Eric Gallina

BMW 335i Convertible

2007-09-03T18:28:00.000+01:00

The latest 3 Series droptop

It’s no wonder that the BMW 3 Series is one of the most sought after cars available on the market today. Since its introduction it has gotten progressively better, growing slightly in size and engine displacement yet remaining the essential GT - an aspirational car that everyone wants once they’ve managed to tuck a bit of savings away.

This version of the 3 Series we’ve tested is the latest convertible on offer from the company with the blue and white propeller badge. In this iteration, BMW has decided to follow a path blazed by other automakers by fitting a hardtop retractable roof, which improves side and rearward visibility. Plus, unlike the coupe, the rear windows go down all the way.

The front end of our test model, fitted with the more aggressive front air dam (and side skirts) denoting the sportier 335i derivation, is at once elegant and purposeful. The design is clean and simple so as not to alienate the brand faithful, and though somewhat diluted, the hood design and the sharp waistline are clearly evolved from the convex/concave design initiated by BMW design chief Chris Bangle. Thankfully, the profile has not been tarnished by the choice of roof (as on other hardtop convertibles) and the rear end remains well conceived, with a simple taillight design and two slightly oversized exhaust outlets protruding from the rear bumper valance.

It certainly looks the business, and when you depress the start/stop button to the left of the steering wheel firing the engine to life, it definitely sounds the business too. The 3.5-liter twin turbocharged six cylinder is more than capable of propelling the car to breakneck speeds faster than you can say “I’m sorry officer, I didn’t notice that speed limit sign”. And it will do so in sublime comfort, even though its more rigid M-suspension and 40-series run-flat tires wrapped around 18-inch wheels aren’t all that forgiving.

Inside, it’s large enough to be roomy and ergonomic, has beautiful interior appointments and is finished with the quality of materials and detail expected of BMWs. The sport seats are very well designed, providing a high level of lateral support whilst being very comfortable for long distance driving. Our car was fitted with the notorious BMW iDrive controller, which operates everything from the heating and ventilation controls to the audio and navigation system. Though not exactly intuitive, after a few days with the car it all became clear and proved easy to use. At the same time it frees up a lot of dashboard space as all the features have been neatly integrated into one console mounted dial, allowing the interior to be less cluttered with buttons. Those of us from the computer age will have no difficulty with this device.

Perhaps the only drawback then is the storage space in the trunk of the car. The hardtop is a welcome addition to an already superb design and makes it the best all-weather contender in this segment, but when the top is stowed and the wind deflector isn’t in place there is absolutely no trunk space at all. Forget about bringing along a weekend bag unless you put it in the backseat. Happily BMW have thought of that too, with a rear seatback that folds flat and anchor points to secure your baggage. While this transforms the car into a two-seater rather than a four passenger car, most owners will likely only cruise up and down Sunset Blvd and not be too concerned with the lack of storage space.

Ultimately, the verdict after only having spent a week in this car is: is there some sort of auto journalist discount I can apply for? And if there is, where do I sign up? Even if you forgo the over £6,000 worth of options fitted to our test car, the 335i’s price tag of £40,355 is unfortunately well above my budget. But of all the cars I've had the pleasure to drive, this is one I would recommend unreservedly to my wealthier (and childless) friends.

BMW's Stunning M5 Touring

2007-05-15T10:10:00.000+01:00

Power and space combine in Touring shell

For many, estate cars are a necessity. A new addition to the family or a large dog demands additional space, so a reluctant decision is made to trade in the sporting two-seater for a spacious wagon. Usually that also means the sorry individual has to leave a piece of his soul at the dealership, driving off in a sedate and often mundane practical hauler. BMW’s latest addition to the range fills the needs of those buyers but doesn’t make any compromises: it’s the new M5 Touring. Already heralded as a quick but refined five-seater in saloon guise, the Touring M5 variation is equally capable of whisking occupants along at brisk speeds while providing 500 litres of cargo volume.

As expected, the M5 Touring delivers blistering performance through its high revving V10 powerplant, putting out 507bhp (or 400bhp without the ‘Power’ button depressed) at 7750rpm and generating 384lb.ft of twist at 6100rpm. To say the M5 has an abundance of power would be an understatement of epic proportions. The engine packs prodigious power and it’s happy to rev to a 8250rpm redline repeatedly as it shifts through the cogs, firmly casting the driver back into the grip of the active front seat and easily rocketing past prescribed motorway limits. The Active Seat bolsters do well to grip and hold front seat occupants firmly in place while cornering and can be set at three different settings: Comfort, Normal and Sport. Each setting provides a higher degree of support, though all feel akin to someone grabbing you around the waist. It could take some time to get used to.

Continue reading full article here

MINI family grows

2007-04-16T09:15:00.000+01:00

New MINI One and Cooper D diversify MINI portfolio

MINI has been a sales success for BMW since the firm launched a modern version of the original back in 2001. So much so in fact that the company had to build a whole new wing to its building facility in Oxford, where 4700 employees put together the all-new version launched in September last year and the convertible model. Back in 2001, the employees at Oxford numbered 2400 and the facility was 45 per cent smaller, but now the company regularly builds up to 700 MINIs a day (up from 300 in 2001) and recently produced its one millionth model.

So MINI - and the plant where BMW manufactures them - has grown, and so does the second-generation MINI portfolio, which has now effectively doubled with the addition of two new variations: The MINI One and a new diesel-powered MINI Cooper D. Both cars offer the exemplary build quality and driving fun factor of the previous generation, but engineers have recalibrated the suspension settings and added a 1.4 litre petrol engine (jointly developed by PSA and BMW) and a new PSA-sourced 1.6-litre oil burner, replacing the previous iteration’s Toyota diesel.

Continue reading full road test

Prodrive may relieve Ford of Aston

2007-03-04T10:22:00.000Z

Ford Motor Co. is apparently in exclusive talks with Prodrive over a potential sale of Aston Martin. Prodrive has long been a favourite to snatch Aston Martin away from its ailing parent, given the company's already strong ties to the fabled marque.

According to an article in The Times, Ford selected Prodrive because it has offered to pay close to £450 million to secure Aston Martin, higher than any other shortlisted bidders. David Richards, Prodrive's founder and CEO, is understood to be working with investors from the US and Middle East to gather the financing necessary to secure the deal.

Doughty Hanson, a UK buyout firm, is claimed to have dropped its offer to between £350 and £400 million after discovering certain previously undisclosed items in Aston Martin’s books, The Times reports. It also said that UBS, the Swiss investment bank running the sale, was moving ahead with the Prodrive group over Doughty Hanson and Syrian property tycoon Simon Hilalbi, another shortlisted bidder.

At least 30 groups were said to have expressed an interest in Aston Martin when Ford put the Midlands-based carmaker up for sale for between $1 and $2 billion. Final offers for Aston Martin were received on 31 January and Ford was expected to pick a preferred bidder by the end of February.

A sale could be announced as soon as next week.

Lamborghini’s Light Fantastic

2007-03-03T09:51:00.000Z

Gallardo Superleggera sheds weight and adds power.

Who said going on a diet wasn't fun? For the automotive enthusiast, a car on a diet is the ultimate feast. Lamborghini proves this with the special edition Gallardo Superleggera it will unveil at the Geneva motor show next week.

The Superleggera (meaning super light in Italian) weighs in at a scant 1330kg – shedding 100kg off the already lightweight Gallardo frame. These weight reductions were achieved through extensive use of carbon fibre, aluminium and polycarbonate.

The series of lightweight carbon fibre elements include the rear diffuser and underbody covering, rearview mirrors, door panels and the central transmission tunnel covering. A carbon fibre bonnet has been fitted with transparent polycarbonate instead of glass to show off the V10 powerplant, and some steel components within the chassis are now made from aluminium. The cabin also features monocoque carbon fibre sports seats swathed in Alcantara.

Lamborghini’s five-litre V10 engine is the same unit found in the Gallardo, but the intake and exhaust systems have been tweaked to moderately boost power. The engine’s improved volumetric efficiency through reduced intake load losses and exhaust backpressures has enabled engineers to squeeze a further 10bhp from the unit, raising output to 530bhp. Torque is still rated at a healthy 376lb.ft, but revised engine performance and decreased weight allow the Superleggera to shed two-tenths off a 0-62mph run, to 3.8 seconds.

As with the standard Gallardo, drive is channelled to all four wheels via Lamborghini’s six-speed electro-manual gearbox (a standard feature) and viscous coupling four wheel drive system. Rolling stock includes all-new alloy wheels shod with 19-inch Pirelli P-Zero Corsa tyres.

A carbon accessories kit for the interior, fixed rear spoiler, four-point seatbelt, tubular rear frame, and carbon-ceramic brake discs can be ticked off the options list.

Lamborghini will begin taking orders for the Gallardo Superleggera March 7th at the Geneva show. Be prepared to stand in a cue with other rich folk...

YouTube and BBC strike deal

2007-03-02T18:33:00.000Z

Interestingly enough - following yesterday's Clarkson posting - I have come to find out that YouTube is in the midst of striking a deal with the BBC.

It appears that the deal between the BBC and the popular video sharing service will now allow us to view clips of BBC shows, including Top Gear, legally. Previously the shows were posted by some hack and promptly removed from the site by the network. Obviously, the clips will be flanked by advertising, and possibly include pre-roll adverts before the actual content of the clip begins to play.

The deal is part of a larger strategy by the BBC to provide content on YouTube in three distinct channels: the BBC channel that shows clips, trailers and shorts; BBC worldwide that is supported by ads and shows clips from Top Gear and other popular shows; and BBC News that will show about 30 news clips per day.

The deal was struck in the hopes that by showing video on YouTube, the BBC will be able to drive traffic back to its own website where people can watch full length programs on the corporation's own video player.

Needless to say, I'm elated to know that clips of Top Gear will now be readily available for my enjoyment, when and where I please!

Clarkson on Army Vehicles

2007-03-01T09:29:00.000Z

I like Jeremy Clarkson. Really I do. Having met him at a local coffee shop I can personally say that he’s actually a nice bloke who, away from the TV cameras, will sit down and have a conversation with you. Even though – and I’m sure he could tell – I’m not a Brit.

Those who know Clarkson or have ever come across one of his interviews or columns will note that he has very strong viewpoints about certain things; namely environmentalism and Americans. I think this is mainly a character which he plays to sell newspapers, magazines and lure people to watch his TV program. Evidently it works. No one is going to buy or tune in to something that doesn’t have an air of controversy about it. They like people to speak their minds about whatever it is that they can’t muster up the courage to say themselves.

So yeah, I like the guy. Despite the fact that he consistently bashes Americans for, well, damn near everything. A recent Top Gear episode where he and his compadres went down to the rural deep southern State of Alabama is case in point. If you haven’t seen it I suggest you do (get it on You Tube or click the link below), and I won’t sit here analysing it in some form of play by play. Needless to say, whoever does what they did in that show deserves what they’ve got coming to them. You know what it’s like down there ‘mate’. Not to make a sweeping generalization, but it’s rather backward and homophobic.

I know it's a TV show and they’re looking to provide entertainment, but surely the Top Gear cast realise their comments are highly influential to viewers. Clarkson’s "don't go to America" advice at the end of the show prompted the uneducated masses to believe in this single-sided portrayal of the US. Some poor fool now thinks that incidents – such as the one which transpired in the cleverly edited ‘American Special’ – happen all across the vast continent. That’s like saying all Brits are pompous, hypocritical individuals with bad teeth who eat fish and chips every Friday. Wait…

Seriously though, Clarkson has made an absolute fortune exploiting his brash and arrogant demeanour, qualities which are stereotypically American! And now with his recently published Top Gear column, he seems to have got it wrong again.

In the quest for an entertaining topic, Clarkson writes about the British army’s antiquated Land Rover vehicles which will soon be replaced by the ‘Panther’, a truck manufactured by Fiat-owned Iveco. He claims that since Fiat is not “in rude health”, it may eventually be bought by some country which does not have Britain’s best interests at heart. He may well be right, but suggesting that Britain should be tooling around war zones in a Land Rover is a bit off the mark. Who owns that company again?

Sure they’re built in the UK, but that doesn’t mean that parent company Ford has any greater interest in manufacturing a quality bruiser for its ‘allies’. The Humvees that the US army use spawned the now defunct (much to the chagrin of California Governator Ahnold) pedestrian Hummer H1, but are built by AM General. Built by the US, for the US. Do we see a pattern here? With Britain’s fledging car industry, who have they got to turn to? Well if you listen to Clarkson it may well be the Bowler Wildcat (pictured above). And what chassis is that based on again? Right…

American Special
An abbreviated version of Top Gear's American Special by fatewithme

Bertone's new Fiat-badged concept

2007-02-15T17:18:00.000Z

According to Winding Road, Italian coachbuilder Bertone will unveil a new concept car wearing Fiat's new red badges at the upcoming Geneva motor show.

The sporty two-seater is based on Fiat’s new 100HP Panda unveiled in Paris, but employs a lightweight aluminum chassis and transparent plastic body panels. It is rumoured to be powered by the same 1.4-litre 16v 4-clinder engine from the 100HP, developing 100bhp at 6,000rpm and 97-lb.ft of twist at 4,250rpm.

While the Panda manages to achieve 0-62mph sprints in 9.5 seconds and has a top speed of only 115mph, the Bertone concept will likely better those figures considerably. Stay tuned for impressions of the concept in the metal.

Congestion Charges Arrive

2007-02-10T14:46:00.000Z

I received the dreaded letter in the post this morning and though I expected it, I was faced with another harsh economic reality that will soon be draining funds from my bank account. The congestion charge is coming.

I knew it was going to happen; the City of London has made a killing charging those who enter the city centre between the hours of 7am and 6:30pm - to the tune of £93m in 2004/2005. All those "No C in K&C" bumper stickers did little to slow its advancement.

When the congestion charge was introduced in February 2003, the charging zone encompassed the City of London (the financial district) and the primary commercial and entertainment centre, the West End. It cost £5.

Though revenue was meant to be put towards making improvements to London transport – including providing more buses and routes, and better facilities for cyclists and pedestrians – the £200m initial cost of setting up the scheme and numerous Automatic Number Plate Recognition (ANPR) cameras seem to be sucking up a lot of it as well. A lot of infrastructure had to be modified to watch the boundaries and ensure fees were paid, and as a side benefit it allows police to track every vehicle within the limits. It makes the old Soviet Union method of crude roadblocks and entry and exit passes look pre-historic.

But Mayor Ken Livingstone is so pleased with the income generation and traffic relief presumably caused by the charge, that in July 2005 he decided to raise the fee from £5 to £8, and devised a plan to include Kensington and Chelsea within the charging zone. So now the zone is scheduled to extend further to the West on February 19th, including Bayswater, Notting Hill, North and South Kensington, High Street Kensington, Knightsbridge, Chelsea, Belgravia and Pimlico. The hours of operation will also be reduced by 30 minutes, running from 7am to 6pm.

When you take into account that the city’s routes are already built and maintained using taxes paid by those living in the area, it seems Mr. Livingstone has mastered the art of "ripping you off". But London is not the first city to impose a charging system for motorists. That title goes to Singapore, who inaugurated the Area Licensing Scheme (ALS) in June 1975.

By 1998, the ALS was replaced with an Electronic Road Pricing (ERP) system which required all motor vehicles on the island to be fitted with "smart" debit cards containing microchips. Entering the ‘restricted zone’ activates sensors in road to emit a microwave beam and deduct a set amount from the debit card.

The ERP tolls vary according to the number of entries, the amount of time spent within the restricted zone, and the distance travelled. Fees can also be set according to the anticipated level of congestion, with the highest tolls imposed during the peak periods of 8:00-9:30am and 4:30-6:00pm, with prices declining with traffic density.

So perhaps it’s not that bad. With congestion charging systems already in place in Oslo, Stockholm, Bergen, Trondheim and many on their way to other UK cities, the road charging system will simply be a means of further extracting money in the name of traffic relief. And everyone who uses their car will be forced to pay. And pay. And pay some more.

EU battles automakers over CO2 emissions

2007-02-07T17:10:00.000Z

One of the present and ongoing debates between the European Commission and automakers is the reduction of CO2 from all new vehicles sold in the EU by 2012. Automakers would have to decrease levels of the global warming gas to an average 120g/km for cars sold in individual member states.

According to automakers and the Commission's own estimates, meeting the proposed target would add 4000 Euros to the cost of the development and manufacture of new vehicles if the reduction went from the current 160g/km average per vehicle to the 120g/km average called for by the EC. According to the carmaker’s analysis, imposing the 120g/km target is likely to make European industry unviable “[resulting] directly in the outflow of numerous jobs at car producers as well as in the suppler industry.”

Ivan Hollic of the European Economic Commission claimed that it would cost 2007 Euros more to develop and manufacture a new vehicle if the Commission called for a 10 per cent decrease of the gas to 140g/km in the same timeframe, and could have a severe economic impact, affecting industry jobs.

No one is fighting the Commission's proposed reduction in CO2 emissions more than the German automakers, who tend to produce luxurious and heavy vehicles which emit higher levels of the global warming gas.

So my question to Germany is: Do we want future generations to suffer from increasingly severe environmental disasters, or do we want to ensure the German economy remains competitive and doesn't shift production to low-cost Eastern European member states? Hmmm, tough decision...

Shaving the Road with Danish Enthusiasm

2007-02-02T16:45:00.001Z

The RoadRazer might well be the closest thing to a Formula 1 car in road legal form. The brainchild of sports racing enthusiast and mechanical design engineer Mikkel Steen Pedersen, the RoadRazer was devised to rival performance of many race cars. Here are some numbers: 300kg dry weight, 0-62 in 3 seconds, and an estimated 150mph top speed. It’s only estimated because Pedersen hasn’t yet mustered the courage to test it. Impressed? Read on.

Mounted within the RoadRazer’s carbon and aluminium honeycomb monocoque chassis is a 1300cc Suzuki engine taken straight out of a Hayabusa motorcycle. The already potent powerplant has been converted to dry sump lubrication (to prevent oil surge while cornering) which in the process has raised power to 180bhp.

Putting all that power to the ground requires state of the art technology. To that end, the RoadRazer employs a Quaife torque sensing differential and a six-speed sequential gearbox (the clutch is only used during downshifts) activated by steering wheel mounted paddles.

An aluminium double-wishbone suspension with push rod operated in-board adjustable dampers connects 7x17-inch OZ Superleggera wheels shod with 215/50-17 tyres to the road, ensuring supreme roadholding further enhanced by a low centre of gravity.

The car’s brakes feature an adjustable bias for front and rear balance, and were developed specifically to scrub off speed quickly. 320mm discs combined with six-piston callipers provide stopping power at the front, with 282mm discs fitted with two-piston callipers at the rear.

No doubt you’re thinking all this performance comes at a price, but you needn’t lose all practicality. While the overall shape of the RoadRazer was developed to accentuate negative lift, the 10cm raised nose also provides greater ground clearance for better real life handling situations, like parking.

The car is also fitted with a passenger seat, located just behind the driver. But occupants will need to place their legs on either side of the driver seat. Not ideal for any type of distance travel.

“The car was designed for extreme sports car enthusiasts,” says Pedersen. “But we thought it was important to fit the car with two seats to improve practicality. It’s not just a track car.”

A turn-key RoadRazer starts around £35,000 and requires a licence under SVA. If you fancy a project, Pedersen will ship you a kit for around £20,000. But you’ll need to find a donor Hayabusa engine.

For more information visit RoadRazer.

Toyota FT-HS

2007-01-14T10:14:00.000Z

One of the stars of the Detroit Motor Show was this FT-HS concept from Toyota, a front-engined, rear-drive two-plus-two sports car with projected 0-62mph acceleration figures in the four-second range. It's not just the fact that Toyota is finally poised to fill the void left in the sport car segment when it stopped making the Supra, but the way in which the company has chosen to do it that had auto journos excited.

The concept is powered by a potent 3.5-litre V6 engine coupled with a sports hybrid system claimed to create approximately 400-horsepower. Throw in poised and purposeful design language led by CALTY designer Alex Shen, and the concept's architecture takes the minimalist sports car style to a new level.

From a design perspective, the theme of the FT-HS achieves sleek, taut surfaces in its exterior features. The front and rear have been sculpted to remove mass around key functional components whilst the integration of fluid surfaces contrasting hard-edge “Aero-Corners” promote smooth airflow and reduce turbulence.

A scalloped channel in the bonnet exposes the hybrid engine and LED headlamp clusters tout energy-efficiency and decreased heat loss. The tail lamp unit spans the entire rear, and has an integrated retractable spoiler which elevates for stability and traction at speed. Other exterior features include a carbon fibre lower diffuser with integrated wide exhaust and carbon fibre wheels.

The roof, made from lightweight carbon fibre Kevlar, has a distinctive scooped-out section to reduce aerodynamic drag and provide head room at the key areas. It also retracts in a downward motion and stows in the rear seat space, transforming the FT-HS into a targa.

The interior of the concept is equally breathtaking. Created by CALTY designer William Chergosky, the driver-oriented interior includes exposed cross-car instument panel made from high-tech materials such as carbon fibre and titanium. This is meant to exude sleekness, technology, and performance. Seating is optimised for a lightweight appearance and function and accommodates four with the roof in place (or a two-seater when retracted). A telescoping hub-less steering wheel incorporates semi-automatic paddle shifters and allows the instruments to be shifted forward in order minimize distraction and enhance driver focus.

Let's hope the FT-HS will make it to production in the near future.

More pictures and link.

The Big Three hit hard in Detroit

2007-01-12T17:19:00.000Z

The first auto show of the new year always starts with the North American International Auto Show, the biggest and oldest auto show in the United States. This year the Motor City celebrates its 100th anniversary and will unveil over 45 new models to the press and public.

Sunday in Detroit brought the announcements of the North American Car and Truck of the year awards, an annual event which has been recurring for 14 years. In order for a vehicle to be eligible to win either award it must have been substantially changed or an entirely new offering. 49 journalists from Canada and the US then pick the vehicles based on their design safety, driver satisfaction and overall value. This year’s awards went to GM in both categories. The Truck of the year honor was awarded to Chevrolet for the new Silverado pickup, and the car of the year award went to Saturn for the Aura sedan.

GM certainly had a presence in Detroit this year, launching the Cadillac CTS, the new Chevrolet Malibu and the unveiling the stunning Camaro convertible concept to keep interest high for the upcoming Camaro relaunch.

Ford wasn't going to take a backseat in the Motor City either, unveiling the Interceptor and Airstream concepts, as well as the redesigned Focus and Five Hundred. The Premier Automotive Group (PAG), Ford's foreign luxury division, also showed the Jaguar CX-F and Volvo XC60 concepts and the new baby Land Rover, the LR2. Aston Martin didn't take the stage, but the extravagant Giugiaro Mustang had a prominent spot on the show floor.

