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ContentsZorce10: Contents

The record, previously held by by Andre Lewis who ran a 10.2 at Wallerfield with his Dodge Charger , has been shattered by this blistering example of Japanese performance– the 4WD R32 Skyline of Aaron Dowridge. Aaron set the new record at the Camden Raceway after the track was transformed into race worthiness by Sheldon Bissessar & Crew. Aaron ran a 10.1,backed up by a 10.08 at TTASA’s first Drag meet for 2008.

Z o r c e I s s u e # 1 0 • J u n e 2 0 0 8

Editor-in-Chief: Narend SooknarineEditorial Assistants: Sabrina Vailloo Cheryl-Ann Wharwood Melanie HamiltonContributing Editors: Kevin Singh Kendrick SooknarineNigel Ali Ryan Peyrau Duane BoodasinghGary Yeo Nebert Marin Rawle Murrel Engineering & Technical Editors: André Crichlow Wesley Nandoo C. Christian CozierAndré Edwards Ryan Pinheiro Calil SooknarineInternational Editor: Victor Sooknarine

Photographic Editor: Kavita SooknarinePhotographers Devi Nath Bruce Anton& Media Crew: Joe Cool Gerard Wilson Fadil Rahaman Paul “Smurf” Adam Aaron Achan Candace Bhagirath Justin Wallace Ryan Ramsaran Patrick Nanton Roger Edwards-Barran Kendall “Dat Guy” LayneBusiness Planning Consultant: Ved LackhanAdvertising Consultant: Tracy Alonzo-Harper

Advertising Sales: Nikisha SnaggsDesign Team: Narend Sooknarine Damian “CapVeg” Gill Nicholas “Disney” La Touche

Printing & Binding: Scrip-JProduced by: Zorce Publications Ltd.M

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orcerers

Conta

ct Advertising & Features:

Narend: (868) 727-7248 or 358-3471, narend@zorce.comNikisha: (868) 678-3962 or 221-8684, nikisha@zorce.com

Distribution: Terrence Joseph Tel: (868) 683-3478Periodicals Tel: (868) 623-8752Arvind’s Distribution (delivery avail.) Tel: (868) 772-9536

Photos, Photo Prints, Posters: Devi: (868) 680-6747 • Bruce: (868) 367-1924

05

Fastest Street Car in T&T!

Rumours, lies, iSpies and otherwise... Automotive andMotorsport News in T&T and the region: We check out the new ar-rivals and the latest launches: X5, Lancer, Impreza, Corolla and the 100mpg bikes from Bajaj.

Rally Barbados 2007 • Paul ‘Surfer’ Bourne tries to teach us how to stand on a board • Rally Trinidad 2008

We put them through the paces, try out all the features and tell you all about it. Join us and enjoy the first drives of the new X5, Cayman S, CR-V, Accord, Golf GTI and the Swift Sport!

In this installment of ZorceOlogy we examine the absolute need for mechanical water system thermostats, then reflect on old English hunks of iron.

Shara’s SLK • Devi Nath’s Mirage Turbo • Steelpan Zorcery– the unexpected art of powder coating!

Zorcerazzi News

MotorSport

Test Drive

ZorceOlogy

Z-Scene

The State of IASCA– our notes after interviewing IASCA head honcho Paul Papadeas.

AudioZorce

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Motorsport in the Caribbean has definitely stepped up its game. The Guyanese, Trinis, Bajans and

Jamaicans have been talking of a re-formulated Regional Rally Championship among the top drivers. In fact, unofficially, they run their own championship by trying to outpace each other at each country’s major high speed stages rally. In this is-sue, we’ve got loads of rally footage from Barbados and Trinidad and more to come from Jamaica in our next issue– Zorce #11.

With Wallerfield out of the picture in Trinidad & Tobago, Drag Racing has at least survived at the Camden Airstrip. As seen on the contents page, the field is getting faster. Aaron Dowridge’s R32 Skyline is on the verge of a 9-second run. After one or two spills at camden, serious racers are also more concerned about safety in their daily-driven, drag racing competition cars.

