AUTOLIFE Magazine (#4)

AUTOLIFE50YEARS of

HORSEPOWERTHE FORD MUSTANG HAS GIVEN US

MORE THAN A HALF-CENTURYOF AUTOMOTIVE HISTORY

OVER

PM 42206513

autolifemagazine.ca

PLUSYAMAHA STRYKER | FIAT 500 | BMW i8 CONCEPTCANADA’S RESTORATION KING: RUDI KONICZEKOUR TOP MOVIE CAR-CHASES IN RECENT HISTORY

2012 | VOL.1 | ISSUE #4

WHATEVER GETS YOUR MOTOR RUNNING

2 AUTOLIFE | ISSUE #4

AUTOLIFE

- 36 -The old horse has still got some life in her yet. Long may she run!

BY ALLAN FARLEY

FEATURES ::: issue 4

20STRYKE 1By Jason Conley

The all new Yamaha Stryker is a beefy machine built for fun.

44THE ALCHEMIST

By Stuart EastwoodWhen it comes to the art of taking something old and making it new again, Rudi Koniczek is a modern-day Michelangelo.

50LIVIN’ LA DOLCE VITA

By Gerald RiversThe 2012 FIAT 500 series has personality for miles!

66GREATEST MODERN MOVIE CAR CHASES

By Bill RobinsonMany think the classic movie car chase died out in the 70s.

We respectfully disagree!


AUTOLIFEALSO INSIDE ::: issue 4

8 WORD ON THE STREETOver the past 18 months, we re-leased three prototype samples of AUTOLIFE and built it based on the feedback from our readers.

10 IT’S A HARDNOX LIFEHave you ever wanted to open the throttle on your bike without having to worry about getting busted? These guys can make it happen.

12 AN EXPEDIENT ABDUCTIONIn 1958, Juan Manuel Fangio was on the verge of winning his 8th For-mula 1 championship. Too bad he was kidnapped before the race.

16 RE-CYCLINGSo, you’re peddling along on your bike and you come to a steep hill. No problem, just fire up the motor and take that sucker at 65km/h!

18 A D-AIRING INVENTIONThe invention of airbags in cars has been linked to numerous lives being saved. But what about the poor motorcycle riders? Well ...

28 LET’S RIDE!One of the downsides to living in Canada is that we don’t have any professional motorcycle racing. Thank goodness for television.

72 LOOK IN THE MIRRORYour rearview camera can feed an 8.5” screen in your dash or a 3” screen in your rearview mirror. Which do you think would be better?

76 WAKE UP! YOU’RE DRIVING!Studies have shown that driv-ing while tired can be worse than driving while under the influence of alcohol.

80 PHOTO FINISHNASCAR Hall-of-Famer, Cale Yarborough, suffers some major road rage in the 1979 Daytona 500. NASCAR couldn’t have asked for better PR!

- 56 -BMW i8 Concept: If it’s good enough for Ethan Hunt...

14lexus lf-lc concept

26lanny mcdonald’s ride

3017 pick-up trucks for 2012

62vw e-bugster concept

PUBLISHER: 1512489 Alberta Ltd.EDITOR IN CHIEF: Mark G. Bilodeau

TECHNICAL DIRECTOR: Anthony LoweryCREATIVE DIRECTOR: John Hull

ARTISTIC DIRECTOR: Monica CollierDESIGN DIRECTOR: Ryan Fodale

CONTRIBUTING WRITERS: Andy Boedekker, Dan Chilton, Jason Conley,

Stuart Eastwood, Allan Farley, Paul Kane,David Kirkland, Joshua Koenig, Todd Mackie,

Seth Miller, Joe Peskunowicz, Gerald Rivers, Pat Roy,Greg Spielman, Allan Taylor, Dylan Webber

CONTRIBUTING PHOTOGRAPHERS: Mark G. Bilodeau, Mulner-Photography.comEVENT PHOTOGRAPHER: Mike Bradley

COPY EDITOR: Bonny LeungPREPRESS: Dan Boyes

WEB DEVELOPMENT: Sean MunsonMARKETING DIRECTOR: Karen Briggs

ADVERTISING INQUIRIES:Calgary Sales Office

T: 403.703.1915E: [email protected]

AUTOLIFE Quarterly Magazineis published four times per year by

1512489 Alberta Ltd.Box 28007 Cranston RPOCalgary, Alberta T3M 1K4

Return undeliverable items to:BILODEAU Media GroupBox 28007 Cranston RPOCalgary, Alberta T3M 1K4GST# 82953 1060 RT0001

PRINTED IN CANADA BY

All Trademarks presented in this magazine are owned by the registered owner. All advertisements appearing in this magazine are the sole responsibility of the person, business or corporation advertising their product or service. For more information on AUTOLIFE Quarterly’s Privacy Policy and Intention of Use, please see our website at www.autolifequarterly.ca. All content, photographs and articles appear-ing in this magazine are represented by the contributor as original content and the contributor will hold AUTOLIFE Quarterly and its parent company, 1512489 Alberta Ltd., harmless against any and all damages that may arise from their con-tribution. All public correspondence, which may include, but is not limited to letters, e-mail, images and contact information, received by AUTOLIFE Quarterly or 1512489 Alberta Ltd. becomes the property of 1512489 Alberta Ltd. and is subject to publication. AUTOLIFE Quarterly and its parent company, 1512489 Alberta Ltd., may not be held responsible for the safety or return of any unsolicited manuscripts, photographs and other materials. Reproduction of this publication in whole or in part without written consent from AUTOLIFE Quarterly and/or its parent company, 1512489 Alberta Ltd., is strictly prohibited.

AUTOLIFE


WORD ON THE STREETsend us your comments and let us know what you think: [email protected]

I haven’t seen a new copy of your magazine in a while. The last one I picked up had the MINI Coun-tryman on the cover. I hope you have another one coming out soon. After reading the article, I actu-ally went over to Crowfoot MINI in Calgary and took one for a test drive. Truth be told, you made it sound a lot better on paper than it was on the road, but my wife still thought it was a nice little car. Anyway, I’m looking for-ward to the next issue.

TOM SHEELYCalgary, AB.

I just finished reading your article on racing movies [A History of Racing at the Mov-ies, issue #3]. This is the kind of fun stuff I usually see in my Maxim, not a car mag. I loved it! More please!

JAY ORLASKIvia email

I wanted to thank you for doing a review on the Ford Fiesta. I like to read a lot of car magazines, but they’re always reviewing higher end cars that I can never afford. It’s nice to see the pictures and read about how cool they are, but it never really seems to matter because it’s not like I’ll ever be behind the wheel of one of them anyway. The Fiesta on the other hand, that’s something

I could realistically afford, along with most other peo-ple. It was nice to give the little guy some press. It just made me feel validated. Like my opinion might actually count for something. Keep it up, guys.

NEIL GIBSONCalgary, AB.

Please don’t take this as an insult, but I enjoy keeping your magazine on the toilet tank in my bathroom. It’s ex-actly the kind of reading ma-terial I prefer to have handy when nature calls. The other day, I saw my grandson, who is 15-years old, coming out of the bathroom reading my copy of your magazine. Apparently you had a review of some video game he was

interested in. It just made me stop and think that you guys have found a way of bridging a 50-year gap between the generations. Just thought you’d like to know.

STANLEY PUESTOHLvia email

Your list of hybrid SUVs [Fun, Functional & Fuel Effi-cient, issue #3] came in very handy. My wife has been on me for a long time about how we needed to get her a new vehicle, and she was completely fixed on getting a hybrid. I pointed out the Ford Escape hybrid you had listed, along with the fact that it was the only one on the list that was under $40K. So now we’re a hybrid house-hold, but at least it’s still an

SUV. My hockey buddies would have killed me if I had let her talk me into the Prius.

BRIAN CAMERONCalgary, AB.

The article about the alterna-tive method of chroming was quite interesting [Spraying On The Shine, issue #3]. Makes me think of an-other Austin Powers sequel; Chrome Member.

JOE LOCKWOODCalgary, AB.

I still have a copy of your first issue. My favourite thing about that issue was the au-tomotive event calendar you ran in the back. Why did you stop doing that? If there’s any way to make a request, that would be the thing I’d ask for. Bring back the event calendar.

ANDREW MICKELSONAirdrie, AB.

You guys should do an article on this whole Calgary Ring Road situation. It seems like this thing has been in the works forever. I’ve seen entire communities go up, with schools and churches included, faster than it’s tak-ing them to build this stupid ring road. And then, when they finally finish the damn thing, they’re still probably going to design the on and off-ramps the same way they did the Deerfoot. In which case, it’ll still wind up being one massive traffic jam twice every day at rush hour. Gotta love our city engineers!

DON BISBEECalgary, AB.

It’s a

HARDNOXLIFE JUST BEFORE THE SNOW

ROLLED IN, THE GUYS FROM HARDNOX RACING WERE KIND ENOUGH TO INVITE US OUT TO JOIN

THEM FOR WHAT COULD PROVE TO BE THEIR LAST RUN EVER AT RACE CITY IN CALGARY. WE WERE

HONORED TO BE PART OF THE EXPERIENCE.photographs by MIKE BRADLEY & MARK G. BILODEAU


11ISSUE #4 | AUTOLIFEMAGAZINE.CA

On February 23, 1958, what seemed to be just another normal night in Havana, Cuba, turned out to be an unexpected adventure of in-trigue and abduction for leg-endary Formula One race car driver Juan Manuel Fangio.

The internationally known native of Ar-gentina was in the lobby of the upscale Hotel Lincoln where he was staying and was on his way to dinner, when out of the darkness stepped a young strang-er pointing a pistol. “Fangio, you must come with me,” the man nervously in-sisted, and in hopes of helping, a friend who was accompanying Fangio picked up a paperweight and prepared to pro-pel it at the perpetrator only to have the gun turned towards himself while be-ing told, “If you move, I shoot,” at which point Fangio freely followed his assail-ant to an awaiting car.

The world champion racer was in town to compete in the Gran Premio de Cuba that was set for the next day, and his abductor was a member of the 26th of July Movement. Fangio had been to Cuba the prior year for the country’s first ever Grand Prix, a race in which he was the winner and the reason why he was targeted. The rebel leader Fidel Castro considered these events to be a capitalistic cause and sought to not only gain worldwide recognition for his rebel

movement but also to ruin the race by removing its most renowned competi-tor. However, not to be defeated, the then-leader of Cuba, Fulgencio Batista, decided and declared that despite the circumstances, he would not cancel the highly anticipated sporting event.

As his cordial capture was for a politi-cal purpose and nothing personal, Fan-gio was treated rather well during the brief duration of his kidnapping. His ac-

commodations were quite comfortable and he was served more than sufficient meals that included steak and potatoes. Surprisingly, he was even supplied a small radio so that he could listen to the race and the action taking place in his absence, though he opted not to tune in due to personal sentimental reasons. Some say that what happened to Fangio may have been a blessing in disguise, as an oil leak led to a severe slick on the track he would have been lapping were it not for the kidnapping. Sadly, an off the track crash occurred and caused seven deaths that day, along with sever-al injuries among the crowd of 150,000 spectators.

