of the

likes of an X1 or X3, but it certainly works when you are holding the keys to a car as potent as the BMW M6.

The car’s steering system operates with a level of precision that would embarrass many race-bred machines, as it is highly communicative and responds immediately to the driver’s inputs. The car’s lightweight M-tuned suspension is firm, but supple enough to keep the car’s big sport tires planted as you power through corners. The car tracks straight and true and goes exactly where you direct it, but a subtle tail wag can be induced with a little effort. The M Double Clutch Transmission executes lightning quick gear selections, especially when you choose to engage the paddles, and I have no doubt that this will become the norm for most operators. As you become more familiar with the car’s capabilities and nuances, you can explore its true potential by utilizing the M Drive system which allows the driver to adjust six performance parameters - including engine management and a host of shifting programs. The car’s high-revving engine features a wide power-band capped by a 7,200-rpm redline. In an effort to help you extract the most from the engine, BMW’s engineers have equipped the car with two M Drive buttons which allow you to choose from three dynamic pre-sets (Efficient, Sport and Sport+) which seamlessly transform the car’s handling and performance parameters in short order and upon command. A performance machine should also have performance brakes, and in the case of the M6, you will find over-sized discs backed up by a host of elec-tronic aids designed to maximize and maintain brake effectiveness. I found these big binders to be fade-free and the pedal feel was very progressive. I definitely felt confident in their ability to bring the car to a controlled stop in a hurry, but should you find yourself wanting more, your dealer can help you select the M Carbon Ceramic brake option on your order sheet. The BMW M6 is an exclusive machine that is produced in relatively small numbers, but for the lucky few that get to park one in the garage, they will be looked upon with envy. The car is unique in that it is equally at home navigating civilly through the congested streets of an urban centre during the daily commute as it is carving its way like a hooligan over twisty canyon roads at triple-digit speeds, all the while coddling its occupants in one of the most luxurious and safe cabins on the road today.

SPECIFICATIONSBase Price (MSRP): ........................................................................... $124,900 Price (As tested): . $155,570 (Includes Executive Package, Full Merino Leather, Bang & Olufsen Sound System, Night Vision with Pedestrian Detection, Freight & PDI and associated levies) Type: .............................................................. 4-passenger, 2-door convertibleLayout: ............................................................................... Front-engine, RWDEngine: ...................................................................Twin-turbo, 4.4L, DOHC V8 Horsepower: .............................................................560 @ 6,000 – 7,000 rpmTorque: ............................................................. 500 lb-ft @ 1,500 – 5,750 rpmTransmission: ....................................... 7-speed M Double Clutch auto-manual Brakes: .............................................................................................. Disc/discAcceleration (0-100 km/h): ....................................................................4.4 secFuel consumption [L/100 km]: .. City 13.2 L (21.4 mpg); Hwy 8.6 L (32.8 mpg)


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ROAD TEST - CHEVROLET SPARK

Review and images by Russell Purcell

With the cost of fuel still spiralling out of control, many consumers are looking to get behind the wheel of smaller and more fuel-efficient au-

tomobiles to help relieve some of the financial burden. Unfortunately, as you slide down the automotive food chain, you will find the need to forgo many of the features you enjoyed in your larger ride as the diminutive size of the typical city- or mini-car makes it difficult to accommodate many extras.

The marketing team at General Motors’ Chevrolet division has earmarked young, urban residents as the target audience for the company’s latest small car offering, the 2013 Chevrolet Spark. As such, it became immedi-ately apparent that the car would need to possess a healthy dose of curb appeal if it is to be embraced by members of this rather finicky segment of the auto buying public.

Chevrolet’s press materials called the Spark’s styling “fresh, edgy, aggres-sive, and vibrant.” While attending a pre-launch event for the car this past August, I must admit that I missed many of the car’s unique styling elements at first glance as my retinas needed to recover after being scorched by the eye-popping rainbow of colours that cloaked the units assembled as part of the event’s test fleet. Upon closer inspection and after reviewing my im-ages, I tend to agree with the corporate assessment. The Spark is a fresh design, inside and out.

The Spark represents Chevy’s first foray into the mini-car class, which also includes cars like the Fiat 500, Scion’s IQ, and the Smart ForTwo. Cars in this category have been designed with the wheels stretched out to the corners to both maximize interior volume and provide functional stability. The tall roofline and aerodynamic wedge shape make the car appear much larger inside and out, but it is the car’s diminutive dimensions that make it such a perfect fit for crowded urban environments. Many mini-cars feature slab-sided bodywork bereft of any real styling flare or sense of style. Chevrolet’s Spark on the other hand, sports a body that has obviously been designed to cheat the wind and appeal to the eye. The lines are almost graceful and the shapes of every vent, lamp unit, and trim piece

Chevy’s Mini Car Offers Big Bang for the Buck

used on the car work in harmony. Add to this what appears to be superior panel fit and impressive build quality and you may have a winner.

The Spark carries many of the familial styling cues of its closest siblings, the compact Cruze sedan, and the Sonic sub-compact. This is a good thing as both of these cars have proven popular with Canadian consumers and seem to be helping the Chevrolet brand rebuild its reputation as a builder of stylish and reliable automobiles.

Over the course of the event I managed to slip behind the wheel of a number of cars, so I experienced models fitted with both manual and automatic transmissions. I like to row my own gears, so I thoroughly enjoyed my time hustling the Spark through the crowded city streets. However, as a taller individual I did find that my knee somewhat interfered with the long-handled shifter when I needed to select lower gears. This would no doubt become annoying if I was going to commit to this car for the long run.

Rush hour is hard on driver and car alike when you choose a manual trans-mission, as the stop-and-go nature of the traffic puts additional stress on mechanical bits as well as a driver’s mental condition. As a result, I would probably splurge on an automatic. Both transmissions proved pretty snappy, although the automatic did get a little lost during a long climb up a twisty hill. Should you stick with the manual box, however, you will be pleased to know that hill assist is standard which will help alleviate the further stress brought on by fearing rollback. The four-cylinder EcoTec engine seems perfectly suited to the car, although it can get quite noisy when the car is burdened by a full complement of passengers or cargo. I suspect that the majority of Spark owners will be

using the car for basic transportation (for one or two people) and run-ning errands, so it should have sufficient power for the type of driving typical of city environments. The agile Spark features electric power steering which allows you to point and squirt through traffic

as you navigate through clogged city streets, and its tight turning circle (9.9 metres) is worthy of applause. Add to this the fact that it is small enough to park just about anywhere, and you will quickly embrace the concept of the mini car. Times are tough, and money is hard to come by, so cars like the Chevrolet Spark are becoming the norm in many markets due to the low cost of ad-


ROAD TEST - CHEVROLET SPARKmission, cheap operating costs, and incredible value. In an effort to keep things simple, there are three basic trim levels available - LS, 1LT, and 2LT, and limited op-tion packages. If your circum-stance requires

you to spend a large amount of your day on the road, the last place you would want to be is behind the wheel of a stripped-down mini-car, so Chevrolet’s product planners have made sure that the Spark is spacious enough to provide comfort, and equipped with enough features to keep you and your passengers entertained.

The Spark’s base price is a mere $13,495 for the entry-level LS fitted with a five-speed manual gearbox, but the car comes very well-equipped and should lure some buyers away from shopping for a used vehicle at this price point. Adding the automatic transmission to the order sheet is a very reason-able $1,250. At the other end of the spectrum, a fully loaded Spark 2LT fitted with the four-speed automatic can be had for well under $20,000. The list of standard features on the LS is surprisingly long and includes many items that you usually have to spend big bucks for, including no fewer than ten airbags, GM’s proven StabiliTrak and Traction Control systems, 15-inch aluminum wheels, tinted windows and a roof-mounted spoiler. A Driver Information centre is on board to keep you informed of various operating parameters, as is a tire pressure monitoring system. Power accessories include power windows and a power operated tailgate release, and a solid sounding audio system matched to four speakers. All Spark models come

equipped with GM’s OnStar safety communications system and a six month trial subscription is included with your purchase.