We’ve been doing a lot of driving lately as you will discover in the pages to come.

The VW GTi stands out with its dual-clutch DSG paddle shift gearbox and the lovely exhaust ‘pop’ between shifts– F1 and WRC have finally been connected to mainstream driving. The X5 3.0 turbodie-sel was also surprisingly addictive– for its torquey engine and fighter-jet joystick of a transmission shifter. The V6 Accord and the Suzuki Swift Sport were also excellent drives each with their own strengths.

Our car catalogue is being upgraded to include data from Barbados and eventually Jamaica and will return in Zorce #11 with a mix of 2007, 2008 and 2009 models.

The “Zorce Hut” has been significantly upgraded and we’re pleased to say that we’re already well into Zorce Issue #11. That means, you’ll get your dose of Zorcery sooner than later and we’ll be loading news, pics and video clips on Zorce.com more often, so keep checking. So from ev-eryone here, thanks for your patience and support– may the Zorce be with you!

How many days can one survive on a diet of toast and Red Bull?Editor-in-Chief, Narend Sooknarine ponders this and other questions as he rambles on about cars, motorsport and the like... for the 10th time.

Kevin SinghIs our newest staffer who produces the oddly entertaining column “Pardon My English”. Also, if you find any embarrasing typos in this edition of Zorce, this is the guy to blame despite his degree in market-ing. Wait, that means he might just sell you on a new word...

Carl Christian CozierIs a founding contrib-uting editor and is im-mensly talented with analytical systematic diagnosis. Sometimes we wonder if it’s an exotic disease– like countach-itis. Capable of scrapping almost any Renault, BMW or Mini, this man is nuts (+ bolts).

André CrichlowIs also a founding contributing editor who always manages to make something more “dreaded” than it needs to be. You know you’re reading André when... All jokes aside, this Editor can trade notes with aeronautical engineers and also produces his own TV show– Paradise MotorSports. Check it out on Caribvision or your local Caribbean TV Station.

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Photos by Kavita Sooknarine

Audi to ship A5, showsTT and A3 TDI Clubsport

Rougly one year after the launch of the Audi TT (highlights on Zorce.com), Automobile Sales Ltd., agents for Audi in T&T plans to introduce

the sleek new Audi A5 to our automotive landscape.

The A5 will most likely be offered with the 265hp 3.2 litre FSI engine and the 7-speed auto, 19” wheels, xenon headlights, parking sensors, leather interior

and 6-CD/MP3 Bang & Olufsen Sound System.

Audi’s latest model study– The Audi A3 TDI clubsport quattro examines the possiblity and practicality of the diesel

sport hatchback.

The two-liter TDI unit under the bonnet of the Audi A3 TDI clubsport quattro delivers 165 kW (224 hp) and musters up 450 Nm (331.90 lb-ft) of torque – the sort of pulling power normally associated with a sports car. The show car races from 0 to 100 kph (62.14 mph) in just 6.6 seconds and attains a top speed of 240 kph (149.13 mph).

The Audi A3 TDI clubsport quattro dispels qualms about the dreaded diesel soundtrack

with its sonorous, tunable exhaust. This, coupled with a series of exclusive interior and exterior goodies like the large DTM-look rear spoiler, wheel arch extensions, racing bucket seats and open gear aluminium lever gate give the concept a real racing feel.

Power is directed to the 20” wheels via a six-speed transmission and quattro all-wheel-drive system. Stopping force is provided by six-piston front brake calipers and ceramic discs. The driver can vary throttle response, exhaust sound, power steering assist level, thresholds for the ESP and magnetic damper modes to suit almost any driving style or road condition.

With its 2.0 FSI turbo engine tuned to produce around 300hp and lots of technology borrowed from Audi’s motorsports program, the Audi TT Clubsport Quattro promises to be

quite the drive, but this functional study will have to suffice for now.