Eventually, not long after the event, Fangio managed to persuade the rebels to release him into the custody of the Argentine Embassy. In fact, Juan Man-uel later expressed that he sympathized with his abductors and their cause by stating, “This is one more adventure, if what the rebels did was in a good cause, then I as an Argentine, accept it.” Oddly enough, he reportedly later maintained a friendship with a couple of his captors when their rebel movement finally suc-ceeded shortly after in 1960. Although, perhaps partially due to the chaos that ensued in 1958 and in the following few races, professional racing was perma-nently removed from the roster in Cuba soon after Castro took over.

An Expedient Abduction:The Kidnapping of a Formula-One Champion

Juan Manuel Fangio

by MARK FORILLO

phot

o: L

otha

r Spu

rzem

FEBRUARY 23, 1958FEBRUARY 23, 1958


Lexus unveiled a new design con-cept for a hybrid 2+2 sport coupe at the North American International Auto

Show in Detroit earlier this year. A driver-focused vehicle that displays a possible future design direction for the manufacturer.

The LF-LC displays the new Lexus design language in its bold interpreta-

tion of the signature Lexus spindle grill and rear architecture. Curves blend smoothly into dynamic angles, creating an engaging interplay of lines, shad-ows and corners.

Framed by a deep aluminium sur-round, the mesh pattern of the spindle grill takes on a 3D form, while function-al air intakes in the bottom corners of the grill demonstrate a fusion of distinc-tive style and engineering functionality.

The daytime running lights are L-shaped and the vertical fog lamps have a fading dot matrix pattern that sug-gests movement. In profile the LF-LC has a powerful silhouette, while overall the lines of the vehicle emphasise di-rection and motion.

The concept car’s glass roof has a lightweight, cantilevered pillar with a glass-to-glass juncture inspired by

MotorCityMagicLEXUS LF-LC HYBRID SUPER COUPE CONCEPT


modern architecture. Distinctive ele-ments include a kick-up window graph-ic and polished aluminum trim. The greenhouse design improves visibility for the driver as well as adding to the sleek lines of the car.

The interior of the LF-LC contrasts the cool ambience of advanced tech-nology with soft textures and organic shapes. The design is driver-focused

and neatly brings together form and function in a coherent whole. The cockpit is designed to feel both open and secure. The driver is surrounded by deeply scooped side panels and a high, curved console, which create a focus on the controls and the road ahead.

Twin 12.3-inch LCD screens provide information and navigation displays. A touch-screen in the center console

is used to control the audio system, climate controls and navigation, with a pop-up touch-screen keyboard for more complex commands. Similar touch-screen surfaces on each door are used to operate the windows, mir-rors, seat positions and personal en-tertainment settings.

The front-engine, rear-wheel drive LF-LC features Advanced Lexus Hy-brid Drive, delivering both driving per-formance and fuel efficiency.

In a time when everything motorized seems to be looking backwards for inspiration, whether it be resto-mods or a new Challenger, another door has been opened for, let’s say, the “starter” enthusiasts. They’re called powered bicycles and they’re begin-ning to make their mark in Calgary as a unique, economical, yet really cool mode of transportation for the gear head at heart.

“It was kind of by accident,” says Pat Roy from The Rod Shop, “We were looking to replace the tacky mini choppers that look like OCC miniatures, with something that looked vintage but could be ridden legally on the streets. We built the first one for the boss as a Christmas gift. It was sitting around one day in the show room when a customer asked if he could buy one. One led to 12 and off to the races we went. The bikes are basically custom cruiser bike frames we have put together by a California-based builder. Then we import single cylinder purpose-built engines, usually 80cc. The rest … tanks, tires, girder front ends … we source separately. As an added option, we chuck out the small peanut tanks and replace them with one-off custom painted vintage European moped tanks.”

The ultimate goal is to provide a distinct method of transpor-tation that is in line with The Rod Shop’s philosophy of making everything go faster. And with the rising fuel prices, this may be the ticket.

Numerous versions of the bikes have been built, some as simple as scalloped tanks to all-out customizations with lights, race mufflers, and slick tires. “Our goal is to get as many of these things out there as possible, then maybe someone will start up a club… a race club.“ says Pat.

More and more people are becoming interested in these as daily drivers during the summer months. They require no registration, no special license, no insurance, and basically are governed by the city bylaws for regular bicycles. The limi-tations being - do not exceed 60km/h, under 18 must wear a helmet, you require front and rear lights for night driving, and no use of the engine on designated bike paths. Other than that, you’re free to roam.

There are online forums showing up all over the place. All large cities are re-classing their bike laws, while parts and accessory suppliers are also getting in on it. These bikes are being built with starting prices at around $1,000 and going all the way up to $5,000, depending on frame choice, paint and performance upgrades.

Anyone who is somewhat mechanically inclined and knows a little about both bikes and engines should be able to convert their old cruiser or a brand new one in their own garage at home. But beware … bikes weren’t meant to be motorized, so please consult a shop before heading out onto the streets. There is a big difference between pedaling at 10km/h to run to the neighbourhood 7-11 and hitting 60km/h on Macleod Trail!

TALK ABOUT RE-CYCLING!INJECTING NEW LIFE INTO AN OLD FAVOURITE.

by PAT ROY


D-air Street is specifically de-signed for use on public roads. The system consists of the Mo-torcycle Kit (MKit) and either an outer waistcoat or jacket. The MKit is fitted to the user’s mo-torcycle and is the brain of the system, featuring a pair of ac-

celerometers, one under the seat, and the other on the front forks. There is also a fall sensor that is physically connected to a display unit on the dash, to show the rid-er’s system information. Inside the cloth-ing garment is the airbag device, which houses two airbags, each with a volume of 12 litres, and two cold automotive-type gas generators run by battery powered electronics, with an average life of 30 hours, and a five-hour charging time.

The system has been designed to pro-tect the spine in conjunction with a back protector, limit movement of the neck whilst rolling, and to protect the upper ab-domen and chest. The unit automatically switches on when the ignition is started, and communicates with the airbags via a two-way radio link. Once activated, the MKit detects the airbags and the connec-tion is signaled to the rider on the display, together with battery life information. The system identifies head on collisions with a 45-degree angle impact or a slide and once triggered, the airbags are deployed within 45 milliseconds. A passenger wear-ing a D-air Street may also be protected by the system. The MKit allows a second-ary garment to be linked so the rider can view the status of the passenger’s system on screen as well.

D-air Street is available in three gar-ment styles - an outer waistcoat, Gore-Tex jacket and a textile jacket, which has re-movable sleeves for all-round use. In ad-dition to the airbag system, each garment has a fitted back protector, with removable shoulder and elbow protection, except the waistcoat. Standard features include re-movable thermal liners, outside pockets and adjustable waistbands.

Following the long-awaited release of Dainese’s D-air Racing suit last year, the Italian brand is now ready to release the road-going version of the system, D-air Street, which is set to go on sale this spring.

A Most D-AiringTechnological Advancement


1STRYKE

The 2012 Yamaha Stryker offers an unparalleled riding experience. The looks are guaranteed to turn heads, while the engine’s performance and sound will keep you grinning all day.

by JASON CONLEY

1STRYKE

Looks can be deceiv-ing. When I was first asked to do the road test of the new Star Stryker by Yamaha, I immediately booted up my laptop and headed for Google

Images to see what I was going to be piloting around. As pictures loaded up on the screen, I couldn’t help but notice the similarity to Harley Davidson’s vener-able Softtail model lineup. However, the moment I clicked the big metric cruiser into first gear, that’s where the similarities ended. While it may look like a Harley, it is definitively the “Un-Harley”.

Like the Japanese car manufacturers, Yamaha has created the “Star” model line to differentiate it from their standard product offerings. The Stryker is the lat-est edition to this very successful family.

Powered by a liquid-cooled 1,304 cc engine (styled to look like a big air-cooled V-Twin by the way), and breath-ing through four intake and four exhaust valves, the big Stryker pops to life with no drama at all. Like most V-Twin mo-torcycles (liquid cooled or otherwise), the Stryker is very cold-blooded. After idling for a few minutes, it was ready to go.

Pulling away with surprisingly light clutch pull, the first thing you notice is

how nimble the bike is. Measuring in at 99.6”, the Stryker is a pretty lengthy ride. A bike this long, with a 21” front tire, and 18” rear (shod with a 210 mm wide tire) would normally feel way more top heavy. However, the Stryker handles even tight parking lots better than expected. The fuel injection is flawless, making throttle modulation a non-issue.

Pulling into traffic for the first time, I was looking forward to opening the throt-tle on the big twin. The engine delivers seamless power immediately. In fact, the power is almost too seamless. The en-gine is so smooth, with no discernable hit

anywhere in the rev range, that I initially felt the bike was underpowered. This sensation was added to by the lack of a tachometer, which is typical of the cruiser market whether domestic or imported, and how quiet the liquid cooled engine is. Only the speedometer tells the story, and for a relatively heavy bike (Star claims a wet weight of 646 pounds), the Stryker moves along at a pretty decent pace. With the ultra quiet engine, I found my-self on more than one occasion thinking I had actually stalled the bike when pull-ing up to traffic lights in town. This isn’t necessarily a bad thing though, as with


ever-increasing attention being applied to noise bylaws, having a quiet V-Twin may be more of a necessity than a nicety in the months to come.

The engine revs cleanly and quickly, all the way to its redline. Now, I use the word “redline” loosely. As mentioned earlier, the Stryker has no tachometer to actually tell the rider where redline is. On one occasion, I bumped up against the soft limiter. It wasn’t an abrupt cut in power like on many other motorcycles, but it was surprisingly easy to hit it with the big powerplant never really signing off.

The most startling thing about the Stryker is the fact that this big 60-degree V-Twin has zero engine braking. How Star managed to create a big V-Twin with no engine braking is beyond me, but they have. Riders of traditional V-Twin motor-cycles may find it a bit hard to get used to, but any rider coming from a different segment of the motorcycle market who is new to the cruiser market, will feel right at home.

The Stryker had exactly zero kilome-ters on it when I first threw a leg over it. The problem with bikes that have no experience is that by the very nature of it, experience must come with time. Be-cause of this lack of mileage, there are a couple of things of note that may fade

with time and miles.Initially, there seemed to be a great

deal of drive lash. It was exceptionally bad in second and third gears doing roll-ons. However, as the ride continued, the transmission seemed to relax a bit, and the lash began to disappear. A few more miles and my guess would be that it would be totally unnoticeable.

A few more break-in miles will also likely help the front brakes a great deal as well. The single 320 mm disc was mushy and offered limited feel. However,

having said that, the brakes were “pre-dictably” mushy, and never once faded. As the pads wear in, there may be a bit more bite offered by the anchor on the front.