I would expect that most Canadian buyers will gravitate towards the 1LT package as it brings a wide range of comfort and convenience accessories to the mix for a very low price ($16,695). Traditional items such as air-conditioning, power mirrors and door locks are joined by a security system and steering-wheel mounted controls for both the audio and cruise control systems. Young buyers will appreciate the fact that Bluetooth and SiriusXM radio are also part of this menu item. The big draw however will be the addi-tion of Chevrolet’s innovative MyLink infotainment system which features a seven-inch touch-screen design that will allow users to sync with their smart phones and control audio and telephone settings, as well as view movies and photo images on the full colour screen (when the car is not in motion). General Motors has also developed a new navigation app called BringGo, which will provide users access to up-to-date maps and directional data without having to purchase an expensive in-car system. The Spark has already proven itself to be a success for General Motors in other markets, but it had to be refined a little more before its release here in North America. Now that this process is complete, I would expect to see a large number of the fun little cars on Canadian roads as it has been packaged to offer huge value for what amounts to very reasonable money.

SPECIFICATIONSBase price range (MSRP): .......................................................$13,495-19,795Type: .................................................................................5-door, 4 passenger Layout: ................................................................................front engine / FWDEngine: ........................................................................1.4L ECOTEC 4-cylinder Power: ................................................................................83 hp @ 6,300 rpmTorque: ............................................................................ 83 lb-ft @ 4,200 rpmTransmission: ................................... 5-speed manual or optional 4-speed auto Brakes (Front/rear): .......................................................................... disc/drum Cargo volume: ..................................................Seats up - 323 L (11.4 cu. ft.) / seats folded - 883 L (31.2 cu. ft.)Weight: ..............................................................................1,029 kg (2,269 lb.)Fuel consumption (L/100km): ............................ Manual – City - 6.3, Hwy - 5.1


ROAD TEST - HYUNDAI GENESIS COUPE

Story by Budd Stanley, photos courtesy of Hyundai Canada

I don’t know about you, but I’m getting pretty tired of front-wheel drive cars. Now, I know that for the regular A-to-B runabout, the cost savings of

building a vehicle that pushes its power to the front wheels makes a whole lot of sense. The problem is, too many manufacturers are putting these cost-cutting techniques into fun cars as well. The result is high-powered cars that are painful to drive because they are just asking too much of the front wheels. The rear wheels sit back, munch on some potato chips and casually watch while the fronts are forced to handle upwards of 200 horsepower or more, while simultaneously dealing with turning, braking and overall traction. The result is understeer, poor weight balance, torque steer and two tires wearing twice as fast as the others. It’s just not all that much fun.

Thankfully, some of the manufacturers are starting to get the message, as Scion and Subaru have teamed up to produce the brilliant FR-S and

Great ExpectationsHyundai’s six-cylinder rear wheel-drive sports coupe all the business?

BRZ. However, they weren’t the first to the game. Hyundai did something even more brilliant, taking its Tiburon, giving it a whole new body and swapping it from understeering front-wheel drive to glorious oversteering rear-wheel drive. Fantastic, although unfortunately, I’m embarrassed to say, I never got the chance to drive the first generation that came out back in 2009. However, I’m happy to say I’ve got a hold of the updated version to see if the Genesis Coupe is worth all the fuss it’s been getting.

The word was rather good on the old car as I’ve been told, a proper driver’s car, and this revamped GT looks as though it will be even better. All the ingredients for a good driving recipe are there. A powerful 3.8-litre V6 lifted out of the “dead as a doornail” Mitsubishi Eclipse (mistakenly used to power the front wheels, I might add), a

six-speed manual gearbox, big brakes, and most importantly, rear-wheel drive fitted into a wildly designed 2-plus-2 coupe body. Stepping inside, swinging the key and pulling it out onto the street, the recipe was correct for a great driver’s car, but it sure didn’t taste very good.

My complaints came fast and furious, and it all started with the ergonomics. I usually let stuff like this slip for a purist car, but the design of the interior seems like it was signed off months before it was ready. The window controls are mounted in a way that the driver must magically twist his or her hand 180-degrees or use the tops of their fingers to operate them. The string of gauges mounted in the centre stack are angled so the driver can only see half of each readout at best. The seats are borderline painful after a long drive, the rear trunk opening is so small that a soft backpack is about all that would fit through, and the shifter actually fell apart in my hand. For a car that just received a refresh, you’d think Hyundai would pay attention to such large errors.

However, as I approached the Hope-Princeton highway in southern B.C., I was hoping that a great winding road would allow the car’s performance to drown out the ergonomic flaws. With a long straight mountain road to climb, the big V6 punched me in the back with all 348 horsepower, rocketing up the highway. Over the top of the mountain, an equally long and downhill straight kept my speed high going into a very tight narrow corner. With all my might on the brake pedal, the massive Brembo system tossed me forward with incredible stopping power, the Bridgestone Potenza RE050A tires holding fast. Finally, I was starting to become impressed, the way this car should impress me. But then that foul taste came back, like a burp after a greasy meal; I turned the wheel and the chassis began to buck and flex under me, tossing the car’s balance all over the place. It felt as though the bolts holding the suspension arms in place were made of rubber, making for a very unsettled ride when cornering fast. With lots of good road left, I decided to slow it down and cruise the rest of the way.

I really thought that I would love this car; I really wanted to. However, great brakes, power and looks were overruled by an unfriendly driving feel and several details that were left unfinished on the R&D floor. The FRS/BRZ feel more alive, the 370Z is more fun and even the MX-5 makes more sense. I really like the new energy Hyundai has showed as of late, but in a competitive market, it seems like it didn’t quite figure out the enthusiast driver’s market quite yet.

SPECIFICATIONSMSRP: .................................................................................................$36,999Engine: .................................................................................................3.8L V6Power: ....................................................................................348 hp, 295 lb-ft Layout: ............................................................................... Front engine, RWDCurb Weight: ...................................................................................... 1,557 kgFuel Efficiency: ................................... 11.5L/100km city, 7.3L/100km highway


RPM TEST FLEET

Toyota Prius VPrice: ............................................................................................ $27,425Engine: ........................................ 1.8L DOHC 16-valve I4 + electric motorTrans: ...............................................Continuously Variable TransmissionPower: .............................................................................................. 134 hpTorque: ................................................................................................ N/ACurb Weight: ............................................................. 1,485 kg / 3,267 lbFuel Consumption: (L/100km – City/Hwy) ................................. 4.3/4.8New for 201�: The Prius V is the newest addition to the Prius family and offers much more cargo capacity than its fellow Priuses. It’s powered by the Hybrid Synergy Drive that combines a 98-horsepower 1.8L engine with two high-output electric motors.Segment Competitors: Ford CMAX Hybrid, Kia Optima Hybrid, Hyundai Sonata Hybrid, Honda Civic Hybrid.The Skinny: The Prius V is a taller Prius that features more cargo space and rear seat room than other Priuses. The V uses the same 1.8L as the standard Prius but suffers a slight drop in fuel economy due to the extra weight and a less aerodynamic shape. However, it still puts up an impressive 4.3L/100km in the city and 4.8L/100km on the highway.Pros: A smooth quiet ride, great for fuel economy, and is big enough to seat 5 people comfortably.Cons: Somewhat sluggish, electric motor and engine have to work fairly hard to keep going.The Verdict: This is a solid vehicle that features a smooth ride, excellent fuel economy, and very good crash-test results.

