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AHHH,

RACING!

autoweehJUNE 9, 2014

Cars are Life. Racing is Life.Memorial Day Weekend

Proves it. 15 Pages ofRace Coverage Inside!

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TRUTH & BEAUTY

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LITTLE DID WE KNOWwhen the 2014 Indy 500 started with the

traditional releasing of balloons that it would

yield the races second-closest margin of vict

ry (the closest was 1992 when Al Unser Jr.

edged Scott Goodyear by .043 second) or

that the winning average speed (186.563 mp

would be the second-fastest in race history.

The fastest? Tony Kanaan won the 2013 race

at 187.433 mph. Photo by Action Spo

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Walker collection

for sale

Late actor Paul Walkers

car collection is on the

block, but Fast & Furiousname is verboten:

bit.ly/walker_collection

Hippies, rejoice!

Volkswagen plans to bring

a new Microbus to market

bit.ly/aw_vwbus

Brown survives

massive crash

Racer Antron Brown

escaped uninjured

from this horrific crashat Atlanta Dragway:

bit.ly/brown_crash

Dodge saunters into the scrum for modern muscle-carsupremacy with its shiny, new SRT Hellcat. Boasting asupercharged, 6.2-liter, 600-plus-hp engine, it might have

enough tenacity and force to claw its way past the Camaro and

Mustang.

ONLY ATAUTOWEEK.COM

Inside this issueJUNE 9, 2014

LIKE A CATOUT OF HELL

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JUNE 9, 2014

Autoweek (ISSN 0192-9674), Volume 64 Issue 12, is published every other Monday, except for the second issue in March and the second issue in September, at Crain Communications Inc., 1155 Gratiot Ave., Detroit MI 48207-2997. Periodicals postage paid at Detroit, Mich., and at additionaoffices. Subscription and Customer Service, (888) 288-6954. Subscription price is $34.95 per year. Postmaster: Send address changes to Autoweek, 1155 Gratiot Ave., Detroit, MI 48207-2912. Canadian Post International Publications Mail Product (Canadian Distribution) Sales Agr40012850, GST No. 136760444. Canadian return address: 4960-2 Walker Road, Windsor, Ontario N9A-6J3. Printed in the USA. Reproduction in whole or in part without written permission is prohibited. Autoweek welcomes unsolicited manuscripts and photographs but cannot be held res

their return. All contents copyright 2014 by Crain Communications Inc. All rights reserved. Autoweek allows its columnists the fullest latitude in expressing opinions on controversial subjects so its readers will be better informed. Views expressed are not necessarily those of the publica

LAMBOS WHIRLWIND

Full of power, flash and fun,Lamborghinis Huracn provesa more than worthy successorto the GallardoBY MARK VAUGHN

Inside this issue

START

M5 CELEBRATION

BMW marks 30 years ofthe M5 with a limited-edi-tion Anniversary offeringBY AUTOWEEK STAFF

News flash

CARLIFE

DADS DAY

Ideas for Fathers Day giftsfor all the car-guy dadsBY AUTOWEEK STAFF

Books: Muscle carsand memories

STRAIGHT TRIPPIN

From boots to suits,adventure journalist WesSiler lists the essentialsfor a successful bike trekBY BLAKE Z. RONG

Bikes: 2014 HondaCTX700N

DRIVES

ECOLOGY + FUN

BMWs new i8 axlehybrid is the fun optionfor the eco-conscioussports-car loverBY MARK VAUGHN

Autofile: 2013 SRTViper GTS

COMPETITION

SUPER SPECTACLE

Ryan Hunter-Reay takesthe Indianapolis 500 title,giving him 10 victories forAndretti Autosport and

a lucky 13 career winsBY CURT CAVIN

NASCARS

BIG WEEKEND

Kurt Busch attempts thefamed double and comesup short due to engine

trouble; Jimmie Johnsontakes the Coca-Cola 600at Concord, N.C.BY AL PEARCE

MONACO MAYHEM

Nico Rosberg snapsLewis Hamiltons winningstreak with a hard-foughtvictory in Monaco. Lookslike when all is said anddone, one of them will bethe 2014 F1 champBY ADAM COOPER

Checkered Flag

Racing on TV

DEPTS/

COLUMNS

UNDERTHE HOODRORY CARROLLAutonomy transformationsREVVED UPBUT WAIT, THERESMORE ...

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2014 General Motors. All rights reserved. CadillacEscalade.

PERFECT FOR THOSE

G OING PL ACES.

Stunning 22 aluminum wheels available

Hand-selected natural-finish elm wood availabl

Power, fold-flat third-row seats

cadillac.com/2015-Escalade

5/24/2018 Autoweek - June 9, 2014

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IT TAKES ALL KINDS... Michael Hopson, the self-proclaimed

Indianapolis super fan, pulled out all the

stops for his race-day outfit at the 2014

Indianapolis 500. Word around Indy is

Hopson hasnt missed a 500 since 1994.

He also struts his stuff at Indiana Pacersand Colts gamesin costume, of course.

Photo by Chris Bergin

TRUTH & BEAUTY

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START

UNLEASHED!

DODGE INTRODUCED ITS

most powerful Challenger ever,

the 600-plus-hp SRT Hellcat,

to do battle with the likes of the Ford

Mustang GT500 and the Chevrolet

Camaro ZL1. Production begins this fall.

Exact figures for the supercharged 6.2-

liter Hellcat engine (cool name, no?) comecloser to launch, as does pricing (a 2014

SRT Challenger costs about $41,000). The

Hemi has a forged-steel crank, forged pis-

tons and powder-forged connecting rods.

An upgraded six-speed manual is stan-

dard, while Chryslers TorqueFlite eight-

speed automatic is optional.

Launch control is standard, and the car

uses new, stiffer, asymmetric half-shafts

to minimize power hop while under hard

acceleration.

The new hellion has four driving modes:

default, sport, track and custom, which

alter horsepower, transmission shift

speeds, steering, traction control and

suspension settings.

There are two key fobs: A red one un-locks full horsepower and torque, a black

fob limits the driver.

If your kid wants to drive the car, a valet

mode holds revs under 4,000, locks out

access to first gear, deactivates manual

mode in automatic cars, keeps drive mode

in default, disables launch control and

keeps ESC on.

The 15.4-inch front Brembo rotors are

the largest front-brake package offered in

an SRT car to date.

The exterior has been refined in the

wind tunnel with a new front fascia, cold-

air intake and larger front splitter. SRT

design boss Mark Trostle said his team

looked at the 1971 Challenger for inspira-

tion. Inside the new instrument panel is a7.0-inch driver information display and an

analog speedo and tach.

Options include Pirelli P Zeros, a satin-

black-finished aluminum hood with center

air intake and dual heat extractors, power

sunroof and red seatbelts (a must).

We cant wait to drive it ... and wed

sure be happy to see the Charger SRT get

this engine.c

CHALLENGER SRT MAKES

HELL-CAT OF AN ENTRANCE

BY AUTOWEEK STAFF

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$999910x20 Shelter Logic CExtension or Enclosure kits sold sep$79.99ea.

Save up to $2All DieHardMarine Batteries

On DieHard Starting andDeep Cycle Marine BatteriesReg. 84.99 104.99 with exchange. Available in

FOR A CAR YOURE PROUD TO OWN

Prices effective Wednesday, June 4, 2014 thru Sunday, June 22, 2014. Super Center prices are effective starting at 8 a.m., Wednesday, June 4, 2014 thru midnight Sunday, June 2

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Great Deals On All PennzoilProduKeep Cool Inside Your Car

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Assortment and prices vary in CA.

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$899Automotive Refrigerant 12oz.

High Mileage Leak SealingAutomotive Refrigerant 12oz.

SAVE ON PRODUCTS TO REFRESH AND RESTORE YOUR RIDE.

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BMW CELEBRATESM5 ANNIVERSARY

WITH NEW EDITION

BY AUTOWEEK STAFF

BMW ANNOUNCED ITS NEW

30th Anniversary Edition M5

sedan, saying it is producing only 300

30 Jahre M5s, (30 years of M5) with

just 30 coming here. The special-edition

M5 is offered to the first 29 customers

BMW of North America is keeping one

for now.The 30th-anniversary car uses an upgrad-

ed 4.4-liter TwinPower V8 making 600 hp

40 hp more than the standard M5and 516

lb-ft of torque. Its the most powerful M5

ever. The extra power comes from increased

turbo boost. Drive is channeled rearward

through the M5s seven-speed dual-clutch,

remapped for the increase.