The fit and finish on the Stryker is ex-cellent. The paint scheme, done like a traditional hot rod, complete with ghost black flames over a brilliant blue pearl, was smooth and without flaw. The black frame was tasteful, and blended in well with the bright blue paint. The simple gauge cluster in the middle of the wide,

MSRP:ENGINE:

DISPLACEMENT:TORQUE:

FUEL SYSTEM:BORE:

STROKE:COOLING:

TRANSMISSION:FINAL DRIVE:WHEELBASE:SEAT HEIGHT:

CURB WEIGHT:FUEL CAPACITY:

FUEL EFFICIENCY:

$12,599 CDN

4-Stroke V2

1304 cc

79 lb-ft @ 3,500rpm

Fuel Injection

100 mm

83 mm

Liquid Cooled

5-Speed Manual

Belt

1,750 mm

670 mm

293 kg

15 L

5.9L/100km

SPEC CHECK


pull back handlebars contained only a speedometer and the traditional cluster of warning lights. A button on the right handlebar, just below the kill switch, al-lows the rider to toggle through the clock, trip meter, and odometer. The radiator and fan are tucked away between the two forward downtubes on the frame. It is very slender, and the fan isn’t overly loud, though you can hear it over the relatively quiet engine while sitting at a red light.

The seating position was comfortable when moving, with the controls all within easy reach, though the shifter position was a bit awkward, and I found more than once that my boot got wedged un-

der it. It would likely be an easy fix, but if it were my bike, I would definitely need to relocate the shifter to give more clear-ance between the footrest, and my riding boot.

One of the biggest shocks of the ride on the Stryker though was the seat, and its “perceived” seat height. At a mea-sured 26.4”, the Stryker should have been an easy reach to the ground for me, but ironically enough, I found myself on the balls of my feet at red lights and stop signs. Ultimately, this is likely a re-sult of the width of the seat itself. At 5’6”, and with a relatively short inseam, the big comfy seat that feels great when mov-ing, forced my legs far enough apart that

reaching the ground was more difficult than it should have been when stopped. However, for those of you above the height of your average Hobbit, perhaps this won’t be an issue at all.

The suspension (41 mm traditional forks on the front, and a Adjustable Link Monocross rear) was super supple, and handled the potholed streets of Calgary with aplomb. There’s a bit of dive from the front under heavy braking, but never enough to cause concern.

I intentionally rode the bike without looking at the Manufacturer’s Suggested Retail Price, so as to not let the dollars and cents sway my feelings. Upon my return to the dealer, I was pleasantly sur-prised to hear that the Stryker comes with a suggested price of $12,399. That’s a terrific value for such a well-sorted, and well-appointed bike, with such good build quality.

In conclusion, although the Stryker looks very much like the competition, it is completely its own beast. With an elec-tric motor smooth engine, and a com-fortable upright riding position, it would be a perfect mount to ride in town or on the highway. The build quality makes it look more expensive than it is, and if the other models in Star’s lineup are any indication, there will likely be a long list of accessories available from Yamaha to make it your own. And at the MSRP, you’ll have plenty of dollars left over to do just that.


PHOTOGRAPH BY MARK G. BILODEAU


MustachedMarauder

CELEBRITY RIDES

HOCKEY LEGEND AND HALL-OF-FAMER, LANNY McDONALD, SHARES HIS LOVE OF THE OPEN ROAD AND HIS 2007 VICTORY VEGAS JACKPOT.

What has been your favou-rite riding experience to date on this bike?“Well, we’ve done a lot of riding around here, but prob-ably my favourite has been going from here, up over to Going-to-the-Sun Road, around Flathead Lake and then back to our place in Montana. I mean, that ride through there is absolutely spectacular.”

Our understanding is that the McDonald’s are kind of a Victory family?“Oh yeah. I had a Hammer before and now I’ve got the Jackpot, which is a fantastic ride. My sons have a Victory Vegas. I’ve got two boys, so between the three of us, we have two bikes. I’ll go out with one of the boys or they’ll both grab the bikes and take off. It’s been a lot of fun.”

Do you have any great memories in the short time you’ve owned this bike?“An old hockey player buddy of mine, Steve Bozek, and I did the Laughlin River Run. We met Arlen and Cory Ness, which was ... man, I was like a little kid. I mean here we are riding their bikes and all of a sudden we get to meet them. And it was like I was nervous about meeting them because to me they’re the celebrities, you know? But hey, they put their pants on just like the rest of us. It was pretty cool.”

When did you get your first bike?“I never had a bike when I was a kid. I used to just bor-row the neighbour’s, which was just a little Kawasaki 125 ... just a dirtbike, really. And I’d just be roaring around on that. Then I promised my dear wife, all through my playing days, that I wouldn’t get a bike until I turned 50 and the kids were done school. Well, I got it half right. I did turn 50, but the kids weren’t quite finished school. But I just thought ‘Ah, what the hell?’ So I got the Hammer and that was my first bike.”

So your kids didn’t have to wait until they were 50 as well?“Well, now I’ve got grand-sons. Our little guy, he’s seven and he thinks he should get his own bike so he can practice and be ready to ride with grandpa when the time comes. I keep trying to tell him to have a little patience and we’ll get him a bike a little later on. It’s all good fun.”

by Dylan Webber

The Ducati 848 Challenge will again consist of eight rounds and 16 races. The series kicks off at the British Superbikes opener at Brands Hatch before returning to Assen for a third consecutive year. The Cham-pionship then makes its first

visit to the Snetterton 300 circuit before the round of the season at Misano and the famous World Ducati Week.

The second half of the season is equal-ly enticing as the Championship heads to Oulton Park and Donington Park for the first time, with Cadwell Park sandwiched in between before the end of the season finale at Ducati UK’s home circuit, Silver-stone.

The Ducati 848 Challenge heads into its third year, firmly established amongst race fans as one of the premier one-make series ever seen. 2011 saw some incredibly close and exciting racing and 2012 promises to see more of the same.

THE DATES AND VENUES FOR THE 2012 DUCATI 848 CHALLENGE HAVE BEEN ANNOUNCED, INCORPORATING SOME OF THE BEST CIRCUITS IN THE WORLD.

LET’S RIDE!BRANDS HATCH INDY (BSB)

April 7-8-9

ASSEN TT (DCN)May 11-12-13

SNETTERTON 300 (BSB)May 25-26-27

MISANO (WDW)June 22-23-24

OULTON PARK (BSB)July 6-7-8

CADWELL PARK (BSB)August 25-26-27

DONINGTON PARK GP (BSB)September 7-8-9

SILVERSTONE GP (BSB)September 28-29-30

2012 RACING CALENDAR


2012

GMC SIERRA 3500 HD WT

MSRP:ENGINE:

TRANSMISSION:HORSEPOWER:

TORQUE:PAYLOAD:

TOWING:CARGO BOX (LxW):

FUEL CAPACITY:CURB WEIGHT:

$47,740 CDN6.0L V8 SFI6-Speed Automatic 4WD322 hp @ 4,400 rpm380 lb-ft @ 4,200 rpm2,656 kg3,946 kg2,438 mm x 1,285 mm @ wheelbase

136.3L3,240 kgWE STACKED UP SEVENTEEN

PICK-UP TRUCKS AND PUT TOGETHER A SPEC-BY-SPEC BREAKDOWN OF WHAT’S NEW ON THE MARKET FOR 2012.

© GM CORP.

DODGE RAM 2500 HD

FORD F150 XLT

TOYOTA TACOMA

CHEVROLET COLORADO LT

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$34,990 CDN3.5L V65-Speed Automatic 4WD250 hp @ 5,700 rpm247 lb-ft @ 4,300 rpm690 kg2,268 kg1,524 mm x 1,257 mm @ wheelbase83.3 L2,047 kg

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$44,980 CDN6.0L V86-Speed Automatic 4WD360 hp @ 5,400 rpm380 lb-ft @ 4,200 rpm1,499 kg4,218 kg2,438 mm x 1,285 mm @ wheelbase

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MOVINGSALEeverything MUST GO!


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403-538-201915100 MACLEOD TRAIL SOUTHwww.southgatechevrolet.com

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MOVINGSALEeverything MUST GO!

PONYUP!

THIS MAGNIFICENT HORSE HAS BEEN RUNNING AT FULL GALLOP FOR MORE THAN 50 YEARS AND SHE’S STILL NOT SHOWING ANY SIGNS OF SLOWING DOWN.IF ANYTHING, SHEJUST KEEPS GETTINGFASTER!

PONY BY ALLAN FARLEYTHE HISTORY OF THE FORD MUSTANG

MUSTANG

the streets of San Francisco in a 1968 Fastback in the film, Bullitt. The popular-ity of the car in the 1968 movie prompted Ford to release an anniversary Bullitt in 2001 and again in 2009.

“The Fast and the Furious, Gone in 60 Seconds…Hollywood car movies have really ramped up interest,” remarks Matt of the growth of performance Mustangs. “The engineering feats today, that you can deliver over 600 horsepower to the rear wheels…it’s about how far you can push something.”

Another reason the Mustang remains

1961 1964½ 1965 1966

1967

1968 1969 1970 1971 1972

The reasons for to-day’s appeal are as varied as the many models produced. Whether it is a clas-sic or late model, stock or modified, it is a car for the masses,

as Ford intended. It can be a blast of nos-talgia for those with a few grey hairs or an inexpensive machine for the young performance addict on a budget.

“In the 60’s, people were looking for something different,” says Bruce Mitch-ell, owner of The Mustang Shop in Cal-gary, Alberta. “The Mustang could appeal to a lot of people and they maximized the demographics with the V-6 and the V-8 engines. It’s not that much different than today.”

“It’s a sentimental thing,” continues Bruce, who works alongside his son Matt Mitchell at the performance and restora-tion store. “Everyone who is doing a clas-sic has a story, their father had one or they had one...”

Classic Mustang ownership has al-ways had a large following, with plenty of choices in models and drivetrains. Parts are readily available, either used from the many boneyard vehicles to New Old Stock, making it a hobby that can be en-joyed without breaking the bank.

“The first generation, the 65’s and 66’s are the most popular,” says Bruce, of the restoration projects. “Maybe because they were the first, the true essence. Though as technology evolved and time went on, it became a better car by ‘67 or ‘68. The 69’s through 73’s were never really as popular, and there are more earlier cars available. A few people still like the mid-70’s ones, though there is a dearth of parts which is strange because of the sales numbers, but the cars didn’t survive.”

Classic Mustangs may be the ultimate image conjured up when one thinks of the namesake, but a huge part of the Mustang fan base comes from the gear heads and speed demons who are seek-ing models from the 1980’s and newer.

Inexpensive out of the gate relative to other high performance cars, Mustangs deliver bang for the buck like few others.

“I’m a power junkie,” says Matt Mitch-ell, the EFI tuning specialist of The Mus-tang Shop. “If it’s all about stock, I’m the wrong guy. I like to modify. I like cheap speed, and the Mustang is geared to-ward a younger crowd which wants inex-pensive, fast cars.”

Always as comfortable in the movies as on the freeway, Mustangs have been put into memorable roles that translated into more sales. The first big smash was when Steve McQueen raced throughout

in the limelight of American automo-biles is the fact it was never forgotten or tossed aside. There were dark years for the stallion, but Ford remained loyal to the venerable name it had created.

“Ford has been our best friend,” says Bruce. “Coming out with the new model in 2005 renewed interest. And in 2011, they really put it together.”