DiamlerChrysler also represented their Dodge and Chrysler brands at the show, unveiling the new Dodge Avenger, Viper, and Magnum, and showing their new minivans. The company also revealed the Jeep Trailhawk and Chrysler Nassau concepts. Even the diminutive Smart car, scheduled to make its North American debut in 2008 was on show.

Press Conferences

2007-01-10T18:30:00.000Z

Emma Parker Bowles isn’t the only one that thinks press conferences are just PR hoopla and excuses for bigtime automakers to gloat about the company. In a recent Top Gear blog, she called Seal a "shameless ho" for his performance at the Audi unveiling of the V-10 Q7 TDI. I don't think it gets better than that comment, and she's right.

All of these press conferences at auto shows are just a bunch of useless speeches read from a teleprompter and performances from some 'name' made in an effort to garner publicity. I've been to countless numbers of them and they always seem like a precursor to the eventual 'we now invite you to take a closer look', when all the photogs swarm the stage like they've just heard the starter pistol go off at the 100metre. Better off smoking cigarettes and talking to Detroit's finest on the steps. They're quite nice by the way...

Detroit doesn't deserve its bad rap

2007-01-10T10:38:00.000Z

I’ve just returned from the North American International Auto Show (NAIAS) in Detroit and I have to say, the city doesn’t deserve its bad rap.

I’d heard all the horror stories about Detroit: how it was the murder capitol of the US for 13 straight years, its streets littered with crack vials, and gun-toting hoodlums running boarded up dilapidated buildings like Nino Brown in New Jack City.

The truth is the people I met were all some of the most outgoing, friendly and polite people I have ever met. I sat and talked with countless bartenders, police officers, hotel clerks and diner patrons and they were all happy, smiling and incredibly courteous.

Sure the city is decrepit and dirty, and Broadway and Times Square are amusing sights for someone who grew up in New York City. The once-thriving motor industry that built the grand, historic buildings and provided so many jobs is now buckling, but the joie de vivre of Detroiters is enough to boost anyone’s spirit.

For posts on the cars at the show click here. If you’re interested in environmental advancements in the motor industry, click here.

Nissan's new Qashqai

2006-12-13T19:56:00.000Z

Built on a stretched version of the same platform which underpins the Renault Megane, the Qashqai (could there be a more idiotic name for this car?) is Nissan's replacement for the ageing Almera. The model I recently tested was doted with all the usual features which seek to move the model upmarket from the car it replaces. It was fitted with a huge optional glass panorama roof, and its SUV-like stance has bettered outward vision. All of these features impress, but the gimmicky key fob is ridiculous. Why are so many car companies outfitting their vehicles with these useless devices? You still need a key to start the car and now you've got to remember to fully depress the clutch, stand on the brake and push a button on the side of the steering column if you want the engine to come to life. Otherwise it just sits there. And you look like an idiot in the car park. That's not the way forward if you ask me.

Otherwise the car is pretty successfully designed. The interior is tasteful and it has loads of space to accommodate the prams or shopping likely to find its way into the boot. This is, after all, a competitor in the 'family hatch' segment, at least that's what the guys at What Car? and Nissan's own press release claim. It's meant to be an alternative to the Golf and Focus with a taller ride height, stressing the "feeling of security" sought after by buyers.

A quick drive around in this latest model to wear the Nissan badge demonstrated that this car is really a small SUV, with no sporting pretensions whatsoever. It wallows around like a big oaf after a liquid lunch. It's clear that Nissan engineers sacrificed sharper handling by fitting larger 65-series rubber and a more compliant suspension. In short, this car was no where near confidence inspiring on the Alpine circuit at Millbrook, and quite possibly the farthest thing from it. Then comes the worst bit - it's not even four wheel drive (at least not for the time being)!

So perhaps the guys at What Car? are right. With comfort being prioritized over handling - combined with the space this car affords over its rivals - it seems this is yet another tall crossover that'll be blocking your view on the King's Road. It will become another tool for the urban chic as it shuttles the kids to and from school. I just hope its owners won't try to take it on any B-roads. If pushed ever slightly it will end up in a neighbouring field. And get stuck in it.

Toyota Auris T3

2006-12-12T21:17:00.000Z

I recently had occasion to drive Toyota's new Auris at Millbrook Proving grounds and to put it mildly, this car is a step backward from the car it replaces. It is coarse, lacks refinement and the interior isn't finished in the best materials. Unfortunate really, considering Toyota's reputation in the United States. Though the car was delivered with the 'pre-production' tag, it wasn't hard to see why that reputation is not upheld in the UK. VW's Golf is a much better car for the money.

While this is a small family hatchback, Millbrook was nonetheless an appropriate venue to test the car. The Auris will inevitably be used as a tool for commuting to work or for the morning school run, but may also be asked to make occasional evasive manoeuvres to sidestep an obstruction in the road. This car won't do that. Body roll is not tightly controlled and the rear end is simply too light, wanting to break the tires free of their grip on the tarmac.

The drone of the engine in the cockpit was overwhelming whilst travelling along at motorway speeds. My attempts to put it in sixth gear proved futile: there isn't one. The only thing between you and the passenger is an awkwardly designed centre stack that invades the footwell and robs it of space for your left leg and knee, the latter of which will be bruised by the time you reach your destination.

Looking out, the small window in the A-pillar seems like a stylistic exercise rather than a functional device. Visibility through the pillar is not improved and it remains a prominent and hindering feature.

Toyota will require greater effort if it wants to succeed with this model in the European market. Let's hope the 'pre-production' model I drove won't be the one Toyota puts in showrooms in January.

London living

2006-12-04T17:13:00.000Z

I've been living in London for just over two months now, so I figured it was time to comment on just how abhorrent driving standards are in this city. Everyone told me that it was 'difficult' to pass the test and that just over 30 per cent actually do so the first time around. Well if you ask me, that's still too much.

Last week, as I was merrily driving down Kensington High Street in the early afternoon, I came across a woman in a VW Polo who was vehemently denying passage to a bus trying to rejoin the flow of traffic. She forced her way through between the bus and a traffic signal, only to wedge herself in the middle of an intersection. She then proceeded to block traffic in both directions for the next ten minutes.

Too many motorists in London do not adhere to the courteous driving mandate, preferring instead to adopt the 'drive like a prick' approach. This, however, get you and yours nowhere fast.

In my neighbourhood, caught between illustrious Knightsbridge and posh Notting Hill, there are Porsches of every year and model, TVRs and supercharged Range Rover Sports. There are numerous speed cameras tracking your every move and ensuring traffic will not go faster than the prescribed limit. But I've never been able to break past 20mph on London roads.

So where do these people use their cars? Are they merely status symbols to be parked up and ogled over when its owner exits the taxi that has brought he and his date home for the evening? 'See that 911 Turbo honey, that's mine'.

Range Rover Sports, Audi Q7s and Mercedes GLs seem to be the choice of superrich trophy wives to chauffer the kids to school in the morning and store their daily shopping from Harrods. Their husbands compensate for their driving inadequacies and lack of judgement by rewarding them with gargantuan vehicles who will protect the offspring, all the while congesting diminutive city streets and spewing large quantities of C02. That’s civilized.

LA Auto Show - Giugiaro Mustang Concept

2006-11-28T17:27:00.000Z

Designer extraordinaire Giorgetto Giugiaro has created a bespoke version of the Ford Mustang, set to be unveiled at the Los Angeles show later this week. Though the design is still quintessential Mustang, J Mays' retro styling has been smoothed over, giving it a more modern look. The scissor-hinged doors, large glass house over the entire cabin, and reworked interior - though the colours and material choice seem questionable - will likely never see production, but this styling exercise is certain to garner a lot of attention from southern Californian autophiles. The extravagant concept is powered by a tuned and supercharged version of the GT's 4.6 liter V8, producing nearly 500 hp.

Retake the test

2006-11-03T18:29:00.000Z

British drivers have become so complacent they should be forced to retake their driving test every ten years. That's pretty much what a JP wrote in Magistrates magazine. And I agree with him.

In light of some recent accidents caused by elderly drivers it doesn't seem like a bad idea. Just yesterday, an 82-year old woman drove over a gas pump and ended up with the wheels of her Toyota Starlet facing skyward after she confused the brake and gas pedals as she manoeuvred through a petrol station. Greater damage could have been caused.

But that's not to say that younger drivers are any better. It’s a proven fact that once you leave the driving centre all of the lessons you've taken and the studying you've done takes a literal back seat to your future driving habits. That's why we see people driving like arses through crowded city streets, on the motorway, and pretty much everywhere we go.

Maybe it's time to give drivers a 'refresher course' in common courtesy and the law. Maybe its time we check to see how many people on our roads are actually fit to drive. Maybe ten years is too long.

TVR may make move to Italy

2006-10-20T08:47:00.000+01:00

According to a report published by Autocar, TVR production may shift from Blackpool to Turin.

France and Russia were originally cited as contenders for the manufacturing facilities of the sport car manufacturer, but Autocar states that young owner Nikolai Smolenski has other plans. He has apparently struck a deal with Italian coachbuilder Bertone to assemble the 2007 model Sagaris, Tuscan and Tuscan convertible.

The drivetrain production, however, will remain in British hands and built by Ricardo, an engineering firm which is already working Euro IV compliance for TVR.

Pope's New Ride

2006-10-19T22:59:00.000+01:00

The Pope will soon be riding in one of the least appreciated luxury cars on the market. Dr. Bernd Pischetsrieder of VW recently donated an extended wheelbase version of a 6.0 litre W12 powered Phaeton to Pope Benedict XVI. Finished in black, the limousine has been specially equipped to meet the comfort, privacy and security requirements of the Holy Father.

Magnet for the road

2006-10-19T22:44:00.000+01:00

Given the amount of nails and debris on the roadways it's only a matter of time before something drills through your precious Michelins. To solve this increasing and dangerous problem Balfour Beaty has fitted an enormous magnet to a road sweeper. The company claims the sweeper has covered over 32,000km and picked up nearly 3 tonnes of metallic waste along its routes.

Source: Pistonheads

2008 Nissan Skyline

2006-10-10T23:13:00.000+01:00

Here are a few spy shots of the upcoming Nissan Skyline. Courtesy of Winding Road magazine. Judging by the looks of it, this car can't go into production fast enough.

According to the Winding Road feature the car will likely come equipped with a 3.8-liter twin-turbo V-6 engine, essentially a 350Z powerplant with increased displacement. The revisions are estimated to be good for 450 horsepower and 370 lb-ft torque. This latest iteration of the legendary car will also be all-wheel-drive, and feature an improved version of the electronic ATTESA ET-S torque-sensing system, which works in conjunction with the four-wheel steering system.

Be prepared to pay a stiff premium when this baby hits showrooms late 2007.

Mondial de L'Automobile

2006-10-04T10:48:00.000+01:00

The Concepts

Paris is an ideal setting for the unveiling of new cars. The backdrop of this city — long associated with fashion — induces seductive and radical designs from the automakers as well as the obligatory over-the-top concept car featured prominently on a revolving stand. In this respect, the French were certainly not outshone in their own land. All three major French automakers presented stunning contemporary masterpieces in the form of three exhilarating models.

Renault showed the Nepta concept, with its nautical design cues and single piece gullwing doors which provide access into the cabin and under the hood. As with most concepts, the Nepta denotes what will be the new styling direction of Renault’s future models. It features a 3.5 liter twin-turbo V6 engine with 420hp, enough to propel the vehicle to from a standstill to 62mph in under five seconds, the company claims. The Nepta is rear wheel drive, uncommon for a Renault car, and wears massive 23-inch alloy wheels.

Not to be outdone, PSA, the Peugeot Citroen group, exhibited some breathtaking concepts of their own. Peugeot unveiled the 908 RC, a four seat sedan with sports car underpinnings and a mid-mounted diesel V12, while Citroen displayed its C-Metisse, designed to combine the attributes of a hybrid, comfort of a sedan, spaciousness of a wagon and the swooping lines of a sports car.

The C-Metisse (meaning mixture) is an effervescent blend of all aspects that make a successful vehicle, and definitely one of the stars of the show. Powered by hybrid diesel-electric mechanicals, this car is said to sprint to 62 mph in just 6.2 seconds. Quite impressive for a vehicle this size powered by an economical V6 diesel engine. But the car also uses two electric motors mounted in the rear wheels, capable of developing a 400Nm of additional torque. And because of this, the car produces zero emissions in urban driving. The Metisse's front doors also open gullwing style, while the rear doors spin round to provide access to the rear.

Peugeot’s 908 RC Concept is predicted as being the template for the upcoming replacement for the 607, but it has all the components of the RC race car which will be at LeMans next year. The diesel 5.5 liter V12 produces 700hp and 890 lb-ft of torque, making it a viable competitor to Audi’s R10 which won the race this year. The styling empasizes the long angular headlamps – a prominent Peugeot characteristic – which blends into a pleasing yet slightly menacing shape, replete with bulging fenders housing massive 20/21 inch wheels mounted far to the corners. The chassis is built from carbon composite and aluminium honeycomb, and the disc brakes are also made of ceramic carbon composite. A six-speed electronically-controlled sequential gearbox powers the rear wheels.

While all three models wore very distinctly different sheetmetal, they were all spacious and large, capable of transporting four passengers in comfort and luxury to whatever their future destinations would happen to be. Let’s hope some of these automakers can influence some of the domestic automakers in following their function and form.

Volkswagen Iroc concept

2006-10-03T16:45:00.000+01:00

Alright. So I've just returned from Paris and am prepared to eat my words for the recent article I wrote about the new Scirocco coupe. While it is true that is not, by definition, a coupe, it does pay homage to its ancestors in its sporting characteristics and styling. And it definitely looks much better when its sitting on a revolving stand in front of you. I'm still not convinced hovever, that VW needs another vehicle based on the Golf platform, but if any vehicle is deserving of the Scirrocco badge (if it indeed wears it when it hits showrooms) this is it.

So now onto the next question; with all the new faces and redesigns on the VW and Audi stands, why didn't either automaker see fit to hold a press conference? Even Maserati had one, and they had nothing new to show!

Alfa Romeo's new Flagship

2006-09-16T23:44:00.000+01:00

It's official! Alfa Romeo's 8C Competizione - which made aficionados drool when it was unveiled almost three years ago - is set to debut in its final production version at the Paris Motor Show.

The car will be the company's new flagship, sporting a carbon fiber body over a steel platform borrowed from the Maserati Coupe. It will be powered by a 450hp, 4.7-liter V-8 engine (also derived from the powerplant used in the Coupe), and the car will be rear wheel drive.

The Italian supercar is poised to go on sale in Europe next autumn for roughly €160,000, and only 500 units of the two-seat coupe will be built. This latest announcement will certainly increase interest in the brand Stateside, and may advance the introduction of the brand.

VW's new Scirocco

2006-09-12T19:52:00.000+01:00

Here's the latest concept from Volkswagen. Following along the lines of the Concept A unveiled in Geneva, the 'Iroc', as it has come to be known, is a hideous interpretation of the Scirocco coupe. Made to integrate futuristic design cues rather than harp back to past design, the look of the coupe is rather unflattering when the Scirocco and Corrado are taken into account. This iteration lacks the beauty and character of it forebears though angular headlamps and flared front-wheel arches do have certain sporting pretentions. The heavily raked windshield, chisled shoulder line, narrow glass and plunging roof-line create a vehicle which is sadly nowhere near as successful as the Corrado design was, but it does have potential. While the hatchback will likely render the car more practical for everyday use, the lack of a sloping rear - a prominent feature of the previous model - causes the sport aspect to be lost in the design. The interior however, remains a stongpoint for Volkwagen. The bright bezels in the instrument cluster, combined with the chunky steering wheel, aircraft-inspired shifter and honeycomb airvents has definitely pushed this coupe far into the 21st century.

Kick the Oil Habit

2006-08-11T20:53:00.000+01:00

Over the last few months I have been working on my thesis project, the final component toward obtaining a Masters degree in automotive journalism. The study addresses the legislative measures, technology and alternative fuel development toward decreasing vehicle emissions.

There have been many advances made in the quest to make the automobile more environmentally friendly. New technology for reduced emissions have largely been forced upon automakers through tougher emissions standards, but they are currently available nonetheless.

The future however, lies in the development of alternative fuels to reduce our dependency on foreign oil as well as decrease emissions until we find a way to realistically (both in infrastucture and economic aspects) implement hydrogen, the fuel of the future.

For more information on the progress of my thesis please visit EnviroCar from the link on the right.

In the meantime, feel free to view the video below.

Nissan donates to displaced victims in Lebanon

2006-07-31T18:29:00.000+01:00

Though I deviated from my usual automotive related content while caught up in the events unfolding in the Middle East, I have not lost sight of my objective with this site. Below is an automotive related story:

According to a news story in Automotive News filed by Reuters, Carlos Ghosn, CEO of Renault SA and Nissan Motor Co., has signed off on an initiative to donate $200,000 to displaced victims of the Israeli-Hezbollah conflict in Lebanon.

Ghosn, whose turnaround of both Renault and Nissan has been well-publicized, is originally of Lebanese decent, though that likely had little effect in the decision made to allocate the funds.

Humanitarian aid is usually given to countries who have suffered natural disasters such as the Tsunami last year, but it seems clear the company's Corporate Citizenship Team deemed the situation a cause which would warrant aid. Since the Lebanese government and citizens are being held hostage in their own country while the ravages of war are playing out around them I believe it to be a worthy cause.

I applaud Nissan for their humanitarian effort and generosity. Hopefully this will ease some of the pain felt by the people of Lebanon.

Here's the full story:
Ghosn signs off on aid for Lebanon victims
Reuters / July 31, 2006 - 8:00 am

TOKYO -- Nissan Motor Co. said on Monday it would donate $200,000 to help displaced victims of the conflict in Lebanon, the ancestral home of CEO Carlos Ghosn.

Companies often pledge aid in humanitarian crises such as earthquakes and other natural disasters, but rarely when it involves a politically charged environment such as the current conflict between Israel and Hizbollah militants.

Ghosn, who also heads Renault SA, is a naturalised Frenchman born in Brazil, but spent his formative years in Lebanon. Both Ghosn's parents are of Lebanese descent.

A Nissan official said the latest decision was initiated by the company's Corporate Citizenship Team, which concluded that the social impact of the conflict in Lebanon warranted the aid, especially because it involved a significant number of children.

All initiatives are ultimately signed off by the CEO."We recognize that there may be some level of risk in making donations when the situation is political, but from the standpoint of corporate social responsibility, we concluded that this was a just cause," the official said.

Japan's second-biggest automaker said the money would be donated to organizations that specifically assist refugees.Nissan has been the most aggressive among Japanese automakers in pursuing growth in the small but promising Middle East car market.

Many Lebanese have been displaced by the fighting between Israel and the Hizbollah guerrilla group. The war has so far killed well over 500 people in Lebanon and 51 Israelis.The latest conflict between the long-time adversaries erupted after Hizbollah seized two Israeli soldiers on July 12.

War criminals

2006-07-30T13:12:00.000+01:00

You may have heard about the minibus carrying innocent Lebanese civilians attacked by Israeli gunships as they tried to flee the volatile situation unfolding in the south. You've likely not seen the pictures that accompany the story. July 15th 2006

Just because you don't see the bloodied corpses of children being carried out of the rubble of what used to be a four story building used as a shelter by refugees doesn't mean it isn't happening. The media sometimes impose their own self-censorship on imagery they deem too severe to air.

The Israeli military has claimed that Hezbollah are using these civilians as a shield to carry out their attacks on Israel and I agree. But the disproportionate retaliation by the better equipped and organized Israeli military is circulating allegations of war crimes, a statement I do not oppose.

With their highly sophisticated and precise weaponry the Israelis cannot continue to claim this disaster was an accident. There are now more than 50 dead civilians being pulled out of the rubble in Qana, 37 of which are children. What did they do to deserve such a fate?

The massacre continues

2006-07-30T10:01:00.000+01:00

An airstrike in the southern Lebanese town of Qana has caused the unnecessary deaths of over 40 civilians who were seeking refuge in a shelter. Dozens more are unable to be reached and remain unaccounted for. There may have been as many as 65 people in the basement alone. We could see the death toll rise considerably.

The 4 story building was hit by Israeli bombs early this morning. The casualties are mostly elderly people and women and children.

Israel has refused to listen to widespread calls for a ceasefire from the international community and there is continued bombing of civilian targets. Israel has even refused a request from the UN for a 3 day humanitarian ceasefire to get innocent people out.

One French journalist claims he was following a convoy of ambulances who had been hit on the road to the hospital. He described how the red crosses on the ambulance roofs were used as targets. What kind of callus individuals would commit such atrocities?

Fouad Siniora, Lebanon's Prime Minister, has refused to meet with Condoleeza Rice, US Secretary of State, until an immediate an unconditional ceasefire is called. In his statement, he said he would not meet with Rice out of respect for the people who were ruthlessly attacked.

It has been no secret that the US deemed a ceasefire "too early" and "unsustainable". But at what cost to innocent human lives? There can be no more pointless talks until action is taken towards a ceasefire.

Israeli military is still unable to say with any certainty whether there had even been Hezbollah rockets fired from the vicinity of the building that was bombed this morning. They say that they had dropped leaflets requesting for people to leave the town before they began to bombard it. Where were these people supposed to go without roads, bridges or transport so effectively destroyed by Israel weeks ago?

Israelis responsible for environmental disaster

2006-07-26T13:04:00.000+01:00

On 13 July 2006, at 4:23 a.m. Israeli bombs destroyed crude oil storage tanks 30 km south of Beirut, directly on the coastline. Part of the storage tanks caught fire and are still burning more than 10 days later. Nearly 15,000 tons of fuel that did not catch on fire was spilled into the Mediterranean Sea as a result of the blast.

Due to winds and water current movement the oil spill was partly carried out to sea and partly dispersed along the coast of Lebanon. So far it has affected 70 to 80 km of both public and private, rocky and sandy beaches along the Lebanese coast including marinas where fishermen dock their boats.

Unfortunately, due to the continued bombardment from Israel, there has yet to be a full-scale environmental cleanup to save the pristine coastline. The Jordanian Government is ready to send experts from the Akaba Area in Jordan to Lebanon to provide technical assistance and the Environment Public Authority in Kuwait is ready to send to Lebanon about 3 containers of material and equipment for fighting such a spill, but they have yet to arrive.

Lebanon has only minimal amounts of dispersants, booms, adsorbents, and skimmers available, mostly to enough to contain small scale spills from tankers that are delivering fuel at ports or similar cases. They are not equipped for major environmental accidents such as this. The United Nations Environment Programme has also been contacted but they too have only provided minimal assistance.