The anniversary car also has the competi-

tion package, including modified exhaust,

lower suspension, sportier steering and ex-

clusive wheels. It also has a dedicated con-

trol module for the Active M Differential,quicker for the track. The 0-60 sprint should

take just 3.7 seconds, BMW says.

All anniversary M5s have a 1/300 identi-

fication number. Your purchase includes a

BMW M Driving School invite for this fall

at The Thermal Club in Palm Springs, Calif.

THEBIG 3-0

START

1985-1988: E28 M5

The first BMW M5 camein 1985 on a modified 535i

chassis with a version of

the M1s inline-six. At the

time, it was the worlds

fastest sedan.

3.5-liter, 252-hp I6, RWD,

five-speed manual

1989-1995: E34 M5

The second gen again usedthe 535is chassis. Power

grew twice: on release and

during a 91 refresh.

3.6-liter, 307-hp I6, RWD,

five- or six-speed manual

3.8-liter, 335-hp I6, RWD,

five- or six-speed manual

1998-2005: E39 M5

This one came after a fewhot Jags and Benzes called

BMWs street cred into

question. Munich respond-

ed with a V8 and Getrag

six-speed manual.

4.9-liter, 394-hp V8, RWD,

six-speed manual

2005-2010: E60 M5

The fourth gen saw a neV10 meant to link the c

to the BMW-Sauber

Formula One team.

5.0-liter, 500-hp V10,

RWD, six-speed manua

or seven-speed sequen

tial-manual

M5 30TH ANNIVERSARY TIMELINE

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MIGHTY E

If the Mercedes-Benz E63 AMGs 550hp and 3.7-second 0-60 time simply isntenough, Benz tuner Brabus can help. Its850 6.0 biturbo is appropriately named:850 is the horsepower output, torque is848 lb-ft. Brabus bores the cylinders to

5.9 liters; adds a precision-balanced billetcrankshaft, new pistons and rods; andmodifies the heads for better breathing.The Brabus can hit 62 mph in 3.1 sec-onds. The AMGs 155-mph speed limiteris gone, so, depending on tires, the carhits between 186 mph and 217 mph.

Brabus added a few aero touches likea carbon-fiber front-spoiler lip and reardiffuser. Pricing has not been announced.

NISSAN FACELIFTS 370Z NISMO

Nissan made moderate changes to

the Nismo 370Z. Alterations include pro-nounced aerodynamic pieces integratedinto the body, restyled forged alloy 19-inchNismo wheels and restyled Recaro seats.A seven-speed automatic with downshiftrev matching is an option for the first time.

In addition, theres a 370Z Nismo Techmodel. It adds a hard drive-based nav sys-tem with 7.0-inch VGA touch-sensitive dis-play, rearview monitor, Bose audio systemand other goodies. The engine remainsthe same: 3.7-liter, 350-hp V6.

ATS COUPE STARTS AT $39KCadillac says its 2015 ATS coupestarts at $38,990, including $995 destina-tion/handling. The coupe has an 0.8-inch-wider track than the sedan, and the roof-line sits 1.1 inches lower.

Roof, doors, front and rear fenders,and fascia are unique to the coupe. Itcomes with either the 2.0-liter turbo fouror a 3.6-liter V6. Barring any changes,the V6 pumps out 321 hp and 275 lb-ftof torque; the four makes 272 hp and 260lb-ft of torque. The ATS coupe goes on

sale at the end of the summer.

IT BEGINS

The countdown to the Bentley SUVsarrival has begun. Bentley is going fullforce to create what it calls the worldsmost powerful and luxurious SUV. Bentleyhas even released a film offering a rarelook at the companys design approach,showing how the new SUVs exterior istaking shape. The SUV goes into produc-tion in 2016 with a range of enginesincluding a plug-in hybrid in 2017. To

see the video, go to newbentley.com

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FLASH

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autoweek.com1155 Gratiot Ave., Detroit, MI 48207-2997

EDITORIAL (313) 446-0324 ADVERTISING (313) 446-60CLASSIFIED (800) 722-7798

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Jake Lingeman,Jay Ramey,Blake Z. Rong

SENIOR EDITOR (Motorsports) Mac MorrisonMOTORSPORTS EDITOR Mike Pryson

ASSOCIATE MOTORSPORTS EDITOR Mike LarsonMOTORSPORTS CORRESPONDENTS Curt Cavin, Adam Coo

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CHAIRMAN Keith Crain; PRESIDENT Rance Crain;TREASURER M.K. Crain;

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UNDER THE HOODDIGITAL \\ SOCIAL \\ CULTURE \\ PROMOTIONS \\ EVENTS

The book has closed

on another Autoweek/ZF

Fantasy Campour fifth

and this was the best yet.

Take the venue (scenic

Sonoma Raceway), add

great cars, incredible driving

instruction, a Keller Estate

winery tour and beautiful

views, and it was a fantasticway to spend Mothers Day

weekend. Racer Scott Pruett

captivated campers with

bench-racing tales and a

sample of his vineyards

award-winning wine. Ourpartners also helped to

make this an unforgettable

experience with plenty of

contributions to campers

swag bagsthey set the

bar high for upcomingcamps. Thanks to all of

those who participated!

Weve been hard at work redesigning

autoweek.com, so keep your mouse at

the ready: Its due to arrive early summer.

Yes, autoweek.com will have the same

great content youve come to enjoy, but

its new format makes searching for

stories simpler, and it will be easily read-

able no matter what device youre using.

We are excited about sharing the new

autoweek.com with youso stay tuned!

REDESIGNED AUTOWEEK.COM COMING SOON

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SPECIAL ADVERTISING SECTIO

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SPECIAL ADVERTISING SECTION

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IN THE LAST SEVERAL WEEKS,

Ive driven a Porsche 918 and a

LaFerrari. If Id been able to put handson a McLaren P1, I could say Ive been

in the holy trinity of modern hypercars.

These three cars are showcases and test

beds for the technologies that many be-

lieve will allow us to keep driving perfor-

mance cars in the face of increasingly

strict environmental standards. Theyre

also proof brain-scrambling performance

isnt necessarily going away.

But what of the other specter haunting

car guys dreams: the autonomous car?

The remaining technical barriers to au-

tonomy are few. Therewill be some regulatory

hurdles. A small num-

ber of consumers might

initially hesitate to let

go of the wheel, but the

writing is on the wall.

Too many people abhor

driving.

What will the La-

Ferrari, 918 and P1

be when the freeways

are packed with tight,

robot caravans? Onceautonomous cars are

the dominant form of

on-road transportation,

how long can we ex-

pect to drive alongside them? A better

question might be whether we want to

drive alongside them. Autonomy will im-

pact every aspect of the car industry and it

will transform the regulatory structure

governing how, where and what we drive.

When most, and eventually all, cars are

autonomous, well be able to rethink safe-

ty and emissions standards because suchcars will be inherently more safe and effi-

cient. But, if we dont want to

be forced into those pods, maybe nows

a good time to think about what we do

want instead.

I recently drove a Morgan Three-

Wheeler lent to Autoweek by a friend

of the magazine. Its classified a motorcy-

cle, so the Morgan doesnt have to meet

NHTSA car-safety standards. Its light and

profoundly engaging, certainly among the

most joyful, affirming driving experiences

available at any price. And its basic design

dates back more than 100 years.

Today, cupholder and NVH preference

poison enthusiast-focused cars. Fu

economy, emissions and safet

standards have their advantages bu

generally have not made cars more fun

But what if a small enthusiast-car indutry could run in parallel to a mainstream

transport-pod industry?

Today, plenty of companies make re

money selling tack and sails even thoug

horses and sailboats were made obsolet

generations ago. Id assume there ar

those among us who still want a bliste

ingly fast and/or fun car with a new-ca

warranty. Id assume people would sti

want to buy Ferraris and Porsches.

Of course, regulators could eventuall

ban driving altogether or enact stric

regulations resulting in a de facto ban

However, car enthusiasts have been su

cessful in carving out regulatory niche

for old cars, as well as for new kit cars an

hot rods.

These cars make up such a sma

percentage of those on the road, for th

most part theyre not worth regulating. A

safety and environmental standards ar

remade to reflect an almost-entirely

autonomous fleet, adding new enthusias

oriented cars to that group could mak

some sense.