CONCEPT (1961)Lee Iacocca, Vice President of Ford Motor Company, decided in 1961 that America needed a two-door, four-cylin-der, four-seater sports car to compete with the influx of European sports cars landing on the shores of the Eastern sea-board and being driven off new car lots by youthful, exuberant car enthusiasts who wanted something different, afford-able and sporty. His original paper design was a two-door, mid-engine V4 pow-erplant, fitted with an aluminum body, four wheel independent suspension and bucket seats surrounding a console shift. This design proved to be a little too radi-cal as the Mustang 1, as it was dubbed, as it was more of a racecar than daily driver and would have been too expen-sive to produce.

Back to the drawing board Ford went, and the revamped concept retained little from the Mustang 1, aside from the fact is was a two-door, four-seater with buck-ets and a console, and rear side scoops. Funding was approved for the Mustang to go into production in September 1962.

FIRST GENERATION (1964 ½ - 1973)After a prime-time television adver-

tising spot ran on NBC, ABC and CBS at 9:30 pm on a Sunday night in April of 1964, the march to Ford dealers the following morning was nothing short of astounding. Ford sold 22,000 Mus-tangs on Monday, April 17th and 263,464 Mustangs were delivered by New Year’s Day of 1965. In the first calendar year, 418,812 of the pony cars were on the streets.

The 1964 ½ Mustang was available in two models - coupe and convertible, and


MUSTANG

there were originally three engine op-tions - the 170 cubic inch displacement straight six, a 260 cid V-8 two barrel and a 289 cid V-8 four barrel. The high per-formance (HiPo) 289 cid with solid lifters and a four-barrel, making 271 HP, was added in June of 1964. Transmissions were either a three- or four-speed manu-al, and an automatic.

1965 saw some notable changes: the addition of a fastback, which was the basis for Carroll Shelby’s GT-350. Ford dropped the 260 cid engine, which had been taken from the Falcon, replacing

it with a two barrel 289. A 200 cid six cylinder replaced the original, adding 19 horsepower. The 289 cid four barrel gained 15 horsepower, and the HiPo re-mained unchanged. The interior and ex-terior went through some styling chang-es, and a GT package became available on four-barrel V-8 models.

The Shelby GT-350, introduced in 1965, was a game changer for the pony car. It took the Mustang to new levels of performance, making 306 HP and 329 lb-ft of torque from the 289. It was only available in a fastback.

1966 was a year of minor styling and safety changes. The pony interior de-buted, gone was the old Falcon instru-ment panel, new sheet metal and new colours emerged. All the engine and transmission options remained from 1965, though a cruise-o-matic automatic transmission was available for the K-code HiPo engine option. The Shelby GT-350 remained much the same as the prior year’s model, receiving the styling changes along with the other models, and could be rented from Hertz for the first time.

1973 1974 1975

1976

1977 1978 1979 1980 1981 1982

1971 Mustang Boss 351 Fastback

Henry Ford II launches the Mustangat the World’s Fair in Flushing Meadows, NY,on April 17, 1964. (left)

The Mustang design team works withclay in 1962. (inset)


The 1967 Mustang did have a major redesign. Aside from being longer and wider while riding on the same wheel-base, power front disc brakes using an industry-first dual hydraulic system be-came available, and the front suspen-sion was redesigned and widened for a smoother ride. A new big block 390 cid, 4V 320 HP engine was added to the line-up as well. The GT competition package, available on V-8’s with the GT equipment group, added a stiffer suspension, lim-ited slip differential, 15” wheels and wire wheel covers.

The interiors were changed as well, featuring a new dash, and optional inte-gral air conditioning with the Rally-Pac, tilt-away steering wheel and a fold down rear seat for the fastback.

This was also the year for Shelby to add a model - the Shelby GT-500. It was a 428 cid, making 355 HP and 329 lb-ft of torque. The GT-350 retained the same specs as the previous models.

Changes were minimal for 1968, with the biggest news being the additions of a small block 302 cid 2V option, making 230 HP to replace the 289, a 390 cid 4V

pushing 335 HP, 427 cid Cobra Jet mak-ing 360 HP, and a 427 cid highly modi-fiable 390 HP engine. F-O-R-D lettering was removed from the hood, the disc brakes were improved, and many gov-ernment regulated safety measures were incorporated. Also, two popular regional models were sold - the California Special and the High Country Special.

Shelby added another model in early 1968, a convertible, and in mid-‘68, the GT-500 KR (King of the Road) was fitted with a 428 CJ, using the 427 cid low-riser cylinder head. It pushed out 335 HP with

1983

1984 1985 1986

1987

1988 1989 1990

1991

1992

MUSTANGMU


time a V-8 was not offered in a Mustang. Sales were strong, as buyers were look-ing for small efficient cars. Power options and convenience features were abun-dant.

1975 realized the option of a V-8 again, a 302 making a sorry 122 HP. 1976 was much the same, though the 302 jumped to 140 HP, and was found in the Shelby-styled Mustang Cobra II. 1977 added a T-top option, and there were other minor styling changes. 1978 saw the King Co-bra, only available in a hatchback. It was the last year for the Mustang II.

1993 1994

1995

1996

1997

1998 1999 2000 2001 2002

MUSTANG440 lb-ft of torque.1969 realized another major redesign

for the ‘Stang. Gone was the fastback, renamed “sports roof” for the Mach 1. The car was bigger and longer, with new sleek sheet metal. The interior was re-vamped again, more engines choices were added - a two and four barrel 351 cid, making 225 and 290 HP respectively, and notably, the 428 Super Cobra Jet, cranking out 335 HP with a cold air intake system under the shaker hood.

The Shelby GT-350 was given a 351 cid, and some that went unsold were rolled over and sold as 1970 models. The GT-500 retained the 428 CJ.

1970 saw minimal changes, mostly minor cosmetics and an interior refresh. High back bucket seats became stan-dard and the ignition switch moved to the steering column. The 390 was dropped, and the 351 Windsor was replaced by two and four barrel 351 Clevelands. The Mach 1, Boss 302 and Boss 429 were all available.

Ford decided to do yet another rede-sign for 1971. It became two inches lon-ger and two and a half inches wider. The wheelbase was extended one inch for the first time since the Mustang’s incep-tion. The 200 cid six cylinder and the 428, Boss 302 and Boss 429 were removed from the lineup. Added engines were the Boss 351 (330 HP), the 429 (370 HP) and Ram Air 429 (370 HP). The interior saw a mini-console, new instrument panel and power windows being offered. 1971 saw very few Shelby’s delivered.

1972 was a year of minimal changes following the major redesign a year earlier. The All the Boss models were dropped, though Ford did introduce a new 351 HO, a low compression version of the 351. The last performance model was the Mach 1. Again, few Shelby’s were built for 1972.

The end of an era was about to be ushered in as the 1973 models arrived at the showroom. Small cosmetic changes and the last year of the convertible were about all that happened at the end of the big Mustangs.

SECOND GENERATION (1974-1978)The lost years. Gas prices, govern-ment regulation and a changing market brought Lee Iacocca to the conclusion that the Mustang had to become smaller, lighter, and more fuel-efficient. Thus, the Mustang II was introduced. Its wheel-base was 13” shorter, 19” shorter overall, 4” narrower and 450 pounds lighter than the 1973. A hatchback was also intro-duced.

Powerplant choices were a 4 cylinder 2.3L, a bored-out 2.0L (88 HP) from the Pinto; or a 2.8L V-6 (105 HP) from the European Mercury Capri. It was the first

THIRD GENERATION (1979-1993)The third generation Mustang was com-pletely redone, the FOX platform was introduced, and it proved to be the best design yet. The new 5.0L V-8 was a needed addition to the stable, giving per-formance back to the pony. It made only 140 HP, using a two-barrel carburetor, but it was a sign of things to come. 1980 and 1981 saw little change to the model, so it was in 1982 that the Mustang GT reap-peared, killing the Cobra and Ghia. The 5.0L jumped in horsepower to 157, and electronic fuel injection was introduced. 1983 was a year to add a convertible, the 5.0 added a four-barrel carb, bringing the horsepower to 175, and the inline six was replaced with a V-6 3.8L. The SHO Mus-tang arrived in 1984, using an intercooler turbocharged 2.3L four cylinder with an overhead cam making 175 HP. In 1985, the 5.0L jumped to 210 HP, and the SVO kept pace, making 205 HP.

1986 was the last year for the SVO, as the GT was cheaper to buy and offered more performance. 1987 saw a lot of cosmetic changes and the 5.0L received electronic fuel injection and horsepow-er increased to 225. 1988 was not too eventful, and 1989 saw the 25th Anni-versary Mustang appear. 1990 saw little variation, and in 1991, the four-cylinder engine increased horsepower from 88 to 105. 1992 was also uneventful, but in 1993, a SVT Mustang Cobra was intro-duced, making 235 HP, and there was a SVT-R racing Cobra without rear seats, a radio or sound dampening. It had a tuned suspension, and all 107 of them sold out before it hit the dealerships. This was the last year for the FOX platform Mustangs. They were somewhat collectible as they are highly modifiable.

FOURTH GENERATION (1994-2004)Another major redesign happened for the 1994 models, using the old chassis and powertrains from the previous mod-els. The new platform was named FOX-4, and it had better aerodynamics, was more solid, quieter, had less vibration and it handled better. 1995 saw the Cobra-R

MU


introduced. It was the best performing Mustang to date, using a 5.3L V-8 mak-ing 300 HP and 365 lb-ft of torque. It was also the year Mustang retired the 5.0.

1996 brought forth the 4.6L V-8, mak-ing the same power as the 5.0, and the SVT got an aluminum version of the 4.6, which made 305 HP. 1997 was a carry-over year, and 1998 added 10 ponies to the GT.

1999 was another year to redesign the Mustang, and it received higher horse-power ratings - the GT jumped up to 260 HP, while the SVT Cobra went to 320 HP.

2000 was mostly a carryover from 1999, yet the Cobra SVT-R added a 5.4L 385 HP engine. 2001 was much more of the same, though Ford did make the much-ballyhooed “Bullitt” model, based on the 1968 from the movie of the same name.

The big news from 2002 was the fact a convertible was available again, and the high-performance Roush was intro-duced. It was highly modified and made 360 HP from the supercharged engine. 2003 saw the Mach 1 return to the stable,

making around 300 HP from the 4.6L, and the Roush gained ponies to get to 379, and the GT could be had with a su-percharged, double overhead cam 4.6L, making 390 HP. There was very little change in the 2004 models.

FIFTH GENERATION (2005-Present)2005 was a massive year for the Mus-

tang. A major redesign saw more styl-ing cues from the 1960’s - new body panels, suspension, and motors. It was meant to be a retro ‘Stang and it was a hit with consumers. It could be had in a coupe, convertible and GT. Available in a 210 HP V-6 or 300 HP V-8, the new era of Mustangs had begun. Other than some mechanical improvements and cosmetic changes, not much was differ-ent between the 2005 and 2008 model years, though both the V-8 and V-6 saw some improvement in horsepower. Also in 2008, the Shelby GT-500 returned to the showroom with its 5.4L 540 HP en-gine. 2009 saw a glass sunroof for the first time, and the Bullitt reappeared with a 4.6L 315 HP engine.