A complete oil spill cleanup operation will cost in the range of tens of millions of dollars and will take a long time to complete. For the moment, there are tens of thousands of sea and wildlife suffering from the environmental disaster, including Lebanon's famous green turtles who come out of the sand and re-enter the sea this time of year.

The Ministry of Environment continues to seek legal, technical, & financial assistance from available Funds designated for such oil spills in the Mediterranean Sea. A team of officers from the Ministry will begin to assess the Southern coastline south of the Damour area as soon as cease fire is called and when safe passage to the south is ensured.

Why has Israel done this? There was no need to destroy the crude oil tanks on a shoreline after they'd already destroyed the infrastructure supplying fuel to refineries and bombarded petrol stations. Well the answer is simple - they sought to destoy the fledging tourism industry. The acute impact of the war on this industry has been immediately felt by the nation. The chronic impact of the oil spill is disastrous on the tourism industry due to the length of time it is going to take for the clean up of the sand, the rocks, the shallow reef and the marine ecosystem as a whole.

Many public and private beaches have been heavily affected including fishermen and tourist boats from all over the Arab world, and the Mediterranean countries. Beach-based tourism was a major economic activity in Lebanon and constituted a major part of the Lebanon's gross domestic product.

It is not possible at this moment to evaluate the impact on biodiversity because of the need of more detailed technical assessments carried out under safe national conditions. But it is clear that the siege on Lebanon by the Israeli army has prevented the Lebanese fishermen from going about their daily work. This oil spill has added to their crisis by destroying the immediate marine habitat of the fish species off the coast.

Interesting facts about Middle East conflict

2006-07-24T13:07:00.000+01:00

The US government and citizens (according to several polls I have seen) beleive that the world's superpower - with undoubted influence over Israel - should not call for a ceasefire between Israel and Hezbollah in Lebanon.

Condoleezza Rice's statement that it is "too early" for a ceasefire, when only five hundred are dead and countless more dismembered, should go down with Madeleine Albright's since regretted statement that the death of hundreds of thousands of Iraqi children as a result of sanctions was "a price worth paying."

It's not new that Israel is invading and destroying Lebanon, there is a long history of it. In March 1978, in reprisal for a Palestinian attack into its territory, Israel launched a major invasion of Lebanon, occupying land as far north as the Litani river. In 1982, following the attempted assassination of Shlomo Argov, Israeli ambassador to Britain, Israel launched a full-scale invasion of Lebanon deemed "Operation Peace for Galilee".

In 1993 Israel attempted to end the threat from Hezbollah and the Popular Front for the Liberation of Palestine-General Command (PFLP-GC) in southern Lebanon by launching "Operation Accountability", and in 1996 Israel again attacked Lebanon in what it called "Operation Grapes of Wrath", in which the Israelis bombed Hezbollah bases in southern Lebanon, the southern district of Beirut and the Bekaa.

What will it take for Israel to realize that waging this terror and violence will do nothing to further their objective? If they really do want to eradicate Hezbollah, why have they - in their act of 'self defense' - taken the lives of hundreds of innocent civilians and boosted support for Hezbollah in the process? The only thing that young Lebanese are seeing is the death and destruction caused by Israeli warplanes and gunships. These atrocities will not be easily erased from the memories of children whom had only heard of the war from their ancesters. Now they are living it first hand, and a new hatred will be bred because of it.

Below is a list of some frightening similarities that exist between what is going on today and what happened in 1982. What in the hell is the US government waiting for? And what will it take to establish peace between the two nations?

BACK TO 1982:

THEN: The war was prepared well in advance.
THIS TIME: The same.

THEN: We went to war only to protect "the Peace of Galilee".
THIS TIME: We go to war to protect Haifa and Afula, too.

THEN: We waited for a provocation (the attempt on the life of Ambassador Argov).
THIS TIME: We waited for a provocation (the capture of two soldiers).

THEN: "We shall advance only 40 KM in order to eliminate the Katyushas."
THIS TIME: "We shall advance only a few kilometers in order to eliminate the rockets."

THEN: Sharon acted behind the back of the cabinet.
THIS TIME: Olmert-Peretz-Halutz act behind the back of the ministers.

THEN: We destroyed Lebanon.
THIS TIME: We are destroying Lebanon.

THEN: Only the PLO profited from the war. A few years later they returned to Palestine.
THIS TIME: Only Hezbollah will profit from the war. Their prestige in the Arab world increases every day.

THEN: We were stuck in the quagmire for 18 years.

FOR HOW LONG SHALL WE BE STUCK THIS TIME?

GUSH SHALOM
The Israeli Peace Block

The trip back home

2006-07-22T14:14:00.000+01:00

After days of not hearing anything from the various embassies with which we had registered, we were told the British and Americans were sending a few ships. We got online and saw a posting on the American embassy site indicating as much but there was no further information as to when it would actually happen. The bombing was still continuing with great force on the airport and we could see smoke rising from other sections in Beirut.

We got on the British embassy website and saw that there was a ship heading out that evening and that we should report at the embassy by 3pm if we wanted to evacuate. It was already 4pm. But the notice also said that we would have another opportunity the next day and should get to the port at 9:30am to be processed for departure. We went down to the Beirut Forum almost 2 hours before we were scheduled to be there and there was already a crowd.

The Naval vessel HMS Bulwark had arrived in Beirut that morning and would be transporting evacuees to Cyprus. After several hours of waiting in line, we entered the Forum (a large exhibition centre) and waited again before going through security checkpoint. After that we were again asked to wait in another area until we were transported in groups and by bus to the ship.

HMS Bulwark was a large warship with about 1000 Navy and Royal Marines on board. It had a lot of heavy artillary including jeeps, lorries and a landing pad for helicopters at the rear, but it didn't travel quickly. Maximum speed under full power was 17 knots. It would take the almost 2000 evacuees on the nearly twelve hour trip to Cyprus. People were strewn about the ship and slept in hallways. They made makeshift rooms from towels and blankets. We had a bunk in a 'mess' with almost 40 other people, but I didn't sleep much.

We arrived at 8am the next morning, having been well cared for by the military who supplied us with water and "rat packs" (ration packs that soldiers eat when in the field). We rushed off the ship upon arrival and managed to be on one of the first three busses to the Royal Air Force base in Akratiri. We would wait almost the entire day in Cyprus before heading out on the first plane.

A bright white 747 military transport plane arrived at 5pm to take approximately 600 people to Manchester. After 5 hours in the plane we had to again be processed before going to collect the sole piece of luggage we had brought with us from the cargo hold. People were physically and mentally exhausted at this point and were very impatient. As we waited in line to get to the baggage claim, one British white-trash cow called us 'immigrants' and I had to told her man he shouldn't let her out of the house without a leash. He wanted to fight me. I should've pulled a Zidane on his face.

The government organized a coach to take everyone who needed to back to London, but we hired a car to forgo another 7 hour journey with the military. We finally arrived back in London at 4am this morning. Door to door it was nearly a 46 hour journey. It took us 5 hours to get there on the 4th.

We are relieved to have gotten out of Beirut but sad to have had to leave Tricia's grandfather behind. Having lived through the war he is hardened and will not be pushed out. We are saddened by the continued turmoil in the country but when the Israelis stop dropping bombs and destroying the nation under the pretense of getting two kidnapped soldiers released, we will return.

Day seven

2006-07-18T22:10:00.000+01:00

The bombs were still dropping this morning but subsided this afternoon. I took advantage of the calm and went to the store to buy some food and cigarettes. There were a lot of people scurrying around through the remnants of emptied plastic bins that once contained fruits and vegetables. Deliveries from the Bekaa Valley aren't being made and the people are having to make do with what little they can find or what they've got in their cupboards at home.

In the store there was an argument going on between a man and the store owner. I later came to find out the man was a controller who verifies that the market has prices on display as they are supposed to. This store didn't. I paid 3000 Lebanese for a pack of smokes that had cost only 500 last week.

On the way home I met an elderly gentleman and we spoke for a while. He used an analogy when speaking of Hezbollah that made perfect sense: "The Hezbollah are like a snake" he said, "the head is in Iran, the body in Syria and the tail in Lebanon. If you cut the tail off a snake it doesn't die."

But the Israelis are relentless in their attacks. They continue to bomb the capital city as well as the southern provinces. People are finding shelter in schools and in subterranean car parks. In Israel they have bomb shelters and warning sirens. The rockets aren't landing on them as they sleep, shaking their homes and waking them in terror. In Lebanon there are no alarms or bomb shelters and the shelling does not stop at night. There are nearly 300 dead now. The death toll in Israel is 26.

Day six

2006-07-17T18:08:00.000+01:00

Last night the attacks were the closest they have been since the bombing began. A succession of eight rapid blasts rattled windows and the sound of airplanes flying overhead makes me cringe. Electricity has now been rationed because of an airstike on a power station.

In the beginning I guess I was pretty frightened, but now I'm just saddened and pissed off at the amount of destruction caused under the presumption of getting two kidnapped soldiers back. Beirut is a war zone. None of the shops are open and the death toll is now close to 170, mostly civilians. In Israel there are 24 dead.

Tricia and I have registered with the American, French, and British embassies in hopes that we can get on the next boat out of here. So far no one has called.

Day five

2006-07-16T18:37:00.000+01:00

The fog and smoke is very thick today and I can't see much of Beirut. All I can hear are the bombs dropping, at least twice every hour, shaking the foundations and rattling the windows. Last night I slept through the attacks but Tricia lay awake in bed and heard bombs dropping over several hours.

I have just seen an interview with the Israeli Vice Premier Shimon Peres who says Israel is specific and precise in locating their targets. If that is the case then why have they targeted Jounaieh and Mnara, predominantly Christian neighborhoods and communities that are not harboring members of Hezbollah? He has also said that Israel is not intending to kill innocents when they deploy these bombs and spray bullets into neighborhoods. What can be expected when they fire into heavily populated areas from thousands of feet above?

While the media goes on about the eight civilians who have been killed when the railway depot in Israel was hit by Syrian missiles launched by Hezbollah, there seems to be very little mention of the 100-plus civilian casualties here in Lebanon. The Israelis continue to attack oil refineries, ports, electric powerstations and petrol stations. The $90m bridge of the Arab autostrada (the tallest bridge in the region) was one of the 20-plus bridges destroyed since the retaliation began. Israel seems bent on not only eradicating Hezbollah, but also on destroying the entire infrastructure of Lebanon's capital city and its surroundings.

The Lebanese people remain hostages in their own country, powerless against Hezbollah and the continued airstikes by Israel. Disproportionate? You be the judge.

Day four

2006-07-15T19:43:00.000+01:00

We're now in day four of the Iraeli-Hezbollah conflict and hoping for a rapid resolution. Tricia and I are safe but I am deeply saddend from the occurences I am witnessing. As of now, the airport remains disabled, 20 bridges have been destroyed and the bombing continues. The only air traffic we have seen are warplanes flying overhead in formation. From where we are we have a clear view of downtown Beirut which appears to have had a large section bombed in a neighborhood which is not considered to have a Shiite population.

I am concerned for Lebanon which is all too familiar with conflict it continues to have to endure. Beirut, once known as the 'Paris of the Middle East' was only just starting to rebuild itself and it seems to have been pushed back 30 years. The Hezbollah are a small militia group that have less than a fifth of the seats in Lebanon's parliament and should be held accountable for their actions, though not at the cost of innocent civilian lives - to the tune of 80 in the last three days. It irritates me a great deal to hear the Hezbollah party members speaking about the escalation of war as if fully supported by the majority of Lebanese people.

Israel has all but crippled the country with their retaliation, but the rockets launched by Hezbollah and the kidnapping of two soldiers do not warrant the amount of destruction I have witnessed in the last 48 hours. This morning a mini-bus carrying 20 innocent civilians was destroyed by an Israeli missile as it tried to head for the border and away from the attacks. The retaliation is disproportionate and will do nothing to advance Israel's objectives. It will succeed only in escalating the conflict and causing even more uncertainty in the Middle East.

'Agents of peace'

2006-07-14T16:45:00.000+01:00

The people that Bush has called "agents of peace" continue to bomb Lebanon's only international airport in Beirut. Soon after the attack in Haifa, Israeli helicopter gunships destroyed fuel depots at Beirut's international airport which had already been shut down when warplanes dropped bombs and created craters in all three of its runways. Israeli warships sealed Lebanon's ports and destroyed numerous bridges including the eastern road to Demascus. The Lebanese people have no escape routes and Lebanon's government has no control over Hezbollah. There are now more than 60 people dead in Lebanon in just 2 days. There are 8 people killed in Israel. All of this in response to the kidnapping of two Israeli soldiers. What can Israel expect innocent Lebanese to do in this situation?

Continued attacks

2006-07-14T10:02:00.000+01:00

Around 3am this morning more than 100 airstrikes on Hezbollah bases and weapons-storage facilities lit up the night. Rockets were being fired back and forth over the homes in which innocent civilians slept. That idiot President George Bush says that Israel has 'a right to defend itself' and I agree, to an extent. The only thing they are succeeding in doing at this point is to continue to escalate conflict in a country that is all too familiar with it.

I'm not saying that Israel should sit back as militia groups fire weapons across their borders, but they do need to respond in a manner which is appropriate and proportionate, which they have not done. The majority of Lebanese people are not Hezbollah supporters, yet they are caught in the middle of this escalating conflict as if they had a hand in firing the missiles. Hezbollah holds 23 of the 128 seats in Lebanon's parliament. That's less than a fifth. Surely Israel should not hold an entire country accountable for the actions of a small minority.

Reservoir destroyed

2006-07-13T22:33:00.000+01:00

I came to Lebanon in a quest for peace and quiet as I write my thesis for my Masters degree in automotive journalism. Ironically, the topic which I am writing about the sustainability of transport fuels and avoiding the increasing effects of air pollution and climate change caused by the internal combustion engine burning fossil fuels. All of that seems insignificant now. As I write this I'm watching billowing black smoke and flames escape from a jet fuel reservoir that has been targeted by Israeli gunships. I wonder how many unburned hydrocarbons and particulates are being discharged into the atmosphere...

Escalating violence

2006-07-13T21:54:00.000+01:00

The violence is escalating around me. There have now been reports of further airstrikes by Israel onto Hezbollah targets in Lebanon and on roads and bridges that could be used to transport kidnapped soldiers further north. Every way in and out of the country has been occupied by soldiers and borders have been closed. The airport has no arriving or departing flights and continues to be heavily targeted. Naval routes have also been closed.

While there is certainly panic in the streets in Beirut, (two large bombs have just reverberated on the airport runways) some people seem largely unaffected and continue to open their shops and carry on with their daily routines, though many are stocking up on supplies. I guess that is what more than 30 years of conflict and war can do to a people.

Israel attacks

2006-07-13T09:17:00.000+01:00

I arrived in Lebanon last week to concentrate on the final submission for my thesis . However there are now developments that have caused rupture to the peace and tranquility I came here seeking.This morning I awoke to news that the International Airport in Beirut has been hit by three Israeli bombs unloaded by warplanes at 7am this morning. These attacks are supposedly being made to weaken the Hezbollah, a Shiite Muslim militia who operate here in Lebanon, and in retaliation to the abduction of 2 soldiers and rockets being fired into northern Israel from southern Lebanon. Beirut is not in southern Lebanon and pint sized rockets do not justify three craters in airport runways disabling the entire country's international airport system.

The Cost of Global Industry

2006-06-10T14:02:00.000+01:00

Peugeot and the Ford Motor Company

In the last decade, automobile manufacturing in the UK and North America has had to reinvent itself. Due largely to global competition within the automotive industry, French carmaker PSA Peugeot-Citroen and the North American giant Ford Motor Company have had to lay out plans for future development in order to contend with the implications of vehicle manufacturing on a global scale. As it stands, Peugeot has decided to close its Ryton assembly plant in the West Midlands, ending its 30 year long association with the factory where it produces variants of the once popular 206 model; and Ford has taken the first step in its dramatic restructuring program deemed ‘The Way Forward’, announced by the company in January.

Peugeot
Unlike Ford, whose vigorous program outlines the closure of 14 plants over the next six years causing the redundancy of 30,000 North American employees, Peugeot is not in financial trouble. The second largest carmaker in Europe and the sixth largest worldwide, PSA reports that it had 14.6 per cent of the market in 2004 and sold 3.38 million vehicles in more than 140 countries, generating sales of 56.1 billion Euros.

This is in stark contrast to the situation of the late 1990’s when it was thought Peugeot would be a candidate to be swept up by a larger company as was the case with so many other manufacturers of that era. Instead, it has managed to sustain growth and develop joint venture relationships with larger companies. These savvy expenditures enabled the company to survive the consolidation boom and strive in their own country and beyond, while global giants like Ford have seen a severe decline in domestic market share.

Frederic Saint-Geours, Managing Director of Peugeot SA, conceded in a speech made at this year’s Geneva motor show that Peugeot sales in 2005 dropped 5.4 per cent in Western Europe. Operating and raw material costs for the company have also risen, forcing the decision to close the Ryton plant and move manufacturing of the 206 successor to a new facility it is building in Trnava, Slovakia.

“The closure is a proposal for production,” said Dominique Morgan, Head of Press Relations for the PSA group in London. “We are currently in negotiations with the trade unions — the only thing that’s definite is that at the end of July one of the two shifts that is operating at Ryton would go.”

A shift reduction was also the first step taken at Ford’s St. Louis, Missouri plant in 2004 which subsequently became the first assembly plant idled under the Way Forward plan in March this year, causing the redundancy of 1400 workers.

According to a statement issued by Peugeot, “The proposal follows a detailed study during the first quarter of 2006 by the Group of its industrial cost effectiveness which has clearly confirmed the weaknesses for the Ryton plant — high production and logistical costs — which mean that the Group is unable to justify the investment needed for the production of future vehicles.”

Modernizing the Ryton factory for it to remain competitive to build a new model would cost 250 million Euros the company has said.

Ms. Morgan declined to comment on the detailed study conducted by the company, but T&G general secretary Tony Woodley said in a statement: “Peugeot is refusing to grant us full disclosure of the economic material involved. It won’t even allow an independent consultant, bound by guarantees of confidentiality, to see the figures.”

Union leaders have blamed the government’s lax labour laws which they claim have facilitated the decision made by the company. “The legislation in this instance is fairly weak,” said Roger Maddison of the Amicus Union. “Although there is legislation for negotiation and consultation there’s a maximum fine of £75,000. For a company that made over a billion euros last year, £75,000 doesn’t really frighten them. They are prepared to pay the fine rather than go through negotiations.”

Morgan was quick to point out that “there have been other shift redundancies made at other assembly plants in France due to slow sales in the European market. Our French factories have seen shifts cancelled as well, where the 206 is manufactured — in Poissy and Mulhouse — and those two have had a cancellation of shifts, one before Christmas and the other in January, where 1,500 people were affected.”

Council members have also vowed not to take the news sitting down, “MPs from Rugby, Coventry and Warwickshire are meeting with the company to see what can be done to keep the factory open,” said Alan Farnell of the Warwickshire County Council.

“It is possible that if the airport expands some of the businesses out at the airport could transfer [to Ryton], and we would want as high value businesses possible to be able to move into the Ryton factory,” Farnell added. “We’re not in favour of it becoming housing land.”

Even with the proposal for Ryton initiated, Peugeot will not sever ties with the UK market. “The Group remains committed to the UK and will continue to employ over 5,000 people after the closure of Ryton, including over 1,000 in Coventry which will remain our headquarters.” Said Morgan.

Overall PSA Peugeot Citroen has 16 production centres and 15 mechanical components plants and foundries worldwide. The Stoke plant in Coventry itself only has small scale production and is mainly used as a storage facility where new cars await delivery to dealers.

“The company haven’t backed down yet,” said Andrew Murray, Director of Communications for the T&G Union regarding the Ryton plant. “We are still campaigning, and as things stand the proposal is still for the plant to close but we are resisting that. The company haven’t formally responded yet to our alternative plan.”

The alternative proposal the unions have drafted outlines specifically how work can be guaranteed at the Peugeot factory — at least on a one shift basis — over the next two to three years, until a new model can be introduced. The removal of the first shift at Ryton would make slightly less than half the 2,300 workers redundant.

“We have not wanted to discuss benefit packages with them yet. I don’t know if they have one prepared.” Murray added. “We are trying to save the plant and its employees.”

By the end of 2005 Peugeot had produced more than 4.5 million 206 models worldwide and had sold more than 520,000 206s in the UK. But productivity is not the point in the global marketplace. Certainly it is a factor in deciding the sustainability in the long term of the plant, but the main and most important aspect of the industry is the bottom line: profitability. With the UK’s failure to join the single European currency, the costs of operating facilities have risen for foreign companies along with the value of sterling.

The imminent closure of Peugeot’s Ryton factory causing thousand of employees the loss of their jobs is simply a matter of financial viability. It is the harsh reality of business. If a company can benefit from cheaper labour costs, tax breaks and other incentives they will take advantage of it. The employees at the Ryton plant are just unfortunate corporate casualties that are inevitable in the global marketplace.

Peugeot has already built a state of the art assembly plant in Trnava, Slovakia, allowing the company to forgo retooling the Ryton factory to build the next iteration of the 206 variant — the 207. Production of the new model is currently underway in Poissy, France.

Morgan stated that the redundancies at Ryton have already been discussed with the unions and agreed upon. “The right arrangements have been put in place to assist all the workers to find work locally, to have some job fairs, etc.”

“But production of the 206 will carry on, obviously on a much lower production basis until mid-2007 when the proposal is for the factory to stop production,” Morgan added. “We’ve announced our intention to close the factory and told the workers what types of packages they will be receiving, although at this stage these figures are not for publication. They are between us, the unions and the workers and there are consultations going on with the unions. It is on ongoing consultation.”

Ford Motor Company
On the other side of the Atlantic, Ford Motor Co. has had to grapple with high operating costs and declining market share in the domestic market as sales for the company’s vehicles has continued to falter. According to Mark Fields, Ford's president of the Americas, the majority of Ford factories are “operating at 75 per cent capacity across the range in North America”. Ford has no choice but to scale back its workforce and close unnecessary plants.

That is currently the effort underway through the restructuring plan deemed ‘The Way Forward’, which “aims to reduce capacity by 1.2 million units in North America by 2008,” said Anne-Marie Gattari, Public Affairs Manager for Ford Manufacturing North America. Ms. Gattari declined to comment about individual plant capacity.

In April, Ford added two new plants to the initial list of those it will idle by 2008; the Twin Cities assembly plant in St. Paul, Minnesotta —which builds the Ranger pickup — and the Norfolk, Virginia assembly plant — which builds Ford’s popular F-150 pickup truck. In total 4300 workers will lose their jobs.