Ford Mustang Boss �02Price: ............................................................................................ $48,799Engine: ................................................................5.0L DOHC 32-valve V8Trans: ...............................................................................6-speed manualPower: ............................................................................444 @ 7,400 rpmTorque: ...........................................................................380 @ 4,500 rpmCurb Weight: ..............................................................1,651 kg / 3,632 lbFuel Consumption: (L/100km – City/Hwy) ............................. 13.6 / 7.8Segment Competitors: Chevrolet Corvette, Chevrolet Camaro, DodgeChallenger, BMW M3 Coupe, Mercedes-Benz C63 Coupe.The Skinny: The Mustang Boss 302 is equipped to perform on the track, so needless tosay, it is not recommended for the novice driver. It has massive raw power. Not reckless power, but awe-inspiring power that in the wrong hands could be dangerous. The Boss 302 comes with TracKey, an alternate key that enables track performance by adjusting 200 parameters for optimal performance.

Using the TracKey enhances the cam timing, engine braking, fuel control and a second set of powertrain control modules. A neat feature is the digital tree function on the dash where one is able tosee how quickly they can run the quarter mile or get from 0-100 km and beyond.Pros: Engine growl, looks, performance.Cons: None if you are a true enthusiast!The Verdict: Certainly not a daily driver in our opinion, but what a great weekend warrior and track day machine!

Chevrolet Malibu EcoPrice: ............................................................................................ $ 27,940Engine: ..................................................................2.4L DOHC 16-valve I4Trans: ......................................................................... 6-speed automaticPower: ....................................................................... 182 hp @ 6,200 rpmTorque: ........................................................................... 172 @ 4,900 rpmCurb Weight: .............................................................. 1,628 kg / 3,589 lbFuel Consumption: (L/100km – City/Hwy) ................................... 8.1/5.3New for 201�: The 2013 edition of the Malibu features an updated exterior design and a new dual cockpit interior. Under the hood, a 2.4L Ecotec engine and 6-speed transmission partners with a 115V lithium-ion battery and 15kW electric motor to add up to 15hp of electrical assistance duringacceleration.Segment Competitors: Dodge Avenger, Ford Fusion, Honda Accord, Hyundai Sonata, Kia Optima, Toyota Camry. The Skinny: The Malibu continues to be a mainstay in Chevrolet’s lineup and will be for years to come. With an updated exterior and refined interior, the Malibu offers a smooth ride and with the Eco version,great fuel economy.Pros: Excellent fuel economy, nice upgrades to the interior, good head and leg room in the back seat.Cons: Doesn’t have that wow factor to make you choose it over its competitors; confusing controls.The Verdict: A viable option in the mid-size class and at a great price point.

At The Wheel RPM Dec 12 / Jan 132�

SEMA SHOW 2012

The 2012 Specialty Equipment Manufacturers Association (SEMA) Show took place from October 30th to November 2nd at the Las Vegas Convention Center in Las Vegas, Nevada. This year’s show drew more than 60,000 domestic and international buyers and had thousands of displays that were separated into 12 sections. The show provides an excellent platform to learn all about what’s new and trending in the automotive world, and to make new business relationships with people who you may not have been able to meet anywhere else. With that said, here is a small pictorial of what the 2012 SEMA Show had to offer.


GREATEST ROADS #19

Story and photos by Budd Stanley

Finally, I had made it to the far side of the country to take in the Maritimes, and there was no way I was going to give up the

chance to drive one of Canada’s most recommended routes, the Cabot Trail that circumnavigates scenic Cape Breton Island. I knew from many first-hand accounts that the Cabot Trail is a marvel of Canadian scenic beauty on top of the joyfully winding nature of the road. The early fall visit treated me with the perfect timing, as all the trees were beginning to turn colour, making for an even more visually intense experience.

From Sydney, I followed the Trans-Canada Highway west to the junction with the Cabot Trail just south of the town of Baddeck. Before the Trail even began, I was winding my way through the fjord lands of Cape Breton, a beautiful place to begin. However, as soon as I turned away from the coast on the Trail, the scenery subsided with simple forestry. However, the road came a little more alive as it worked up through the highlands that separate the east and west coasts of the island.

Best time to Go: Weekdays from March to October

Route: Starting point is the junction of the Trans-Canada Highway and Cabot Trail just south of Baddeck. From this junction we travel West across to the west coast of the island, circumnavigating Cape Breton Island.

Places To Stop: The entire route is littered with great seafood restaurants, historical attractions and scenic lookouts. One must-see is Cabot’s Landing, the site where Cabot first set foot on North America at Aspy Bay, that is 10 km north of the northern-most section of the road.

Total Distance: 298 km

Road Type: Wide, two-lane highway with bumpy sections and some blind corners.

Warnings: Nothing really to watch out for other than slow motorhomes veering into scenic lookouts.

About The Route

Cabot’s Trail

A loop around Cape Breton not to be missed

Passing through the village of Margaree Forks, I pop back out onto the sea once again at Margaree Bay, a scenic spot where you get the full culture of a sleepy little east coast fishing town, trawlers sitting in the harbour or up on the dry dock, an old red trap house overflowing with lobster traps. It’s stereotypical east coast and only one example of a handful of similar villages that line the route.

The pleasantries continued up the west coast with short shots of glorious switchbacks working the Cabot Trail on and off the high plateau of the Cape Breton Highlands National Park, providing high and low views of the ocean. For those who also like a good hike as well as drive, the Skyline hiking trail is located between Cheticamp and Pleasant Bay, offering excellent wildlife viewing

At The Wheel RPM Dec 12 / Jan 13�0

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For a limited time, when you buy select sets of 4 TOYO Tires receive a rebate of

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GREATEST ROADS #19

in addition to the scenery. At the top of the island, history buffs will like another detour, this up to Aspy Bay to see the site where Cabot first stepped foot on the North American continent.

After rounding the northern tip of the island, the Cabot Trail breaks out onto the wild vastness that is the northern Atlantic. The wind-scarred terrain opens up with the road winding through the treeless rolling hills. Excellent little communities offering up spectacular seafood and whale watching tours dot the coast all the way back down to the junction with the Trans-Canada. But the east coast has the best roads yet and with a belly full of lobster, I attacked the east coast section of the Cabot Trail.

For drivers, the mid-section of the east coast is where all the fun’s at; the meandering coastline road is torn from the beach and rips steep into a mountain pass. At first I work my way high up into the hills, than back down into a forested canyon that is a particular treat for those with the right wheels, but the rain forest-cladded scenery is equally impres-sive. Out of the canyon, the Cabot Trail reaches up to one last peak before spitting you out into a descent full of hard corners and scenic lookouts. The scene straight down onto the coastal flatlands is magnificent and worth threading through the masses of motorhomes to get your own viewing spot.

For the most part, the Cabot Trail is not like many of the great roads I have gone in search of. Other than the quick moments of driving glory that are the east-coast mountain passes, this road is much more sedate, much more calming. It is a beautiful drive through countryside, hills, forests and rugged coastlines that is better enjoyed as a cruise rather

than a competition. For this, the car I would best pick to drive on this road would be the Infiniti G37 Convertible. With the rag top down on a summer day, drivers will be able to take in the full grandeur of this beautiful region of Canada, while the Infiniti’s excellent performance and communication will have you equally enjoying the calm of the south as much as the excitement of the north. No matter what you drive, the Cabot Trail should be on the bucket list of any Canadian driving enthusiast.


AJAC CAR OF THE YEAR

Story and photos by Gerry Frechette

There are a couple of ways to grab the headlines at the annual Automobile Journalists Association of Canada Canadian Car of

the Year Awards, and that is to have the most class victories, as Ford did this year, and to score an unexpected victory with an entirely new car, defeating a perennial favourite, as Cadillac did.