2011 was a year for improvement as the 4.6L was retired and a new 5.0L was the answer as it cranked out a whopping 412 HP on premium fuel, and drops to 402 on regular 87 octane. Not to be out-done, the 3.7 V-6 makes 305 HP. The Shelby GT-500 5.4L supercharged en-gine now cranks out 550 HP and 510 lb-ft of torque.

2012’s are much the same as the 2011’s, but the big news is that the Boss is back. The Boss 302 makes an aston-ishing 444 HP and 380 lb-ft of torque. The Laguna Seca version is an all-out street legal race car for those who feel the Boss 302 is just too tame and doesn’t get enough attention.

Save for the 1970’s, the Ford Mustang has outshone almost every other afford-able American-made car in styling, in-novation, performance and, most impor-tantly, admirers. It is a car for the masses that incites passion and desire like few others. It’s a marquee for the ages and the old girl is only getting better with age.

2003

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2009 2010 2011 2012


Entering the calm and welcoming office pro-vides the first clues as to Rudi Koniczek’s per-sonality. Books, collectable automobilia, and vintage toy cars fill the shelves of the book-cases, with the remaining wall space given to the display of prints and high-quality photo-graphs of significant motor cars. A small desk and a couple of comfortable armchairs create

an intimate space ideal for conversation. Shunning a tall pointy hat in favour of a Mercedes-Benz ball cap, Koniczek is pleasant-ness personified. Easy to laugh, and an engaging conversational-ist, it’s quickly apparent he’s that rare individual who derives great joy from his life.

Born in Germany in 1953, Rudi’s childhood was difficult as a re-sult of the enduring effects of the recently concluded war. Grow-ing up, prejudice and bullying were familiar complications and have, in measure, influenced how Rudi views the world. These unfortunate experiences provide the foundation for one of the mantras that guide his life ‒ “Never hurt anybody, and never be hurt by anybody,” a truism that should rightly feature more often in modern life.

Completing his 4½-year apprenticeship with Mercedes-Benz, Koniczek immigrated to Canada in 1966 and settled in Toronto. At this time, Mercedes-Benz automobiles were sold through Stude-baker dealers, as dedicated showrooms and service centers had yet to be established. Rudi’s talent and skill led to his becoming the national troubleshooter for Mercedes, traveling across Cana-da to repair cars and train others in the mysteries of fuel injection and diesel engines. In 1969, he made his first trip to Victoria, a journey that was to direct the course of his later life.

ALCHEMISTThe

All memorable stories involve a journey. Whether attempting to revive a narcoleptic princess, or seeking a misplaced beaker from The Last Supper, a journey can provide either an opportunity to gain self-enlightenment by completing a challenging task, or the promise of a significant reward at the conclusion of the quest. Turning onto a quiet country lane just outside of Victoria, British Co-lumbia, I was anticipating rewards abundant, as I was to meet a wizard. While alchemy hasn’t been the success imagined, the wizard residing hereabout is closer than most, as his extraordinary skills enable him to transmute fatigued metals into virtual gold. Driving beyond the guardian of the gate, I arrived at the home and workshops of Rudi Koniczek, world renowned restorer of Mercedes-Benz 300SL sports cars.

by STUART EASTWOOD photography by ANDREW WARD


Taking the advice of one of his Meisters, Rudi left Mercedes-Benz in 1971 in order to work for himself. Returning to Victoria, he opened his first shop, Pacific Competition Developments, fol-lowed a few years later by Autohaus, a shop that became syn-onymous with the display of interesting European cars on the forecourt.

Rudi’s reputation and knowledge enabled this second company to thrive, which saw him devoting the majority of his time to run-ning the business, rather than actually working on cars, a case of becoming too successful.

Closing Autohaus, Rudi decided to follow his heart and turned to the restoration of Mercedes-Benz 300SL cars. “Always follow your passion” is a belief that informs every aspect of Koniczek’s life, and is often mentioned in conversation. Explaining his out-look he continued, “Money is secondary, and whatever one does should be done strictly for passion, whether in work or love. What I do isn’t work, it’s a way of life, and money will follow passion. And if it doesn’t, you’re still having fun!” Proving the point, Rudi and his craftsmen have overseen the restoration of over 100 ex-amples of the 300SL, as well as completing restorations on a plethora of significant motoring icons, which include Mercedes-Benz supercharged cars from the 1920’s and 1930’s, Bugatti Type 57, Talbot-Lago, and Lagonda.

At the top of a narrow flight of stairs leading from Rudi’s office is his showroom, currently featuring two examples of the Mercedes-Benz 300SL. Despite the passage of nearly 60 years, the 300SL is still able to astonish, much as it did when introduced at the 1954 New York Motor Sports Show. Developed from the successful competition cars campaigned during the 1952 racing season, the 300SL is effectively the first modern supercar.

To understand the significance of the 300SL coupe, it’s nec-essary to understand automotive engineering of the era. In the early 1950’s, American automobile stylists were being influenced by the aerospace industry, with suggestions of tail fins and rocket-themed hood ornaments making their debut. While it all looked a bit Buck Rogers, in reality, engines and suspension systems were still largely based on pre-war technology. Given the considerable distances to be covered in America, large, softly-sprung cars fit-ted with lazy, unstressed engines proved effective and satisfied consumer expectations.

Things were far different in Europe. With their economies dev-astated by the costs associated with the war, the European motor industry desperately needed to generate funds through the expor-tation of cars. With little cash available for research and devel-opment, it was necessary to improve upon existing designs and technologies. While the cars produced were decent, they weren’t intended to be exciting. It was into this climate that Mercedes-Benz launched the 300SL.

Following two years of work with the British Occupational Army, Rudolph Uhlenhaut returned to Mercedes-Benz in 1948. Uhlen-haut had previously been the Technical Director in charge of the racing division; upon resuming his career he became the head of Research and Development. The factory racing program again came under his influence, and a program to resurrect the fortunes of the “Silver Arrows” (the name derived from the colour under which German cars competed; Great Britain-green, France-blue, Italy-red) was soon initiated.

Having gained experience designing tube-frame structures in his time with the British Army, Uhlenhaut believed it was possible to gain an advantage by placing an existing motor into a light-

ALCHEMIST


weight chassis. When completed, the chassis weighed just 181 lbs, and provided the inspiration behind the SL designation, which makes reference to Sehr Licht (lightweight).

The design of the chassis ultimately determined the door open-ings. To ensure longitudinal structural strength, it was necessary to incorporate a high and wide sill, which precluded the fitting of conventionally hinged doors. This was cleverly resolved by plac-ing the hinges at the top edge of the door, making it possible to enter the car by sliding over the sills. While created by engineer-ing necessity, this neat solution to the problem ultimately helped establish the road car’s immortality. Gullwing doors have subse-quently featured on the Canadian-built Bricklin and the ill-famed Delorean DMC-12 although, in these applications, the door open-ings are exercises in vanity engineering.

Into the completed chassis went the inline six-cylinder originally designed for the 300 sedan. Offering a reliable 170HP, the engine proved the perfect choice for the application. Tilting the engine over by 50 degrees made it possible to maintain a clean aerody-namic profile. When entered into competition, the 300SL proved to be entirely successful, finishing second in its first outing in the 1952 Mille Miglia. On its second outing, the Berne Sports Car Prize, the car enjoyed staggering success, taking first, second, and third place finishes. Le Mans was next. Entering three cars, the Mercedes team was rewarded with another one-two sweep, the third car retiring as a result of electrical failure. A one-two vic-tory in the Panamericana, and the subsequent public interest this created, resulted in Mercedes management turning their attention to selling a road-going version.

Drawing from their experience with fuel injection in aero-engine applications, Mercedes developed a mechanical direct injection system for the 300SL. The 3-liter straight-six motor is fitted with a dry sump lubrication system, and develops 215 BHP. Gear changes are accomplished by way of a 4-speed manual box.

With under 2,900 lbs to shift, the car is able to complete the 0-60 mph dash in about 8 seconds and will carry on to 150 mph, performance which remains impressive, even when considered by contemporary standards.

The 300SL Gullwing remained in production until 1957 with 1,400 cars completed. This was followed with the 300SL road-ster which debuted in 1957, a result of the belief that customers desired a more traditional sports car, particularly in places such as California where such a vehicle would find a ready market. A

reworking of the center section of the chassis was required in order to facilitate conventional door openings and had the added benefit of increasing the amount of luggage space available. The roadster continued until 1964 with 1,858 cars being produced.

Testimony to the quality of Rudi’s work is the list of countries from which cars arrive for restoration, with clients in the United Kingdom, Switzerland, Hong Kong, and the United States being accommodated. Koniczek has never advertised, relying strictly on the strength of his reputation. With 63 cars currently waiting to receive attention, there are few flaws in his business plan.

Rudi believes that one of his greatest gifts is the ability to vi-sualize a completed car, in every detail, regardless of how the vehicle is first presented. Whether arriving in a sadly neglected state, or completely disassembled in a set of cardboard boxes, he

is able to see beyond the sadness and neglect, and concentrate on how best to proceed.

In the workshop, all is bright, all is calm, and round yon 300SL individual components are quietly being repaired or refurbished. Rudi has eight craftsmen working with him, the least experienced of whom has been with him for 17 years. “The Friends” enjoy a quiet respect for each other’s talents, the whole predicated by a sense of familiar contentment. With cars in various stages of completion, it’s possible to see just how much attention is dedi-cated to every aspect of the finished car. Once completed, Rudi and the lucky owner will break the car in over the course of a 300-500 mile run on Vancouver Island. Once entirely satisfied, Rudi presents the car with a full one-year warranty.

The question as to which of the current supercars will be feted in the future resulted in an unexpected answer. “The short an-swer is none of them, as it will likely be impossible to find anyone to fix them.” Referencing reliance on engine management sys-tems controlled by computers, Rudi laughingly said, “Who the ‘eff is going to fix it? Modern cars don’t even give you a puff of smoke when the giggle valve breaks.” Warming to the theme, he contin-ued, “If you were to be given a computer that you used 20 years ago, would you be able to make it work? Of course not. Remem-ber VHS or BETA? What are the chances of finding someone who can repair these now?”

Completing the tour of the workshops, Rudi suggested a trip to the “The Vault”. With security a concern, its exact location is a closely guarded secret. Housed in a building that gives no indication of what may lie within, “The Vault” is an exercise in sensory overload. The cars therein are a combination of Rudi’s personal collection, and those of Spirited Automobiles, the com-

pany through which he offers unique cars to an enthusiastic and comfortable audience. Fancy a Ferrari 365 GTB/4 Daytona Ber-linetta? How about sans roof in the form of Daytona Spyder? A Maserati Mistral Spyder may also appeal, being a tad more un-expected. Still undecided? Then choose from an Aston Martin DB6, Porsche Turbo (the right proper scary 1980’s version), Dino, Lotus, or Alfa Romeo. The choice is overwhelming, although you can’t really go wrong with an E-Type Jaguar, which having been described as “the greatest crumpet collector known to man” will soon see you cancelling your eHarmony account.