“The F-150 truck is built at three plants currently, including the Norfolk assembly plant. The extra capacity will be picked up by our system,” said Gattari. “We will not lose any production of F-150 or F-series in general. We intend to remain the truck leaders in pickup sales as we are now. We have enough capacity within our current assembly plants across the country to pickup production at Norfolk. At this point we haven’t identified which plant will receive the extra production the business case at the time will determine it.”

In addition to Norfolk and Twin Cities, the plants announced to date include Wixom (Michigan) Assembly, Atlanta Assembly (Georgia), Windsor (Ontario) Casting and Batavia (Ohio) Transmission. In April, the Hazelwood plant in St. Louis, Missouri was idled, causing the redundancy of 1400 workers.

A statement from the United Autoworkers Union (UAW) after the announcement of ‘The Way Forward’ plan echoed those of Amicus and T&G: “Once again, workers and communities are paying the price for our nation’s failure to enact a rational, job-creating policy for American industries. The U.S. government stands idle while our competitors manipulate their currencies and restrict their markets.”

Ford reported a net loss of $1.19 billion in the first quarter of 2006, excluding employee buyout and other turnaround costs. Ford expects one-time charges related to their ‘Way Forward’ plan to total $2.4 billion this year as they struggle to turn around the weakened North American business. The charges include $1.7 billion the company will offer in buyout packages and benefits for workers that have been laid off.

Five ‘buyout options’ outlined by Ford are being offered to laid-off workers. Employees can choose between three traditional packages: a Special Retirement Incentive where employees with 30 years of service receive a $35,000 pre-tax check; a Special Early Retirement package for employees who have ten or more years of credited service providing unreduced life income benefits for life; and a Pre-Retirement Leave Program for employees with 28 years of service where 85 per cent of straight-time pay is given to the employee until retirement age.

Ford has also offered two non-traditional severance packages: a Special Termination of Employment Program, where employees with at least one year of service receive a gross lump sum payment of $100,000; or employees can enter into an Educational Opportunity Program which includes tuition reimbursement for up to $15,000 and continued health care benefits, life insurance coverage and annual living expense stipend equal to about 50 per cent of the employee's annualized straight-time wage rate.

“2,150 Ford employees have taken the severance packages as of May 1st,” said Marcey Evans, Health Care and Labour Relations Public Affairs Manager at Ford. “Nearly 70 per cent have opted for one of the three more traditional retirement packages and just over 30 per cent have opted for one of the non-traditional packages ($100,000 lump sum or Educational Opportunity Package.)”

According to Stuart Dibel, Vice President of Communications and Public Affairs for Ford of Europe (FoE) and the Premier Automotive Group (PAG) which owns Jaguar, Land Rover and Aston Martin nameplates in the UK (as well as Volvo of Sweden); “Ford Motor Company's 'Way Forward' plan, actually follows and — to some degree — was modelled on similar revitalization programs already implemented by FoE and PAG in Europe. This process actually started with FoE, which recognized overcapacity and, in 2000, closed its Dagenham assembly plant (and several other smaller European operations). Further rationalization of the organization has been added more recently and their plants all now work at full capacity.”

The plan seems to have paid off. The combined first-quarter automotive pre-tax profit, excluding special items, for Ford Europe and PAG automotive operations was $254 million, an improvement of $250 million from the same period a year ago. But Ford Europe's sales in the first quarter were down nearly $0.9 billion since last year, a reflection of the downturn in the western European market.

The Premier Automotive Group (PAG) reported a pre-tax profit of $163 million for the first quarter compared with a pre-tax loss of $55 million for the same period in 2005. The improvement primarily reflected cost improvements at Volvo, Jaguar, and Land Rover and increased sales of Range Rover Sport, but were partially offset by unfavourable currency exchange and lower net pricing. First quarter sales for PAG were $7.1 billion, compared with $7.6 billion a year ago.

The crux of the problem in the United States is that for far too long “American automakers have remained complacent. Now they have to build cars that even Americans want to buy,” said Tom Donnelly, Automotive Business professor at Coventry University.

In the first quarter, Ford's North American automotive operations reported a pre-tax loss of $457 million, compared with a pre-tax profit of $664 million in 2005. The deterioration primarily reflected lower volumes associated with lower market share and a smaller increase in dealer inventories as well as increased incentives associated with a higher mix of leasing and fleet sales. Sales were $19.8 billion, down from $21.1 billion for the same period a year ago, and the company expects market share to either be in decline or level compared to 2005.

Even President Bush has gone as far as to say the American automakers need to develop “a product that’s relevant” and downplayed the notion that Ford or GM would be bailed out by the federal government as the Chrysler Corp was in 1979. The CEOs of Ford Motor Co., GM, and the Chrysler group expect to meet with President Bush at the White House sometime in the near future where they will discuss energy, health care costs and trade issues.

Ford has seen its market share erode as foreign manufacturers have stepped in and begun to produce vehicles that were once the source of Detroit’s profits — light trucks. With an increasing environmental awareness and gas prices nearing $3 a gallon, consumer’s calls for more frugal transportation were left largely unanswered.

"As a company we have to look at where the trends are going, and a lot of customers are saying, ‘we want more car-like, more fuel-efficient vehicles that still have, to one degree or another, the flexibility and the capacity’" said Fields.

But Ford is not in trouble across its product line. The Escape hybrid and Mariner hybrid SUV’s have seen marked growth in the domestic market, and the company has seen a resurgence in traditional car sales thanks to the new Fusion and Mercury Milan sedans.

“We’re seeing a continuation of a trend that probably was related to higher fuel prices even last year,” said Fields. “Industry-wide, cars outperformed trucks for the first time since 1981 in 2005. And we appear to be on that same tack in 2006, car sales for the industry, and certainly car sales at Ford have outperformed sales of trucks and sport utility vehicles in 2006 through the first four months of this year.”

The future for Ford remains to be written. They are on the right track towards profitability, but rival General Motors is moving ahead at a more rapid rate with its restructuring efforts. The company needs to continue to implement its plan in scaling down production at its facilities and continue to develop new products that connect with consumers. The more ‘flexible’ manufacturing techniques (which would allow the manufacture of several different products on one assembly line) will also be crucial for the company to achieve future success. It will take time and the company will shrink, but that seems to be the only way to remain profitable and continue producing cars in the competitive North American market.

For Ryton, it seems clear that the factory’s fate is sealed. With Slovakia being heralded as the new hotspot for car manufacture, boosted by low labour and production costs, high employee qualifications and tax incentives, Eastern Europe is at the forefront of the global manufacturing sector. Because of the new factory’s central location and emerging market credentials, Peugeot is guaranteed to not only save costs initially, but over the long term as the market strengthens. It is a very smart move economically, and one which many manufacturers are set to follow.

2007 Toyota Yaris 1.3 MMT

2006-05-16T02:40:00.000+01:00

Mother’s day only comes around once a year so, if at all possible, all attempts must be made to ensure the woman who brought you into this world has a delightful day. Since I’m in New York I decide to pay my mother a visit and join her as she makes the move to the Provence region of southern France. It's spring and I can think of no better place to witness the budding trees and the picturesque natural beauty come alive. We hop on a plane to Nice airport where Mom’s rented a Toyota Yaris to help her meander through the countryside as she goes about her daily routine. En route, she informs me that the car is an automatic, as she’s lived in the US for the last 35 years and hasn’t had to drive a car with a manual transmission, now she can’t. Or won’t. Sinful I know, especially when the car she’s chosen comes with a minuscule 1.3 litre powerplant with a meagre 86bhp and 89 pound-ft of torque on tap.

When we are first greeted by the car in the rental office car park, I’m not instantly appalled. The design is clean and characterful, with a steeply raked windscreen, pointy nose and oversized headlamps; it seems somewhat elegant and almost sporty. The diminutive wheels placed at the furthermost corners appear well-proportioned and also serve to maximize interior space, which was quite large for a car of its small exterior dimensions.

I open the boot to find I can barely fit my carry-on luggage let alone the four suitcases. Fortunately, the Yaris has a 60/40 split rear seat (which slides forward and aft 150mm), and since there are only two of us for this ride we are able to fold the rear seats down completely, a feat that is as easy as pulling a large lever atop the seatback.The space was quickly transformed into a flat, cavernous load area — able to swallow 737 litres of whatever you wish to throw into it — the largest in the super-mini class. Toyota’s Easy Flat system is really very well-conceived. I load our four suitcases into the boot and enter the cabin.

The vast airy feel is a bit of a throwback to the car’s overall size. The steeply raked windshield and centre-mounted digital LED gauge cluster made the interior seem much larger than it was — and my (not so grand) 5’10” frame fit amply in the comfortable driver’s seat. There’s lack of lateral support — as I would discover later in the journey — but the car does not make any sporting promises. It’s an urban runabout, and one that has ample stowage compartments — I counted 10 in front alone, including map pockets. Build quality and interior fit and finish has never been an issue with Toyota, but dark plastic on the expansive dashboard appeared to be slightly below usual quality standards.

After adjusting the seat through the numerous backward/forward, up/down movements — the seat is adjustable for height — and setting the steering wheel to the desired location via tilts and telescopes; I found my ideal comfort level, and put the gear lever in ‘E’. We were now in search of the A8.

I’m not a fan of automatic transmissions, but they do come into good use when limping around congested city streets at single digit speeds. Beyond that I prefer to do the shifting myself, holding onto gears longer for maximum engine performance as the tachometer needle swings right. I guess there are benefits to not shifting from first to neutral and back to first through city traffic, but if you’re actually trying to drive, the automatic just saps power from the already tiny powerplant. The fact that the Multimode (Toyota speak for this manu-matic) has unbelievably slow reaction times while it searches for the next gear, leaving large gaping holes in power delivery, was aggravating to say the least. A manual shifting capability was the only saviour for my frustrated right hand.

Once on the motorway the car felt surprisingly well-planted. The additional weight from the suitcases stacked in the rear did little to slow its momentum (the road west from Nice is also mostly flat) and it’s claimed .30 drag coefficient certainly helped matters. The car only seemed to run out of steam as we approached 130km/h, the national speed limit. But it tracked well and kept up with early morning French drivers. Around 150km/h it was clear that I didn't want to push the car any more than I already had. We departed the A8 and began to journey down the 'nationale' to get to our desired location.

It was only during a somewhat spirited drive down the narrow country ‘departmentales’ that the car’s chassis seemed to come alive, striking exactly the right balance between comfort and chuckability. The electric steering, which felt light around town, had an air of connectedness which increased confidence levels around bends, and body roll was minimal. Though prone to oversteer, the front would neatly tuck itself back into place with a slight jab of the brake pedal.

Tapping the shifter into desired gears and tugging away at the wheel, I was delighted to find that the car was happy to rev to redline before shifting automatically to prevent me from doing unwanted things to the engine — as is the case with most manu-matics. Not exactly what you’d expect from an urban shopping appliance designed to get from point A to point B.

The brakes — with ABS and electronic brake distribution (EBD) as standard features — were surprisingly effective. As I rounded a bend (on a later drive, sans suitcases and mom riding shotgun) I dedicated myself to the straightest line and was pleasantly impressed to find the car equipped with emergency brake assist. So was the man in the white van that emerged from the blind corner to find me coming in the opposite direction. Granted, brakes of any kind on a vehicle with a meagre 1055 kg kerb weight are bound to make it stop, but the Yaris’ pedal feel was progressive and accurate, and the ABS didn’t pulsate alarmingly as to vibrate the skin off my right leg.

Overall I was quite impressed with the little Yaris, even though it didn’t return its estimated 47.1mpg as claimed by Toyota. My combined driving style yielded closer to 40mpg. And it’s not all that little anymore. The car has grown in every dimension since the last model. It is 110mm longer than the outgoing model — for a total 3750mm — and 30mm taller (1530mm), a benefit to rear seat passengers. The flat floor and bountiful leg room combined with the reclining adjustment for the rear seatback also make travelling in the back a pleasant experience.

There is an impressive array of standard features in the Yaris as well; including remote keyless entry, electric front windows and door mirrors, and air conditioning. Safety features have not been overlooked either. The top of the line model can be specified with a total of nine airbags, including a driver’s side knee bag, and active head restraints.

Additionally, as I discovered after the jet-lag wore off, there is a secret compartment divided into neat individual sections located beneath the boot floor. An ideal location to stow those items you don’t want to lug around with you. “Isn’t that what the parcel shelf is for?” you might ask. Well yes, but in this case the parcel shelf doesn’t extend quite long enough to cover the compartment if the rear seat is moved forward and you’ve forgotten to secure the flaps to their Velcro anchors. The sub-floor compartment neatly sidesteps the unwanted gaze of a French thief.

New Santa Fe takes on CRV and Grand Vitara

2006-05-02T17:12:00.000+01:00

Compact SUV Trio
Sport utility vehicles are the latest in chic vehicles. Whether you’re looking for an alternative to the family MPV, need the space and off-road capability for weekend jaunts through the countryside, or simply want to portray the ‘active lifestyle’ image. Regardless of the adventure quotient in your life SUV’s have become a mainstream and aspirational mode of transport for many, particularly in cities. A recent AA survey conducted by YouGov shows that residents of London and other urban areas tend to buy off-roaders at an increasing rate, with one in six people looking to buy a 4X4 as their next vehicle.

Much to the chagrin of environmentalists, there seems to be no slowing for the popularity of this class of vehicle. Suzuki revamped the Grand Vitara for the 2005 model year and now Hyundai has just launched its revised Santa Fe, gracing dealer forecourts in the UK for the first time.

These models from Suzuki, Hyundai and Honda should not be in the crosshairs of Greenpeace. With their diesel engines and average size – comparable to that of a C-segment saloon – they are frugal and practical members of the niche. Their mileage figures are in the high twenties, and their torquey powerplants provide sufficient grunt to move people or caravans. But as you will read in the following pages, some do it better than others.

Hyundai Santa Fe 2.2 VGT GSi
Korean automaker Hyundai is taking it up a notch with the Santa Fe. The redesign illustrates the company’s goal to become a key player in the UK and deliver what they believe buyers seek in this market. They haven’t got it wrong either.

Exterior styling hints at clone of Toyota’s RAV4 with Korean character. It doesn’t appear overly garish or cute and it has lost the bulbous contours it was once recognizable for. The lines are clean and subtle concealing the fact that this is a big car. The Santa Fe dwarfs its predecessor by almost 18cm in length and 8cm in width. Nevertheless it is a well-executed conservative design.

The interior is spacious and comfortable with easy access to all controls on the centre stack, slightly canted towards the driver for a more sporting flair. The gated shifter for the automatic transmission is reminiscent of a famed German marque, and has a manual feature should you wish to be more involved in selecting gears. The roomiest of the lot, it is the only one in the group to boast seven seat capability. Though small and cramped for adults, children will be comfortable for medium haul journeys. Where it falls short however, is in the quality of the materials. The fake wood dash that traverses the dashboard must have seemed like a posh addition on paper, but sadly it cheapens the cabin and evokes images of a hire car.

The 2.2 litre VGT (Variable Geometry Turbocharger) diesel engine is potent and snappy, making 148bhp and 247 lb-ft of torque most of which can be felt from just below 2000rpm in the power band. This is enough to propel the Santa Fe to 60 in 13.1 seconds, but it is still the slowest of the three vehicles tested here. The fact that it is laden with an automatic transmission (though smooth-shifting it is) means that the car is always shifting well below the engine redline. The manual feature on this five-speed auto make it one of the best manu-matics I’ve driven, but it still can’t make up for its lofty 1863kg kerb weight.You won’t be racing Schumacher anytime soon, but it is enough to keep up and even surpass motorway traffic whilst remaining supremely comfortable.

It is also surprisingly composed at speed. Stricken with a higher centre of gravity that most 4X4’s have, it was the best handling car in this test, exhibiting the least body roll through cornering. The benefit of switching from the control arm of the outgoing model to a multilink rear suspension is obvious here. The 4WD system also employs an electronic torque-on-demand feature which sends power to the wheels where slippage is detected. Unfortunately, when pushed the 235/65 R17 tires mounted on five spoke alloy wheels responded with a slight whimper…

But if you’re in the market for one of these chances are you’d be more impressed with what cargo can fit into the boot than the speeds at which it corners, and there’s plenty worth mentioning here. When opening the single piece tailgate (and once you’ve folded the rear seats flat) the Santa Fe can accommodate 2,213 litres of what ever you can throw into it. But because the optional third row seats may be stowed under the cargo floor the height is confined. A self-levelling suspension on seven seat models will ease that pain by providing – you guessed it – additional comfort.

Along with a five year unlimited mile warranty, the Hyundai also comes equipped with a slew of standard safety features. Dual front airbags, side airbag & roof curtain airbag (total comes to eight) coupled with ABS and sixteen-inch disc brakes at all four corners further enhance the sense of security within the vehicle. The Santa Fe also features active headrests that move horizontally to provide optimal neck support in the event of an impact, minimising the chances of whiplash. But all this comes at a price. At £22,620, it is £5,600 more than the Suzuki and £2,220 more than the Honda.

Honda CRV 2.2 i-CTDi Sport
The oldest design of the bunch, the Honda is also the most involving to drive. The straightforward controls accentuated by effective throttle mapping, independent suspension, and a six-speed manual gearbox further aid in transforming what looks like a top-heavy lump into a car that is both nimble and agile on B-roads as it is planted and progressive on the motorway. That said, it’s far from being a sports car.

Exterior styling puts it in the cute category, with a body structure that appears too tall for its width. I’ve never been particularly fond of large headlights that seemingly get larger with every facelift or redesign. Accessing the boot in a confined space can also be tricky as it is side-hinged.

The interior, while dated, is simple and straightforward, with large HVAC controls that do not draw your attention away from the task at hand. Ample storage compartments – I counted four in the driver’s area alone – including what Honda calls a ‘Cool Box’ to keep beverages and snacks at optimum temperature for when you return from rock climbing. Too bad it’ll only fit cans, and sideways at that. You couldn’t have a drink and put it back in the ‘fridge’ to keep cool.

Suzuki Grand Vitara 1.9 DDiS
If the Honda is the sports car of this bunch, this is the tractor. Loud and abrasive is the best way to describe this car. Like an American being turned away from a bar at 11:30 when he’s been there since 8. It’s a pity too because, while lacking the driving refinement of the Santa Fe, the car is pleasing to the eye from the exterior. Its butchlike stance is toned down but authoritative nonetheless. It’s a more conservative design and suggests the car’s truck roots, right down to the rear brake drums from a 1990 Cherokee. And it sounds like one.

The Renault-sourced 1.9 litre (Renault having kept the more refined 2.2 litre diesel to themselves) is like receiving a lump of coal in your Christmas stocking, and just as coarse. The drone of the engine overpowers the cabin at speed and the search to put it into a higher gear is fruitless. All of the testers in our group mentioned how the car begs for a sixth gear which it unfortunately does not have.

On the road the Suzuki really lacks comfort and refinement seems like a foreign language not in its vocabulary. A pity really since it makes a good effort in interior details, in particular the guage cluster. The centre console was sterile but functional with prominent HVAC controls similar to those in the Honda but less intuitive. The quality of materials within the cabin is also below par.

Photos: Pete Gibson/AutoExpress

Noble M15 Test Mule

2006-04-30T22:18:00.000+01:00

Though Noble's M15 Supercar won't be hitting the streets anytime soon, I did have occasion to ride in and photograph the test mule one riany day at Bruntingthorpe before going to Noble's factory and viewing the one-off blue example. I am proud to say that I, along with Jethro Bovingdon of EVO fame, where the first to view the new car in the flesh, more of which can be seen here.

The day was March 8th of this year, and before that the only other people ever to lay eyes on the prototype were Lee Noble and the builders of the car themselves. The car didn't run yet, it's Ford powerplant not having been lubed and readied, but it was largely assembled.

Below are a few of the photos I shot of the test mule being driven by Bovingdon and John Barker on the airstrip at Bruntingthorpe and on the public roads in the area.

Infiniti to Launch in Europe

2006-04-25T23:32:00.000+01:00

The recent launch of the newly redesigned G35 at the New York Auto Show is clear indication that Nissan is continuing to up the ante on its European competitors. And what better way to do that than to battle the competition in its own backyard?

Following Toyota's lead, Nissan is scheduled to launch its luxury brand in across the European market in 2008. Infiniti is currently sold across North America, Taiwan, the Middle East and Korea. In 2006, Infiniti will be launched in Russia followed by China and Ukraine during 2007.

"In 1999 we made the decision to re-invest heavily in the Infiniti brand, focusing on outstanding products and a premium ownership experience," said Carlos Ghosn, CEO of Renault and Nissan. "That investment has made Infiniti the fastest-growing luxury brand in the US and one that is recognised globally for its blend of design, performance and luxury. We are now ready to bring this unique brand to consumers in Europe," continued Ghosn.

Infiniti will be distributed in Europe through a dedicated sales and service network that will start operations during 2008. Full details of the final product range, ownership experience and business structure will be disclosed closer to launch.

"This is the ideal time for Infiniti to launch in Europe," said Brian Carolin, senior vice president, sales and marketing, Nissan Europe. "This timing allows us to bring the next generation of Infiniti models, including a fully competitive line-up of petrol and diesel engines, specifically designed for the demanding needs of our European premium customers," Carolin added.

Infiniti has built a reputation for top-ranking customer service, contemporary design and driving performance. Since the company renewed its focus on Infiniti in 1999, sales in the US grew from 72,637 vehicles to 136,401 vehicles in 2005, an 88% increase.

In Europe, Nissan employs 12,000 people in its design, research and development, manufacturing, logistics, and sales and marketing operations. In 2005, the company produced a total of 508,901 vehicles in its British and Spanish plants and sold 540,954 vehicles in Europe.

New York Auto Show

2006-04-18T23:07:00.000+01:00

Yes I know this event took place almost a week ago, but I have only just returned to my domain where my computer (and internet connection) resides. So here it is...

When I finished college and returned home to New York city, my goal was to make enough money over the summer to get me out of the northeast and over to the beautiful and serene beaches of southern California. I worked two jobs and long hours, often finding myself quoting Robert DeNiro in his epic masterpiece Taxi Driver: "One day the real rains will come..."

And now I'm back in the Big Apple, home of the three story car park, for the annual New York Auto Show. Though not the friendliset automotive city in the world - most people don't own a car due to prohibitive costs (parking a car in Manhattan costs more per month than rent in other cities) the show is still an annual recurrence that draws a large crowd and some interesting unveilings from manufacturers. So every year in April the Jacob Javits Center embraces the automobile and sets off a week long celebration to honor the new models which will grace its streets in the coming months.