Ford’s four victories at “Test Fest” in October ranged from the “not all that surprising” level (the Focus EV electric in City Car) to, in the opinion of many, possibly a bit of an upset (the Focus ST beating nine other very worthy entries in Sports-Performance under $50K.) The other two were worthy winners, with the Escape 1.6L EcoBoost scoring in SUV-CUV under $35K, and the Fusion Hybrid in Family Car over $30K.

Other “podium” finishes for Ford included the “regular” Fusion losing by the slimmest of margins to the Honda Accord in Family Car under $30K, and the CMAX Hybrid finishing third in Small Car over $21K. So it was a good week for Ford.

Given the ten entries in Sports-Performance under $50K, the com-petition was fierce, and there was little consensus among the various journalists as to which car was the favourite. The Scion FR-S/Subaru BRZ twins have had rave reviews and are priced very competitively. The Honda Accord Coupe has the most refined powertrain in the group. The Hyundai Genesis Coupe is enjoyed because it is rear-wheel drive. The VW Golf R is the ultimate performance Golf, but its higher price conspired against it (all things being equal, the less-expensive vehicle will win). Chevy Sonic RS, Fiat 500 Abarth, Hyundai Veloster Turbo, Mini Roadster....the list was an impressive one. And then there was the Focus ST, a very capable and appealing compact performance car, but one which demonstrated a disconcert-ing propensity (for a front-wheel drive car) to swing out its rear end in fast corners on the test track. In any case, when the ST’s victory was announced at the Niagara Falls Convention Centre, the surprise

Ford and Cadillac Big Winners at AJAC Car of the Year

amongst the assembled multitudes was noticeable. The FR-S and Genesis Coupe completed the podium.

The all-new Cadillac ATS compact luxury car was the only winner for General Motors this year, in Luxury Car, but it was a huge victory, as it came at the expense of the very car that was the benchmark for GM as it was developing the ATS, the BMW 3-Series. This category was a good illustration of how the specifications of two particular cars entered can have a large bearing on how they fare in the voting, and let there be no doubt, all the manufacturers put a lot of thought into the process. In this case, the Cadillac cost over $4,000 more than the BMW, but it also had a much more powerful V6 versus the four in the BMW, and a performance-oriented suspension compared to the “normal” (which is still better than most other sedans) set-up in the German icon. So the ATS’s superior performance overcame the lower price of the 3-Series. Even if the BMW had had the sport suspension and equal price, it would have been a close vote, as the Caddy is that good. Third in class was the Lexus GS.

At The Wheel RPM Dec 12 / Jan 13 ��

AJAC CAR OF THE YEARContinuing on the performance theme, Sports-Performance over $50K and Prestige Performance over $75K were a clean sweep for Porsche, as the new Boxster (the “regular” version, mind you, not the S) handily won the first category against Mercedes-Benz SLK 55, Chevy Camaro ZL1 and Ford Shelby Mustang (the horsepower winner at 662!), in that order. The Boxster is a wonderfully balanced handler, wowing the journalists with its test track prowess. It didn’t hurt that we had a couple of sunny and warm days, too, during which the top was never up.

In Prestige, the new 911 Carrera S beat out the Mercedes SL550, BMW M5 and Chevy Corvette 427. Again, this is a wonderful perfor-mance car and fully deserving, but look at the last eight cars listed. Would anyone turn down any one of them sitting in the driveway? Of course not, but certainly, Porsche hit two home runs in the voting, and all the journalists enjoyed evaluating all these fantastic cars.

Also scoring two victories in the voting was Hyundai, with wins in Small Car over $21K for the Elantra GT (over Mazda3 Sport Skyactiv and Ford CMAX Hybrid), and the second-biggest category, SUV-CUV $35-60K, for the Santa Fe Sport 2.0T (over Nissan Pathfinder and Acura RDX).

The complete list of AJAC Car of the Year class winners follows:

CITY CAR: Ford Focus EVBEST NEW SMALL CAR (under $21k): Mazda3 Skyactiv SedanBEST NEW SMALL CAR (over $21k): Hyundai Elantra GTBEST NEW FAMILY CAR (under $30k): Honda Accord SedanBEST NEW FAMILY CAR (over $30k): Ford Fusion HybridBEST NEW LUXURY CAR: Cadillac ATSBEST NEW PRESTIGE AND PERFORMANCE CAR (over $75k): Porsche 911 Carrera SBEST NEW SPORTS/PERFORMANCE CAR (under $50k): Ford Focus STBEST NEW SPORTS/PERFORMANCE CAR (over $50k): Porsche BoxsterBEST NEW SUV/CUV (under $35k): Ford Escape 1.6 L EcoBoostBEST NEW SUV/CUV ($35k-$60k): Hyundai Santa Fe Sport 2.0T

The eleven category winners listed above now go on to compete for the honour of becoming the 2013 Canadian Car of the Year or the 2013 Canadian Utility Vehicle of the Year. These overall winners will be announced on February 14th, 2013, at the Canadian International Auto Show in Toronto, ON. Award winners for Best New Design and Best New Technology, presented by Shell Canada, will also beannounced at that time.


THE TRUCK GUY

By Ian Harwood

The biggest complaint with trucks and SUVs today is that the doors are too far off the ground and it is difficult to get in and out of them,

especially for our wives, who constantly remind us of this fact.

One solution is sidebars. Originally named nerf-bars back in the early ‘80s, sidebars have become very popular among truck and SUV owners. They provide some protection from debris and also from careless people who open their doors into the side of your vehicle. Most manufacturers of sidebars provide a flattened step area for you to stand on. Sidebars in general are easy to install and require no drilling into the vehicle. Avail-able in both black powder coat ($375) and stainless steel ($499), they fit a majority of trucks and SUVs on the road today. Sidebars traditionally are the length of the truck’s cab, but some are full-length and extend into the box area, providing an additional step to access your truck box. The cost for these models are $536 and $726.

The standard diameter for sidebars is 7.62 cm (3 inches) round tubing, but a few companies like Aries Off-Road and Putco build a 10.16 cm (4-inch) tube that looks really good on larger trucks, such as the Chevy/GMC HD, Ford Super-Duty, and the Dodge Mega-Cab. Expect to pay $340 and $538. Rolling Big Power (RBP) has a sidebar called the RX-3 that features two 7.62 cm (3-inch) tubes separated by wire mesh. These give your truck a unique look.

If a sidebar does not appeal to you, then you may like a smaller step for just under the doors. Carr Industries makes a cast aluminum step called a Hoop Step (25.40cm/10-inch overall length) and a Super Hoop (50.80 cm/ 20-inch overall length) to fit a variety of vehicles. These steps feature

Sidebars

a diamond tread pattern on the step area and can be purchased as a pair or individually. They are priced from $60. Check out www.carr.com for more details.

N-Fab takes basic steps to a whole new level with its Adjuststeps. These steps are mounted to a 7.62 cm (3-inch) wheel-to-wheel main tube as-sembly allowing for up to 13.97 cm (5 ½ inches) of vertical height adjust-ment at each step. Cost on this system is $768. Check them out at www.n-fab.com.

Some people like the look of sidebars but want the protection of a running board. Cloud-Rider Designs Ltd has solved this dilemma with its Step liners. This liner bolts directly to your factory sidebars and is made of 20-gauge stainless steel, and are available in smooth or diamond tread stainless steel. Cost for this option is $179.

If you prefer running boards, Cloud-Rider’s Executive Sixty Series in stain-less steel gives you lots of protection and look really good too. They come in full length one-piece or two-piece, cab and box. Cost is $1592.00.