The need to leave a lasting memento of our presence is dem-onstrated by the creation of art. Classical sculpture, illuminated manuscripts, and the canvases of master painters mark the pas-sage of those who lived and dreamed before us. When historians consider the artifacts and art of the 20th century, their delibera-tions must surely include the automobile, as it shapes every as-pect of our culture. It isn’t unreasonable to believe that future generations will consider works such as the Mercedes-Benz 300SL with the same regard and admiration as we do a Turner painting. Preserving this important aspect of our history is the core essence of what is accomplished by Rudi and his Friends.

Take the opportunity to visit Rudi’s website at www.rudiandcom-pany.com. The video of Rudi driving a 300SL chassis on public roads isn’t to be missed. Follow the link to Spirited Automobiles to view the extraordinary motors currently on offer.

Rudi truly believes that the most important thing he can pass on is his passion for life, particularly in relation to young people. He was fortunate to have been given this gift by his Meisters and the success he enjoys reflects this philosophy. Rudi is a craftsman, a gentleman, and a presence. Our history is in capable hands.


Livin’ITHE 2012 FIAT 500C HAS PERSONALITY FOR MILES!

BY GERALD RIVERS

La DolceVita!

BY GERALD RIVERS

The Fiat 500 is a small, cleverly engineered, cute and peppy auto, originally designed by Dante Giacosa of Italy back in 1933. Production initially began in 1936 on the

500 Topolino (which means “little mouse”) and it was one of the smallest cars in the world at that time. And although this tiny vehicle proved to be very popular in Eu-rope, seeing more than a half-dozen dif-ferent models take to the streets in its tenure, production suddenly stopped in 1977 due to a chain of regrettable cir-cumstances. There were numerous em-ployee strikes at the Fiat plants that year, production began on a line of large gas-guzzlers just when the oil crisis struck, and Fiat acquired rusted steel from Rus-sia that was sorely needed for Fiat 500 auto production. Back then it was a cheap little city car, with over 39 mpg; no won-der it was such a hit until the misfortune of 1977. It then made a comeback in 2007 all over Europe with instant popu-larity, and was now called the Nuova 500. Staying with the times, it had a revamped style and front-wheel drive, with some added weight that gave it more of a stable ride. A few different versions, including

a sporty model and convertible editions, have arrived in North America. The 2012 Fiat 500 has more style and acceleration than its well-liked ancestor.

With Fiat purchasing beleaguered Chrysler in 2010, Chrysler is slowly get-ting back on its feet. The Fiat 500 made its debut in Canada last year and it’s in-credible to see many of them are actually on our streets already. This is an exciting new model that should be accepted with open arms in this country. The Fiat 500, fortunately, has some features that have been modified from the European model for our cities and long highways. Today’s model is about the size of the popular Mini Cooper, but a little taller for more headroom.

Hold onto your hat! The Cabrio 500 convertible is exhilarating from behind the steering wheel once you turn that ig-nition key. There are two buttons above the rearview mirror to control the soft top. Press one button, and you can roll the top down, and into a spoiler position at the back. With an extra press of the but-ton, you can roll it completely behind the rear seats. What’s cool is that you can roll the top down smoothly while the Cabrio is approaching 60 mph. This electronic feature is unique to the Cabrio because other convertibles can’t have their tops


dropped automatically unless they’re moving at a snail’s pace. With the top up or down, this sharp little car zips along the highway with stability, and is much more noise-free than other convertibles.

There is a lot to enjoy about the Cabrio, albeit with a few regrets. One is that it is not a true convertible, in that the Cabrio still has the side framework. So, in actual-ity, it’s more like a large sunroof. It would be far more aesthetically pleasing if this style were available to the public without the side frame. Another setback is that you only have room for small carry-on luggage in the trunk if you plan to keep the top down. Also, with the top down at its spoiler position, the rearview visibility is significantly diminished. However, for many it’ll be worth the trade-off, just to be seen driving this eye-catching little con-vertible.

The 2012 Fiat 500 in North America has the same quickness and even more maneuverability than its European coun-

terpart, with a 1.4 liter engine. 101 hp proves to be plenty of power, thanks to its lightweight of just over one ton. It comes with an optional 5-speed manual transmission for added jump off the line, and fun if you relish the thrill of shifting through the gears. If you’re thinking of pure economy, the Fiat 500 is also avail-able as a 6-speed automatic, producing the kind of mileage that could potentially embarrass many of the hybrids that are currently on the market. It has been road tested to reach as much as 57 mpg on the highway. All three styles, the Fiat 500, Cabrio, and the sporty Abarth (you may have seen Jennifer Lopez driving one in the television commercials) come in at least 14 exterior colours today, and six interior colour schemes.

For Canadian drivers there will be some added and enviable features that come standard over the European mod-el. There is a revamped suspension for the demands of the roads, heavier-duty


brakes, widened front seats, a climate control system, a computerized gauge monitoring tire pressure and a complete steering system makeover for even better highway driving control. It’s simply more solid, comfortable and quiet on the road than its European cousin.

If you are shopping for an economical mini-car, this spry car is highly recom-mended. If you are more of a sports car aficionado, who is still looking for econ-omy, test drive the Fiat 500 Abarth. The Abarth has a turbo-charged engine that generates up to 160 horses, and a whop-ping 170 lb-ft of torque. Once you’re be-hind the wheel of this pint-sized dynamo, you’ll be hooked on it. You may not want to get out of the driver’s seat.

The Fiat 500 is monstrously popular again in Europe. And with their recent ac-quisition of Chrysler, it’s anticipated that this meld of the two giants will have any bugs worked out that might have earned the vintage 50’s models that Fix-It-Again-Tony moniker and turn it into a car worth owning for many years. Given the way this handsome sprite handles, especially with its North American modifications, the Fiat 500 will win over many Canadians. Test drive one today.

500 500C ABARTH

1.4L SOHC16-Valve 4-Cyl

1,368 cu. cm

72 x 84 mm

10.8:1

101 bhp@ 6,500 rpm

98 lb-ft@ 4,000 rpm

30/38 (5-spd manual)27/34 (6-spd auto)

40 L

2,300 mm

104 mm

1,074 kg (5-MTX)1,106.4 kg (6-ATX)

9.32 m

ENGINE:

DISPLACEMENT:

BORE x STROKE:

COMPRESSION:

HORSEPOWER:

TORQUE:

FUEL ECONOMY:(mpg - city/hwy)

FUEL CAPACITY:

WHEELBASE:

GROUND CLEARANCE:

CURB WEIGHT:

TURN DIAMETER:

MSRP:

1.4L SOHC16-Valve 4-Cyl

1,368 cu. cm

72 x 84 mm

10.8:1

101 bhp@ 6,500 rpm

98 lb-ft@ 4,000 rpm

30/38 (5-spd manual)27/32 (6-spd auto)

40 L

2,300 mm

118 mm

1,098 kg (5-MTX)1,130 kg (6-ATX)

9.32 m

1.4L SOHC 16-ValveTurbocharged 4-Cyl

1,368 cu. cm

72 x 84 mm

9.8:1

160 bhp@ 5,500 rpm

170 lb-ft@ 2,500-4,000 rpm

TBD

40 L

2,300 mm

103.7 mm

1,151.3 kg (5-MTX)

11.45 m

$13,495 CDN $17,495 CDN $23,995 CDN


MISSION:i8 POSSIBLE

BY GERALD RIVERS


BMW’s NEWEST CONCEPT CAR MAKES A SPLASH ON THE BIG SCREEN IN THE LATEST TOM CRUISE MOVIE. BUT ARE WE REALLY ONLY A COUPLE OF YEARS AWAY FROM MARKET PRODUCTION OF THIS INCREDIBLE ELECTRIC SUPERCAR?

With the per-ceived changes in the world’s climate in re-cent years, and history of wasteful use and neglect of

our environment, mankind is rapidly los-ing valuable resources, and encroach-ing on our delicate Earth’s ecosystem. The BMW Group has taken on the role as a steward for the sustainability of our planet by creating an environmentally

friendly sports car. Increasing urbaniza-tion is polluting our world, and natural resources are depleting at an exponen-tial rate. The BMW Group developed a think tank, simply calling itself “i”, to find a solution to customers’ desires for a fun car, while striving to minimize impact to the environment. With all this in mind, the BMWi has developed a sports car that is right for the future. The high-tech features for sports car thrills combined with renewable and natural materials, and fuel efficiency may surprise you. BMW Vision Efficient Dynamics is the

focus of the “i” concept. Although this beautiful and practical concept driving machine may seem dichotomous and anachronous, it can be yours in 2014. This vehicle is truly a consummation of the BMWi engineering endeavour of sustainability for our environment, the ecosystem, and our economy while con-currently meeting the desires of a sports car aficionado.

The BMW i8 Vision Efficient Dynam-ics program concept is unique in the ap-proach taken to make a sports car with scintillating speed, efficiency and gas

economy. That may seem an improb-able task, but the BMW i8 team accom-plished this, creating an extremely light and aerodynamic sports car, with a com-bination of a powerful, practical electric motor and a high-performance combus-tion engine – yes, a hybrid sports car! The i8 can hit 100 km/h from a stand-still in 4.8 seconds. It not only has en-viable acceleration that will make you smile, but also while attaining under 3 liters/100 km. The average consump-tion is between 5 and 9 liters/100 km. BMW has achieved unheard of, seem-

ingly contradictory efficiency.The i8 has an exceptional electric mo-

tor. BMW kept to its vision by developing an economical lithium-ion battery-pow-ered motor. It can power the i8 for 20 miles, and can even be recharged tem-porarily by the companion combustion engine. It does require the full recharge, however, from your typical home outlet. The BMW i8’s electric motor sits over the front axle, while the 220 HP three cylin-der combustion engine sits over the rear axle, where it can generate 221 lb-ft of torque. In tandem, this sleek sports car

can reach a top speed of 250km/h. With the two power sources riding low over the axles, this car handles superbly. Its center of gravity is low to the ground, and the weight is evenly distributed. It is exhilarating to drive, as it zips around the curves, hugging the road.

The i8 possesses a dynamic sports car exterior design. It has distinct streamlined edges along the sides, with a sculptured look around its highly ef-ficient and cool-looking large and nar-row radius tires. When viewed from the side, due to its strategic lines and


front end wedge shape, it appears to be moving forward even at a standstill. It is also as light as these sharp lines make it appear, with its patented Carbon Fibre Reinforced Plastic (CFRP) exterior. It has airflow along the car’s two converg-ing sharp edges on each side. It not only looks faster with this design, but is in practice as well, due to the aerodynam-ics created by the streaming airflow. The BMW i8 Vision Efficient Dynamics team had this in mind, and called this design their “C-pillar sweep”, which also holds this amazing car to the ground. The two

doors open like bird wings, to easily al-low occupants in all 2x2 seats quick en-try and exit. The car’s flanks also wedge out below the doors to the rear end, and form sections. Each section has its own colour, which accents the sporty look.

It’s clear from the front view that this is an exciting sports car. There are lay-ers of translucent and opaque modules, interacting sharp, expressive lines that smartly enfold to the front. The tiny headlights are unique to the i8, and enhance the intrigue of this Tron-like car. Don’t let their diminutive dimen-

sions mislead you. They actually emit white, bright laser-like beams for light, and are nearly twice the brightness of typical headlights. However bright, the light is safe for all creatures’ eyes, and uses only half the energy of the stan-dard headlights. The headlights form two sinister U-shapes, and appear as the eyes of this swift beast. This car looks aggressive with a translucent bold black V-shaped line that is along the edges of a lightly tinted transparent cover over the hood that seems to blend with the huge futuristic front windshield.