This year, the last North American auto show of the season was nothing spectacular to report, as is the case every year. Most of the new models have already been unveiled either in Detroit, LA or Geneva and even models that were in fact making their first 'official' public debut had already been leaked to the public, like Audi's TT which had been unveiled in Berlin in the first week of April.

Still, the redesigned TT rolled out in NY on a catwalk amidst very attractive female models, a nod on the automaker's part to the view of the automobile as the ultimate fashion accessory, though this model supposedly is also much more entertaining to drive as well.

Interior design and detail have been an Audi strongpoint for years, and the new TT model does not dissappoint. The show car's interior was swathed in traditional luxury appointments and continued the out going model's round and riveted theme to the interior vents and around the shifter knob.

-Work in progress-

Evo - The short version

2006-03-28T17:00:00.000+01:00

Fast Club

We’re at Millbrook’s Proving Ground, a facility where manufacturers from across the globe come to test the mettle of their latest creations. Camouflaged sedans and SUV’s meander on the access roads and tear around the high speed bowl; but we’re here for a different reason. We head towards the mile-long straight to extract 0-100-0 times from 18 magnificent automobiles awaiting our arrival.

The forecasted weather has so far been cooperative, holding off from dampening the track, but it wouldn’t be that way for long. Arranging for the cars to be delivered and ensuring enough time is dedicated to intense tests and all the accompanying photography is a logistical nightmare. Three days is all the time allotted to assess the potential and ability of 21 cars so we must push on. Throw in the fact that we’ll be testing some experimental machinery and it becomes that much more interesting.

With the drift box in place (used to calculate g-forces as well as the car’s speed) motoring editor John Barker and I head down the straight in the Renault Clio Trophy. Belted up firmly in the Clio’s Recaro seats, Barker warms up the chassis, stomping occasionally on the center pedal. Smaller displacement vehicles are usually used first to get a general feel for the conditions on the track, so I hold on to the digital readout and watch speeds soar to triple digits. We make several runs and use the quickest to compare against the other cars’ times.

The Caterham CSR awaits. Test gear attached, we set off with determined urgency, launching the rear-drive 240bhp go-cart off the line. Wind rushes over my head as Barker hammers through the gears and propels the diminutive two-seater down the stretch, glancing over momentarily at the readout I attempt to keep level and ahead of the gearshift. The metallic sound of the engine as it approaches high revs reminds me of its power to svelte weight ratio, enabling the car to reach 100mph in a scant 9.6 seconds. And just as suddenly, we’re on the brakes — hard. The g’s being pulled on deceleration are tremendous, and I feel a bit lightheaded.

I remove myself from the grip of the Caterham’s seat and switch the setup to the Marcos TSO. Riding low to the ground and with its long sweeping bonnet, the car looks downright menacing, even at idle. Entering the cramped cabin via the electrically unlocked door, I was about to witness first hand what the beast had on offer. Already I was uncomfortable; the seating position was appalling and visibility out of the extremely narrow windscreen over the bulging hood was limited. But the Marcos sounded good, so I took my seat.

Cruising up and down the strip would yield you a ticket on Sunset Boulevard in LA, but the engine temperature and the oil pressure dials revealed the car would need multiple strides to get warmed up for the imminent test. Finally the needles were at the halfway mark. It was time.

Barker unleashed the car and the roar of the engine came alive, enveloping the cabin. It was a fantastic soundtrack. The sideview mirror provided a window to the billowing smoke we were leaving in our wake. Barker was starting in second gear as the Marcos boys recommended, so brute force spinning the tires was not the culprit. As speeds crept higher the chirping sound coming from behind my seat became evident, a slightly peculiar and unsettling phenomenon. The wheelarches were eating the tires, and the 19-inch rubber cooking against the inside of the wheelwell was belting out curt cries of pain.

That was just the beginning. At 105 mph, Barker stood on the brakes and we careened sideways down the straight. With Barker at the wheel it didn’t feel like we were out of control, but the fact that we were sliding sideways with the metal barrier now looming just ahead of the car was a tad disconcerting. Pungent odors of fuel and molten rubber infiltrated the cabin as the car came to a halt, and we lowered the windows to breathe. ‘You’ve got to love those specialist vehicle manufacturers,’ Barker uttered, without a hint of excitement. The monotonous tone in his voice suggested he’d been down this road before.

The tires that Marcos provided on the car are ‘experimental’ so that translates into ‘not ideal’. They are 10mm too wide to fit into the wheelarches and now they’re locking up as we attempt to scrub off speed from 100mph. Brake distribution would need to be seriously examined. After a few more sprints down the straight — all of which made us feel like insects trapped in a house being fumigated — Barker decided to call it a day. I couldn’t have agreed more. Now if I could only get the door open.

It’s Monday. I’m standing in the freezing cold at the Bedford Autodrome occasionally pelted by rain and hail — never a good start to the week. Photographer Andy Morgan is shooting pictures for the front cover of the magazine and cars are being arranged and re-arranged; left, to the right four inches, back two. A starting line departure is eventually simulated and the Porsche, Lamborghini, Audi and Ascari are the actors.

Photographer Kenny P. has been taking pictures from the boot of the RS4 and rigging camera gear to cars all morning. He’s now ready to take a photo of the Cayman sliding sideways through a corner and road test editor Jethro Bovingdon steps to the plate, happy to oblige. Armed with a tripod affixed to the Clio Trophy, we set out to find the ideal location to photograph the two cars. It has to be a right turn to ensure the proper camera angle and guarantee the gear won’t break free of the attachments.

As the rain ceased and the sun shone, once slick corners were transformed to rapidly drying tarmac, providing valuable grip to the Cayman’s tires. With its near-perfect weight distribution, destabilizing the Porsche proved to be an arduous task in both second and third gears. “I just can’t do it,” expressed Bovingdon. Cursing ensued, and he finally resorted to get the tail out using first gear. It worked brilliantly.

The faint screech of tires could be heard from the opposite end of the track where road test assistant John Hayman was playing hopscotch with the Dodge Ram SRT-10. A muscle car in pickup clothing (aptly nicknamed ‘the bus’), the Ram is a bit of a joke car. Its obese 2538kg weight and ridiculous irremovable spoiler above the tailgate renders the gargantuan vehicle’s load bed virtually useless. Nevertheless, when Hayman emerged from the large four door cab he seemed to have a severe case of perma-grin. Perhaps it was because he could miss the chicane entirely and veer the behemoth straight through a puddle instead.

A crisp wind had brushed away most of the clouds the next morning. The crucial lap tests could now be completed without dramatic slides through the West Circuit. That would also mean consistent lap times for the cars without unfair advantages. I even got to drive some cars that day, if only to get them out of the garage bay to feed and clean them. Funny how an inanimate object can have such anthropological needs. The Clio Trophy provided my first ever right-hand drive manual shifting experience, followed closely by the Aston Martin V8 Vantage. Driving on the ‘wrong side’ turned out to be much less of an event than I’d anticipated. The gearbox shifted in the same manner but was now operated by my left hand, though I can see how spirited driving might have you opening the door.

A ride with freelance photographer Owen Brown in the Caterham CSR proved to be an exiting experience in itself. As is typical with most drivers at track days, when Brown’s confidence and adrenaline levels rose, so too did his risk taking. He incessantly pushed the limits of the Caterham’s Avon tires and inevitably spun the CSR at the Bank complex, clearing the path for staff writer Henry Catchpole to pass. After a quick downshift in the RS4 — bringing the raspy, melodious V8 to beautifully audible levels — Catchpole dashed by, leaving us to watch the Audi’s red paint become a distant glow.

At the end of the testing there was still a lot more to be done. Writing the article would be the overall reflection of the experience and Bovingdon would be the artist to paint the picture. The photography would help in telling the story, but the words would conjure up their own imagery. Once Catchpole had downloaded all the results, compiling a chart depicting the times in a comprehensive and straightforward format would be the task of the designers, and the subeditors would carefully read, re-read and tweak the story to keep it smooth and succinct. It would be a long week ahead, but a wonderfully satisfying duty. The Fast Club would come alive again in the pages of issue 91.

Three days with Evo

2006-03-20T12:26:00.000Z

I have just come back from work experience with evo magazine and wanted to mark the occassion by writing a peice which highlighted one aspect of the experience. Hope you enjoy:

‘Fast Club’. The name of the feature is sufficient indication that this was going to be a grand time. ‘We’re going to test 0-100-0 times using a drift box on 21 cars, including a rage buggy,’ was what I remember hearing at the editorial meeting. I was thrilled to be counted into what I would deem the day’s festivities. And these guys call this work.

Actually there really is quite a lot that goes into the production of a test such as this one. To start, it’s a bit of a logistical nightmare arranging for press cars to be delivered and ensure enough time would be dedicated to intense three day tests and all the accompanying photography, the latter taking a full day just for the cover shot.

A few years ago I worked as a camera operator on a film set. The hours were long and the pay not too great, but I got to spend time outdoors and get my hands dirty, and I liked that. Fast forward to this day; I find myself standing in the freezing cold, with photographer Andy Morgan shooting pictures for the front cover of a magazine. Cars are being arranged and re-arranged; left, to the right four inches, back two. A starting line departure is eventually simulated and the Porsche, Lamborghini, Audi and Ascari are the actors. Fond memories of my twenties, though I can’t remember ever being this cold in California.

Day one
The actual testing began at Millbrook Proving Ground, on a long straight where 0-100-0 times could be extracted. 18 magnificent automobiles awaited our arrival and the forecasted weather had held off from dampening the track. It was time to test the various vehicles on hand.

After setting up the drift box, used to calculate forward and lateral g’s as well as the car’s speed, motoring editor John Barker and I headed down the straight in the Renault Clio Trophy. Smaller displacement vehicles are usually used first to get a general feel for the conditions on the track. Belted up firmly in the Clio’s Recaro seats, I held on to the digital readout and watched speeds climb into triple digits. We were just getting started. The nimble little Trophy felt very composed as Barker warmed up the chassis, stomping occasionally on the center pedal. Several runs were made and the quickest would be used to compare against the other cars’ times.

Next we would try the Caterham CSR, my first trip in one. It’s exposed front wheels, bolt upright windscreen and lack of roof informed me I would be experiencing motoring in its rawest form. As I wrestled with the four-point harness designed to keep you snug in the hard seat (the guy riding shotgun before me must have been a midget), Barker leaned over and gave a tug on the straps: ‘They’ve got to be really tight.’ Point made, I couldn’t even breathe to answer…

We stopped at the end of the mile long stretch just past the apex that had led us to this point, took our place in line and waited. Then, with a sudden urgency that only a rear drive go-cart with 240bhp on tap can muster, we were off. Wind rushed over the top of my head as Barker hammered through the gears and propelled the diminutive two-seater down the stretch, glancing over momentarily to the readout I attempted to keep level and ahead of the gearshift. And before I knew it, we were on the brakes; hard.

I felt a bit lightheaded. The g’s being pulled on deceleration were tremendous, and the blood rush to my head felt a bit like eating an ice-cream cone quickly and coming down from the highest peak of a roller coaster ride at the same time: exhilarating with a touch of queasy.

I set up the gear on the Marcos TSO next. Riding low to the ground and with its long sweeping bonnet, the car looked downright menacing at idle. I was about to witness first hand what the beast had on offer as I entered into the cramped cabin via the electrically unlocked door. Already I was uncomfortable. The seating position was appalling and visibility out of the extremely narrow windscreen over the bulging hood was limited. I wanted to get back into the Caterham but the Marcos sounded good, so I took my seat and shut my mouth.

We began cruising up and down the strip to get the engine temperature and the oil pressure up, getting warmed for the imminent test. This behavior would yield you a ticket on Sunset in LA, but the needle still remained well below the halfway mark ever after multiple stints. Finally we were ready to start the genuine test.

After only the first run, Barker mentioned the billowing smoke that appeared from a standstill and that we were leaving in our wake. I assumed the brute force of the Marcos was spinning the tires off the line, but interestingly, Barker said he didn’t feel an over-excessive spin at the rear and that he was starting in second like the Marcos boys had recommended. When he leaned on the brakes, the pungent odor of fuel and molten rubber infiltrated the cabin and we had to lower the windows to breathe. On the next run the speed crept even higher until there was an evident chirping sound coming from behind my seat. The faster we went, the higher the curt cries of pain became.

We realized in no uncertain terms what was happening — the wheel arches were eating the tires, and the smoke so prominent at take-off was the rubber cooking against the inside of the wheelwell. That was just the beginning. At 105 mph, Barker stood on the brakes and much to my amazement we were now careening sideways down the straight. We weren’t out of control, but the fact that we were sideways and the pilot was attempting to dial in opposite lock lest we go through the metal barrier looming now directly ahead of the car, was a tad disconcerting.

The tires the Marcos guys had provided on the car were ‘experimental’ so that translates into ‘not ideal’. They are too wide to fit into the wheelarches and now they were locking up as Barker attempted to stop the car from 100 — frightening to say the least. After a few more sprints down the straight, all of which made us feel like insects trapped in a house being fumigated, Barker decided to call it a day. I couldn’t have agreed more. Now if I could only get the door open to get the hell out of this death trap. It turns out playing with the window’s up and down functions before depressing the ‘door open’ button is the step to take.

Day two
The morning of the second day was a bit slow to start. We met the Marcos car wranglers who delivered the TSO, now fitted with the standard tires at the rear. Hopefully this would avoid any of that problematic rubbing in the wheelarches we experienced on our previous attempts. But it didn’t matter; the ensuing rain caused the actual testing of lap times to be delayed until the next day. Today’s focus would be on weighing the vehicles, checking tire pressures and the all-important photography to accompany the feature.

Over the course of eight hours we fought intermittent rain that dampened the circuit. Photographer Kenny P. was rigging camera gear to cars all morning, and when a shot called for a sideways sliding Porsche through a corner, road test editor Jethro Bovingdon stepped to the plate. With a camera mounted on a tripod and secured to the back of the Clio Trophy, we set out to find the ideal location to photograph the two cars. It had to be a right turn to ensure the camera angle would be correct and the gear wouldn’t break free of the attachments. As the rain ceased, the once slick corners were now providing valuable grip to the Cayman’s tires and its near-perfect weight distribution meant that Bovingdon would have to work hard to destabilize the vehicle. With the rapidly drying tarmac, this proved to be an arduous task in both second and third gears. Cursing ensued. As my lunch settled for the umpteenth attempt, Bovingdon resorted to get the tail out using first gear. It worked brilliantly.

Meanwhile, the faint screech of tires could be heard from the opposite end of the track where road test assistant John Hayman and four others where playing hopscotch with Dodge’s SRT-10. A muscle car in pickup clothing, aptly nicknamed ‘the bus’, is a bit of a joke car. Its 2538kg weight put it in the obese category for this test and the ridiculous, oversized boot spoiler rendered the gargantuan vehicle’s load bed virtually useless. Nevertheless, when Hayman emerged from the large four door cab he seemed to have a severe case of perma-grin. Perhaps it was because he could entirely miss the chicane while going around the track, veering the behemoth straight through a puddle instead. Boys and their toys…

Day three
The sun shone on the morning of day three, if only for a little while. The crisp wind had brushed away most of the clouds and the crucial lap tests could be completed now without dramatic slippery slides through the circuit. That would also mean consistent lap times for the cars without unfair advantages; they should be able to lay their power down evenly through their chosen drive wheels.

Most of my morning was spent washing ten or so cars, and I can attest that the Mitsubishi Evo's wheels and those of BMW’s M6 were the most annoying to clean — the designers opting for too many damn spokes. The most fun (if you can refer to cleaning a car that isn’t yours as such), was scrubbing down the Cayman. Its compact shape, sweeping lines and simple five spoke wheels made it an easy chore, and I quite enjoyed removing the layer of murky film from its flanks and restoring the shine to the paintwork. Moreover, I got to drive some cars that day, even if it was only to get them out of the garage bay where they were sleeping to feed and clean them. Funny how an inanimate object can have such anthropological needs.

The Clio Trophy provided my first ever right hand drive manual shift experience, followed closely by the Aston Martin V8 Vantage. Driving on the ‘wrong side’ turned out to be much less of an event than I’d anticipated. The gearbox shifted in the same manner but was now operated by my left hand, though I can see how spirited driving might have you opening the door.

As I shuttled cars around the Bedford Autodrome getting petrol I managed to get a feel for some. I found that despite their £65,000 price difference, I preferred the Renault’s gearbox to the Aston Martin’s, which was a bit too stiff. The burble of the V8 was infectious but the car was far from being light on its feet. The Audi RS4’s clutch on the other hand was a tad too soft for my taste, and the Roush 420RE Mustang had some serious kick to it, far different than the stock car which seems quite tame by comparison. I also learned how to operate BMW’s SMG, which turned out to be a rather simple task. Neutral is in the normal center position and reverse gear can be found to the left and then up. To the right are the forward driving gears. Moving the gearshift forward will shift down and backward will select a higher gear — the opposite to other manu-matics I’ve driven, but in pure race form. Still, insurance regulations meant that I couldn’t take these cars anywhere near public roads let alone a racetrack, and there wasn't much room to discover the cars on the facilities’ access roads.

The afternoon was a fair bit more entertaining as I got to ride with freelance photographer Owen Brown while he ran laps around the West circuit in the Caterham CSR. As is typical with most drivers at track days, when Brown’s confidence and adrenaline levels rose, so too did his risk taking and he incessantly pushed the limits of the Caterham’s Avon tires. Inevitably, Brown’s confidence exceeded his ability and he spun the CSR at the Bank complex, clearing the path for staff writer Henry Catchpole to pass. After a quick downshift in the RS4 — bringing the raspy, melodious V8 to beautifully audible levels — Catchpole dashed by, leaving us to watch the Audi’s red paint become a distant glow.

At the end of the test there was still a lot more to be done. Writing the article would be the overall reflection of the experience and Bovingdon would be the artist to paint the picture. The photography would help in telling the story, but the words would conjure up their own imagery and express the feeling to readers. Once Catchpole had downloaded all the results from the test, getting all the stats together and compiling a chart depicting the times in a comprehensive and straightforward format would be the task of the designers, and the subeditors would carefully read, re-read and tweak the story to keep it smooth and succinct. It would be a long week ahead.

So there it is; three long days wringing cars out to exploit their potential and ability, and a brilliant experience to have lived through. As my time at evo came to a close, I dreamed of the many more opportunities I would have to test and drive cars of that stature in the future, and even of the grueling responsibility of piecing everything together in the end. It seems like a wonderfully satisfying duty — one you can share with thousands of admiring petrolheads on a monthly basis. And after all, work isn’t really work if you’re having fun.

The Geneva Motor Show

2006-02-27T00:58:00.000Z

Every year the Geneva International Motor Show brings the European auto enthusiast out of hibernation for a two week feast on the latest and greatest from global manufacturers. Scorching new models from the world’s elite sports car makers were on display for this 76th recurrence of the first European Motor Show of the year and alongside them, the ever increasing array of alternative fuel vehicles in both concept and production form.

The quintessential sports car manufacturer from Modena showed off the new 599 GTB Fiorano, named for the racing circuit where the company tests their models. A 6 liter V12 derived from the Enzo is mounted into an all aluminium spaceframe and encased by aluminium body panels. Lamborghini, not to be outdone by the 620 horsepower mill in the 599, showcased their gunmetal grey Murcielago LP 640, the most powerful car the niche manufacturer has ever produced. The rival’s 6.5 liter V12 is matched to a lightweight carbon fiber body which enables the 3,670lb car to achieve 0-62mph in 3.4 seconds and reach a top speed of 320km/h. Oddly enough however, this model weighs more than the standard Murcielago by more than 30lbs.

Swedish manufacturer Koenigsegg also subscribed to the formula, creating the CCX supercar, an 806 horsepower streetcar which, until Bugatti tests the Veyron, holds the World record for being the fastest and most powerful car built. Made of lightweight composite material the CCX achieves 0-60 sprints in 3.2 seconds and features the industry’s first carbon fiber wheels, saving a further 3kg of unsprung weight from the stock magnesium wheels (a $13,064 option).

The Swedish manufacturer with the North American parent also made some waves in Geneva, showing the Aero X prototype. The show car is meant to demonstrate not only the company's heritage (the fighter plane glass canopy a dead giveaway in that regard) but to also show off their capabilities. The one off show car also encompasses the overall themes in Geneva; performance and environmental awareness. The Aero X not only looks the part of the performance sports car, it is also the platform to exhibit a Biopower mechanicals , pumping out a claimed 400 bhp from its 2.8-liter V6 engine which also emits zero fossil CO2 emissions. The Aero X all-wheel-drive system with variable front/rear torque split and seven-speed, double clutch automated manual transmission also ensure this concept will be a thrilling drive.

-Work in progress-

Are You Experienced?

2006-02-12T23:33:00.000Z

Driving latest Range Rover Sport off-road in frosted Devon

I arrived at the Land Rover Experience West Country headquarters a full-half hour earlier than my scheduled appointment on a frigid February morning, a testament to my beaming excitement to what was going to be my first true off-road experience since my move to the UK. Having completed the 168 mile trip in less time than my trusty GPS had estimated, the morning fog had now given way to scattered snow flurries, melting as they landed on the squeaky clean Range Rover Sport idling in the parking lot. That was to be my chariot.

I entered into a renovated stone structure and waited for my instructor whilst sipping a cup of chocoexpresso on the leather couches of the reception area, scattered with 1/8 scale replicas of various Land Rover models. The first step after filling out the necessary paperwork was to accompany instructor Phil into the briefing room and learn about the four wheel drive system the vehicles are equipped with as well as basic off-road techniques and what not to do in specific situations. I am the sole participant in the morning’s activities, due to the Defender 110 being uncooperative in wanting to start. The gentleman who was supposed to be in the driver’s seat was kindly upgraded to a Level 1 experience at a later date.

“What are you hoping to gain from the course?” asked Phil. This is a typical question as clients have different needs, and the course is tailored to help each individual get the most from the experience. “Most people having just bought the car want to learn about all of the various features, and some just want to learn how to work the GPS system.”

I am not most people. I wanted to see if Land Rover had engineered a vehicle that was to be solely a competitor to the likes of the BMW X5 and Porsche Cayenne or if they had stayed true to their legendary roots and developed a car that could scale walls if you wanted it to. So after a short briefing which included Land Rover’s own Fragile Earth programme designed to educate off-road drivers about the importance of minimizing impact on the surrounding nature, we were off for a quick run around the vehicle.

Overall popularity of the Sport model meant that the centre had to make do with a different colour than the Zambezi Silver they would have normally chosen. The first thing I noticed on the aptly named Arctic Frost coloured Sport was the pitiful state of the stock Michelin tyres. With less than 5000 miles on the odometer, it was clear that this vehicle had been subjected to treacherous terrain that had taken its toll on the rubber. They were not highway legal to say the least. No matter, we weren’t going anywhere near a highway.