The low, flat windshield looks like it came right off of a powerboat, while massive roll bars are there in the event of a rollover. The track has been widened by 66mm (2.6”) over the production TT and the car wears 9”x19” wheels. The rear bumper is designed as a diffuser and the rear spoiler keeps downforce in check. The car comes with Audi’s lovely S-tronic dual clutch, paddle shift transmission which delivers power to all four wheels. Brakes have been upgraded to 13.3” units up front and 12.2” discs at the rear. We hope the car makes it to production.

Zorcerazzi

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Article and Photos by: Narend Sooknarine, Christian Cozier

BMW X5 Launch

Bavarian Motors launched the new BMW X5 at the Trinidad Hilton on the 27th June, 2007. In addition to giving us the standard

BMW-speak on the brand and their new SAV, Wayne Berkeley was honoured for his contribu-tion to T&T.

As the vehicles were unveiled, we saw the “Trini Tenors” make their automotive debut providing some serious operatic lung flexing, bringing a lo-cal version of the Three Tenors’ flair to the launch. Equally as amazing were the four highly talented young ladies of the St. Augustine Chamber Orchestra who delivered instrumental perfection while another quartet of beauties theatrically un-veiled and posed artfully around the new BMW X5s on display.

Of course the fanfare served to engage the attendees and package some interesting facts about the new X5. The four wheel drive system has been further improved and the body has been completely redesigned to give a fresh look while keeping the things that work. So there’s more evolution than revolution.

Next, we sampled the food which was absolutely brilliant, with the chicken pasta taking the top spot beating out the shrimp and mushroom-packed veggies. Champagne flowed at the bars along with a bank of premium drinks. Amid the wafts of Cuban cigar smoke, people examined the other fine examples of Bavarian machinery. As far as we observed, aside from the X5s of course, the 6-series and X3 drew the attention

of many ladies, while the men seemed to crown the long wheelbase 7-series as the ultimate “boys’ lime” champion. The experience was like actually being IN a very engaging, interactive BMW movie... happy endings await those who can afford.

Although the big news here is that the X5 has arrived, Bavarian Motors Limited did allow us a proper test drive, as shown on our cover. The new X5 was a very willing partner up, down and around the corners of Lady Chancellor Hill. As a matter of fact, we secretly didn’t want the test driving to stop! Although we are going to tell you all about it later in this issue, the real driving experience simply cannot be missed. This is one SAV that will certainly surprise you.

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Bajaj Opens Dealership

In a luncheon ceremony at the Dawaat Authentic Indian Restaurant in Chaguanas, Indus Merchant Ltd unveiled its new line of

Bajaj Auto Motorcyles from India. Popular media personality, Sham G. Ali directed the proceedings as the High Commissioner of India, His Excellency Mr Jagit Singh-Sapra and the Mayor of Chagua-nas, Surujrattan Rambachan wished the brand success in the Trinidad & Tobago and wider Caribbean market.

After the keys were presented to the first buyer Mr. Goutan Lall, Executive Director of Indus, Mr. Ved Janwani expressed his enthusiasm for the Bajaj brand and company and his concern for the traffic- plagued citizens of Trinidad & Tobago. Citing low pollution, excellent fuel economy and ease of parking as other advantages Mr. Janwani introduced the Bajaj Pulsar 180 DTS-i (Sport) and Avenger (Cruiser) 180cc motorcycles.

Shortly after, his excellency Mr. Jagit Singh-Sapra cut the ribbon next door to officially open the Bajaj dealership in Trinidad & Tobago. Indus Merchant Ltd. has brought a full complement of Indian technicians and service staff to provide support and train local mechanics. This paired with an excellent supply of parts, accessories and gear like helmets, jackets and the like will ensure a great ownership experience.

The Bajaj Group is among the top 10 business

houses in India. Its footprint stretches over a wide range of industries, including motorcycles, home appliances, lighting, iron and steel, insur-ance, travel and finance.