I dont see us sharing all the same road

in the long run, but I know I

be happy to leave the freeways to th

autonomous commuter cars if we coul

all agree to set aside the best roads for th

people who really love driving.

rcarroll@autoweek.com

Follow me on Twitter @Rory_Carrol

PUMP THE BRAKES > By Rory Carroll

Morgan Three-Wheeler

A PLACE AMONGTHE AUTOMATONS?

1-888-378-84732014 Tire Rack

FIND

Our unmatched selectioncombined with helpful tools

and reviews means you'll find

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INSTALLWe have over 8,000

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5/24/2018 Autoweek - June 9, 2014

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REVVED U

Breaking Bad II, Competition, Autoweek Staff, May 12

Kudos on your Breaking Bad stories;they were fascinating reminders of thenegative side of racing. As for any readercomplaints, racing, like life, is not allsunshine and rainbows. Keep up thegreat work, Autoweek!Ken Bagenstose Jr., Fleetwood, Pa.

What gets you revved up?Send comments, questions to

awletter autoweek com

Leaned On, Feature,

Rory Carroll, May 12

Why five full pages on Mary

Barra's Washington testimo-

ny? You folks are adding

fuel to the fire created by themindless journalists and politi-

cians who are focused on 12

or 13 deaths allegedly caused

by a faulty ignition switch

these occurred over a decade

during which there were over

400,000 other fatalities from

other causes. Were any of

the motorists killed in these

crashes distracted, under

the influence, or young and

inexperienced drivers?

John Shafer, via email

Eavesdropping on Porsche

Purists, Then & Now, Denise

McCluggage, May 12

In regard to the automotive Purists

among us: I have sat on the wrong

side of the automotive Purist line

(among the Impure?) for the past 25years. When I bought a Porsche, I de-

cided on the 944 Turbo because I loved

its looks and had read a great deal

about its exceptional ride and handling.

Once, a 911-loving friend of the family

called 944s shitboxes. I told him I had

one of those shitboxes. I have found that

life among the Impure can sure be a

grand thing as long as you dont let the

Purists get to you. I wonder how many

people choose certain cars lest they

be called out by the Purists among us.

Bill Rouster, Ypsilanti, Mich.(not Ann Arbor, where the Purists live)

Denise, I used to think like a Purist.

Hated change, wanted only manual

transmissions, couldnt imagine a wo

with a Porsche SUV. But Ive come

to realize that its OK if things chang

because the old way never really goe

away. Its not like Porsche went arou

buying up and crushing all the air-cooled 911s when they had to switc

over to wasser; they just stopped ma

ing them. So if you want your Porsch

with breeze cooling, or the engine in

front, or without the current alphabet

soup of driving aids, just fire up the

Internet and buy one. Hate the curre

BMW M3? Get a cherry E30 and ha

at it. If you cant stand modern creatu

comforts like heat, air and radio, get

Morgan. Or a Caterham or an Ariel. I

has become a world of almost infinit

choice, and thats pretty cool.Ron Parker, Los Angeles

From the Autoweek Twitter@AutoweekUSA

@drewginsburg:

not Tom Cruise

A Hollywood film about Enzo

#Ferrari is in the works, but who

should play him? Pacino? De Niro?

bit.ly/1jAmYcZ

Untouched, Imperfec

Immaculate, Carlife,

Rob Sass, May 12

Theres a certainDatsun 280Zwith four flattires and a badfuel pumpparked in mysemi-enclosedcarport thathasnt seen theroad in 15 yearsIs that some-thing you con-sider a barn findAnd to thinkI almost dustedit last week.Hazel Cotton,

Texarkana, Texas

A 280Z ... barn find

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CARLIFE

STUFF GIFT GUIDE

BETTER OFF DADTHE EXPERIENCE:

DRIVE A TANK

Deep in the woods of ruralMinnesota, Dad can comman-deer a tankyes, a real tankand fulfill his Schwarzenegger

fantasies by driving over acar. He can also shoot fullyautomatic machine guns.Starts at $399, driveatank.com

THE EXPERIENCE:

BONDURANT VIP PROGRAM

The racing-school pioneers at Bondurant

dont just train racers. They can teach Dadhow to evade vehicular threats, pull J-turns,ram through barricades and improve carcontrol in this course.$5,925, bondurant.com

FOR FATHERS DAY, GET YOUR OLD MAN

something hell truly remember. Put him behind

the wheel of a dragster. Throw him the keys to aFerrari. Heck, he can even smash into a car with a Crown

Vic or crush another with a 60-ton tank. While youre at it,

throw in one of the gifts weve paired with each adventure.

THE EXPERIENCE:

EXOTICS RACING

Dad will drive a fleet of Aston Martins, Lambor-

ghinis, Ferraris and Porsches on a dedicatedrace course for as many laps as his heart andyour wallet desire. Professional training and thechance to ride with a drift racer are available.Starts at $199, exoticsracing.com

THE GEAR:

AUTODROMO

PROTOTIPO NERO

A mega-cool revival of the 70sracing chronograph, the over-sized Prototipo harkens back tothe era of fast Can-Am racing.

$625, autodromo.com

THE EXPERIENCE:

FRANK HAWLEYS

DRAG RACING SCHOOL

Frank Hawley is a 30-year drag-racing vetand two-time NHRA world champ. Youllsurely want him instructing during Dadsattempts to master a big-block dragster.$399-$599, frankhawley.com

THE GEAR:

AMERICAN NITRO DVD

Seventies drag-racemayhem is back! inthis schlocky B-grade,drive-in flick gloriouslyremastered for DVD.

$19.95, americannitro.com

THE GEAR:

LEATHERMAN

SKELETOOL CX

It might not fix a tank,but the ultralight, tungsten-coated Skeletool CX

could just save yourday the next time youventure into the woods.$107, leatherman.com

THE GEAR:

AMERICAN OPTICAL AVIATORS

In the 1950s, all of the toughest andcoolest pilots wore these. Theyre stillmade in the goodold U.S. of A afterall these years.

$78, aoeyewear.com

5/24/2018 Autoweek - June 9, 2014

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MARKET

THE LIFE OF THE

AUTOMOBILE: THE

COMPLETE HISTORY

OF THE MOTOR CAR

Steven Parissien, St.

Martins Press, $27.99

Were always a littleskeptical of anything thatclaims to offer a completehistory on a subjectdidwe miss the memo thatstated all further motor

vehicle development hadceased?but The Life ofthe Automobile is one ofthe more comprehensive,and noteworthy, workson the subject to comeacross our desks.

Mechanical minutiae arenot the focus of Parissiensambitious work; instead, heties together the develop-ment of the car and its col-ossal impact on modern

society, with a heavy focus

on the personalities thatushered in the age ofinternal combustion.

Its a necessarily densebook, given the amount ofbackground it attempts to

cram into its 437 pages,and the sheer number offactoids and tidbits youllencounter in a typical chap-ter can be dizzying. Still,the focus here remainsbroad enough to captivatethe history buff with littleinterest in the automobilewhile also offering cargeeks plenty to chew on.Its a feat few enthusiast-oriented works manage

to pull off successfully.

TOP MUSCLE: THE

RAREST CARS FROM

AMERICAS FASTESTDECADE

Darwin Holmstromand Randy Leffingwell,Motorbooks, $50

When Top Muscle saysit focuses on the rarest ofthe rare, it really means it.Try a 1970 Dodge Chal-lenger R/T with a 426Hemi and T/A hood withrear spoiler. Matching-

numbers fanatics can getworked up that only twowere ever builtand theone featured in the book

is the only onethat survives

but non-obses-sives will becontent to sitback and enjoythe photos.

And so itgoes for thebooks 224 pages,containing just enoughwords to provide contextfor the lavishly pho-tographed AMC Trans-AmJavelins, Ford Lightweight

427 Fairlanes andPlymouth Superbirds25cars in all. Like mostautomotive-oriented coffee

table books, TopMuscle follows a simplebut undeniably effectiveformula. And isnt thatexactly what the guys who

crammed massive enginesinto flashy bodies weredoing back in the goldenage of muscle?

1992 FORD MUSTANG

SUMMER EDITION

CONVERTIBLE

SOLD AT $24,200Barrett-Jackson,West Palm Beach, Fla.April 11-13, 2014

Vibrant red with white leather interio

white vinyl soft top and white wheels.5.0-liter (302 cubic-inch) V8, five-speemanual transmission. An as-new examshowing just over 400 miles on the odmeter. With no fade to the paint, scrates or scuffs, this car looks to have beestored indoors all of its life. The interiois as-new, as well; no visible wear to tseats, carpets are fresh. Underhood isclean but not detailed; all thats needeis a dusting of the horizontal surfaces.