Onki Corp has developed a running board inspired by the numerous vol-canoes and lava flows found in Hawaii. It is called the Volcano. This board is 6 ½-inches wide and has raised traction holes. The board itself is black and the raised traction holes are orange and look like miniature volcanoes. The cost of this board is about $409, depending on the application.

At The Wheel RPM Dec 12 / Jan 13 �5

Story by Budd Stanley, photos courtesy of Indy Badesha

Remember back when Honda built sports cars? While the company became an icon at perfecting the economy car and subsequently the hot hatch back in the ‘80s, ‘90s and early aughts, it’s sometimes easy to forget that Honda produced some of the best purpose-

built sports cars as well. The S500 was the first of many Honda sports cars powered by a spunky little 500 cc four-banger that revved to 9,500 rpm; the little roadster was designed to take on the likes of the Austin-Healey Sprite and MG Midget. Then came the S600 and S800, both with corresponding engine displacements but utilizing the same fundamentals of the original. Reviving the old roadsters was the S2000, one of the greatest roadsters ever produced, going against the grain of thinking Honda had at the time to concentrate on absolute performance dominance. Front engine and rear-wheel drive were employed, making the S2000 a beautifully balanced car that utilized the iconic F20C inline four-cylinder DOHC-VTEC engine producing 240 horsepower, the fire-breathing four that wasn’t happy unless it was bouncing off 9,000 rpm.

However, the king of all Honda sports cars is undoubtedly the NSX. With Acura badging on this side of the pond, the NSX was the first supercar killer before the introduction of the STi, Evo or GT-R. In fact, it really was a supercar, specifically designed by Pininfarina and engineered to take Italy’s exotics to task. Honda took the project so seriously that it brought in Ayrton Senna himself to develop the car’s handling characteristics.

Staying True

Never giving up on one special Acura NSX

Speed & Sound RPM Dec 12 / Jan 13�6

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As such, the NSX is already a magnificent specimen, yet, like most Honda and Acura owners, there is a massive craving to modify and tune the car they love so much. Take for instance this fine example. Indy Badesha and this 1991 Acura NSX have been through a lot since he bought his dream car back in 2003. Like many, Indy lusted after the NSX and its quasi-exotic status. As an art student, he would find himself drawing pictures of NSXs, and how he would want his future vehicle to look. However, it’s been a rocky relationship. Indy actually put the car up for sale when life brought a new family into the mix, demanding a new house. However, despite several offers, Indy took the car off the market, not content to sacrifice it so soon.

Then came a couple of accidents. A late snowfall in March caught Indy and his NSX off guard coming home from work, spinning him

into a pole and sustaining substantial damage. Later, the car was parked at a wedding where it was run into from behind, pushing it into the wedding party’s limo. However, Indy stood by his beloved NSX, breathing new life into the car each time it was injured. And it wasn’t just a weekend driver; Indy drove it three hours every day to and from work.

As Indy was introduced into the NSX community, the need to modify quickly took over. The first thing he did was to upgrade the old first-generation NSX into a MKII. This was easy enough, as 2005 OEM bumpers and lights were easily mounted with little fabrication required. Indy had the look, but he wasn’t finished.

With some of the seals starting to leak, the car was in need of an engine overhaul, the perfect time to dive into some performance modifications. Indy took the car to “Will,” an NSX specialist based in Port Coquitlam, B.C., who builds NSX-specific custom turbo systems. The two sat down to chat about additional modifications to make on top of the overhaul, and the corruption of power took over from there. All at once, the engine was

overhauled and fitted with high-performance pistons, studs, metal head gasket, engine management and Wills custom turbo system and exhaust manifold. Like so many, Indy wasn’t done there. Tein coilover suspension was mated to a Brembo big brake kit covered up with Varrstoen TE37 wheels wrapped with Goodyear F1’s for the street, Toyo R888’s for the track. He knows that all the modifications in the world will only work as well as the tires you put between the car and the road, one thing we particularly like to see from people who take tuning seriously.

On top of all the performance tuning, Indy has put a lot of work into working out all the little OEM kinks as well, upgrading wiring to the windows, a common problem, and replacing the seats with JDM Recaros, as well as the shifter. He also replaced a common snap

Speed & Sound RPM Dec 12 / Jan 13��

The Modifications:

1991 Acura NSX

Interior / ICE:AEM UEGO gauge

Autometer Boost / fuel pressure gaugesCoolingmist.com CMGS methanol controller / gauge

Recaro JDM black Alcantara seatsCustom Alcantara door panels and headliner

NSX-R ShifterAP-X Custom centre console

AP-X Custom door switch platesAP-X Custom 12” subwoofer enclosure

AP-X Custom stainless steel methanol tankMOMO steering wheel with NRG quick release

Alpine W505 DVD / NAV head unitHertz component set

Alpine PDX 600.1 amplifier (sub)Alpine PDX 4.150 amplifier (mids)

Valentine One radar detectorCompustar paging alarm with automated windows

Exterior:Custom Sunset pearl paintOEM 2002 spec front end

“NSXclear” black side markersModdiction Convex / blue tint mirrors

NSX-R style hoodOEM 2002 spec taillights

OEM 2002 spec rear valenceOEM 2002 spec headlights

55W HID High and low beamStacy’s side skirts

Suspension / Brakes:Brembo GT big brake kit

Tein Flex coilover kitComptech sway bar kit

Engine:C30A 3.0L fully balanced and blueprinted

Wiseco forged pistonsOEM titanium rodsBlock deck-pinned

SOS LMA kitCometic head gaskets

ARP head studsO-Ringed Cylinder heads

Cedar ridge timing belt shield Comptech headers

AP-X intercooled turbo kitPrecision 6267 turbo

AEM EMS engine managementAP-X / Coolingmist.com methanol injection system

GReddy BOVAP-X Custom twin canister exhaust with carbon fibre tips

SOS twin carbon clutch

Wheels / Tires:Varrstoen TE37 wheels - front - 18x8, rear - 19x10.5

Goodyear F1 asymmetric front - 215/35-18, rear - 265/30-19 (street)

Toyo R888 265/30-19 (track) Forged aluminum lug nuts

ring fault in the gearbox and installed a twin-disc carbon clutch while it was disconnected from the engine.

With the majority of performance work done, Indy comments that the break-in period was a particularly painful time, having to take it easy on all the new parts. Anyone who’s rebuilt an engine can relate to this situation. Indy’s next step with the NSX was to make it a little more esthetically pleasing, cleaning, painting and polishing all the little bits that turn a good looking car into a great looking car. We congratulate him for standing by the car he loves, never giving up on a good friend no matter how badly they’re hurt. We also love the look and lines of the iconic NSX, and are happy to see this one will be around for a long time to come.

Speed & Sound RPM Dec 12 / Jan 1340

PLUGGED IN

Stepping it up!Story and Photos by Dave MacKinnon

Over the past year, I have had the oppor-tunity to listen to many very impressive

car audio systems. One of these was in a Chevy pickup truck, with a wall of woofers in the rear seat, and while memorable, it was also painful. There were two others that left an equally vivid image in my mind. The first was the Infiniti G35 of Hybrid Audio owner Scott Buwalda. I had a chance to listen to this car in the IASCA booth at the 2013 CES show in Las Vegas. The other car was the Saturn owned by Fred Lynch of Arc Audio which I listened to at the MERA Knowledgefest event in Texas. These two competition vehicles are amongst the best in the industry, offering stunning accuracy and realism. Both were awesome!