The group’s flagship company, Bajaj Auto, is ranked as the world’s fourth largest two- and three- wheeler manufacturer and the Bajaj brand is well-known in over a dozen countries in Europe, Latin America, the US and Asia.Bajaj Auto was founded in 1926 by Jamnalal Bajaj, a close confidant and disciple of Mahatma Gandhi. His son, Kamalnayan Bajaj, then 27, took over the reins of business in 1942, then consoli-dated and diversified the group into properly streamlined manufacturing activities.

The present head of the group, Rahul Bajaj, took charge of the business in 1965. Under his leader-ship, the turnover of the Bajaj Auto the flag-ship company has gone up from Rs.72 million to Rs.46.16 billion (USD 936 million). The Bajaj product portfolio has expanded and the brand has found a global market.

In India, Bajaj bikes even outsell other motorcycle brands such as Honda and Suzuki! According to officials at Indus trading the current 180cc Pulsar and Avenger models will range from TT$16k-$20k on the road in Trinidad & Tobago. Indus trading also plans to use T&T as a hub to the wid-er Caribbean and orders from indian nationals

working in Grenada have already been placed. It seems that for basic transportation, Bajaj can’t be beat in the mind of anyone from India.

In terms of innovation, Bajaj employs Digital Twin-Spark ignition (DTS-i) which is a two spark plug per cylinder setup that provides improved fuel combustion and better throttle response. Another cutting-edge feature is the exhaust TEC or torque expansion chamber fitted to the tiny 180cc engine’s exhaust pipe allows more low-end torque.

These technologies allow the 180cc single cylinder Bajaj engine to deliver fuel economy ap-proaching 95mpg while delivering 16.5hp@8000 rpm and 11.2lb-ft of torque at 6000 rpm. Top speed is around 110-120km/h depending on rider weight, aerodynamics and which model you are riding. At least there are five gears, mak-ing it easy to zip around traffic-filled city areas. To the average car enthusiast these figures may seem small, but this 180cc engine is actually performing like a 250cc!

The ability to get through traffic easily while av-eraging 90-100mpg will make any wallet happy. With that in mind, the Bajaj 180-series bike sounds like a perfect courier/commuter vehicle.

Oh and just in case you were wondering– the food at Dawaat is absolutely brilliant!

Article and Photos by: Narend Sooknarine and Devi Nath

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The Hilton poolside set the stage for Toyota Trinidad & Tobago’s unveiling of the brand new 2008 Toyota Corolla.

Red lights, thousands of red roses and petals, fog, moving lights and big screens gave way to classical music performed by a quartet as romantic songs serenaded the large audience. All this to set the tone as portrayed by the keywords adopted by Toyota, such as Power, Passion and Emotion, in what they call “The World’s Greatest Love Affair”.

A keynote from TTTL’s Managing Director, Malcolm Bater impressed on everyone the suc-cess they have had over the past four years as he noted that the company “has also increased its sales to well above the industry average.” He also stressed the new service facilities and improved stock of parts. This would be a definite plus for owners since this means better service and no waiting time for parts to be flown into Trinidad.

The event was also attended by a delegation from the Toyota Tsusho Corporation from Japan and the USA. In his address, Makoto Ito stressed the point that Toyota was about customer satis-faction, delivered by dedicated professionals.

It is said that the Corolla, since it started selling in 1966, has become the best selling car in the world. Some automotive gurus have even gone so far to calculate that one Toyota Corolla car has been sold on average every 40 seconds over the past 40 years.

With such a legacy and with this strategic busi-ness emphasis, it would be clear to the buyers in Trinidad & Tobago that buying Toyota is about buying worry free reliable transport with excel-lent back up service. The new 2008 Corolla is definitely an upgrade in comfort, features and smoothness– perfect for executives on the move.