STANG MEMORY LANE

Its the Mustangs 50th birthday, so lelook back and reflect on some of thelesser-known Ponies O the Past. TheMustang has had lots of variants andspecial editions throughout its long lifeand Ford has done its best to scour thvaults to find and to reintroduce somethe popular onesand even create a fnew ones in the process. While manyus recall the SVO, the SVT Cobra, theCalifornia Special and its mid-countrybrother, the High Country Special, somare not so easily remembered.

The 1992 Summer Edition had whwheels and an airfoil/spoiler in place oa trunk rack. All of them are said to bered with a white interior. Not surprisingthere was a mix between automaticand five-speed transmissions. Havingbought a virtually new, limited-editionFox-platform Mustang, the buyer nowfaces the time-honored dilemma ofowning an old car with few miles: Do drive it and watch the value go down okeep it as a low-mile garage queen?Maybe its time for a coin toss here.

DAVE KIN

WANT BOOKS

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CARLIFE

CHOOSE YOURADVENTUREWES SILER SIMPLY NEEDS A BIKE,GOOD GEAR AND HIS POOCH

BY BLAKE Z. RONG

Wes Siler is a freelance adventure jour-

nalist and Mad Max-in-training. What does

he take with him on big motorcycle trips,

besides his dog Wiley? Let him tell ya ...

TIRE PUMP AND TWISTED

THROTTLE PLUG KIT:

Ive had the pump and thetire plugger for probably six

years now. One of the biggestpunctures Ive had was on anAprilia RSV4 while riding toLaguna Seca one year forMotoGP. I had a persistentpuncture from before we leftto when we got back, and Ididnt want to buy a new sport-bike tire, which is about $300.So I had to plug it about sixdifferent times throughoutthe trip. Very compact andeffective, its a full tire-service

kit. I dont need to find a gasstation or carry some giant footpumpthis little thing works.(kit, $34; pump, $25 and up)

HYDRATION PACK: KRIEGA

It holds 3 liters of water, whichshould be enough for a wholeday of dirt-bike riding. And itdoes so with a novel suspen-sion system that doesnt carrythe weight through your shoul-ders. So you carry 3 liters ofwater, plus a little bit of luggagein the pocket, and you get thefreedom of movement withoutfeeling that weight. ($139.99)

HELMET: AGV AX-8 DUAL

Its a purpose-built adventurehelmet, with the ventilation ofa dirt-bike helmet and a visorfor high speeds on the highway,as well. One of the lightesthelmets on the market, it hasextremely good field of vision.Its also very comfortable andwell ventilated. Not to mention,it looks cool. ($419.95)

BOOTS: DAINESE

CARROARMATO

These boots are designed foradventure bikes and matchthe Dainese Teren suit (below).They have a strong sole, whichis good for standing on pegsfor hours on end with no pres-sure points. These DaineseCarroarmatos are also water-proof up to 2 feet. ($369.95)

PREPARED MOTORCYCLE TRIP

SUIT: DAINESE TEREN

The most high-tech motorcycle adventure suit onthe market, its designed to work in a full range oftemperature conditionsIve had it in subfreezingsituations and Ive worn it out to Eagle Mountain,Utah, where it was 128 degrees. Its waterproof,well ventilated and, most important of all, extremely safe. I crashed a BMW F800 GS Adventure

at about 30 mph in Moab. I was able to just laugh off the crash.(coat, $599.95; pants, $399.95; back armor, $189.99)

Wes Siler wears a full Dainese suit onan off-road adventure. Back armor (inset)adds flexible protection.

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OF ALL MOTOR-

cycle manufacturers,

Honda seems most proactive

about pulling new riders into

the sport, with eight different249cc, 471cc and 670cc starter

bikes debuting in the last two

years. Latest is the CTX700N,

a $6,999 crossover cruiser

based on the NC700X me-

chanicals (2-Wheel Low-

down, Dec. 10, 2012). A

fairing-equipped CTX700

touring model costs $7,799.

Core technologies include

a low-revving 670cc parallel-

twin engine (borrowing Fit

car engineering) with a Texas-wide torque curve perfect for

unhurried city riding, a low-

slung steel chassis that per-

mits a 28.3-inch seat height

for beginning-rider confidence

and a six-speed manual gear-

box. A six-speed dual-clutch

automatic, packaged with

ABS, adds $1,000.

Wait a second. A dual-clutch tranny

on an entry-level cruiser? Doesnt Honda

know those belong on Astons and Ferraris?

In this case, the rationale is a bit different:

The system eliminates needing

to master the black art of

motorcycle throttle, clutch,

shifter and brake control.

This bikes riding experi-ence is essentially the sum

of its component parts. Accel-

eration is sprightly but not

dramatic, and the low seating

position is convenient but

compromised by forward-

mounted footrests that some-

times dragged our heels on

the ground while cornering.

And the available DCT

offers dutiful, rather than

lightning-quick, shifts.

In the more nimble NC-700X, the long-stroke engine/

DCT formula works rather

nicely. In the CTX700N cruis-

er, though, the whole package

feels rather milquetoast.

But maybe thats the point.

Certain buyers will really

dig the easygoing power,

low seating and no-brainer

transmission. For those with such modest

expectations, the CTX700N merits a

line from Farmer Hoggett in Babe:

Thatll do, Pig. Thatll do.

SUM OFITS PARTSEXPECT EASY RIDING

FROM THIS HONDA

BY JOHN L. STEIN

BIKES2014 HONDA CTX700N

Driving a classic

is like speaking a lost language.

It grabs you

and demands your attention.

In a classic

you know when the engines running.You feel the ride.

Fast seems faster

turning heads is inevitable

you always take the scenic route

and getting lost is part of the plan.

Because no matter where you go

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We believe lifes better in a classic.Thats why we offer better insurance

coverage built especially for classicand claims handled by classic carexperts, at rates up to 45%* lowerthan everyday insurance.

*Figure based upon 2013 consumer data collected by Hag-

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LLIFFFEEESSSSBBBBBEEEEETTTTTTTTEEEERRRRIIIINNNNAAAACCCCCLLLLLAAAAASSSSSSSSIIIICCCC.

F TUR SFuel-injected, liquid-cooled parallel-twinwith inclined cylindersfor low center of gravity.

Cruiser-style riding withlow seat, pullback han-dlebar and forward-

mounted footrests.

BASE PRICE: $6,999ON SALE: Now

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DRIVES

ALL PREVIOUS LAMBORGHI-

nis were beautiful things with

enormous engines that helped

them go very fast in a straight line. With

the Huracn launch, those beautiful things

can now turn and stop, too.

So while the Ferrari 458 has been the

alpha dog in the super-sports-car class formany years, Lamborghini might now be

ready to eat at least some of Ferraris

lunch: not all of it but definitely a veggie

side dish or appetizer. It might also steal

something from McLarens hors doeuvre

tray. Thats because the new Huracn can

actually go around a cornerfairly quick-

lywithout understeering into the gravel

trap. This miracle is credited to exactly

what Lamborghini engineers and designerschanged when making the wildly popular

Gallardos V10-powered successor.

2015 LAMBORGHINI HURACN

OR JUST CALL THIS V10BEAST HURRICANEITS EXACTLY WHATTHE NEW GALLARDOSUCCESSOR FEELS LIKE

BY MARK VAUGHN

OO-RAH

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The Huracn (say, Oo-Rah-Kahn or

just go with Hurricane) is all new. First

off, its built around a new hybrid chassis,

meaning an aluminum/carbon-fiber mix.

Carbon fiber makes up the rear bulkhead,

part of the door sills and the entire trans-

mission tunnel. The rest of the frame and

all outer skin is aluminum. The car weighsjust 3,377 pounds in U.S. speca good

start for power-to-weight ratio.

Speaking of power, the Huracn gets

a new 5.2-liter naturally aspirated V10

mounted longitudinally just forward of the

rear axle. Using both direct injection into

the cylinders and normal injection into the

intake manifold, it makes 610 hp at 8,250

rpm, the peak coming a couple hundred

revs before redline. A new seven-speeddual-clutch transmission sits behind the

rear axle, and power goes to all four wheels

through an electrohydraulic multiplate

clutch. Normally, the rear axle gets 70

percent of the torque, but this varies,

depending on need, from 50 percent

front to 100 percent rear.