Having been in this industry for more than 24 years, I have built many systems in my own personal vehicles, but have never really taken the installation of the front speakers to a level that could be competition ready. Motivated by Scott and Fred, I decided this fall to change that. Thanks to a conversation almost two years ago with Emilios Mandelios of Dynaudio, I found myself in possession of a Dynaudio Esotec System 362. This three-way component set includes a pair of their MD102 1.1-inch soft dome tweeters, a pair of the MD104 three-inch soft-dome sealed-back midrange drivers, and a pair of MW172 eight-inch woofers. In this article, I am going show you the exact steps I took to build a

set of dash pods for the midrange and tweeter. We’ll tackle the high woofers next year.

The steps shown here are very easy. There are no exotic materials required to complete this project, and although I had my friend Mike DeClara at Hammerhill Sound in Toronto cut the speaker mounting plates for me on a CNC router, that same task is easily accomplished with a jigsaw. Hopefully this motivates you to build something fun in your car!

Oh, are you wondering how it sounds? Well, fantastic is the quick answer. Well-recorded music appears to come from a space in the middle of the windshield thanks to a little time alignment delay on the left speaker. Crossover frequencies were set at 400Hz on the bottom of the midrange and 4,000Hz on top, then 4,000Hz on the tweeter. Tonally they are tight, dynamic and realistic. Female vocals are silky smooth – just like they should be! I can’t want to get the rest of the truck done!

1. The Dynaudio speaker set 2. A set of plates made to hold the midrange and tweeter; I started playing with angle and positioning to balance the look and performance of the drivers

Speed & Sound RPM Dec 12 / Jan 13 41

PLUGGED IN

3.With notes taken to ensure both the left and right sides were angled identi-cally, I taped off the dash, A-pillar and windshield with duct tape.

4.I extended the duct tape well past where I was going to work to ensure that no accidents happened with the fibreglass.

5.I then set about protecting the car with many many pieces of newspaper. Dripping fibreglass on the car would be very frustrating, and potentially expensive.

6.We decided to add a layer of mask-ing tape in hopes of it making it easier to release the fibreglass. This didn’t work, so don’t do it. Use a second layer of duct tape.

7.I laid down a layer of fibreglass mat on the dash, windshield and A-pillar, then put the mounting ring in place and built up around the connection points with small pieces of glass mat.

8.After giving them time to harden, we yanked the pods out of the car. As you can see, the masking tape stuck to them. Did I mention not to use masking tape?

9.Here I marked the outside of the pod with a Sharpie before starting to cut away the excess fibreglass with a cut-off wheel on a Dremel tool.

10.Here you can see the pod with the excess material cut away. They sud-denly make sense.

11.A quick test-fit to make sure we are on track.

12.I picked up some stretchy Lycra-like material at the local Fabricland and we wrapped the pods and secured the back with a zip tie. This will serve to fill in the spaces between the fibreglass and the mounting ring.

13.We mixed up more resin and painted in on the material, overlapping on the fibreglass about a half inch.

14.The pods sitting as we watched the resin harden – not that much different than watching paint dry.


PLUGGED IN

15.Another test fit. You can see I pulled the material too tight and the bottom has come away from the dash. No worries, I have a plan!

16.I applied another layer of duct tape to the dash and windshield, this time taping off the area underneath the pod where the factory speaker sat.

17.Using a rubber glove, I filled the gaps around the pod with lots of plastic body filler (Bondo). People – learn from me, don’t be impatient, cover the car with newspaper again so you don’t have to waste hours cleaning up!

18.Lesson two – you don’t need this much filler – it only means more sand-ing.

19.And, after a LOT of sanding, we have this. Note the deliberate gap around the factory speaker opening. This is to give the vinyl room to fit.

20.I made a little spray booth in the garage. Could this project be done without newspaper?

21.I bought a pint of Helmatin from the same upholstery shop from which I bought the colour-matched vinyl. It’s expensive and it works. I loaded it into an inexpensive paint gun.

22.Here is a pod sitting on a piece of vinyl. Spray the edges of the pod and the vinyl, remove the pod, and spray the area underneath.

23.Work the vinyl across the face of the project, pressing it tightly against the front surface.

24.Spray the sides of the pod and use a heat gun to warm the vinyl, then stretch it up the sides. You will need to work it a bit to make it lay flat.

25.Here we are, ready to be trimmed and the mounting holes cut out.

26.Wirez Signature 14 Awg speaker wire run to each driver from the dedi-cated four-channel Arc Audio SE4100 amp and voila, we have dash pods!

Speed & Sound RPM Dec 12 / Jan 13 4�

PERFORMANCE

Story by Budd Stanley, photos courtesy of Nissan

What if, in the world of racing, there was no rule book to hin-der an engineer’s imagination and creativity? What would

happen if a race team could throw out the conventional means of building a race car, and create something completely outside of the box? Ironically, looking down from above a conventional Prototype Le Mans race car, it has a very boxy shape. Physics tells us that the wider the tires you can put on a race car and the farther out into the corners you can put them, the more grip and stability you can achieve by lowering the centre of gravity. However, looking down on the Nissan Deltawing, two things become apparent - this is most definitely a car that is not a box, and no wonder it is called the Deltawing.

The design is the brainchild of a Brit, Ben Bowlby, who initially created the design to become the next generation IndyCar racer. However, IndyCar chose the Dallara chassis over the Deltawing

Winging It

Explaining the experiment that is Nissans new racing future

for the 2012 racing season. But, the story doesn’t stop there as advisor Don Panoz thought the car would work just as well as a Le Mans series of Prototype sports cars. Soon, Nissan jumped on board as well as Michelin tires, seeing the potential cross-benefits of the project’s theory.

The goal of the project was to cut everything in half, to build a car with half the drag, half the power, half the mass, half the fuel and tire consumption, while continuing to be competitive against the top sport prototypes in the world. The result is a car that weighs a mere 590 kg with fuel and driver, the same as an average horse in North America. Speaking of horses, the little turbocharged 1.6-litre four found in the Juke has been tweaked to pump out 320 horsepower, yet the car is designed to compete with the sport’s best, pushing out massive power with 3.7-litre V6 diesels.

The Deltawing debuted its fantastic new shape at the 2012 24 Heures Du Mans, which saw the car produce surprisingly quick lap times. Unfortunately, we were not able to see the true potential of the car after it was unceremoniously punted off the track and into a wall by one of the LMP cars. However, Nissan brought the Deltawing to The Petit Le Mans 1000 km race held at Road Atlanta, where it finished the ten-hour race in a respectable fifth place overall.

So, how has Bowlby made such a counter-intuitive shape work? It looks as stable as a Reliant Robin, yet the Deltawing is ca-pable of pulling nearly 4 g in corners while staying upright. It’s faster than an LMP1 car on the straights despite only having a 320-horsepower 1.6-litre turbocharged four-cylinder engine. Bowlby explains that the deltawing shape gives the car low drag and stability at speed. Think of it as a dart; try throwing a dart backwards, and it will spin around and fly forward. The Deltawing possesses the same fundamentals with its shape, providing stability and downforce at speed.


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PERFORMANCE The radical shape has also been designed to greatly reduce the amount of turbulence that is stirred from the back of a pro-totype sports racer. This is the problem with sports prototypes; they produce a massive amount of downforce in order to suck the car down on to the road surface, creating stability on the straights and massive grip in the corners. The problem is, all this downforce turns into turbulence once the air has passed all the aero devices, producing drag and dirty air for the cars behind. Because the car is so light and the shape is so efficient at cut-ting through the air, traditional aerodynamic devices that cre-

ate turbulence are cut to a minimum.

So the shape helps make the car quick down the straights, but how does it get around a corner? Some may think that the Del-tawing is actually a three-wheeler, but they are mistaken. There are actually two wheels up front, both a mere 100 mm wide, controlled by the smallest control arms possible to keep weight to an absolute minimum. The front coilovers are on par with the rear suspension of a downhill mountain bike, in terms of size and weight carried.