The 2008 Corolla will be admired for its gas mile-age, its great shape, its quiet interior, its excellent air-conditioning system and its smooth transmis-

sion. At the same time, the 2008 Corolla does offer some options to upgrade engine perfor-mance and acceleration. The 132-hp 1.8L model has some sporting attributes to check out in this regard. (This is a warning for the fellas who want to race the cute chick in the Toyota).

The 2008 Corolla definitely hits the ground run-ning, even without its great history. The size has increased both internally and externally, moving closer to the size of the Avensis. According to the catalog of the models being sold by Toyota Trinidad & Tobago Ltd, all come standard with features like 4 wheel disc brakes, 15” vented ro-tors in front, electric power steering, crash safety construction and dual front airbags.

Model variations will include a 1.5L XLI with 15” hubcaps, the 1.5 GLI and LX with 15” alloy wheels and the 1.8L with 16” alloy wheels and leather upholstery. Prices start at TT$138,000, TT$156,000, TT$167,000 and TT$210,000 respec-tively.

Article by Duane Boodasingh, Kendrick Sooknarine • Photos by Paul “Smurf” Adam, Narend Sooknarine and Duane Boodasingh

2008 Toyota Corolla Launch

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Mitsubishi Lancer

The new Lancer and Lancer GT provide a driving experience characteristic of their WRC-bred development in a thoroughly

modernised bodyshape that pays tribute to the popular “shark-nosed” Galant. While the new Evolution X model is packed with massive flares, scoops and vents, the Lancer and Lancer GT are more reserved in their styling although the GT does come with integrated fog lights, airdam extensions, chrome exhaust tip and a rear spoiler.

Engine choices now range from the economi-cal 1.5 litre MIVEC in the standard Lancer to the powerful new 2.0 litre MIVEC in the Lancer GT. The 2.0 litre DOHC 16-valve 4B11 engine develops a lively 155hp@6000rpm and 147lb-ft of torque at 4,250rpm. Mitsubishi’s MIVEC technology provides optimal valve timing at both low and high rev ranges. MIVEC technology is now standard with the 4A91 DOHC 16-valve 1.5 litre engine as well, allowing it to produce a healthy 107hp@6000rpm and 105lb-ft of torque@4000rpm. The 2.0 litre Lancers can reach a maximum speed of 200km/h while the 1.5 litre cars can run to 178 km/h with the auto-matic and 191km/h with the manual gearbox. All Lancers come with a 59 litre fuel tank which will take around TT$177 to fill up with premium.

In terms of power delivery there are three transmission choices. On all models a 5-speed manual or 4-speed INVECS-II automatic transmis-sion is available. For old-school drivers, there is no substitute for a manual gearbox but for to-day’s traffic conditions, the auto provides a more relaxing commute. The new automatic INVECS-III CVT transmission, available only on the 2.0-litre, features the standard auto and sport mode that allows the driver to enjoy the feeling of chang-ing six gears. The integrated steering wheel mounted paddles should make sport mode a driving sensation.

The new Lancer body now offers a longer wheel-base and wider track than ever before, giving it a larger footprint and more stability in corners. The rack and pinion power steering now allows the Lancer to turn in a tight 5 metre radius. With its fully independent multi-link rear suspension and front MacPherson struts the new Lancer offers excellent road manners, even through the occasional rough road.

In terms of braking the new Lancer offers class leading 15” disc front brakes and 8” rear drums with 205/60R16 tires. The GT model however, approaches Evolution territory with its amazing

16” front and rear discs, and 215/45R18 tires! To put that into perspective, the 300hp twin-turbo 1990-1996 Nissan 300ZX sports car was sold with 11” brake discs. The GT model also gets thicker anti-roll bars as part of its suspension upgrade.

Available safety equipment includes a seven airbag system option to protect passengers from collision impact on all sides. In addition to the curtain airbags in the front and rear and side airbags up front, a new driver’s knee airbag has been added to reduce potential leg damage. ABS and EBD are a standard part of every Lancer’s braking system ensuring stability in panic situa-tions, even on mixed or multiple surfaces.