If youve ever driven a Gallardo on a

track, youll be somewhere between ple

antly surprised and gobsmacked at thedifference. There are several reasons. Fo

instance, what was known simply as

-KAHN!

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DRIVES

power steering is now Lamborghini Dy-

namic Steering; it continuously varies

the ratio from 9.1:1 to 17.1:1, increasing

the rate at which the electric motor moves

the steering rack. New magnetorheological

dampers control the double-wishbone

suspension, changing instantly dependingon what the electronic control unit tells

them to do.

That decision is based on input from

the new ANIMA system (Adaptive Net-

work Intelligent MAnagement); it takes

input from several sources, including three

onboard accelerometers and one gyroscope

to decide on appropriate action. The driver

has influence, too, setting a steering wheel-

mounted ANIMA switch either to strada,

sport or corsa.

We got 16 laps around southern Spains

3.4-mile Ascari circuit, a fine club-racingtrack with several fun on-camber bowls.

The track was almost too easy to drive be-

cause the banking is so steep and so canted

toward the inside of the turns. It would

be really, really hard to make a mistake

the banking practically drives the car for

you. Nonetheless, we were able to get the

Huracn to slide just a little bit. Lambor-

ghini requested we leave on the electronic

stability control during our drives. Yet,

even with it off (we heard, ahem), there

still seemed to be some ESC intervention.

We tried all three of the ANIMA modes,

and both manual and automatic transmis-

sion settings. Ah yes, the transmission,

what a dream. Working the steering wheel-mounted paddle shifters was so smooth,

the car never so much as hiccupped even

when we shifted in the tracks fastest and

tightest corners.

Try that in an Aventadorthe changes

in torque delivered to the wheels make it

move all over the place.

The only time we got any untoward ac-

tions from the Huracn was when we were

accelerating from one corner and transi-

tioning to the next, with the AWD trying

desperately to apportion torque to the front

axle. At that point, the car yawed a fairamount as the front axle gradually got that

torque. It made us wish for a simple rear-

drive configuration with a limited-slip rear

diff for better corner exits.

But the turn-in to those corners was pre-

cise for a Lamborghini. It wasnt as precise

as the 458 or the new McLaren 650 S, but

it was good. The ANIMA computers corsa

setting was the best on the racetrack, of

course, and even when we forgot to set the

shifter to manual mode, we found in auto-

matic that downshifts came quickly when

entering a corner and closer to redline than

we would have gone (we upshifted at 8,000

rpm; the automatic mode did it close to

the 8,500-rpm-or-so redline).Later, driving

on mountain

roads, we found

the Huracn

equally thrilling

over the in-

evitable bumps

and dips as it

had been on the

billiard-table-

smooth Ascari

surface. Youd

still enjoy itwithout being

beaten up too

much, even when in strada mode.

Add this to your short list of sports cars

to consider if you have a quarter of a mil-

lion dollars to spend. As Lamborghinis

chief engineer Maurizio Reggiani said of

Ferraris 458 builders, They have much to

be worried about.c

2015 LAMBORGHINIHURACNON SALE: Late summerdeliveriesBASE PRICE: $243,000DRIVETRAIN: 5.2-liter,610-hp, 413-lb-ft V10;AWD, seven-speed dual-clutch sequential manualCURB WEIGHT:

3,377 lb0-60 MPH: 3.2 sec (mfr)FUEL ECONOMY (EPA

CITY/HWY/COMBINED):14/20/16 mpg

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DRIVES

QUICK

& CLEANBMWS I8 HYBRID OFFERS THE BESTOF BOTH WORLDSBY MARK VAUGHN

AS THE WORLD TRANSITIONS

from gasoline to whatever comes

next, we expect many interim propul-

sion sources. This doesnt necessarily

mean a Toyota Prius in every driveway.

A chosen few can have their cake, eat it

and then drive one of these.

Consider the BMW i8, the German

carmakers best combination of ecology

and flat-out funits a hybrid-electricsports car that can maximize both ele-

ments. Imagine a really, really fast, good-

looking Prius. Actually, no, dont think

of it that way. Imagine a hypercar like

the Porsche 918, McLaren P1 or LaFerrari

costing only one-sixth as much. The

worlds fourth-fastest hybrid. And even

in fourth place, its still fast.

Its no Prius.

BMW calls it an axle hybrid, meaning

the front and rear axles are driven indepen-

dentlysimultaneously and sometimes

in an alternating fashion. Its complicated,

but if you want to know, a screen perched

on the dash details which engine/motor

does what at any given time. Watching it

might drive you batty, though. Better to

step on the gaser, throttleand enjoy.

A 1.5-liter turbocharged three-cylinder

gasoline engine spins the rear axle and

powers the rear wheels through a six-

speed automatic transmission.

The rear axles drivetrain includesan electric starter-generator that helps

to smooth the transition between the

gasoline engines starts and stops.

At the other end, the front axle gets

a big, meaty, fire-hydrant-sized electric

motor making 129 effective hp and up

to 369 lb-ft of torque.

Both drive systems are computer con-

trolled. Various algorithms mix and match

the powerplants as needed. Generally, it

means electricity alone drives the front

wheels and powers the car in the city at

speeds lower than 40 mph.

Above 40 mph, or when you floor the

throttle, the rear gasoline engine kicks

in. At freeway speeds, the gasoline engine

powers the car until you floor it; then the

front electric motor also kicks in. No

mechanical connection exists between

the front and rear axles.

Total output for both powerplants is

357 hp and 420 lb-ft. With an 11-gallon

fuel tank for gas and a 5-kWh battery forelectricity, the car has a 22-mile range on

pure electric and 310 miles combined.

Its also a production car that looks just

like its concept. The concept debuted at

the 2009 Frankfurt show, and the produc-

tion car you see here has stayed remark-

ably close to the show cars swoopy, wing-

ed look. Like that concept and like the

i8s smaller, meeker i3 sibling, the produc-

tion car rolls in high technology.

The main passenger cell is made from

carbon fiber with aluminum extrusions

protruding front and rear to cradle the

2014 BMW I8

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engine in back and the motor in front. T

whole car weighs 3,275 pounds.

Those who prefer that swoopy show

cars be built just as they are should be c

ful what they wish for. A concept car ju

needs to look good. You dont have to li

with it. If you did, you would notice a feflaws you were too smitten to notice ea

er. For instance, the i8s doors dont ope

up far enough to be out of the way and t

let you get in and out easily. You could

conceivably crack your noggin every

time you tried to get in your beautiful i8

Getting in is easier than, say, a Group C

race car, but it still takes more articulat

than most conventional sports cars do.

With the big wing door open, lean yo

upper torso back while simultaneously

oozing your inside foot into the footwel

Then lower your keister onto the high,wide, carbon-fiber sill and slide across in

the seat. Finally, bring the remaining le

inside and reach way up and close the d

Once inside, the seats arent particul

comfortable, but you get used to them. W

never did find an adjustment we felt wa

really right. Maybe you will.

A big four-color screen above the das

controlled by a single knob on the cente

console. Yes, it can drive you nuts unles

youve mastered it from other BMWs. If

you have, youll like this ones pretty co

ors. A low, concept-car roof seems to lim

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visibility at first, but, once youre under-

way, it isnt a problem. Dont be put off

when youre sitting in the car at the dealer.

Start the car with the push of a button,

pull the shifter back and youre off. Around

town, its nearly silent as it starts off in all-

electric mode. Torque is fine for stop-and-

go slogs between traffic lights. No one will

know youre there from the sound.

However, an i8 draws cellphone cam-

eras aplenty. Everyone smiles and waves.

Kids chase the car down the street. Dogs

bark approvingly. Birds drop from the sky,chirping the whole way down and pointing

with one wing. The i8 is a beautiful thing.

On mountain roads, it comes alive.

Knock the shifter to the left and you get

sport mode. It quickens steering and throt-

tle response, stiffens dampers, sets regen

in the brakes to max and even increases

the engine sound. Pull the left paddle shift-

er back a couple times and have at it.

While steering is light around town, it

has more weight at speed. When the three-

cylinder gas engine kicks in, it does so

smoothly, so much so you wouldnt notice

it if not for the somewhat raspy sound it

makes at low revs. BMW engineers say

they amplified pleasing frequencies of

the sound and broadcast it through the

cars audio system. While it is less enjoy-able at low revs, at higher rpms, it makes

the 1.5-liter three sound like a racing V16.

The car corners exceptionally with al-

most no noticeable roll, like a new 911 but

with a seemingly lower seating position.