I jumped into the driver’s seat and found the Range Rover Sport's interior to be comfortable and elegant in a more sporting fashion than its larger, roomier brethren. The cabin is conservatively designed, swathed in leather and wood, it is not lacking in pretension or sophistication; perfect for the country clubbers and footballers already on the waiting list. Our HSE model was fitted with the DVD twin screen rear entertainment system (£2,250), a cavernous centre cooler storage box (£225), and the premium ICE pack (£1000), but didn’t have the active rear locking differential (£495). The fact that it was missing did little to slow our progress off the beaten path.

Land Rover Experience West Country is located on the sprawling 180 acre Wessington Farm on the outskirts of Honiton, Devon, and with an assortment of off-road trails over 35 acres you are guaranteed never to take the same trail twice. The course is a highly technical one designed to give owners and those seeking to improve their off-road skill a chance to practice their techniques in a practical setting with the aid of an instructor. Ruts, muddy switchbacks and 40-degree slopes are commonplace, and the Range Rover Sport was making easy work of passing through all obstacles, mostly due to the formidable Terrain Response system.

By rotating a round dial that rises through the centre console, the system allowed me to choose between five off-road settings, specifically designed for various terrain. Each setting optimizes the electro-mechanical controls; raising the air suspension to off-road height automatically in all but the ‘snow’ setting, adjusting the differential, traction control and brakes, and employing specific throttle mapping to control gear shifts and torque. Over the course of my drive I switched through all of the settings and noticed subtle differences.

The Ford-developed 2.7 litre turbodiesel V6 mated to a six speed ZF automatic transmission proved to have sufficient grunt to move the 2,455kg vehicle effortlessly up 40 degree inclines, a task which must be conquered diligently as I did not know what awaited me on the other side of the precipice. Downhill grades on tarmac are carefully engineered by highway planners, paths through nature are not. Hill Decent Control made this frightful obligation simple but the transmission’s torque converter caused the car to jerk dissonantly, making it irritating at times. I resorted to using the brake pedal and hit the bright yellow button on the console to disable the feature.

On this morning, the region better known for its claylike mud that sticks to everything was frozen like a popsicle. Thick ice covered the water holes and made me unable to discover the Range Rover Sport’s deep water fording abilities for myself. Phil assured me it will cross a stream 700mm deep. I guess I’ll have to take his word for it. After all, the Range Rover Sport shares the able Discovery 3’s chassis (less 14cm), so I should have never doubted the vehicle’s off-road prowess. Whatever uneven, slanted, rutted, slick or icy terrain we encountered, much to my amazement there was nothing the Range Rover Sport was unable to tackle and triumph over.

According to Land Rover the V6 will achieve 0-62mph in 11.9 seconds. So it’s not particularly fast, and it has a lot of weight to drag around, but who cares? In this diesel form the Range Rover Sport will achieve 30mpg whilst you sit in the lap of luxury through forest or traffic. And if you need it to take you through snow, sand, mud or rocks it can do that too. No wonder the Range Rover Sport has been crowned 'SUV of the Year' by BBC’s Top Gear and beat 42 other competitors to the top accolade from 4x4 Magazine in its ‘4x4 of the Year 2006’ competition, it does everything well. Supernatural off road ability? Check. On road manners? Check. Sumptuous and refined interior? Check. Needless to say, after only a few hours I was ready to visit the Land Rover dealership and get one. But first a quick dash home to look for £40,000 under the couch cushions.

Click here for more Experience photos.

Prodrive P2

2006-01-12T01:07:00.000Z

Engineering firm showcases its technology

Amid the unveiling of new rally cars from Ford, Mitsubishi and Citroen at the 2006 Autosport International show at Birmingham’s National Exhibition Center was the launch of the much anticipated Prodrive P2. Having built its reputation creating superb rally cars and aftermarket components for Subaru WRC and honed the suspension dynamics for the Aston Martin DBR9 GT racing car, Prodrive is no stranger to performance, but until now it had yet to develop its own car in which to showcase its technology. That was the goal of the P2 project.

As the first road car from the Banbury-based engineering firm, the P2 was an engineering exercise created to showcase the various achievements and capabilities of the firm. The brainchild of Prodrive president Dave Richards, the diminutive 2-seat mid-engined sports car announced only last spring came to fruition in a scant 9 months, due in part to the engineering company’s relationship with Subaru. It uses body panels made from composite materials for decreased weight and a revised (Japan-sourced) 2-liter flat four Subaru WRX STi engine to create a power to weight ratio surpassing 300bhp per ton. Needless to say, the car succeeds in rivaling supercar performance in a compact and practical design.

The Design
Designer Peter Stevens, the man behind the McLaren F1, Lotus Elan and the Jaguar XJR-15, used the diminutive Japan-only Subaru R1 micro car as the starting point for the P2. The final version uses the original steeply raked windshield; a heavily modified R1 steel monocoque chassis cut in sections to decrease body height, and revised stock doors. The car’s rear end is entirely new for this one-off production.

Thankfully the design is a bit more original than earlier circulated renderings. While many of the interior bits have been handed down by Subaru (the P2 uses the WRX’s Recaro seats, steering wheel, instrument panel and shift knob), the chiseled body panels and bulging fenders indicate in no uncertain terms the car’s sporting nature. All of the air scoops and cooling ducts are entirely functional. The wide grille in the car’s blunt nose feeds the intercooler for the turbo while the gills along both sides of the hood bulge allow hot air to escape. The scoops ahead of the rear wheels supply cold air to the two rear mounted radiators and cool the WRX-supplied brakes.

Innovative features
Revisions to the engine have resulted in 344hp and 424lb-ft. of torque distributed to all four wheels via Prodrive’s own ATD, an active torque dynamics system developed for rally cars which uses two active differentials, allowing torque to be split between the front and rear wheels as well as across the rear axle. By applying positive torque working with the movement of the car, the system ensures the engine will apply its brute power evenly and keep the car level during hard cornering; enhancing the car’s stability and handling prowess by compensating for oversteer and understeer.

Another technological advancement developed by Prodrive and fitted to the P2 is ALS, an anti-turbo lag system that keeps boost up on the turbo so it is ready and available even when the engine is not screaming under full revs. The system, also developed for WRC rally cars, ignites unburnt fuel in the exhaust manifold so the engine can retain its power through a larger band and be immediately responsive to throttle inputs. As well as enhancing the performance of turbocharged cars, the system could also benefit larger engines by improving fuel economy and reducing emissions.

Performance figures
Renowned F1 car designer Martin Olgivie was tapped by Richards to create the extensive chassis and tuning modifications. Four inches was cut from the bottom of the chassis to lower the overall height and body, turbo pressure was increased, and the engine management system was remapped. Suspension systems are not new to Prodrive, and the P2 benefits from this expertise. It uses a double wishbone front and rear with adjustable coil over dampers and a front anti-roll bar. The front and rear track are nearly identical to that of a Corvette — measuring 1530mm front and 1590mm rear — yet the car is smaller than the previous generation Mazda MX-5, indicating the potential agility and handling ability.

Weighing in at a svelte 2,420lbs, the P2 is claimed to achieve 0-60 times of 3.8 seconds and a top speed of 174 mph shifting through a revised STi 6-speed transmission. The P2 is not a stripped out rocket you’d expect however. Prodrive managed to retain such creature comforts as power steering, electric windows, and a six-speaker CD audio system.

Though not scheduled for production, Richards mentioned that if it were prices would hover around £40,000, roughly the equivalent of $70,000. Seems like the performance bargain of the 21st century. You’d definitely get all the kudos for blowing the doors off an unsuspecting 911 at a stoplight.

For full article and photos see:
Valvoline

Tech Stuff

2005-12-06T22:45:00.000Z

In today’s technological age, it’s no surprise that computer driven devices have found their way into cars. Air bags, electronic stability control, traction control and anti-lock braking systems (ABS) have become standard fare in many mainstream vehicles. They are all safety devices that can help drivers compensate for their mistakes (or someone else’s) and protect them should the need arise. But some of the technological advancements found in cars today are superfluous, often adding unnecessary weight and causing distractions.

Take for example the individual who has to do a long drive to and from work each day. He sees driving as a waste of his precious time. Since he has his car fitted with all of the comfort and convenience features that come standard from the factory, he no longer has to worry about shifting through gears as he crawls through traffic, turning the headlights on when it gets dark, or even switching on the windshield wipers when it starts to rain. With all of this free time on his hands, he decides to make a phone call and watch television through a TV tuner on the Navigation system screen. Ah… It feels like he’s in his living room, comfortable and relaxed, unwinding after a long day at the office. Except he’s not.

The recent addition of convenience features in cars is dangerous. All the driver aids and safety features in the world cannot help an inattentive driver. People will invariably find other ways to occupy their time. Women will not only apply eye shadow whist driving down the expressway, the lane departure warning system will allow them to eat a sandwich and fiddle with the iDrive controller as well.

The latest technology in luxury cars is an example of technology gone awry. When was it that the driving public became too lazy to want to shift gears, turn on the headlights manually and operate the wipers? But with this gadgetry rapidly being introduced by manufacturers in their high end vehicles, others are jumping on the tech bandwagon to stay competitive. And so we will begin to see these devices trickling down to the more affordable cars, with the teen driver behind the wheel who thinks he’s in his living room and not on a road. We’ll definitely need those airbags and ABS systems.

The Big Two

2005-12-06T22:41:00.000Z

General Motors’ financial woes have been well publicized in recent months. The struggling automaker has announced it will close down 12 assembly plants and cut 30,000 jobs in the next three years. Many of the financial hurdles GM has been forced to endure can be attributed to the costs of wages the United Auto Worker demands combined the rising costs of healthcare for its employees and pensions for retirees. But another problem lies with their inability to generate sales from conservation and image conscious American buyers.

GMs ploy to drive sales in the end of summer months by offering large incentives through its “Employee Pricing Program” backfired in its face. The discounted autos were seen as a cover up for faulty quality and did little to boost sales for the ailing manufacturer. The automaker has since seen its credit rating degraded to junk status by Standard and Poor and in October, the company said it would consider selling part of its profitable finance arm GMAC in order to improve its credit rating.

Ford is facing a similar fate. While not in as dire a situation as GM, the number two automaker is poised to close more than eight assembly and parts plants in an effort to turn around its faltering North American automotive operations. It has already announced the reduction of its workforce by 4000 salaried jobs and plans to launch a massive restructuring effort in January. This in addition to the 35,000 job cuts and seven plant closings launched in a multi-year restructuring program in 2002.

Ford has made a deal to sell the Hertz rental company to outside investors in order to help ease the company’s financial difficulties. It is also looking to unload the Brown’s Lane plant in Coventry where it makes interior trim pieces for Jaguar vehicles.

Along with GM, Ford offered significant incentives to lure buyers into showrooms even as the market shied away from large trucks and SUV’s in favor of more fuel-efficient transportation alternatives. For Ford to make up the costs of selling one Explorer SUV, the company would have to sell multiple Fusion sedans, so they remained stubborn and continued building their most lucrative models.

In September, as sales of Ford’s largest SUV the Excursion was nearing the end of its cycle (and Ford wisely chose not to revamp the range) sales of its profitable Explorer and Expedition models fell by nearly 50 percent.

Ford chairman and CEO Bill Ford pushed for government support in making manufacturing innovative goods a national priority in a speech before the Business Roundtable in October. Ford is seeking assistance in building technologically advanced vehicles, components, and fuel technologies.

The recent shift in the marketplace which made everyone jump on the hybrid bandwagon was catastrophic for both GM and Ford since they both relied heavily on their SUVs and truck sales. GM had no hybrids in their lineup. Ford only had one, the Escape (and Mariner) and they have seen a huge increase in sales for that particular vehicle. The rise in cost of raw materials, gas prices, and interest rates has done nothing to slow the steadfast progress of the automakers’ decline.

Ford and GM were known for producing innovative products like the large trucks and SUVs that are commonplace on American roads. Unfortunately, now they lack the ability to entice American buyers with the vast majority of their products. Customers are being lured to other manufacturers who build enticing cars as well as trucks, and the Americans have watched their market share erode.

The Japanese automakers have also seen sharp declines in traditional truck based SUV sales, but because Toyota and Honda have a few hybrids to choose from across the product range, they have managed to effectively steal sales from both Ford and GM. Now Toyota has taken Ford’s place as the world’s second-largest automaker and is on its way to surpass GM to become the world's largest manufacturer by 2007 according to JD Power and Associates.

Ford and GM insist that they will not be filing chapter 11 bankruptcy anytime in the near future, as they have other assets to fall back on. But they have already made drastic cuts to the workforce and plan to continue to streamline operations. The American auto industry as a whole is not in trouble though. With globalization, Toyota, Nissan, Hyundai, Kia, BMW and Mercedes could make up for jobs lost under Ford and GM’s restructuring plans.

Snow??

2005-12-05T02:51:00.000Z

Having lived in sunny southern California for the last 6 years, I was a bit surprised to look out my window earlier this week and see this.

I'm a long way from So Cal beaches now!

Lexus. Will the brand make it in Europe?

2005-12-05T02:49:00.000Z

The Lexus Brand in the UK

The United Kingdom is similar to the United States of America in many ways. Some might even go as far as calling it the 52nd State, that is, if you consider Puerto Rico as the 51st. But there are a few ways which the UK differs, particularly in regards to cars.

Since its inception in the fall of 1989, Lexus made quite a reputation for itself in the US car market. Originally the brainchild of a few top Toyota executives who wanted to find a way into the luxury car market, Lexus soon became a nameplate synonymous with fantastic build quality and bullet-proof reliability. The fact that the first Lexus, the LS 400, resembled a Mercedes-Benz S Class was no accident. It was, after all, designed to be a direct competitor, and compete it did. After a few years in the American market, Lexus propelled itself to the top of the sales charts, posting record sales and profits that its competitors could only dream of.

But the European luxury car market is very different than the US. The buying public seeks vehicles that are not only trouble-free and well-assembled; they must also be frugal and entertaining. Roads are smaller, the distances travelled are shorter, and the disconcerting buyer is looking for a vehicle that can offer more smiles from specific input. What they are not looking for is another characterless appliance to get from A to B. Lexus makes good cars, no-one questions that. But their cars are generally bland and uninspired in the design category.

Until this year, Lexus did not have a diesel in its lineup. That in itself was a significant drawback for the company, enough to fall way short of its anticipated sales goals. Combined with the fact that the driver is unable to switch off the traction control and other driver aids is another blow. Their first attempt at offering a BMW 3 Series competitor — the car that wears the sport sedan crown — was dismal at best. It only came fitted with an automatic slushbox! Surely they must be kidding.

Hopefully the new cars Lexus has on the horizon will be more involved and sporting to cater to the needs of the UK buyer. But will they be willing to plunk down their hard earned money for a car that does not have the heritage and historical lineage that the German competition relishes? Only time will tell.

Introductions

2005-12-04T22:14:00.000Z

I am a native New Yorker who moved clear across the country to sunny California after successfully completing my university years in frigid New England. Now I'm living in Coventry England (the old country) pursuing a Master's degree in Automotive Journalism.

I am an avid automotive - or anything with wheels and an engine - enthusiast who loves to tote around the camera. You will be able to share in the many automotive-related events I have attended since my arrival in the UK, along with my opinions and musings on general automotive topics. Soon to be posted on this site!

Cheers!

MPH_05

2005-11-30T00:23:00.000Z

Car Mania takes center stage in London

When was the last time you went to an auto show and was handed a pair of 3D glasses? Well that’s exactly what spectators got when they walked in to London’s Earls Court on November 20th. Make no mistake; this is not your typical car show. It is a spectacular theatrical event where the cars are the actors, paired with an automotive gallery showcasing luxury cars, classics, and every type of extravagant supercar available in the world. Welcome to MPH 05.

The Theatre
Hosted by motoring icon Jeremy Clarkson, his sidekick from Top Gear TV Richard Hammond and Fifth Gear TV personality Tiff Needell, MPH 05 is designed to show off vehicles in a way an ordinary motor show could only dream of, and with a level of interaction that is rarely afforded the viewing public. From a fire-spitting Subaru Impreza taunting the ever watchful speed camera perched atop a police vehicle, to sprints in an Ultima GTR 640 that break local speed limits in a confined space; MPH has it all.

A motoring theatre directed by John Napier, the famed Broadway director who brought us Cats, Miss Saigon and Les Miserables, the show uses a series of elaborate sequences that combine racing antics, flying cars, and smoky burnouts that sent choking fumes pouring over the audience. Periodic catwalk displays of the latest offerings from Aston Martin, Noble, TVR, Ascari, Range Rover, Porsche, Lamborghini and a slew of others were thrown in to break up the scenes. Jaguar took this opportunity to unveil the new XK coupe to a salivating UK public. PSA also chose the venue to launch the new Citroen C6; Aston Martin showed off the latest 911 competitor, the V8 Vantage; and the 641 bhp Grumpert Apollo made its first appearance.

The sequence that stole the show was the four Vauxhall Astra VXR coupes — also making their UK debut — dancing with four perfectly choreographed JCB backhoes. Renowned precision driver Russ Swift along with his son were responsible for weaving the vehicles through the balancing act as the backhoes’ operators fully extended the arms of their enormous machines. While Swift has had extensive experience turning vehicles into tight spaces (he is the stunt man Hollywood called when they remade The Italian Job), the 180-degree turn in a Ford Fiesta under the teetering JCBs drew gasps from the audience.

Yet another one of Britain’s famous stunt drivers, Terry Grant, had the arduous task of showcasing the new driving rage from Japan — drifting. He and young racing driver Ben Collins maneuvered the cars sideways around the stage in a figure eight, eventually setting the cars facing one another before lighting up the tires and switching cars. How they managed to keep the cars accelerating while they exited I shall never know. But the smoke was dense and the crowd was happy.

Clarkson and Needell took over the controls and tried their hand at the new driving style. Sliding sideways around stages was neither’s forte, though Needell didn’t crash the car. That accomplishment was achieved by his Top Gear companion, who whined to the audience that he had hurt his thumb in the collision with the wall. The damaged blue car was replaced with a red one and the show went on.

While these types of incidents were limited, another impromptu accident occurred when one of the “rage-buggies” (intimidating racing cars that look like they came out of a Sci-Fi thriller) fell off the bridge that doubled as a stage. The others, some with chainsaws mounted to the hood, carried on their destructive and careening wrath without caring for the sideways-laying victim. The sequence portrayed a family brought into the wrong part of town by a navigation system gone awry. Like a pack of schoolhouse bullies, the buggies came out and encircled the family’s car, and in a series of doughnuts, tormented the displaced individuals.

Still another event seldom seen was car sumo wrestling. Needell and Clarkson pitted two similarly powered older vehicles (with large tires attached to the hood of each) against one another in a lighted “ring” while Hammond supplied the audience with his usual banter and rhetoric. They then proceeded to accelerate and push one another back and forth as the theater filled with colorful smoke courtesy of the latest Kumho tires. Clarkson seemed to come out the victor in that one, but as I could hardly see through the billowing smoke, I’m not quite sure.

Europeans are fond of soccer (or as they call it - football), so it was only natural to have an acknowledgment of the sport at the affair. And since the festival revolved around automobiles, they had to be the players. Enter two teams of Toyota Aygos, three per. Toyota probably never intended for its new compact city car to be used in this manner, but they proved to be surprisingly resilient and easily maneuverable. Of course there were a few near misses and a rearward fender bender that required a ‘yellow card’ penalty be called on the Top Gear team. After a one minute penalty, the player returned and scored a goal, just before popping the oversized ball between offensive bumper and defensive door. The final score was 2-1 Top Gear, and the crowd went wild.

A team of Radical SR8s, a sports car that set the lap record for the fastest lap at the Nurburgring Nordschleife circuit (completing the 13 mile course in just six minutes and 55 seconds) September 28th of this year, paraded around the venue waving large white flags attached to the bodywork. Images projected onto the flags were barely decipherable, but the sound of the 2.6 liter high-revving V8 engines roaring through the venue was exhilarating.

The final act was when the 3D gasses were needed. State of the art computer animation depicted a helicopter gunship on a huge screen while a Lotus Exige 240R — piloted by Lotus test driver Gavin Kershaw — attempted to outrun missiles being launched at it. Jaw dropping maneuvers were completed by Kershaw while loud explosions (courtesy of pyrotechnic technology) deafened and stunned the crowd.

After the show, spectators were welcomed into the paddock area when they could see the acting metal up close. The gorgeous machines all resting in their dressing rooms after a long night on stage, and those that had visible scars where they had been wounded in battle. They looked peaceful and pleased, ready for the next evening’s performance.

The Motor Show
Out on the showroom floor, attendees were able to view the latest manufacturers had to offer. From the much anticipated Alfa Romeo 159 to the interesting 3 wheeled Dutch built Vanderbrink Carver, the gallery was a slice of motorhead heaven. Regardless of interests, the abundance of vehicles from mainstream manufacturers to classics, niche, tuners and bikes; if driving is the passion in your life this was the place to be.

TVR unveiled the new Tuscan convertible at the show, and Saab and Volvo revealed their new convertibles, the 9-5 and C70. Bentley showed the four door version of its Continental GT, the Flying Spur; and Marcos Engineering displayed their new TSO G12.

MB Roadcars exhibited its 3-seat lightweight supercar. Made of lightweight carbonfiber and teamed with a 500 bhp V-8, it combines F1 technology and aerodynamics yet remains road legal and emissions compliant. The windows were completely blacked out; deriving the interior wasn’t quite finished yet.

The Mitchilak C7 with Smart ForTwo underpinnings and mechanicals was a personal favorite, while Weismann showed off its GT and Roadster, a striking and unique design recalling Jaguar’s E-type with a 3.2-liter BMW powerplant.

At the Auto Italia magazine stand, Austrian-born automobile designer Christian Hrabalek’s Fenomenom Stratos was on exhibit. Homage to the Lancia Stratos, the prototype is a modern version of the classic rally car.

Tuners like Racing Green exhibited their take on a Jaguar XKR and the new Range Rover Sport, featuring a range of modifications resulting in gobs of horsepower. Gemballa also had a Cayenne GT on hand, with subtle modifications to the interior, body and wheels. An outgoing Honda Civic with a unique single seat interior, jet-inspired steering wheel and dash mounted video screens for side- and rearview cameras was the quintessential definition of ‘showcar’.

A few motorcycles also made their presence known. Standing out from the crowd were a three wheeled V-8 powered Boss Hoss, loosely based on a Harley; the Heretic, hand made by Ecosse Moto Works in Denver, CO; and an Ultima trike from TRIKEtec.