The optional factory installed Rockford Fosgate DSP system comes adds 650 watts of musical power and a 10” sub to the standard 6-disc CD/MP3 stereo system. Other options include tilting sunroof, cornering adaptive HID headlights and more. Rain-sensing windshield wipers are actually a standard feature. Thanks to a stronger Japanese Yen, prices have increased slightly but the base model Lancer 1.5 (no airbags) starts at TT$143k. Well-equipped models come in around $168-$172. The hot-foot GT model comes in at TT$218k with the paddle shifters.

Article & Photos by: Narend Sooknarine

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Test Drive BMW X5

T he more things change, the more they look the same. The car you see here is the new BMW X5 it can easily

be mistaken for the old X5 but I assure that this is an entirely new car. It does not look significantly different from its predecessor. But when you consider that one third of all X5 owners would not consider buying any-thing else, you then realize that a radical design change may not be the best thing.

Placed side by side, the differences are almost immediately apparent. All the proportions are the same; there is just more of it. The new car is taller, wider and longer than the original. The wheelbase is also longer and wider and the entire frame is torsionally stiffer than the old X5.Even with all this “growth” the new X5 is only 30kg heavier than its predecessor, which makes it lighter than an Audi Q7.The vehicle we tested was powered by a 3.0 Liter (2933cc) all aluminium turbo diesel engine. Rated at 232bhp and with 383lb ft of torque, the X5’s diesel engine is one of the more powerful in its class. The X5 3.0d will accelerate from 0 to 60mph in 7.9 seconds, beating both the Audi Q7 3.0V6TDI and the Range Rover Sport 2.7TDV6 which need 8.6seconds and 11seconds respectively.

All new X5s are fitted with BMW’s six-speed Steptronic automatic gearbox as standard. The automatic gearbox shifts smoothly and quickly. With Steptronic, there’s also the option of a manual shift mode. By shifting the X5’s electronic shift lever to the left from the drive position, the gears can be manually selected by shifting upwards or downwards. Unfortunately the X5 will not be available with a manual gearbox.

The X5 uses the BMW xDrive four wheel drive system. The xDrive can vary the power to the front or rear axles in millisec-onds, often reacting before the driver was even aware of the problem, shifting from the standard 40% front / 60% rear torque split, to up to 100% front or rear when necessary. This system, working in tandem with the Dynamic Stability Control (DSC) creates a vehicle that is sure footed and stable on just about any road surface.The steering is supremely responsive and precise. Vehicle body roll or rather lack thereof is noticeable thanks to the Adap-tive Drive, which stiffens the anti-roll bars in corners to reduce roll. This translates into cornering and handling prowess that confirms the X5’s title as the best handling SUV in its price range. And yet, even with the extra size, weight and stiffness, the ride quality is not as harsh as the old X5; it feels more like the 5 series sedan than an SUV. Together with the longer and wider footprint, the X5 comes with big ventilated front and rear disc brakes and is the first SUV to be fitted with run flat tires. BMW has replaced the MacPherson strut front suspension in favor of a double wishbone front suspension, something not seen on a BMW since 1961.

The new front suspension reacts quicker than the old strut suspension. The new stiffer chassis, the longer wheelbase and double wishbone front suspension combined with BMW’s XDrive, Dynamic Stability Control (DSC), Active Steering and Adaptive Drive makes it a formidable competitor in the corners, add to this the Sport Suspension package and the Pneu-matic Damping System and you will have a handling phenomenon.

15 • Zorce

“...when given a chance to flex its muscles on an open road with lots of bends,

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M a d e i n Tr i n i d a d & To b a g o • I S O 9 0 0 1 : 2 0 0 0 R e g i s t e r e d

Automotive Components LimitedO’Meara Rd., Arima, Trinidad & Tobago W.I.