At speed, steering on twisty roads is im-

mediate and precise, much more so than

you might expect unless you drive a Ferrari

or Porsche every day. You expect some lag

or roll somewhere in the system, but its

not present in the steering or chassis.

Several times, it feels like theres an odd

delay when we power out of corners, as ifthe computer is deciding which and how

much engine and motor to use. The delay

is a bit disconcerting, especially since this

is such a great sports car in every other re-

gard. Once it chooses, though, youre off.

At the handling limit, we detect a small

amount of understeer, but it isnt enough

to intrude on canyon-carving fun. We also

would have liked the throttle and brakes to

be smoother and more linear in their pro-

gression. As it is, they are a little touchy at

the top of travel, something we never get

fully comfortable with in a long days driveover great roads.

Almost no one on Earth can afford a

918/P1/LaFerrari. At $135,700 for the i8,

though, many more eco-conscious sports-

car lovers can afford one. Maybe Tesla in-

tenders who want more sport and less prac

ticality will take notice, or perhaps it will

be intriguing to Fisker Karma intenders

who never got their cars.

BMW estimates global annual produc-

tion at less than 10,000 units, though offi-

cials werent specific about a figure.

EPA-mileage figures will be out nextmonth, but BMW expects EPA combined

should be in the 70- or 80-mpg range.

Yowzers! That aint bad for something this

supercar-like. The future, or at least this

transition to the future, is bright.c

DRIVES

2014 BMW I8ON SALE: Late summerBASE PRICE: $135,700

DRIVETRAIN: (front)129-hp, 369-lb-ftelectric motor; two-

speed automatic/(rear)1.5-liter, 228-hp,236-lb-ft turbochargedI3; six-speed automatic(357-hp, 420-lb-ft netsystem output)CURB WEIGHT: 3,275 lb

0-60 MPH: 4.2 sec (mfr)

RANGE: 22 mileselectric, 310 miles tota

FUEL ECONOMY

(COMBINED):

70-80 mpg (mfr est)

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PRESENTS

The Essential Sports Car:

50 Years

of Porsche

AVAILABLE FOR DOWNLOAD* FROM:

Autoweeks archives make it abundantly clear: few automakersstoke automotive passion like Porsche. From 911s to Boxsters,

Caymans and the newest 918 Spyder, excitement comes standard.This free 80-plus page app complete with photo galleries and videos

covers our best Porsche stories through the decades.

Download it now, and share in ourpassion for Stuttgarts iconic cars.

*USE SEARCH TERM 50 YEARS OF PORSCHE

5/24/2018 Autoweek - June 9, 2014

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AUTOFILE

BAD ADDERTHE VIPER KICKS MORE ASP THAN EVER

2013 SRT VIPER GTS

THE SRT, NEDodge, Viper had

always taken a giddypleasure in meting out disci-pline to drivers whose egosget the better of them. If youthought for a moment youhad tamed the beast, theViper was apt to spank youthe second you featheredin a hair too much throttle.

That is, the old Viperwould. With this newestgeneration, youre just aslikely to get burned by the

cars massive power for amoments inattention. But,for the first time since itsbirth 22 years ago, the caralso tries to save your butt.

The addition of stabilitycontrol is just one noteworthyway the Viper has upped itsgame. The car sports severalrefinements, going a long waytoward erasing the formercars crudeness. Lest youthink the Viper has lost its

bite, think again: This is the

best Viper weve tested, bothon and off the track.

Launching the car isnteasy, though. With 640 hpon tap, the tires struggleto hook up. We got the bestlaunches without launch con-trol, repeatedly breaking 4.0seconds to 60 mph, featheringthe clutch and throttle off theline to limit wheelspin.

Once underway, passingspeeds are downright explo-sive; the car requires 1.3seconds to fly from 30 to

50 mph, with 1.7 secondsfrom there to 70 mph.The new car is noticeably

better handling side-to-sidetransitions than any Viperweve tested. The hydraulicpower-steering system iswonderfully hefty in feel.

Its communicative andresponsive; set to track mode,the Bilstein DampTronic sus-pension systempaired withthe sticky Pirelli P Zero Corsa

rubberkeeps the car slither-

ing exactly where you pointthe nose.The Viper is no Miata,

though, so you really feelthe weight transfer whenit winds through cones.

The Viper stops nearlyas effectively as it goes, theoptional StopTech-slottedbrake rotors on our testerpulling the car to a stopfrom 60 mph in a world-class110.9 feet, even if the back

end dances around a bit.

Still, as much as the new-est Viper revels on track, thereal revelation comes whenmerely driving around town.The previous generationrather, everyprevious genera-tionpunished its occupantsfor simply heading to the gro-cery store, the stiff, unforgiv-ing suspension crashing hardover every road imperfectioneven at temperate speeds, theheat from the massive V10

filling the cabin, the noise

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I bought a 2014 Viper GTS as my dailydriver (well, except when it snows). This is mysixth Viper, and it is, by far, the best built andmost solid I have owned. From the side andrear, the looks are stunning. I painted the

grille body color, which dramatically improvesthe front view. Driving is not a chore at all.It rides smoothly for a sports car, and thestereo and other creature comforts put itmiles ahead of previous generations. The onlyreal problem is finding a qualified Viper techto work on the car. Ours just moved to Texas.George Batejan, Denver

I got my 2014 SRT Viper GTS about sixmonths ago, but first, full disclosure: I aman SRT Dealer. I drive a 2014 GT3-R Viperin the Tudor United SportsCar Series. I was

the national champion in the SRT Viper Cupin 2011 and 12. I have driven every genera-tion Viper. The new Viper is a totally differentanimal. It has all the electronic save yourass gadgets that the other cars of thiscaliber have had for a while. It also has aninterior on par with or better than any of itsGerman or Italian counterparts. And it hasnt

lost its venom: Its still naturally aspirated andputs out 640 hp and 600 lb-ft of torque butnow with forged internals, which make italmost bulletproof. The new car is lighter,too, and that makes everything work better.My favorite body style has always been the1996-2002 GTS coupe; my biggest com-plaint has always been the ride, so the

2014 SRT Viper is a dream come true.It has all of the sexy curves of the Gen IIGTS, and with the new bi-mode Bilsteindampers, you can literally choose eithersmooth cruise mode or stiff track mode.Suffice it to say that I think the new caris incredible. It is the most versatile Viperand the best ever built.Ben Keating, Victoria, Texas

CHRISAMOS(4)

AUTOFILE NEEDS YOU! 2013-14 Lexus IS, 2013-14 Porsche Cay-

man, 2014 Jaguar F-Type, 2014 Cadillac ATSOwners: Let us know when you bought yourcar, what you paid, your thoughts (good and bad)and what else you considered. Include yourname, address and phone number, andemail to autofile@autoweek.com or fax to(313) 446-1027. Well include a selectionof owners responses with our Autofile stories,both in print and online. Thanks.

OWNERS VOICES

drowning out everything.This car, by comparison,

feels almost sedan-like, with

the adjustable suspension

in street setting smoothing

out the harsher bumps.

The added insulation keeps

much of the heat on the en-

gine side of the firewall, and

the extra sound-deadening

material muffles just enough

V10 roar to occasionally

enjoy the Harman Kardon

stereo system or even a

conversation. No, I dontpurchase these cars to com-

mute in, but it is nice to

know that if I choose to

drive the car to work, I wont

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wrote one owner.

The interior itself gets a

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longer feels like an unfin-

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The jump from the 2008

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I cant state how nice it

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something outrageous to prevent one

of them from becoming the 2014 world

champion; no third party is likely to find

enough performance to join their fight.

Indeed, talk now

is all about whether Mercedes can win

every race (Hamilton has won four, Ros-

berg two), something even McLaren failedto do at the height of the 1988 Alain Prost/

Ayrton Senna era, when it came its closest,

winning 15 of 16.

Tension between the drivers has been

ramping up. Word has now leaked that

during round three, in Bahrain, Rosberg

used aggressive engine settings while

chasing Hamilton; in Spain, Hamilton

repaid the compliment in an attempt to

stay ahead. They are supposed to use the

same settings in order to ensure parity,

and Mercedes has ordered both to follow

instructions moving forward.Things spilled over during qualifying

in Monaco. Rosberg was on the pole when,

on his final qualifying run late in the ses-

sion, he triggered a yellow flag by running

into the escape road at the tight Mirabeau

corner. Coming up behind, Hamilton

found his last shot at pole ruined. Inevit-

ably, many people thought Rosberg sabo-

taged his teammates lap in the same

manner that Michael Schumacher pulled

on the field at the same venue in 2006.