In the classic car section the crowd feasted their eyes on automotive memorabilia spanning six decades. A Ferrari Dino, GTB/4 Daytona, and California GT complemented the Porsche Spyders, Aston Martins, Jaguars and Bentleys; all from eras long gone.

The American car culture was certainly not forgotten. Saleen had a few of their vehicles on display, including the beautiful S7. I was somewhat caught off guard when I saw a right hand drive Saleen Mustang, exhibited by an importer who explained the painstaking process involved in the conversion. The entire dash needs to be remolded and angled appropriately in order for the transformation to appear seamless. Also on hand were a Dodge Ram SRT-10 and a Corvette C6.

A host of goodies was available for purchase at the various stands around the venue. From the worlds smallest GPS system to one-off automotive paintings, videogame accessories (like a moving seat to help you experience Need for Speed), and speed trap detection devices; there was even a chance to win Gumball 3000 founder Maximillian Cooper’s Ferrari 550 Maranello, dressed to look like the General Lee from the Dukes of Hazzard.

So if you’re in the UK in the month of November, be sure not to miss an automotive sensory experience second to none. Book your tickets at http://www.mphshow.co.uk/

For complete article and photos visit: AutoMedia

Pickups for less than $20,000

2005-05-10T02:07:00.000+01:00

More buyers are turning to trucks as they search for versatile vehicles that can handle the daily commute on the highway as well as the extracurricular activities of the weekend. In recent years, however, the face and tone of trucks has moved decidedly upscale, taking on family-sedan features and luxury-car characteristics. The result of this evolution is a swell in pickup truck sales, as well as pricing. But don't let that discourage you—there are still plenty of pickup truck choices in the "under $20,000" price category.

For 2005, especially, the quantity of offerings in this segment has not only increased in volume, but in overall size as well. There are standard cabs, extra cabs with rear jump seats, and four-door crew cab designs. What used to occupy a space in the compact class has now moved into the midsize range. 2005 brings a redesigned Toyota Tacoma, Nissan Frontier and Dodge Dakota. All are larger, more refined and more powerful than their predecessors. Along with their bigger frames, these pickups have also increased their towing capacity and off-road capability. Read on about these popular pickups and more that can each be had for less than $20,000.

Toyota Tacoma
The all-new Toyota Tacoma, once the benchmark for all compact pickup trucks, has increased in size, power and refinement for 2005. Leaving behind its long history as a compact truck, the latest iteration of the Tacoma moves it into the midsize class. Its larger stance results in greater interior room and provides a more comfortable and stable ride. Styling has also evolved. The Tacoma now has a bold appearance complete with large headlights for a more aggressive face. There are three different body styles available: Regular Cab, Access Cab and Double Cab. Each can be had with either two or four-wheel drive. Even the base Tacoma comes with ABS and a full-size spare, along with a slew of other standard features.

The new model also gains a powerful V-6 that gives it substantial power (245 hp and 282 lb.-ft. of torque) and a 6,500-pound maximum tow rating. $20,000 is sufficient to get a two-wheel drive, 4-cylinder Access Cab with an automatic transmission ($18,605).

Nissan Frontier
For 2005, the Nissan Frontier has finally stepped up to play with the big boys. This widely popular, formerly compact pickup initially garnered interest from the extreme sports crowd due to its aggressive looking rack system and first-in-class crew cab option. Unfortunately, criticisms of the underpowered drivetrain and tight interior space opened the door for competitors to up the ante with their own crew cab models. In an effort to silent the flak and regain control of the enthusiast audience, Nissan has made the new Frontier much larger, also moving it from the compact to midsize segment.

The new truck receives a significant boost in power with a 154-hp 2.5-liter inline four on the entry level $15,500 XE King Cab, while all other versions get the stout 265-hp 4.0-liter V-6, including the priced-to-move $18,400 SE King Cab. Standard features on the SE include a 6-speed manual transmission, ABS, 16-inch wheels and AM/FM radio with CD.

Dodge Dakota
Dodge's Dakota is the original midsize pickup. For years this Mopar-powered hauler has offered the perfect blend of utility and everyday convenience. The Dakota is "new" for 2005, receiving a moderate, but not extensive makeover. And, while the entry level ST Club Cab 4x2 comes in just below our price ceiling at $19,210, it's powerful 3.7-liter Magnum V-6 pumps out 210-hp and 235 lb.-ft. of torque, making it fully capable of hauling moderately-sized trailers or just getting off the line in a hurry. Additional standard features include a 6-speed manual transmission, 16-inch steel wheels, air conditioning, CD player and 4 doors.

Chevrolet Silverado, GMC Sierra
The Chevrolet Silverado and its corporate sibling the GMC Sierra are reputable full-size trucks that have been praised for their firm chassis and ample towing capability. But, while there are many different models and trim levels available, only one can be had for our target price. Occupying the space below the Base Silverado is the Work Truck package. It does away with common niceties found in the Base including the CD player, cruise control, and all chrome and carpeting. The Work Truck (W/T) designation in two-wheel drive with a V-6 engine and short bed can be obtained for $19,040.

Toyota Tundra
The Toyota Tundra is the only legitimate full-size truck entry into this sub-$20,000 category. The Tundra is offered with a revised 245 hp V-6 or a 282 hp V-8 engine and three different cab configurations. As expected from Toyota, each truck offers exceptional comfort, reliability and safety features. ABS is standard. The best value in the Tundra family is undoubtedly the 2-wheel drive Regular Cab configuration with the V8 engine. Priced at $18,690 it includes an automatic transmission, air conditioning and a convenience package that features power windows and door locks.

Chevrolet Colorado, GMC Canyon
Like most other trucks we've mentioned, the Chevrolet Colorado and GMC Canyon twins are all new for the 2005 model year. Though classified as compact pickup trucks by the federal government, these trucks have also grown to occupy a space in what most people refer to as the midsize class. Their cabins are much larger and roomier than their predecessors and they also offer more powerful engines in their respective guises.

The base engine is a 4-cylinder powerplant rated at 175 hp with an optional 3.5-liter 5-cylinder engine rated at 220 hp. Both the Colorado and the Canyon have numerical nomenclatures that differentiate suspension setups and trim levels. A Z85 Extended Cab 2WD Colorado is priced at $18,040 and the 2WD Extended Cab Z85 Canyon SL is $19,750.

Ford Ranger, Mazda B-Series
The Ford Ranger has been one of America's best selling small pickups for almost two decades. Comparatively, the Mazda B-Series, a virtually identical truck, has been one of the most overlooked compact haulers since it began sharing a platform with its domestically branded brethren back in the mid-Nineties. Strange, huh?

For '05, the Ranger and the B-Series add another year to their aging exterior, but both remain affordable candidates for those seeking a genuinely tough truck. For the sub-$20k shoppers, the modestly equipped 148-hp 2.3-liter Ranger Regular Cab XL comes in at just $15,045, with the 2-Door Super Cab XLT, complete with a V-6, which offers no additional power, but ample additional torque, a few bucks more at $19,120. The equivalent Mazdas are priced at $15,960 for the entry B2300 and $19,510 for the B3000. The increased price gives the B3000 two additional doors making rear seat access easier.

At a time when the trucks are seen at the country club as well as the worksite or campground, there are plenty of choices for budget-conscious buyers seeking a quality pickup at a moderate price. Note: Not all pictures are indicative of the actual make, model and price-point described.

The full article can be viewed at: AutoMedia

Top Ten Cars Under $16,000

2005-03-01T01:20:00.000Z

If you're in the market for a new car but either can't or don't want to spend a lot of money, you still have several choices. Automotive manufacturers have a slew of vehicles available in 2005 in the sub-$16,000 range, and they are more reliable and safe than ever.

Chevrolet Cobalt
The Chevrolet Cobalt is the long overdue replacement for the decade-old Cavalier. This time, Chevrolet decided the Cobalt would target a higher-end clientele rather than be the sole offering in their compact segment. With the introduction of the bargain basement Aveo developed in conjunction with Korean manufacturer Daewoo, Chevrolet hopes the Cobalt will be able to attract a more premium clientele.

So far they're off to a good start. The Cobalt, available in sedan and coupe variations, is leaps and bounds ahead of its predecessor. Riding on a more structurally rigid platform, it's quieter and offers a more comfortable and enjoyable ride for passengers. Starting at a base price of $14,190, coupe and sedan models come equipped with a 145-hp 2.2L 4-cylinder engine that is remarkably fuel efficient, returning 30 mpg city and 46 mpg highway when paired with the a 5-speed manual transmission. The Cobalt includes such standard features as an AM/FM CD stereo, air conditioning, 15-inch wheels and tires, electric power steering, front bucket seats and a 60/40 split-folding rear seat.

Chrysler PT Cruiser
Chrysler's PT Cruiser has been a cult favorite since it was first introduced as a 2000 model. A tall, stylish and practical vehicle, the PT Cruiser seems to have spawned the crossover vehicle category. Now that Chrysler has cut the PT Cruiser's admission by $4,000, it will surely invite an entire new stream of buyers. Based on the Neon platform, the PT Cruiser is a versatile vehicle capable of various interior configerations and with a 65/35 split-folding rear seat, making it comparable to a midsize SUV on the inside. The PT Cruiser is powered by a 150-hp, 2.4-liter, 4-cylinder engine that returns a fuel economy rating of 22 city and 29 highway. A 5-speed manual transmission is standard and a 4-speed automatic is an $825 option.

The base sedan is priced at $13,405 and comes with a 6-speaker AM/FM radio with cassette, bucket seats and floor console, tilt steering, power windows, and a rear window defroster, wiper and washer. The Touring sedan adds air conditioning, a CD player, power central locking with remote keyless entry, power mirrors, a fold-flat front passenger seat with storage drawer and other interior features for $15,405. ABS is available for $595 and side impact airbags are offered for $390.

Ford Focus
The Ford Focus has gone through a redesign this model year, though it will take a keen eye to notice it's subtle differences over the previous version. Slight modifications to the exterior sheetmetal and revisions to the interior have given the edgy design a more toned-down look. The Focus lineup consists of four models: the ZX3 3-door hatchback, the ZX4 4-door sedan, the ZX5 5-door hatchback and the ZXW wagon. All body styles come equipped with Ford's new 2.0-liter in-line 4-cylinder engine rated at 136 hp, or 130 hp if you opt for the Partial Zero Emissions Vehicle (PZEV) variant, and your choice of either a 5-speed manual transmission or an optional 4-speed automatic.

Each of the four different body styles are available in three trim levels: base S, mid-level SE and the upper level SES. The S trim level will cost $13,550 for the ZX3, $14,150 for the ZX4, and $14,850 for the ZX5. S trim features include a manual driver's seat-height adjustment, split-folding rear seat, AM/FM/CD radio and 15-inch wheels. The SE trim adds air conditioning, an overhead console, AM/FM/CD/MP3 player, power windows, mirrors and locks, and remote keyless entry for a $1500 premium over the respective model in S trim. Options include a 4-speed automatic transmission ($815), power moonroof ($625), leather upholstery, heated front seats, an alarm system and an Audiophile sound system. ABS and traction control are standard only on the top of the line ZX4 ST, but can be ordered as standalone options on all other models ($400 and $115 respectively).

Honda Civic
In coupe or sedan variation, the Honda Civic continues to be the benchmark in the compact/economy category. Known for its infallible and nearly bulletproof reliability, the Civic is also a class leader in workmanship and material quality. Civics have long been praised for their low depreciation and high resale values, as well as low maintenance and ownership costs. For 2005 the Civic is available in three different body styles; coupe, sedan and hatchback, and an array of model configurations. At the low end of the spectrum is the DX. Priced at $13,260, it features a 115 hp, 1.7-liter 4-cylinder powerplant rated at 32 mpg city and 38 mpg highway.

There aren't many standard features to list in the base model however, so Honda offers the DX with a Value Package, which adds air conditioning and an automatic transmission for a total cost of $14,660. The LX is the next rung in the Civic line and arguably the best value in the lineup. It is available only in sedan configuration and offers all the features of the DX with Value Package plus power windows, mirrors and door locks, an air-filtration system for the air conditioner, an AM/FM/CD audio system, cruise control, a remote entry system and a center console with armrest and storage compartment, all for $15,610.

Given that Hondas are also popular with thieves, a theft-deterrent system is standard on all Civics. The Civic is a surprisingly roomy compact car offering sufficient room for six-footers to feel comfortable as long as they're not in the back. The steering wheel sometimes hinders movement of taller persons. Front side impact airbags will add $250 to the cost, and ABS is only available on top-of-the-line EX model variations. An all-new Civic with both of these options as standard features is expected in 2006.

Hyundai Elantra
The Hyundai Elantra offers the most comprehensive warranty for any vehicle in this price range. Hyundai backs its entire product line with a 10-year/100,000 mile warranty that has drastically improved sales for the Korean manufacturer.

The Elantra is the perennial favorite of the Hyundai lineup and it's easy to see why. Laden with such creature comforts as air conditioning, power windows and leather seating as standard features, the Elantra still manages to stay below the $15,000 mark. The Elantra also offers standard side impact airbags and a 5-star driver side crash test rating from the NHTSA. The Hyundai Elanta is offered as either a conventional 4-door sedan or a more practical 5-door hatchback in either the base GLS trim or the sporty GT. Both feature a 138-hp in-line 4-cylinder engine that gets 27 mpg city and 34 mpg highway. The GLS hatchback and sedan come well equipped with air conditioning, power windows, mirrors and locks, and keyless remote entry with alarm.

The GLS hatchback however, places further emphasis on the sport quotient with a firmer suspension and 4-wheel disc brakes (replacing the front disc/ rear drum combination on the GLS sedan). The GT trim level adds leather seating, a leather-wrapped gearshift and steering wheel, a trip computer, cruise control, fog lamps, and alloy wheels with Michelin tires. It also features a powerful Kenwood CD/MP3 player with six speakers and remote control to satisfy even the most critical audiophile.

Mazda3
Mazda's latest entry into the compact car segment is a 4-door sedan and hatchback variation called the Mazda3. The Mazda3 is the replacement for the Protegé and is notably the most sports-oriented of the bunch, featuring such details as the 3-spoke steering wheel and comfortable laterally supportive seats. $13,680 will garner the price of admission to the Mazda3 lineup, though only in the first of three trim levels: the i.

The Mazda3i offers a 2.0-liter, 4-cylinder engine rated at 148 hp, and returns an EPA mileage rating of 28 city/35 highway. The i model is also available as a Partial Zero Emissions Vehicle (PZEV), which slightly lowers engine output (by 4hp) while significantly reducing emissions levels. The Mazda3i comes equipped with front bucket seats and 60/40 split rear seatbacks, a CD audio system with four speakers, a tilt and telescopic steering column, 4-wheel disc brakes and a sport-tuned suspension, making this the most rewarding vehicle from a driver standpoint.
It is confident and responsive, yet refined and comfortable. A 5-speed manual transmission is standard and a 4-speed automatic with manual shift gate is optional. Among other features, the Mazda3 is the only vehicle in this segment to offer a navigation system, and a package that includes a tire-pressure monitoring system and Xenon headlights.

Nissan Sentra
Having been slightly updated in 2004, the Nissan Sentra entered the 2005 model year without any major revisions. This current Nissan model was last entirely redesigned in 2000 yet it does not fail to impress, even against its more contemporary competition. The 1.8 versions have a 126-hp 1.8-liter 4-cylinder engine that is rated at 28 mpg city 36 mpg highway. The engine can be mated to either a 5-speed manual transmission or an optional 4-speed automatic. Nissan value and quality is evident even in its entry-level offering.

The 1.8 sedan is available for less than $14,000 with an automatic transmission and can be equipped with air conditioning and an AM/FM/CD as part of the convenience package ($1,280). The Sentra 1.8 S is equipped with all the popular features, including air conditioning, power windows and locks with remote keyless entry, AM/FM/CD with four speakers, an 8-way adjustable driver's seat, and a 60/40 split fold-down rear seat.

The 1.8 S is also available with an automatic transmission, but that pushes the Sentra over budget at $16,080, including destination charge. The only significant drawback to this vehicle is its lack of safety features at the entry level. ABS and side airbags are only available as a $600 option package on the 1.8 S and not offered on the 1.8. An all-new Sentra model jointly developed with parent company Renault is expected in Fall 2005 as a 2006 model.

Saturn ION
Based on the same Delta platform used in other GM applications worldwide, and notably in the new Chevrolet Cobalt, the Saturn ION benefits from substantial improvements for the 2005 model year. The sedan gains larger, more supportive seats and a larger steering wheel resulting in a higher level of comfort for passengers and driver alike.

The ION also benefits from better sound insulation throughout the cabin and particularly in the firewall. There is greater refinement in the suspension components to further improve comfort and handling. The ION is available in both a 4-door coupe (with small rear-hinged rear doors) and as a conventional 4-door sedan.

Powered by a 2.2-liter 4-cylinder engine that produces a modest 140 hp, the ION returns 26 city and 35 highway mpg. The engine can be paired with either a standard 5-speed manual transmission or a conventional 4-speed automatic. Three trim level designations are offered in numerical order: the ION1, 2 and 3.

Offered only as a sedan, the ION 1 ($11,430) features power steering, front bucket seats with cloth upholstery, 14-inch steel wheels, a split folding rear seat, AM/FM radio and theft deterrent system. The ION 2 trim level ($14,380/sedan, $14,930/coupe) adds air conditioning, power door locks and a CD player. Power windows, mirrors and cruise control are part of the $825 convenience package. ABS and traction control are available as a reasonably priced option ($400 for both), as are side curtain airbags ($395).

Though not exactly brimming with standard convenience or safety features, the ION has received a 5-star rating in front impact and a 4-star rating in side impact crash tests from the NHSTA, giving this Saturn a level of security not typically found in the compact segment.

Scion xB
The Scion xB is so angular it almost looks like a caricature of a car. Or is it a van or an SUV? The xB is essentially a crossover vehicle that blends the attributes of all three. It has a 1.5-liter 16-valve 4-cylinder engine that produces 108 hp and gets a 31 city/34 highway EPA mileage rating. A 5-speed manual and a 4 speed automatic transmission are available. Considering it's diminutive size, the xB has an abundance of interior room due to its boxy configurations. Its original shape proves particularly useful for hauling people and its rear liftgate also makes it convenient to load cargo.

The xB is the middle child of the Scion family, nicely filling the slot between the entry-level xA, a 5-door wagon with which it shares its engine, transmission and platform, and the sportier tC coupe. At $14,245 (sans automatic) the xB is a bargain that comes laden with standard equipment that includes air conditioning, power windows, locks and mirrors, single-disc CD stereo, and 60/40 split folding rear seat. It also has such safety features as an anti-lock braking system (ABS), traction control and electronic brake distribution (EBT).

The xA offers the same list of standard equipment and also has available a front torso and front and rear side curtain airbags in lieu of the ABS and traction control found in the xB. It is the only vehicle in its class to offer these safety features. MSRP for the xA is $13,045 with manual transmission and $13,845 with the automatic. Fuel economy is rated at 32 city /38 highway with either transmission.

Toyota Corolla
The Toyota Corolla is one of the finest vehicles available in the compact segment. Available solely as a 4-door sedan, the Corolla offers strong value and reliability expected of Toyota products. For this model year, the popular Corolla adds front side impact and curtain airbags to the options list and also offers an anti-skid system called vehicle stability control (VSC).

The Corolla is available in three trim levels: the base CE, mid-level S, and luxury oriented LE models. All models feature Toyota's 1.8-liter 4-cylinder powerplant capable of 130 hp and returning an impressive 32 city and 41 highway EPA mileage rating. A 5-speed manual or optional 4-speed automatic transmission is available with all three.

The base CE ($13,680/manual, $14,480/auto) comes standard with air conditioning, power steering, tilt steering column, AM/FM/CD stereo system, and intermittent wipers. The S model ($14,725/manual, $15,525/automatic) adds more sports oriented features including foglamps, smoked lenses, and an aerodynamic body kit as well as power door locks and mirrors. Power windows and cruise control can be ordered through a separate option package. The luxury oriented LE model ($14,890/manual, $15,690/automatic) features remote keyless entry, power windows, a wood trim interior with upgraded cloth seats and variable intermittent wipers. It can be equipped with a leather interior for $900, thereby significantly reinforcing the luxury quotient.

The Toyota Matrix shares the same engine and structural underpinnings as the Corolla in a different wagon-like package. The base Matrix with standard 5-speed manual transmission is $14,760 and $15,560 with the 4-speed automatic. EPA fuel economy mileage is rated at 26 city, 31 highway. In addition to the standard features and options available on the Corolla, the Matrix is available with all-wheel drive.

Full article on: Advance Auto Parts

Extreme Autofest

2004-11-05T01:40:00.000Z

Attending this auto show was like exploring an art museum: walking around and discovering the unrestricted and imaginative talents of individuals whose passion lies in creating an original work of art from a rolling canvas. Needless to say, Extreme Autofest did not disappoint.

Coming to San Diego for its sixth year, the "Extreme Autofest Automotive Lifestyle Supershow" is far from your traditional auto show. It's an automotive festival, with 300-plus vehicles on display representing a variety of backgrounds. The Europeans with aftermarket brakes and body kits, the Asians with the reverse-hinged trunk lids and vertical doors, the trucks with custom lift kits and interiors, and the lowriders with their one-off paint schemes and air-ride systems. But that's not all—Autofest consists not only of cars, trucks and SUVs, but customized motorcycles as well.

Extreme Autofest is an opportunity for automotive aficionados to display their creations in an effort to win coveted prizes. Similar to auto shows like Hot Import Nights, this is a lifestyle event encompassed by boundless entertainment. Stunt motorcycle shows, DJs spinning amongst the vehicles, dyno tests on the grounds, rows of custom bikes, and competitions ranging from car audio to breakdancing. Loud techno and hip-hop music resonates through rows of cars and stages featuring hip-hop artists plus scantily clad bikini models. There are remote-controlled cars being raced on makeshift circuits, go-cart racing and—new this year— mini pocket-bike racing. Let's not forget the skateboarding and BMX ramps thrown into the mix, ensuring amusement for those with short attention spans.

The vehicles on display all featured intense electronic components ranging from plasma screens mounted in the dashboard and door panels, to bubble and lava lamps mounted between subwoofers and amplifiers. It seemed every car had at least two LCD monitors for their DVD players and video-game consoles. Extreme Autofest would not be complete without the Car Audio Challenge, as event organizers are as fond of electronics as they are cars.