As the tires in the front are so close to the centre line, they can work more efficiently, both tires absorbing equal cornering forces,

rather than just the outside tire on a conventional race car. So with the same gripping force achieved with the front wheels, chassis roll resistance, power and braking forces can all be moved to the rear wheels that are a more traditional size to take up these forces.

The larger tires in the rear mean the vast majority of braking is placed on those tires, which in a normal car would make it unstable under braking and even spin. However, the Deltawing, with all its stability built into the rear and dart-like shape, means rear braking is actually more stable than the front; even when locking up, the car is able to overcome rotating around.

Here’s where the techno speak starts to take over as a compli-cated rear suspension setup is what makes all the magic happen and ties everything together. Bowlby has conjoined the vertical movements of the suspension with the roll bar with the use of pushrod damping. This amplifies the amount of roll resistance when vertical suspension forces are input, providing a massively responsive and stiff rear end that also makes up for the lack of roll resistance provided by the rear. This makes the fatter rear tires take up much of the forces that would have been put to the front tires and allows the Deltawing to corner with the best of them despite the narrow nose and front tires.

It really is a quantum leap in the way a race car can be built and run. During the Petit Le Mans, the project’s goal of using half the tires and fuel was realized with the car finishing the race in a respectable fifth place. Not only does this match Nissan’s core brand of building lighter, more efficient cars, but it may also create its own class of racers in the coming years. The sky is the limit as to what can be done with the Deltawing, and this will most definitely not be the last we see of the little black devil.

Rods & Classics RPM Dec 12/ Jan 1346

Looking back at Turbine-powered concepts

Story by Gerry FrechettePhotos by Gerry Frechette & Sue Phypers

When Harold LeMay bought his first garbage truck in 1942, he could not have predicted that his company would become one of

the largest trash collectors in the United States half a century later.

And when he acquired a wrecked Ford Model T and rebuilt it to drivable original condition, only he might have known that it was the beginning of an automotive love affair that would see him own the world’s largest private collection of vehicles, some 3,500 cars and trucks, plus a vast array of automobilia, stored in 23 buildings in and around his estate east of Tacoma, Washington.

One day per year, the public were invited to view the collection, and it was, and remains, one of “the” events for the collector car enthusiast in the Pacific Northwest each year. In the late 1990s, an effort was begun to build a modern museum in the Tacoma area to continue the legacy, and when LeMay passed away at the age of 81 in November, 2000, he knew that his collection would be kept for

LeMay – America’s Car Museum Now Open in Tacoma

posterity, and that a large part of it would be able to be viewed most any day of the year.

After a lot of hard work and fund raising, at the beginning of June this year, LeMay – America’s Car Museum opened in Tacoma, on a

Rods & Classics RPM Dec 12 / Jan 13 47

nine-acre site right next to the I5 freeway, and the dream was complete. The $60-million, 165-thousand square-foot building is claimed to be the largest automotive museum in the country and third-largest in the world, being able to house some 500 cars, trucks and motorcycles.

LeMay’s taste in vehicles knew no bounds, as he owned everything from the classics like Duesenberg and Tucker, to oddball vehicles, to the most prosaic mainstream cars. It didn’t matter to him if a vehicle was in perfect condition or original and a bit worn out; if it represented a part of American automotive history, there was a place for it in his collection, and all of the above can be seen at ACM.

Now, there is a place for hundreds of LeMay’s vehicles in one modern and easily-accessible building. Like other museums before it, such as the Petersen Museum in Los Angeles, not all the vehicles on display are part of the actual LeMay collection, but the large main hall and the three halls directly below it are the primary display areas for his vehicles. On the ramps leading up and down the four levels of the building can be found the special exhibits, the vehicles of which belong to private collections or other museums, and which will be rotated in and out of ACM from time to time.

On the day that we visited ACM, the other exhibits included Custom Coachworks, the British Invasion, the Nicola Bulgari Collection, Indy 500 Racing, Ferrari in America, and Alternative Propulsion, so there is something for most automotive tastes, and some incredible vehicles.

There is so much more to LeMay – America’s Car Museum, and the official website, www.lemaymuseum.org has all the details. Suffice to say, if you find yourself in the Tacoma or Seattle area, put aside at least half a day to visit ACM, one of the world’s most significant automotive museums, and a fitting tribute to the vision and dedication of a special car collector.

Rods & Classics RPM Dec 12/ Jan 134�

PLUGGED INHISTORY

Story by Budd Stanley, photos courtesy of Aston Martin, Lotus, BMW and Eon Films

It was fifty years ago that the Bond franchise took the silver screen by storm. With the release of Dr. No in 1962, the world was introduced to

the suave and sophisticated British 00-agent who fought the baddies with wit and some of the most extravagant gadgets ever thought up. As the saying goes, all women wanted him and all men wanted to be him. However, while courting only the finest of the female sex, Bond is also known for his equally savoury taste in automobiles.

Bond was the character that started the love affair between man of action and the exotic car, and he’s had his fair share of beauties in his possession over the last half-century. So, in tribute of one of my favourite movie franchises reaching the the big 5-0, lets take a look back at some of the most memorable Bond vehicles ever devised by Q Branch.

1961 Sunbeam Alpine - Dr. NoWhile many think the Aston Martin DB5 was Bond’s first car, he actually never received the classic Aston until the Goldfinger movie. However, Sean Connery did start things off admirably with a nearly-as-

Fifty Years of Bond’s Cars

Fifty years after Sean Connery first turned the key of a Sunbeam Alpine, we take a

look at Bond’s most iconic rides

cool ’61 Sunbeam Alpine Series II. No laser, missiles or tire slashers on this machine, as Bond uses a bone-stock Series II to get away from some baddies along a mountain road in Jamaica.

1974 AMC Hornet – The Man with the Golden GunThis odd coupling of Bond and a Hornet came about when Bond (Roger Moore) steals the car from a Bangkok, Thai-land AMC dealership, in order to chase down some baddies. Unbeknownst to Bond, Sheriff J.W. Pepper is sitting in the car at the time and is taken on a long chase scene that includes the famous twisting corkscrew aerial jump.

1977 Lotus Esprit S1 - The Spy Who Loved MeThis famous Lotus Esprit S1 was equipped with anti-aircraft missiles and capable of transforming into a submarine, handy while Bond was enjoying a drive on the Mediterranean island of Sardinia. To get away from the baddies, Bond jumps the Lotus off a pier in to the Mediterranean where it transforms into a submarine and swims off to safety.


PLUGGED INHISTORY

19�1 Lotus Esprit Turbo – For Your Eyes OnlyBond would return to the Lotus Esprit four years later, this time tak-ing the wheel of a turbo that unfortunately didn’t show off any cool gadgets beyond a particularly lethal anti-theft system that saw the car explode when a baddie broke the driver’s side window.

19�4 Aston Martin V� Volante – The Living DaylightsAlong with lasers, stinger missiles, a rocket motor, an outrigger sys-tem and spiked tires allowing for more traction whilst driving on the

snow and ice of the Alps, this return to Aston Martin was a welcome sight once again in Bond’s hands. Yet Q Branch went the extra mile with this latest Aston, upgrading the old tire-slashing spikes from the DB5, and even included rocket propulsion when Bond needed a hasty exit.

1999 BMW Z� – The World is Not EnoughDuring Pierce Brosnan’s time at the helm, product placement was becoming quite popular, and it was the Germans that ponied up the big bucks to get their rides fea-tured in the Bond movies. Unfor-tunately, BMW didn’t quite get the whole Bond franchise and had the playboy pilot-ing a remote-con-trol 750iL long-wheelbase limo. However, they finally smartened up for the release of The World is Not Enough, placing Bond back in a sports car, the classic Z8 roadster.