This transparent cover is strategically placed so that a bystander can actually see various parts inside. The grille has the trademark twin kidney shapes of the BMW, but in keeping with the concept of the Vision Efficient Dynamics, the twin grille is lighted for safety and aesthetics.

The rear end is poised low, like the rest of this car. It has air outlets that permit complete airflow. The bevel of the roof to the rear end that appears to wrap over the oversized space age tires really hold the car to the road at high speeds. The rear end is congruous

to the design of the front and sides of the i8. The theme of one colour per sec-tion continues, and the slender, curved taillights seem to float at the upper end of the rear. The taillights repeat the U-shaped lines of the slender headlight components. The unconventional frame supporting this car is also light, and smaller than the typical frame.

The i8 is the culmination of much forethought and planning by the many dedicated members of the BMW Group, involving several disciplines in science, economics, and various fields of engi-

neering. There are many innovations within this incredible sports car that make it sustainable, and still be a thrill to drive. Your jaw will drop, and your eyes will light up the first time you see it cruising down the road. Once you ex-perience the i8 behind the wheel, it will happen all over again, and your heart will race faster as you sit comfortably in the leather seat with an array of options at your fingertips. Even the instrument panel is composed of renewable and or-ganic materials. You are in for the ride of your life.


E-LECTRIFYINGPERFORMANCE


E-LECTRIFYINGPERFORMANCE

The latest Beetle might be ‘more power,

less flower’, but that doesn’t mean that it’s anything other

than environmentally conscientious, and

that’s especially the case with the E-Bugster

concept, which is powered purely by

electricity.

BY PAUL KANE


Revealed earlier this year at the North American International Auto Show in Detroit, the two-seat E-Bugster continues the latest Beetle’s sporty theme. An electric motor provides 85 kWh of power, which can propel it from 0-100km/h in 10.9 seconds, and yet offer a range of at least 175

kilometers from the 28.3 kWh lithium-ion batteries. Even in a country as large as America, that’s sufficient for the majority of commuters’ needs, while if the E-Bugster needs a top-up, a fast-charging function allows complete recharging in just 35 minutes.

The quick charging is possible thanks to a new Combined Charging System that was developed in co-operation with Audi, BMW, Daimler, Porsche, Ford and General Motors/Opel. This allows charging via single-phase AC sources (for example, a 120-Volt CDN or 230-Volt European domestic out-let) or via ultra-fast DC sources at specific charging stations. To succeed, this will require the development of a uniform in-dustry standard for sockets and plugs and also for the charge controller, so that all charging types can be handled.

Of course, the E-Bugster doesn’t charge only when plugged in; as soon as the driver’s foot leaves the accelerator pedal, kinetic energy is transformed into electricity and stored in the battery. Applying the brakes increases the intensity of re-generation, a function that is indicated to the driver in the in-strument panel. Other instruments include driving range and battery state indicators, and a meter that shows how much energy the driver is requesting via the accelerator pedal.

At 4,278 mm long and 1,838 mm wide, the E-Bugster is the same length as a standard Beetle but 30 mm wider, while

the new roof lowers the height by around 90 mm to 1,400 mm. This helps to give the E-Bugster its more dynamic and sporty look. The low, swept-back windshield ensures maxi-mum visibility, as does the wide rear window, which shows that speedster-style vehicles need not be impractical.

Both front and rear bumpers have been substantially modi-fied from those of the production Beetle. At the front, LED daytime running lights at the outer edges of the central air intake form a C-shape on the left that is mirrored on the right – a signature feature of Volkswagen’s electric vehicle con-cepts. This is also true at the back, where reflectors take the place of LEDs. Beneath the flared wheel arches sit 20” alloy wheels that are adapted from the 18” ‘Twister’ alloys of the production car, with 235/35 tires. Around the bottom edge of the side windows is a chrome strip that loops around the vehicle from A-pillar to A-pillar. From this chrome strip to the top of the E-Bugster’s hard top the height is a low 400 mm.

Inside, the two-seat interior reflects the E-Bugster’s blend of high-tech and sportiness, with sports seats nestling either side of a continuous center console, plus aluminum door han-dles and seatbelt guides.

Starting the E-Bugster is pure theatre; upon pressing the Start button, the interior is bathed in white light, then blue light. It starts with a light pulse in the instrument cluster, from where the light emanates in a millimetre-wide strip, coursing into the doors and around the air nozzles.

If the E-Bugster’s name is familiar, it should be. It takes some inspiration from the Ragster concept that made its de-but at the 2005 Detroit Show, and which itself inspired the current Beetle. The ‘E’ of the name signifies the vehicle’s electric power, and the ‘Bug’ part of the name should need no explanation. The E-Bugster is only a concept at this stage.

by BILL ROBINSON

It might be that it is a dying genre or it might be that there are only so many variations a filmmaker can do, but it seems as if there has been a general apathy towards car chase scenes in movies over the past few decades. They don’t seem to generate the same pulse pounding reactions they once did back in the 60’s and 70’s. Anytime someone is asked about their favourite chase scenes, they fall back on ‘classics’ such as The French Connection or Bullitt. A likely theory is that people revert back to a time when car chases actually got their blood pumping to choose their favourites. But modern technology and visual effects, along with a further developed sense of what action movies can be in the recent era, means that the past couple of decades have arguably produced some of the best chase scenes ever recorded on film. Excitement is always in the eye of the beholder, but here are our choices for the Top 10 Greatest Modern Movie Car Chases.

Movie, movie, on the screen,what’s the best car chase

you’ve ever seen?

10Dukes of Hazzard(2005)

Two beautiful girls and a momentous ending. Sounds like the start of a much seedier story, but it is in fact the reason we chose the city chase scene from the Dukes of Hazzard movie. This is a highly underrated chase scene with some truly spectacular driving. Don’t let the comedic interludes fool you, as the 1969 Dodge Charger known as the General Lee powers its way through city streets and Hazzard County back roads, you will grow to appreciate the skill of the drivers and the power of the vehicles themselves. Just because a movie is hor-rible, it doesn’t mean the chase scene is. Play a high intensity song you really enjoy while having the sound from the movie on mute and watch this chase scene. By the time the General Lee does a free-fall onto the freeway, you’ll be sold.

9Quantum of Solace(2008)

A true staple in actions films over the past four decades or more has been the chases and narrow escapes of James Bond. As the updated theme song by Alicia Keys and Jack White opens the film, Bond’s infamous Aston Martin DBS makes an appear-ance and reminds us why it is one of the most respected cars in the world. It might be the unnerving feeling one gets when driving on mountain roads, coupled with the concept of plum-meting to your death by possibly sliding off the edge, but this chase scene with its use of dusty switchback roads zigzagging their way down the side of a mountain, and the climactic sounds of the pursuing vehicle still revving its engine as it tumbles into oblivion earn this film a spot on the list.

8The Rock(1996)

There is a certain air of 1970’s nostalgia as Sean Con-nery in a 1996 Humvee H1 is pursued by Nicolas Cage in a 1996 Ferrari F355 Spider, flying through the air as they navigate the rolling topography of San Francisco’s narrow streets. Con-nery smashes a parked car and a meter maid scooter into an electric pole, causing it to fall and block the road be-hind him. The savvy Cage, however, detours through a service ga-rage in order to maintain pursuit. Connery then slams into a trolley car, throwing it off the tracks, while Cage has to navi-gate around a team of wheelchair basketball players by smashing through a line of parking meters, sending their contents shower-ing everywhere. For all its cheesy Michael Bay-ness, this chase scene blends a good dose of comedy and intensity.

7Bad Boys II(1996)

The tempo of this film picks up intensely at the 27-min-ute mark with Gabrielle Union’s shot up Chevy Suburban being

10 9

8


chased down by a gang of Haitians who have commandeered a semi-truck laden with a trailer of shiny new cars. In turn, the Haitians are being pursued by Will Smith and Martin Lawrence in a Ferrari 575M Maranello. As they race through traffic on a crowded Florida freeway, the Haitians release the vehicles off the back of their truck, destroying police and civilian vehicles alike. The climax of the chase occurs when one of the released

vehicles remains teth-ered to the semi-truck by a chain and swings back and forth across the freeway like an enor-mous medieval mace. Whether you liked this film or not, you have to admit this scene gets the blood pumping.

6Mr. & Mrs. Smith(2005)

The minivan is the un-cool vehicle we all love

to hate in public, but privately appreciate for its practicality. Any vehicle that can transport loads of people, piles of hockey bags or stacks of groceries deserves a big thumbs up, privately or otherwise. Mr. & Mrs. Smith provides a modest grain of hope to those who secretly desire for the minivan to ever be con-sidered cool. Angelina Jolie and Brad Pitt, both in their under-wear, charmingly banter back and forth as they joust automotive style, careening down an intensely busy L.A. freeway. Oddly,

the scene has them switching several times between a Dodge Caravan and a Chrysler Town & Country while being chased by a trio of BMW 528i’s. It’s the underdog-come-victorious factor that puts it on our list.

5The Transporter(2002)

Jason Stathom is the type of actor who has probably never turned down a movie role in his life, and The Transporter is evidence supporting this theory. That being said, the chase scene at the top of this movie, which begins with a lengthy so-liloquy from Statham about the initial agreement of transporting only three men instead of four and why this was necessary to maintain a tactical advantage, is topped only by the boardwalk chase scene that follows it. There is a free flowing nature to this piece of cinema that includes a great deal of side-to-side ac-tion as the BMW 735iL weaves between traffic along the beach. The conclusion of the scene, where Statham maneuvers off of a bridge onto a passing car carrier in perfect parking position, seals the deal for why this film makes the list.

4The Bourne Identity(2002)

Jason Bourne’s use of a 1989 MINI ADO20 to navigate some of the tighter throughways of Paris really does make the entire chase scene feel like a David and Goliath situation. High marks are given to the choreographers of this scene. Instead of being inundated with burnouts, spinouts and ridiculous jumps, the scene allows for closer calls and tighter escapes. Somehow, given the sheer limitations of the car, the entire chase seems almost realistically plausible, which makes the entire scene that

7

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4


Dukes of Hazzard © Warner Bros. Enmtertainment Inc. All Rights Reserved.; Quantum of Solace © Sony Pictures Canada Inc. All Rights Reserved.; The Rock © Buena Vista Home Entertainment. All Rights Reserved.; Bad Boys II © Sony Pictures Canada Inc. All Rights Reserved.;Mr. & Mrs. Smith © Twentieth Century Fox Home Entertainment, LLC. All Rights Reserved.; The Transporter © Twentieth Century Fox Home Entertainment, LLC. All Rights Reserved.; The Bourne Identity © Universal Home Entertainment. All Rights Reserved.

much more intense. Bonus marks are given for the constant showing of Matt Damon’s relentless shifting because driving a stick like that is what every car enthusiast already thinks they are capable of if they were just given the chance.