Certainly, Hamilton made it clear he

thought something strange had gone on.The FIA investigated and decided there

was no evidence that Rosbergwho claim-

ed he merely made a mistake and locked

his right-front brakewas guilty of any

offense, so his pole stood. He duly held

that crucial advantage for the race and

converted pole into victory.

Mercedes is treading a fine line as it tries

to juggle the interests of its two stars, who

have such different personalities. Hamilton

famously wears his heart on his sleeve.

He makes it all too clear when hes not

happy about how things are unfolding inthe camp, especially when a strategic

decision appears to favor his teammate.

They have a car thats capable of win-

ning the world championship, Mercedes

F1 boss Toto Wolff told Autoweek in

Monaco. And both of them are absolute

alpha animals, and I guess its going to stay

emotional and its going to stay intensive

throughout the season. This is the philo-

sophy we have decided and opted for.

Mercedes might dominate everyone

else, but the title fight could just be

warming up.c

1955: Mercedes was a

favorite to win, but both

Juan Manuel Fangio and

Stirling Moss succumbed

to mechanical gremlins.

Advantage fell to Lancias

Alberto Ascariwho

promptly crashed into

the harbor. Unheralded

Maurice TrintignantsFerrari won, while Ascari

died a few days later

while testing a Ferrari

sports car at Monza.

1961: Moss won Monaco

in 56 and 60, but his

greatest triumph came in

61. His Lotus successful-

ly fended off the more

fancied sharknose Ferraris

of Phil Hill and Richie

Ginther to score one of

the most famous victories

of his career.

1966: This race, won by

Jackie Stewarts BRM

was not a thriller, but it

was immortalized on cellu-

loid by Hollywoods John

Frankenheimer, who

combined race shotswith staged footage for

the opening scenes of

Grand Prix.

1970: Graham Hill won

Monaco five times, but

his close contemporary

Jack Brabham was also

a Monaco specialist,

winning in 67. In his final

season, the Aussie veter-

ans Brabham-Ford led

until the final corner when,

aware that Jochen Rin

Lotus-Ford was catchi

up to him, he slid into t

straw bales. He crawle

across the line in a cha

tened second.

1982: The closing laps

represented one of the

most chaotic endings seen at Monaco. Alain

Prost crashed on a da

track, both Andrea de

Cesaris and Didier Piro

coasted to a stop, and

Riccardo Patrese reco

ered from a spin to bag

surprise win for Brabh

1984: Ayrton Senna h

started only three Gran

Prix in his young caree

for Toleman when a

THE MONACO GRAND PRIX

turned 85 this year, and it remainsFormula Ones blue riband event,

the one win that every driver wants

to add to his rsum. The event was

created by visionary motor-club

boss Antony Noghs in 1929 after

he realized what a public relations

coup a street race would be, particu-

larly in Monte Carlo. Much of the

circuit he first mapped out on foot

is still recognizable today, even if

the town around it has changedmassively. Here are some of the

most memorable moments of

Monacos past:

Jackie Stewart in 66

MONACOTHROUGHTHE YEARS

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COMP\\FORMULA ONE

downpour gave him a

chance to showcase his

talent. As others faltered,

he charged into secondand was closing on Prost

when the race was stop-

ped. Meanwhile, another

prodigy, Stefan Bellof, was

lapping even quicker than

Senna at the time, but

most only remember the

late Brazilians drive.

1988: After winning

Monaco for the first time

in 87, Senna dominated

in 88, leaving McLarenteammate Prost in his

wake. But an inexplicable

mental lapse saw him slide

into the barrier, handing

the win to his rival.

1992: Nigel Mansell

dominated the early races

of the season in his high-

tech Williams, but a late

pit stop dropped him be-

hind Senna at Monaco.

In a thrilling finish, the

Brazilian stayed ahead

of Mansell and his muchfaster car to score the

fifth of his record six

Monaco wins.

1996: As others made

mistakes in the rain or

experienced a litany of

mechanical issues, Ligier

driver Olivier Panis char-

ged up from 14th to score

one of the most unlikely

wins in F1 history.

2006: Five-time Monaco

winner Michael Schu-

macher took pole and, in amoment of madness, park-

ed his Ferrari at Rascasse

in a fake bit of under-

steer, to block the track

as qualifying wound down,

preventing anyone beating

him. Officials put him to

the back of the starting

grid; he recovered to fifth

but lost priceless points to

winner and eventual cham-

pion Fernando Alonso.c

MONACO SHOWED THAT THE

Silver Arrows still have a significant

edge. So who leads the chasing pack,

and what are their prospects?Key to the season is the relative per-

formance of the Mercedes, Renault and

Ferrari powertrains. All were subject to

preseason homologation by the FIA,

and further development is frozen. The

FIA allows changes only in the name

of reliability, and it must approve them

This has, to a large degree, established

the pecking order, at least until the

winter window for manufacturers to

perform limited updates ahead of 2015.

However, more development in

other areas, such as software and fuel,continues apace, and thus the gap could

potentially change race by race. Of

course, Mercedes is just as capable of

making a step forward as others might.

Despite the obvious focus on Mercedes

having the best powertrain, the factory

teams three customer teams havent

lined up in formation behind.

From the first race, Infiniti Red Bull

Racing has led the chase, rebounding

from a winter of problems related to

IN MERCEDES

WAKE

Red Bull Racing has

rebounded somewhat

from a miserable start

to the 2014 season.

2006

1996

1992

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powertrain supplier Renault and cooling

issues due to car designer Adrian

Neweys tight chassis packaging.

However, allowing for those early

teething problems, Newey was right

to push the limits. The RB10 is clearly

a very good chassis with a very efficient

downforce package. The car is most ef-fective in corners, but it loses out on the

straights. Its that simple. The team is

relying on Renault and fuel supplier

Total to find more power.

Ferrari has sometimes been the third

force, but often Fernando Alonso has

flattered the package. The Spaniard re-

mains the teams greatest asset, thanks

to his ability to seize every opportunity

by the scruff of the neck, while team-

mate Kimi Rikknen has struggled

to get the car to his liking.

Its difficult to benchmark the perfor-mance of Ferraris powertrain: Main

customer team Sauber has a poor car

this year, and it is well down the rank-

ing. Certainly Ferrari still needs to

catch up in all areas, and fuel partner

Shell must play a part.

The form of Mercedes customers

McLaren, Williams and Force India

shows, however, that performance is

not just about power. All three have

had strong races, but have been nowhere

near the form of the factory team.

The consensus is that, while they

share the same powertrains, Mercedes

had a huge advantage over others interms of design lead time; in other

words, it possessed early knowledge

of what was required on the chassis

side in order to reap the maximum

benefits from the powertrain package.

It provided its customers with the tech-

nical specs later, and they didnt have

as much R&D time.

In theory, McLaren is the team most

likely to figure near the front, but since

the season began in Melbourne, it has

struggled badly due to a lack of down-

force. Crucially, wind tunnel develop-

ments are translating to performance on

the trackthat wasnt the case with lastyears difficult carbut theres still a

long way to go. Both Force India and

Williams have good, consistent cars that

have top-six potential; the former even

bagged a third place in Bahrain, the cars

form helped by the fact that it also uses

a Mercedes gearbox and thus its entire

rear-end package. AC

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BY ART GARNER

THE 2014 INDIANAPOLIS 500

marked the 50th anniversaryof one of Indianapolis Motor

Speedways darkest days, when Eddie

Sachs and Dave MacDonald died in a fiery

second-lap crash causing officials to stop

the race for the first time in history due to

an accident. It remains the only IMS crash

to claim two drivers lives.

The two families whose lives were

forever changed by the fateful day

approached the anniversary with

mixed emotions and reactions.

For Daves widow, Sherry MacDonald,

76, who was in the grandstands that day in

64, the anniversary was bittersweet. She

has in recent years reconnected with the

racing world and will see her late husband

inducted into the Corvette Hall of Fame in

August. She never returned to IMS, howev-er, and never again watched the 500. This

year was no exception.

The memories are much too painful,

she says. Son Rich and Daves younger

brother Doug both watched, however, as

they normally do. Rich was 6 and Doug 17

in 64, and were with Daves father at the

Los Angeles Sports Arena watching the

closed-circuit broadcast. Both are devoted

to maintaining Daves legacy.