196� Aston Martin DB5 – Goldfinger, Thunderball, Gold-enEye, Tomorrow Never Dies, Casino Royale and the upcoming SkyfallFinally, we end with the most famous of all Bond cars, the 1963 Aston Martin DB5. It may have not been Bond’s first, but it has become the iconic symbol of 007. Seen in six different Bond movies, the DB5 has come in many flavours, from a stock classic won in a card game in Casino Royale, to the lethal combination of machine guns, guided missiles, lasers, tire slashers, ejector seats, bullet deflectors, oil nozzles and what ever the producers could come up with for the latest Skyfall film. While the modern DBS and Vanquish are stunning vehicles, it’s the DB5 that is the classic Bond car.


CLASSIC CORNER

Story by Nigel Matthews, photos courtesy of Windborne Photographic Studios

Tevie Smith’s 1947 Chrysler, affectionately known as the Termite Taxi, has almost 640,000 kilometres under its hood and is no

stranger to the Great Race. If you have been to a car show in the Lower Mainland or were downtown during the 2010 Olympics, you would no doubt have seen Smith’s car.

A number of event organizers cringe when Smith turns up at car shows, but he doesn’t care.

I witnessed one of the funniest incidents at the Kirkland Concours d’Elegance in Washington a few years ago. I was talking to the judges when the Termite Taxi rolled up. Smith stopped and asked me where to park, and I directed him to the public multi-storey parking facility, at which point the judges interjected and insisted that he drive into the Concours arena and park with all of the Woodies on display.

Termite Taxi Can Still Turn Heads

‘47 Chrysler Outshines Competition

You should have seen the look on the faces of some of the Woody owners, as Smith’s car outshone and received more attention than the freshly-restored $250,000 cars.

At most car shows, understandably, the owners are nervous about belt buckles, handbags and strollers that can cause thousands of dollars of damage to a paint job. So, typically, the cars are usually covered with “Do Not Touch” signs and protected by the prying eyes of the owners. Smith has a sign on his car that is quite the opposite; it says “Please Look and Touch, I Don’t Give a S--t.”

Smith has competed six times in the Great Race in the Chrysler, and the longest one was in 1995 when the event began in Ottawa and ended in Mexico City. The Great Race is a very grueling event and hard on cars. Of the 92 entries that began this year’s event traveling 3,680 kilometres around the Canadian and American Great Lakes, only 78 finished. One of the two Canadian cars competing was Smith and his wife in the Termite Taxi, while the other Canadian entry was an early E-Type Jaguar from Ontario.

The car was transported to Sault Ste. Marie, then driven to Tra-verse City, Michigan for the start of the race. It completed the Great Lakes circle and then the Smiths drove home from Detroit, through the blistering hot temperatures of a heat wave.

The Chrysler ran like a Swiss watch, never missing a beat, un-like the driver and navigator who missed a few turn-offs and checkpoints.

Having covered over 8,000 kilometres on that occasion, and with the car approaching a total of 640,000 kilometres, it’s time for events closer to home. Smith is hoping to secure one of the coveted 75 entry spots in the Hagerty Spring Thaw Rally next spring.

Nigel Matthews is the director of sales and marketing for Hagerty Canada. Hagerty is the world’s leading provider of Collector Car and Boat Insurance. Contact him at [email protected] or visit www.hagerty.ca


Continental Introduces the PureContactTM

Continental has released its new-est luxury performance all-sea-son tire, the PureContactTM. The tire combines best-in-class wet braking, fuel efficiency, and ride comfort with a sleek design that is suitable for any type of weath-er. The best-in-class wet braking is due to EcoPlus Technology, which also improves tread wear while enhancing grip on wet roads. The PureContactTM also features Tuned Performance In-dicators which use the Dry, Wet and Snow letters in the tread to indicate the tire’s optimal perfor-mance levels.

For more information please go to www.continentaltires.ca

Dayco Releases VIN Scanning App

Dayco Products has just released a brand new app for smartphones and tablets that features a compre-hensive catalog that includes a VIN scanner. Now you can simply scan the VIN barcode and the app will display all the Dayco replacement parts, belt routings, installation vid-eos, images, and more. The app’s “Where to buy” tab locates all of the Dayco distributors in your area by using your smartphone’s GPS to find your current location, and locate all the nearest stores. For more information please go to

www.dayco.com

Corsa Performance Exhaust System for 2009-2012 Corvette ZR1Corsa Performance Exhaust has given owners of the 2009-2012 Corvette ZR1 a new option for exhausts with its axle-back exhaust system. The system, which features Corsa’s patented Reflective Sound Cancellation technology, delivers a true high-performance sound while accelerating without an annoying drone at cruising speeds. It features a straight-through, three-inch nonrestrictive de-sign and mandrel bends, which will provide up to 45-percent better airflow versus the OEM exhaust. The exhaust is manufactured using military-grade 321 Stainless Steel, and can add an additional 12-14 horsepower and up to 15 lb-ft of torque. For more information please go to www.corsaperformance.com

AMSOIL’s New Reformulated Synthetic Power Steering FluidAMSOIL has reformulated its Multi-Vehicle Synthetic Power Steering Fluid to meet the always-growing demands of newer vehicles. This upgraded formula will provide the vehicle with better wear protec-

tion, as well as improve cold weather performance, all while meeting more OEM specifications. The redesigned chemistry allows the fluid to deliver great lubricity as well as friction-reducing properties. Formulated with a high viscosity index, the Power Steering Fluid is able to resist heat for a long fluid life, and provide immediate lubrication at startup in cold temperatures. For more information please go to www.amsoil.com

NEW PRODUCT SHOWCASE


Modular Twin Disc Clutch for 201� Mustang GT500

McLeod Racing is in-troducing its new RXT Modular Twin Disc Clutch for the 2013 Ford Mustang GT500. The clutch, which is capable of holding 1,000 horse-power, is street-friendly and also great for oc-casional track use. It comes completely as-sembled, and after un-bolting the old clutch,

simply use the six provided ARP fasteners to bolt up the entire RXT assembly. The Modular RXT even features its own drive surface, so there is no need to resurface your flywheel. For more information please go to www.mcleodracing.com

Airaid’s New Carbon Fibre MXP Intake System for CamaroAiraid has given owners of the 2010-2013 Camaro 6.2L V8 a new option when it comes to intakes with the Carbon Fibre MXP-Series Intake system. The system features a real carbon fibre 4.5-inch-diam-eter intake tube that connects the engine to Airaid’s roto-molded cold

air box that is designed to keep hot air from the filter, and increase the cold air. The air box also has blade-style weatherstripping to seal the air box to the hood. The system also features a mas-sive 1400-cfm air filter which provides the engine with a steady supply of clean, cold air.

For more information please go to www.airaid.com

The FAST LSX 92mm Black Intake Manifold is the only three-piece Gen III composite manifold proven to provide increased performance

without effecting bottom-end drivabil-ity or high RPM power. The Manifold, which is designed for both street and race applications, is made for an easy bolt on installation to GM Gen III (LS1,-2 & -6) engines. It maintains the performance gains over stock intake manifolds with no loss in drivability or low end torque. Also

the intake features corrosion free stainless steel assembly bolts, an improved throttle body sealing flange and o-ring gasket, and threaded insert throttle body mounts that provide increased durability.

For more information please go to www.fuelairspark.com

FAST LSX 92mm Black Intake Manifold

NEW PRODUCT SHOWCASE

Rods & Classics RPM Dec 12 / Jan 13 5�

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:

Why spend money when you can do it yourself?

A safe alternative to

a regular car alarm.

What?! This isn’t street legal?

Looks like Fred decided to go for a drive.


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