3Beverly Hills Cop(1984)

It’s the oldest film of the bunch, but we just couldn’t leave such a unique and classic chase scene off of our list. Eddie Mur-phy clings to cargo chains in a semi-trailer filled with cigarettes as it becomes the ill-conceived escape vehicle for some Detroit hoodlums. The single dome lights atop the police vehicles look like a cross between a coffee can and a hockey goal light. The semi-trailer attempts to hold off its pursuers by sideswiping the cruisers, only to destroy a parked taxi and a vegetable truck. Oddly, a city bus does a 180° spin that is completely unrelated to the chase, but is still a cool stunt. The highlight comes when the semi-trailer turns down a street of parked vehicles and pro-ceeds to obliterate several of them. For its nostalgia, its destruc-tiveness, and its bizarre police lights, this scene needs to be recognized.

2Death Proof(2007)

Most of us have never been hood riding on an old muscle car as it races down a two lane farm road, but for those who have tried, you probably hoped that another muscle car driven by a former stuntman doesn’t start ramming the car you’re des-perately clinging to. This chase scene from Quentin Tarantino’s

tribute to 70’s drive-in movies has the added twist of the chase shifting midway through so that the girls initially being chased turn the tables so that the hunter now becomes the hunted. This is the ultimate cage match between a 1970 Chevy Nova and a 1969 Dodge Charger. Power, action, and brutal savagery en-hance every aspect of this chase scene … and that’s why it ranks number two on our list.

1Ronin(1998)

The chase scenes in this movie between the Peugeot 406 and the BMW 535i are some of the most complex and astounding of all time. When it came to car chases, director John Frankenheimer was the king. (BMW even hired him to direct Ambush, the first installment of their mini-film marketing series in 2001.) Forget the fact they had to shut down unprecedented amounts of Paris streets to film this movie, but driv-ing into head-on traffic, the repeated decimation of expensive vehicles such as Porsches and Mercedes, and finally the reverse drag tailspin Robert De Niro executes to maintain pursuit are just a few reasons why Ronin tops our list of the Greatest Modern Movie Car Chases.

3 2


Beverly Hills Cop © Paramount Pictures. All Rights Reserved.; Death Proof © Alliance Films Inc. All Rights Reserved.; Ronin © United Artists Pictures Inc. All Rights Reserved.

Each year in North America, accidents when reversing ve-hicles claim the lives of more than 225 individuals – mostly small children – and cause approximately 17,000 injuries. A new study reveals that in order to minimize these trag-

edies, vehicles should be equipped with a backup camera system with the related display located in the interior rearview mirror, as opposed to somewhere in the central console.

That’s the primary conclusion of Expo-nent, a leading engineering and scien-tific consulting company, which recently concluded a two-month study evaluat-ing driver interaction and performance

with rearview camera systems. These systems typically consist of a rearward-mounted camera and interior display that provides a view of the area directly behind the vehicle in order to expand rearward visibility and help decrease the rearward blind zone. The displays cur-rently are located in the interior rearview mirror or in one of several in-dash/center console locations.

“A number of previous studies have shown that rear camera systems reduce reversing accidents and that mirror-in-tegrated rear camera displays are more effective than those located in the center console,” stated Douglas Young, Ph.D., who leads Exponent’s Human Factors group in Los Angeles, California, and

oversaw the study along with vision ex-perts Robert Rauschenberger Ph.D., and Genevieve Heckman Ph.D.

“Our conclusions supported these findings, yet also revealed how mirror-in-tegrated displays have additional, signifi-cant advantages,” said Young. “In short, by placing the rear camera display in the mirror, you can increase display usage, improve driver scan patterns, enhance productive gaze durations and minimize reaction times.”

The Exponent study ran more than 70 people through a series of backing maneuvers using three 2011 Ford Edge models equipped with backup cameras. The first vehicle was equipped with an 8” display in the center console, the second

NEW STUDY INDICATES REARVIEW MIRROR IS THE OPTIMAL DISPLAY LOCATION FOR AVOIDING ACCIDENTS WHEN VEHICLES ARE REVERSING

Taking A Good LookIn The Mirror


with a 4.3” display located slightly higher in the center console, and the third with a 3.3” display in the rearview mirror. A sophisticated eye-tracking system moni-tored each driver’s eye movements dur-ing reversing tasks while a computer collected acceleration and brake-dis-placement data.

The study found that those driving a vehicle equipped with the mirror-integrat-ed display had a scan pattern that closely resembled typical behaviours of drivers,

spent more time utilizing the display, had a higher percentage of productive glances to the display and mirrors, and reacted twice as fast in potential accident situations compared with those driving vehicles equipped with displays in the other locations.

Preventing accidents when vehicles are reversing has been a longstanding priority of the National Highway Traffic Safety Administration (NHTSA), which currently plans to impose new regula-tions requiring car makers to equip all new light vehicles with camera rearview

systems and related displays. Currently, car makers around the globe are working diligently to ensure that all new vehicles will comply with the proposed regula-tions.

NHTSA’s initiatives are even affecting the automotive supply base, including Gentex Corporation, a supplier of “smart” rearview mirrors that control glare and house other electronic features, includ-ing displays. Gentex commissioned the Exponent study, primarily based on auto-

maker requests for an evaluation of the mirror’s effectiveness as a location for displaying rear camera video.

“Most drivers agree that the mirror is the safest, most intuitive and ergonomic location for backup camera displays,” said Gentex senior vice president Mark Newton. “But we needed an objective evaluation of display performance and a better understanding of how drivers in-teract with rear camera displays. Based on these findings, we’re confident we can provide the automotive industry with the fastest, brightest, most effective rear

camera displays available.” Gentex believes the Exponent re-

search has implications on future display strategies and vehicle design. As the need to display driver information in the vehicle increases, and as center console displays become even more crowded with info-tainment and other features not required for the driving task, Gentex believes its mirrors are a logical place to display additional alerts and notifications the driver needs to incorporate into the

driving task. “The mirror has always been used as

a display,” said Newton. “It’s where the driver constantly looks for input need-ed to make driving decisions. It’s only natural, then, to deliver additional driver warning alerts via the mirror display.”

In the future, Gentex foresee mirror-borne displays that not only provide rear camera video, but also the alerts and notifications associated with advanced driver-assist systems like lane departure warning, forward collision warning and sign recognition.


A late night, a double shift, or the monotony of the open road – there are many rea-sons for becoming drowsy at the wheel of a vehicle. Re-gardless of the cause, the consequences can be devas-tating on the person, the fam-

ily, friends, colleagues or the vehicle. The proportion of accidents caused by tired drivers varies from one study to another, but is generally between about 15% and 60%. Research also shows that this type of accident is often more serious than collisions caused by other

factors because reaction times are de-layed and evasive maneuvers are not taken.

DEAD TIRED“It has been proven that it can be as dangerous to drive while tired as it is to drive with alcohol in your bloodstream,” says Torbjörn Åkerstedt, sleep research-er and professor at Karolinska Institutet and the University of Stockholm.

During the course of his research, Professor Åkerstedt puts tired people into a driving simulator to study how they react behind the wheel. After first

experiencing the classic symptoms of tiredness, such as heavy eyelids and yawning, many of the test subjects slip into what is known as a microsleep, when they doze off for a few seconds, often without realizing it. To help combat this, Volvo Trucks has developed Driver Alert Support (DAS), a sensor-based system which detects when a driver is drifting off. If the driver shows symptoms of tiredness such as erratic or jerky driv-ing, the system sends out both an au-dible warning and a visual signal.

“The system is invisible if you are driv-ing well,” says Peter Kronberg, who led

Being drowsy behind the wheel is as dangerous as drinking and driving. With a combination of design and technology, Volvo Trucks is contributing to road safety by helping drivers stay awake, alert and in control.

SLEEP DEPRIVATION:A REAL NIGHTMARE


the technical development of DAS for Volvo Trucks. “It isn’t something that will require your attention or unnecessarily distract you while you are on the road. However, when it makes itself known, it does so for a very good reason – to warn you that you are a danger on the road and it is time for you to do some-thing about it.”

However, driving ability is affected in a variety of ways in addition to the obvious consequences of actually falling asleep.

“You think more slowly, you take lon-ger to remember things, you find it more difficult to learn new things and respond more slowly to simple stimuli,” says Pro-fessor Åkerstedt. “Studies have also shown that you lose control over your emotions. Being emotionally unstable is naturally not a positive characteristic when you are behind the wheel since this impairs your judgement.”

TRUCK DRIVERS IN FOCUSIn one National Transportation Safety Board study, 52% of single-vehicle ac-cidents involving heavy trucks were fatigue-related, and in nearly 18% of cases the driver admitted to falling

asleep. The European SafetyNet (2009) Fatigue survey revealed that 60% of all heavy vehicle drivers have experienced drowsiness behind the wheel. However, a recent Finnish study (on snoring and obstructive sleep apnea among drivers of heavy goods vehicles and the effects of sleep deprivation on driving ability) re-veals that truck drivers are less likely to fall asleep behind the wheel than other road users and are involved in fewer ac-cidents per kilometer, but because of the sheer amount of time they spend driv-ing, they are still an important group to examine.

The average long-haul driver sleeps 4.6 nights a week in the cab of his truck, according to surveys carried out by Vol-vo Trucks. This was underlined when the company asked 2,200 long-haul truck drivers to prioritize 15 different in-cab parameters, and top of the list was ‘rest’ and ‘sleep comfort’. Today’s driv-ing and rest regulations for truck drivers can only improve safety if the statutory rest period really does offer proper re-laxation.

“A good driver’s environment is one of Volvo’s hallmarks, but it’s also as much

about another of our core values – safe-ty,” explains Carl Johan Almqvist, Traf-fic and Product Safety Director at Volvo Trucks. “A poorly designed driver’s en-vironment results in poorer road safety, but a driver who is tired because they have slept badly is actually even worse.”

So Volvo has redesigned the bunk area of its sleeper cabs to help drivers sleep better, thereby keeping them more alert behind the wheel the next day. Beds are adjustable, mattresses are available in different firmness levels and there is a choice of overlay mattresses to meet each individual driver’s preferences.

TAKE A BREAKSo, what should you do if you feel you are getting tired while driving? “Drowsi-ness can be counteracted by drink-ing plenty of coffee or taking frequent breaks,” says Professor Åkerstedt. “However, after a break you’re only alert for another 15 to 30 minutes and the more tired you are, the faster you’ll be-come tired and sleepy again after each break. As such, it’s vital to be aware of your tiredness, so that you can choose to act before it gets too late.”


PHOTOFINISH:

Newly inducted Hall-of-Famer, Cale Yarborough, gets into a

scrap with Donnie Allison and his brother Bobbie during the

final lap of the 1979 Dayton 500. Cale and Donnie were battling for first place during the final turn of the very first

nationally televised NASCAR race when they collided,

bumped the wall and then fell out of the race together in the

infield grass. They both got out of their cars to have words

and things got heated between them very quickly. Bobbie Allison, who was already

lapped and out of contention, stopped his car to rush to his brother’s aid. Richard Petty,

who was a half-lap behind at the time of the crash, went on

to win the race.

© R

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© R

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gOne

Mul

timed

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