Eddie Sachs Jr., who was 1 when his

father died, has attended the race for many

years and was in the grandstands near thestart/finish line this year.

I love it here, just like my dad,

he says. But I never knew him and

didnt go through that heartbreaking

experience when he died. So I come

back here every year.

It was a busy week for Sachs Jr., who

watched his race team compete in the

Hoosier 100 at the Indianapolis Fair-

grounds and Anderson Speedways Little

500. For Sachs, who tried his hand at rac-

ing with some success before moving into

team ownership, it was another step closer

to fulfilling his dream: entering a car in the

Indy 500. He had hoped to have a car en-

tered in this years race to commemorate

the anniversary and honor his father. He

has now refocused his efforts on 2015.This year is a milestone; it is 50 years,

and some thought it should be celebrated,

he says. I tend to feel now that maybe we

should simply remember the tragedy,

move on, really focus on the 500.

Were doing this old school, the old-

fashioned way, says Sachs Jr. He lives

in the Detroit area and works in the auto-

motive industry, calling on major manu-

facturers and Tier One suppliers. Silver

Crown [racing] is a stepping stone to the

Speedway. Were gaining recognition

through our efforts to be competitive, andthe response has been pretty positive. I

dont mean winning the first race, but

qualifying and putting yourself in a posi-

tion to be respectable. I dont want to come

here and be an also-ran.

For Sherry MacDonald, friends had for

years urged her to attend the annual Shelby

American reunions. She agreed eventually

and, after several reunions, went to a

Corvette event where Daves famous No.

00 was on display. Gradually, she became

reacquainted with many drivers Dave com

peted against. She found that the more

COMP \\ CHECKERED FLAG

BLACK

NOON,50 YEARSLATERINDY 500 MARKSTRAGIC ANNIVERSARY

AP IMAGES

5/24/2018 Autoweek - June 9, 2014

67/72

JOHN FORCE

Racing Funny Car

driver Courtney

Force on May 25 raced to

a landmark 100th win by afemale in the NHRA, winning

at Heartland Park Topeka.

Spencer Massey (Top

Fuel) and Allen Johnson (Pro

Stock) also won NHRA Mello

Yello Drag Racing Series

event classes at Topeka.

In her second attempt

to earn the much sought

after milestone in as many

weeks, Force outran veteran

Funny Car driver Cruz

Pedregon in the final round,her first win this year and

fourth of her career.

Force, the events No. 1

qualifier, finished in 4.148

seconds at 306.46 mph in her

Traxxas Ford Mustang, while

Pedregons Snap-on Tools

Toyota Camry slowed near the

finish with a 4.225 at 250.60.

Theres just a lot of emo-

tion right now, said Force, 25,

the youngest daughter of 16-

time world champ John Force.

Its been a long weekend.

Im so proud of my Traxxas

Ford Mustang team and I am

happy to win it for all of the

girls who have won races inNHRA over the years. They

all know how to win.

Force is one of 14 women

who have won in the NHRA

Mello Yello Drag Racing

Series, starting with the leg-

endary Shirley Muldowney

in Top Fuel in 1976. Force

nearly accomplished the feat

earlier in Atlanta but she lost

a close final round to team-

mate Robert Hight.

Its huge, said Force, whooutran Dale Creasy Jr., Jeff

Arend and Tommy Johnson Jr.

in earlier rounds. You can see

the emotions on my face after

the loss in the final round last

weekend. Its a big deal. I was

crushed last weekend, be-

cause I thought that opportuni-

ty would never come around

again. Im still trying to soak it

all in right now.

Force is one of three

women who have won races

in the series this season, jo

ing fellow Funny Car racer

Alexis DeJoria and Pro Sto

points leader Erica Enders

Stevens, both two-time season winners. On Saturday

in Kansas, Force and siste

Brittany, a Top Fuel driver,

were both No. 1 qualifiers.

Eight female racers in each

of the four Mello Yello Seri

classes have competed

this season.

Force was presented a

special Wally trophy with a

commemorative pink 100t

female win faceplate and d

sign on its bottom. Its anexciting day for us. Its an

honor to be number 100 o

a list of the legends like Sh

Muldowney, Angelle Samp

Melanie Troxel, Erica Ende

Stevens, Shelly Payne, Ash

[Force Hood, sister], Alexis

DeJoria, there are so many

great names. My sister

Brittany is so close. Its an

honor to be a part of it.

Weve hit 100, but theres

100 more to go.c

events she and Rich attended, the more

people recalled Daves triumphs.

At one of the Corvette events, Zora

Arkus-Duntov, considered the father of

the Corvette, approached Sherry. Arkus-

Duntov had picked Dave to handle test-

driving chores at General Motors prov-

ing grounds during the 63 Corvettesdevelopment. His speech had been

slowed by a stroke, but his meaning

was clear.

Dave best Corvette driver

ever, he said.

His words encouraged Sherry and she

began attending more events. She visit-

ed the annual Amelia Island Concours.

She and Rich attended the Daytona 500

as guests of the Wood Brothers, whom

Dave had driven for at the old Riverside.

And they visited the land where Dave

once raced at Augusta InternationalRaceway for the naming of streets in his

honor and the honor of stock-car men-

tor Glenn Fireball Roberts.

Life took another turn in late 2011,

when Sherry was diagnosed with breast

cancer. She cut short her chemotherapy

treatments in April 2012 and now says

she feels stronger than ever.

I have a great life, a very, very,

happy life. But I do still get mad at Dave

for leaving me, she says with a laugh.

And I tell him that!

Ive got an incredibly close family.All [five] of my grandchildren have ex-

celled. My kids, their spouses, they

could not have chosen better. So I feel

very lucky to be me.

While members of the two drivers

families have never met, they were, in

a sense, together in mourning 50 years

ago when Eddie Sachs and Dave Mac-

Donald were buried on the same day

more than 3,000 miles apart. Sachss

casket was adorned by a single floral

display, from Sherry, who received a

note from Nance Sachs, who diedin 2005.

Dear Sherry, Nance wrote. We

know that death is never easy to accept

no matter what the circumstances. I

want you to know that my prayers, love

and understanding will be with you this

morning as I know you are with me.c

Editors note: Art Garner is the

author of Black Noon, The Year

They Stopped The Indy 500, about

the 1964 race. It is available at

amazon.com,Barnes & Noble and

major booksellers everywhere.

COURTNEY FORCE CLAIMS 100THWIN BY A WOMAN IN NHRA

http://amazon.com/http://amazon.com/

5/24/2018 Autoweek - June 9, 2014

68/72

SIR JACK BRABHAM, WHO

died May 19 at the age of 88, is

known for his unique place in

history: In 1966 he became the first and

only man to win the Formula One World

Championship with his own car and team,

a remarkable achievement.

This fact tended to overshadow the

rest of an extraordinary career; perhaps

his dour, no-nonsense image has meantit was never appreciated fully. He compet-

ed and won in the eras of all-time greats

Stirling Moss, Jim Clark and Jackie

Stewart, and while they should make

anyones top-10 greats list, Brabham

would probably struggle to register in the

top 25. Yet his motorsports contribution

was immense.

With close ally John Cooper, he was an

integral part of Grand Prix racings rear-

engined revolution, culminating in back-

to-back championships in 1959-60. Its

easy to forget a quarter of a century wouldpass before another driver, Alain Prost,

won two in a row.

Brabham and Cooper then awakened the

USAC world to the rear-engined layouts

potential when they contested the 1961

Indianapolis 500, though it would take

Clark and Colin Chapman to win there

with such a car.

In 1962, Brabham left Cooper to start

his own team with designer and fellow

Australian Ron Tauranac. The Brabham

Racing Organization developed quickly

into a competitive and efficient operation.

Dan Gurney gave the marque its first win

in France in 1964 and two years later

sourcing Repco V8 engines from Australia

for the new 3.0-liter formulaBrabham

won his third title. Always keen to employ

a competitive teammate, he drew as much

satisfaction when Denny Hulme repeated

the feat in 1967.

Brabham came under increasing pres-

sure from first wife Betty to quit racingand nearly did so at the end of 1969. In

1970, he was as competitive as ever, win-

ning the opening race in South Africa and

famously losing wins with a last-corner

crash in Monaco and running out of fuel

after a pit-crew error at Brands Hatch. Had

luck gone his way he might have had a

serious shot at a fourth title.

That year saw the death of his old Coop-

er protege Bruce McLaren, and Brabham at

the end