There was an abundance of vehicles flashing bright wheels in an effort to steal attention. Hummers were riding on 28-inch wheels with lowered suspensions and custom grilles. Old Impalas and Caprices riding on 13-inch Daytons and 26-inch chrome, painted with elaborate murals on the trunks and fenders. 26-inch wheels were fitted on a brand new Chrysler 300 and the bodywork was chewing away at the tires. 300s were not a rare sight as customizers are evidently snatching them up and extensively modifying everything from wheels, and grilles to interiors, including monogrammed seats and embroidered floor mats.
The proliferation of BMW 7 Series headlights mounted into the bodywork of late model Hondas and Acuras is an ever-obvious sight at these events. The Honda Civic made to look like a BMW M3 is nothing new, and there was a nice example on display. Thanks to its airbag system, it was resting comfortably on the blacktop.

Some vehicles had barely left the factory and were already tarted-up with aftermarket accessories. The newest International CXT pickup truck was on display, complete with Cadillac Escalade headlights, a crane mounted in the bed and "Black Flys" embossed into the chrome work. If you want or need "big," this is it. There were also a few lightly modified 6 Series BMWs.

One M3 with vertical doors had a wide-body kit that likely added a foot to the rear track of the car, painted bright yellow no less! A Chevy Avalanche pickup truck lifted to the sky had a custom interior (with shag carpeting), custom paint job that carried over onto the dashboard, and clear mud flaps (!). It had a private parking spot in the middle of the venue. A peculiar Toyota Camry had gone a bit overboard with the Louis Vuitton treatment, both inside and out. SUV's abounded: Excursions and Expeditions (some with shrines in the trunks) had enough ICE to keep the parties going well into sunrise. There were some vehicles with carbon fiber hoods and other lightweight go fast parts, but this show was mostly about the chromed aftermarket wheels and electronic accessories.

This year's Extreme Autofest reinforced the notion of an automotive festival for new and old; cars, trucks, and motorcycles for every automotive lifestyle enthusiast to enjoy. The event continues to gain in popularity and the competition to accessorize will inevitably spawn more candidates. As imagination abounds, it is clear that, given the resources, nothing is impossible.

To find out when the next Extreme Autofest will be at a city near you, log on to:
Extreme Autofest website

For full article and more pics visit:
Valvoline

Chrysler Classic Speed Festival

2004-10-24T01:13:00.000+01:00

There's nothing quite like a vintage motorsports-racing event: the smell of burning rubber, high-octane fuel and race oil; the sound of raspy engines screaming at full throttle; the adoring fans. All of these were components at this year's Chrysler Classic Speed Festival at the Naval Air Station (NAS) on Coronado Island, San Diego.

The Chrysler Classic Speed Festival, presented by the Pacific Life Holiday Bowl and sponsored by DaimlerChrysler and the North Island Credit Union, is part of Fleet Week San Diego. Fleet Week is a three-week compilation of events dedicated to show appreciation to the numerous military members who make San Diego and Southern California the largest concentration of Navy and Marine forces in the world.

The Speed Festival has been a recurring event at NAS for the last seven years, growing in the number of entrants and spectators annually. Put together by General Racing Ltd. and led by the efforts of Steve Earle, who pioneered vintage racing when he started the Monterey Historic Automobile Races in 1974, the Chrysler Classic is an event that brings young and old to witness firsthand the beauty and power of these historic automotive creations. For some, the event brings back fond memories of a time when they first saw the cars barreling down a straightaway at the Indy 500; for others it's simply an awe-inspiring sight to watch vintage racers restored to as-good-as-new condition be used as their makers intended.

Walking around the massive venue one becomes immersed in the rich history of the automotive racing world. There are dozens of tents and booths catering to the automotive aficionado, including Chrysler's own Heritage tent where attendees entered and were greeted by a 1956 Chrysler 300, a 1928 Le Mans racecar and a 1951 Chrysler Saratoga. Also on hand were Chrysler's Crossfire, 300 and Pacifica that attendees could drive through an autocross course if they possessed a valid driver's license and were willing to wait patiently in line.

Other tents included vendors selling automotive inspired t-shirts, racing paraphernalia, and Bondurant Racing School gift certificates. Some tents even had vehicles you could purchase outright and drive away on the spot. Favorite tents included: The Sports and Touring Classic Car Collection, which featured some vintage models from Alfa Romeo, Jaguar, MG and Ferrari as well as John Wayne's 1954 Corvette, on loan from the National Automotive Museum in Reno, NV. There was also an exhibit comprised of past winners of the Torrey Pines Race Course, an event that took place between 1951 and 1956.

Perhaps the best part of the event was parading through the seemingly endless paddock of garages and mechanics working gleefully on the vintage automobiles. Racers and owners alike were happy to talk about the coaches they admired at a young age and were eventually able to purchase once their wallets had reached the level of their desires.

The racing event takes place on the runways and taxiways of NAS North Island, regarded as the birthplace of naval aviation. Concrete barriers, tires and orange cones create a 1.6-mile course comprised of 11 turns and two high-speed straightaways.

The racing was divided into eight categories and featured over 200 of the world's top vintage racecars. The first group was comprised of pre-1941 sports and racing automobiles and included a 1927 Bugatti T-35B, a 1025 Vauxhall 30-98, a 1932 Miller-Ford and a 1934 MG-N. In the second group were the 1947 to 1955 sports and racing cars: a 1950 Allard J2, a 1951 Hudson Hornet, a 1955 Porsche 550, and a pair of 1954 Maserati A6GCSs were some of the entrants. The 1955 to 1960 sports racing cars were in the third racing group. Some cars in that group were a 1955 D-Type Jaguar, a 1958 Ferrari 250TR, a 1959 Lotus 11, and a 1960 Lola Mk1. The fourth group consisted of 1956 to 1962 production sports cars and included a few Corvettes from 1957 and 1958, several Porsche 356As from 1956 to 1958, and a 1962 Alfa-Romeo SS. Group five consisted of production sports cars over 2000cc from 1962 to 1966. A 1963 and a few 1964 Cobras ran that race alongside some 1966 Shelby GT-350s and a few 1964 and 1965 Sunbeam Tigers, as well as a 1964 Jaguar E-Type. Group six consisted of sports racing and production cars under 2000-cc's from 1962 to 1966. In that pack ran two 1963 Lotus 23 Bs, a few Ginetta G4s and G4 Rs from 1962 to 1965, and a 1965 Le Grand Mk4B. Group seven was the Can-Am and FIA sports car class from 1966 to 1972. They included a 1972 Pantera, a 1966 Ford GT-40, and a McLaren M1B and M6B from 1966 and 1968, respectively. Group eight formed the Historic Trans-Am cars from 1966 to 1972. That group included three Boss 302 Mustangs from 1969; a few Camaro Z28s from 1967, 1969, and 1970; a 1968 Porsche 911; and a 1972 Alfa Romeo GTV.

Behind the main grandstand was an endless slew of automobile clubs representing everything from Ferraris and Jaguars to Porsches, Vipers, Mustangs and MINI Coopers. There were 87 car clubs in attendance, bringing the number of vehicles on display somewhere in the range of 2000. While most of the cars on display had undergone meticulous 100-point restoration processes, some were simply pristine examples that had been well cared for and had simply aged as gracefully as a bottle of fine Bordeaux. As a backdrop to all the vehicles were static displays of some of the Navy's vintage aircraft, an added effect to the surreal experience.

Overall, aside from a few sporadic spinouts and the occasional mechanical failures, which are commonplace whilst racing vintage motorcars, the Chrysler Classic Speed Festival went off without any incident. Yet the grins of the racers and spectators alike made for a spectacular conclusion to an October weekend of racing.

For more information on the Chrysler Classic Speed Festival go to:
http://www.coronadospeedfestival.com/ or visit Holiday Bowl

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Valvoline

Dan Myers, Fearless Off-road Racer

2004-06-23T01:54:00.000+01:00

Dan Myers is no newcomer to the racing scene. At just 24, he's been competing in the off-road racing circuit since he was 16. He recently finished third for Class 1 vehicles in this year's 36th annual Baja 500.

Aside from a minor head-on collision with a Ford Explorer traveling in the wrong direction and the elusive fence post crushed into oblivion by the right tie-rod, the race concluded without major incident. Dan finished in 9 hours, 46 minutes and 19 seconds putting him in 9th place overall.

Calm and tranquil, Dan comes from a long history of racing enthusiasts. His father introduced him to the sport when he was a kid; and, his younger brother has also followed the racing lineage, moving from off-road to NASCAR racing this year after placing 5th in Class 1 at last year's Baja 500.

"There are few things that I enjoy as much as racing," Dan confesses. "I really love being out there on a rugged course, piloting my way to the finish line. I guess I just love the danger and adrenaline rush that comes with being in the driver's seat."

Dan began racing remote-controlled cars at age 10 and quickly moved to racing jet skis. By 15, he had placed well at many of the local races. In 1996, with the help of two sponsors, Toyota of Escondido and Jet Works Racing, Dan competed in the Regional and World Championships. In 1998, he placed first in the Arizona Winter State Championships and fourth in the World Finals.

He began racing off-road in 1997 and drove the family racecar to victory at the Wild Wash 250 with his two brothers in 1998. In 1999, they won the Lucern Valley 400 and finished third in the Score Class 10 points championship.

2000 was the year that finally placed Dan on the map in the off-road racing scene. He and his brother placed first in both the Nevada 2000 and the Baja 2000, a feat previously unattained by another race team. Dan has the satisfaction in announcing he drove 600 miles, including the last 250 miles to win the race by just 19 seconds. Dan has since moved up a notch to compete in Class 1 with a Jimco two-seater powered by a 500-horsepower Chevy V6.

"We have a state of the art, reliable racing machine," he gushes. "When I began creating this car, I wanted to build something to compete with the winning cars. A Jimco chassis won five of the six SCORE desert races last year. Each of those cars had a HP engine and a Fortin transmission. I chose parts that were race proven to win."

Dan takes great pride in discussing the specifications of his vehicle. "It's got a bow-tie Chevy V6 engine built by HP engines," he explains. "It's got 500 horsepower and 450 foot pounds of torque, a Fortin 4-speed transmission, a 4-inch single chamber Flowmaster stainless steel exhaust and 'Lethal Dose' fuel injection. It's also got an Electromotive ignition and 935 CVs and axles. The chassis is a Jimco 2002 with a rear engine and an A-arm suspension. It's got King 3.0 bypass and coil-over shocks at the front for 23 inches of travel and a 4.0 King Kong bypass and coil-over at the rear, good for 22 inches of travel. The springs are made by Eibach. It's got CNC 4-piston brake calipers at all four corners with CNC master cylinders and the lines are Earl's gold with stainless steel fittings. For the tires I chose BF Goodrich 35-inch Project T/A's mounted on Jesse Jones rims."

Racecars certainly need a little more than your standard automobile if they are to compete in such prestigious races as the Baja 500, so Dan also has installed a pair of Hella HID lights and an in-cab adjustable light bar, a Lowrance Globalmap 3000 GPS system, Crow racing belts and Mastercraft seats.

"I work hands-on with the car to make sure everything is done right," Dan admits. "It's not that I don't trust my pit crew, I'm the crew chief as well as the driver."

Dan goes on to explain the meticulous maintenance process before each race. "We prep it like it was a shuttle launch. Almost every part is removed from the car and cleaned. The motor, transmission and shocks are sent back to the manufacturer to be rebuilt and inspected. All the suspension parts, spindles, hubs, CV joints and axles are cleaned, crack checked and inspected. Every nut and bolt is removed and replaced. The bolts are shortened and cut down to size. Each one is anti-seized, Loctite applied, torqued to specification and marked. Every hose clamp is safety wired and marked to ensure it won't come loose. We keep a logbook with a checklist so that nothing is overlooked. Every time the car is at the starting line, it's a brand new car ready to race. It's because of all the tedious details that go into the preparation that we have not had a prep-related failure in any race."

The key to any race is to be prepared for anything, and Dan is thorough in preparation. He keeps a collection of tools, spare parts, tires, dump cans and nitrogen bottles on tap for every event.

Dan is currently studying at Long Beach University, double-majoring in Business Management and Operations Management and he works as the shop manager at Myers Racing, the family race shop.

Keep up the good work Dan, and see you at the 1000!

Full article and pictures can be seen at:
Advance Auto Parts

Tecate SCORE Baja 500

2004-06-07T01:05:00.000+01:00

Who says gas and dirt don't mix?

Baja California has long been known for its picturesque beauty, formidable surf spots, relaxed pace and overall serenity. Chances are, most people have never seen Baja California as the racers and spectators of the off-road races have. The Baja 500 (and its longer counterpart, the Baja 1000) is fast becoming the standard for which all off-road races are measured. Second only to the off-road desert race known as the Paris-Dakar rally, the scenic Baja peninsula and it's unforgiving terrain is a force to be reckoned with.

History
The Baja California races have been an annual recurrence for 36 years now. Originally conceived as the Mexican 1000 in 1967, the few off-roaders who competed were thrill seekers eager to see who could make it down the Baja peninsula in the least amount of time. Their vehicles of choice usually consisted of dirt bikes and dune buggies.

In 1975, Mickey Thompson, founder of SCORE International, together with former Hot Rod magazine publisher Sal Fish (amicably referred to as the "Godfather" of Baja) took over the organization. The race soon became an Off-Road Association event, drawing in crowds who were curious to find out if their car, truck or motorcycle could withstand a beating from the terrain.
The vehicles have evolved considerably since its inception. They have become more powerful and are newer, with the average vehicle being only a few years old. Repeat champions and hopeful finishers have since gathered for the race to test their machines and their own endurance through the rugged, ragged and rocky terrain.

The Course
This year's Baja 500 was a 428.52-mile course that started and finished in Ensenada, Mexico, 65 miles south of San Diego, California. The course traveled in a counterclockwise direction for the first 52 miles and then headed west toward Mexico's Highway 1. >From there, it went south down the highway for approximately six miles before turning southwest and down the scenic Pacific Ocean shoreline. After approximately 75 miles, the course crossed back over highway 1 and wound through the rugged terrain toward Mike's Sky Ranch to the northeast. The course then joined Highway 3 and ran north up the road, eventually departing from the paved section and continuing parallel to the northbound highway through silt beds and rocky terrain. It wound north and crossed Highway 3 two more times before heading back into Ensenada's Deportivo Antonio Palacios baseball stadium to the finish line. The time limit for all competitors to complete the course is 17 hours.

The grueling course crosses nine checkpoints and various unforgiving terrain ranging from deep sand to rocky cliffs strewn with boulders. The road through Baja is a hardcore four-wheeler's dream and an ill-prepared adventurer's nightmare. Obstacles include deep gravel, sand, silt beds, rocks, cactus, fog and the ever-present dust, as well as the occasional over-zealous spectator aiming to snap the ideal photograph or wanting to get a better view from the opposite side of the course. "Code red" is often heard over the radio, signaling that one of those individuals was unable to get out of the path of a careening four by four in time.

The Competitors
It seems as if anyone daring enough to pit themselves and their machine against the forces of Baja is deemed an entrant and a competitor. There were 30 classes of vehicles and the entrants varied between 16 and 75 years of age. Vehicles ranged from 800 horsepower "Trophy" trucks to buggies, Baja Bugs, motorcycles and ATVs.

This year's overall winner was Steve Hengeveld and Johnny Campbell riding a Honda XR 650 R, which crossed the finish line in eight hours, 23 minutes and 36 seconds averaging 51.05 miles per hour. Honda's XR 650 R seems to be the motorcycle of choice for all riders in class 22 (250cc or more), and what the first and second overall finishers were riding.

The fastest competitor on four wheels was Alan Pflueger who raced his Chevy Silverado trophy truck to the finish line in nine hours, four minutes and five seconds averaging 47.25 miles per hour. A relative newcomer to the desert racing scene, Pflueger managed to outrun seasoned veterans Ed and Tim Herbst in their trophy truck, but Troy Herbst and Larry Roeseler were right behind him in their class 1 Smithbuilt-Ford at nine hours, nine minutes and 36 seconds to finish second.

The most competitive class is the 1-2/1600 class. It is considered as such because of the sheer number of entrants in the class, not because they run one another off the course. The class consists of VW-powered single or two-seaters to 1600cc, and this year there were 39 such vehicles. Of the 39 starters who drove these machines, only 29 crossed the finish line. The winner in that class was Rob MacCachren and Danny Anderson finishing in 10 hours, 17 minutes and 57 seconds, at an average speed of 41.61 mph.

The Baja 500 is far from your typical race, or even your off-road race. All of the entrants have a sense of camaraderie and extend their abilities to help their fellow human counterparts conquer the beast that is Baja. On the eve of the race, I noticed one of the entrants in this class changing out the transmission in their vehicle, which had been giving them problems following extensive pre-running of the course. There were many individuals willing to lend a helping hand in completing the task, and they were ready at race time with a new transmission installed in the buggy.

The Race
The Baja 500 is between the "marathon" that is the Baja 1000 and the "sprint" that the San Felipe 250 is known as. It is a race that is well within most people's reach to compete and complete, and the ideal setting for manufacturers and competitors to see what their stuff is made of. It is a race where man and machine face the elements head on and determine their ability. The competitors are essentially racing against the clock and the incredibly treacherous and remote terrain more than they are against one another.

Race day started with the first competitors, those competing in the seven Pro and three Sportsman motorcycle and ATV classes, leaving the start line at approximately 6 a.m. The 17 Pro and two Sportsman car and truck entrants that departed shortly after 8:30 a.m. followed them, launching from the start line in 30 second intervals.

This 36th annual Tecate SCORE Baja 500 saw the most starters in 16 years and the largest turnout in race history, a testament to the increasing popularity and notoriety the event has gained. Competitors came from 16 U.S. states, Canada, Mexico, and as far around the globe as Sweden and Japan to participate in 25 professional and five sportsman classes of cars trucks and motorcycles and ATVs.

Of the 298 total vehicles entered in this year's 428.52-mile race, only 180 were actually able to finish. The rest were left along the sidelines scratching their heads in awe, wondering what could have possibly impeded their ability to conquer the course. Baja is not for the weak or faint of heart. It takes dedication, endurance and a vehicle able to withstand hours of abuse.

Mishaps
No off-road race would be complete without the occasional mishap, and there are a few to be mentioned here. Three of the entrants were disqualified due to illegal passing on the highways and there were two rollovers shortly after the start of the race (the competitors emerged unscathed, though not their egos). There were also reports of people and ordinary vehicles that had succumbed to being in the wrong place (or turn) at the wrong time. With the hordes of spectators present at some intersections, it's surprising there weren't more incidents.

For more information on the Baja 500 and its longer counterpart, the Baja 1000, visit www.score-international.com, and be sure to check out "Dust to Glory," the new documentary on the Baja 1000 from the creators of "Step into Liquid," coming to theaters this summer.

Published article and photos can be seen on the
Valvoline website

Hot Import Nights

2004-03-12T01:47:00.000Z

Car show meets nightclub

It's no surprise that Los Angeles's Hot Import Nights event always brings out the finest in extensively modified automobiles. L.A. is, after all, the birthplace of the underground sport compact tuning scene. But it's not nearly as underground as it used to be. Recently, the Convention Center hosted one of the biggest car shows in the U.S. dedicated to the import tuner scene, and its popularity is growing annually.

16-City Tour
Established in 1998, Hot Import Nights is scheduled to appear in 16 cities this year, the largest planned tour since the show's inception. The premiere show for 2004 took place in the South Hall of the L.A. Convention Center and filled it with extravagant vehicles incorporating every automotive aftermarket feature currently available.

It's car show meets nightclub, and the crowd is filled with Generation X and Y street racers all in a stationary environment. Show cars on display and models signing posters and posing for photos—all accompanied by smoke machines and DJ's spinning the latest Trip-Hop and Techno beats.

These are accurate descriptions of a Hot Import Nights show, but even they cannot prepare you for what you see when you walk through the doors: Honda Civics with C-Class taillights, scissor-hinged doors, side-hinged trunk hatches and carbon fiber hoods. Honda Accords with suicide doors, trunk lid flip kits and split hood kits. Elaborate paint schemes and tricked out interiors in all colors and shades. The engine bays are laden with every aftermarket product from cold air intakes and intercoolers to strut braces and turbo kits. Owners were happy to remove wheels and show off big cross-drilled or vented brake kits. There were no OEM parts in sight.

Car Candy
Approximately 500 highly modified cars and trucks were on display, ranging from MINI Coopers to Hummer H2s. It's not what one would expect attending an event such as this, but they were there in drones: modified suspensions, 26-inch wheels and all. West Coast Customs was there to showcase their Hot Wheels Escalade replete with so many monitors it could put a multiplex to shame, not to mention the sound system (check out the pictures). Mazda and Dodge had a booth there to spread the word on their new offerings to the sport compact scene: the Mazda3 and the Dodge SRT-4.

Hondas, BMWs, Nissans and Mercedes; the imports were definitely well represented. Almost a quarter of the space in the Convention Center's South Hall was occupied by the TWCompetition Crew and featured their highly modified European vehicles: Lorinser and Brabus Mercedes, AC Shnitzer BMWs and a few high-end Lamborghinis, Aston Martins and Porches to round out the exhibit. Familiar Japanese and Korean automakers occupied the rest of the floor space as well as some sporadic domestic cars thrown in for good measure.

The cars featured everything available from aftermarket manufacturers and included a lot of imagination from their owners and body shop specialists. What do we mean by "highly modified"? There was a Honda Civic that looked like a BMW M3, complete with headlights, taillights, grille and side vents. A Honda Civic with Mercedes C-Class taillights and aftermarket Mitsubishi headlights. A pair of Toyota Supras with a host of aftermarket add-ons including nitrous-oxide tanks in the trunk. There was the Miata you couldn't place: Ferrari taillights, Toyota Supra headlights, yellow rally lights incorporated into the front spoiler and both vertical and suicide doors. The interior was brighter-than-the-sun yellow. Wow.

Auto-tronics
The show wouldn't be complete if the latest electronic gadgetry wasn't equally well represented. Almost every car had a slew of monitors in every conceivable place, including the engine compartment. Want to play a game of Gran Tourismo on Playstation 2? Maybe watch a little "Fast and the Furious" from the trunk of a Ford Focus? Enjoy the show.

For those interested, aftermarket products on display were being sold in the surrounding kiosks in case you suddenly got the urge for a Supersprint exhaust like the one on the bright orange Audi TT. The neon lights and smoke machines that were part of the exhibits further enhanced this celebration of customized vehicles on display for judging and for attendees to appreciate.

From the interior to the exterior, under car and in the engine bays, almost every light was a glowing neon color accentuating some of the most incredible fabrications and imaginative creations on wheels. If you've never been to a Hot Import Nights event, chances are you will soon.

Vision Entertainment is seeking to expand Hot Import Nights globally, to cater to the growing demand. Look for shows in Japan, England and Canada in the near future.

Full article and pictures:
Advance Auto Parts