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(868)646-4172 • www.acl-tt.com

Article: Christian Cozier • Photos: Bruce Anton, Christian Cozier, Narend Sooknarine

The X5 is not as capable an off road vehicle as some of its competition. It has adequate ground clear-ance but the XDrive system was designed more for on-the-road stability in adverse situations and weather than as a true off roader. However, when given a chance to flex its muscles on an open road with lots of bends, you can truly appreciate the BMW sport car heritage. The X5 will out corner the Audi Q7, Mercedes ML or even the much-heralded Range Rover Sport. If you want to out perform an X5 in the cornering department then you better show up with a Porsche Cayenne.

On the inside the really big difference is the op-tional third row seat. With seating for two children, or anyone under five foot six. Access to the third row is easy due to the counterbalanced middle row, allowing it to be easily moved forward or back. Any current BMW owner will find the driver’s accom-modation familiar, with its excellent ergonomics and upright driving position. The addition of BMW’s iDrive system has cleared the dashboard

and console of all the buttons and knobs for the air conditioning and stereo controls. The iDrive will also control the hands free Bluetooth telephone system as well as the navigation system. New to the system are the eight “favorites” buttons, each of which can be individually programmed to suit the customer’s needs.

Quite possibly my favorite new feature on the inside was the new electronic shift lever. First seen in the current 7 Series, the shifter is reminiscent of a video game joystick controller. The shifter has only three positions: reverse, neutral and drive. The park position is selected by pressing a button on top of the lever. Shift the lever to the left while in drive and you have the manual gear selection mode. The electronic shifter is accompanied by an electronic hand brake, another feature of the 7 Series. BMW claims that by using the electronics, instead of me-chanical controls, it has saved a lot of space in the center console. They could have fitted the shifter on the steering column just like the 7 Series and saved

even more space, but that would have been too much like the Mercedes ML. Just what do you need the extra space for in the center console? Why, cup holders of course.

Since its introduction in 2000 BMW has tirelessly referred to their X5 as a Sport Activity Vehicle (SAV) and not a Sport Utility Vehicle (SUV). While BMW can not say that they invented the luxury sport utility they definitely have put the sport into it. The Porsche Cayenne may be faster, the Range Rover may be a better off roader and the Q7 may carry seven people better but the X5 combines all of these which makes it a better all round choice in its class.

P.S. There are rumors of the twin turbo diesel engine being available to our market in the future as well as the 4.4 twin turbo V8 gasolene engine. An M-Sport version is also said to be in the works, there is also the upcoming X6 which I guarantee will kick the term SUV, sorry, SAV to another level.

you can truly appreciate the BMW sport car heritage.”

17 • Zorce M a d e i n Tr i n i d a d & To b a g o • I S O 9 0 0 1 : 2 0 0 0 R e g i s t e r e d

Automotive Components LimitedO’Meara Rd., Arima, Trinidad & Tobago W.I.

Member NEAL & MASSY Group

(868)646-4172 • www.acl-tt.com

The thing that took the most getting used to was the X5’s new automatic transmission shifter. It is truly a beautiful piece of automo-

tive engineering that connects the PC-based video game generation to this premium automotive experience. It does however require careful thought and co-ordination the first time it is used. Once you grasp the operating sequences though you’ll be ready to play Captain Kirk– and yes, sitting in the driver’s seat of an X5 can really do a job on you.

The BMW X5 is (like most BMWs) a lovely thing to drive. People gawk, some peer through their pe-riphery, maybe even jealously so when you roll past in the latest from Germany. Amid all the inevitable attention, it is at this juncture of thought that one often contemplates the long term practicality and serviceabliity of gadgets like the joystick transmis-sion shifter, iDrive, power seats and windows. Then again, 3-5 years or more may be too long with this type of vehicle as most upper-echelon buyers always like to have the latest one. At least the Ger-mans are known for keeping a good stock of spares.

But seriously, in today’s world a premium vehicle cannot set itself apart by simply maintaining the status quo. Most people expect that with a top-flight luxury vehicle they are going to be faced with technology that should confuse, amaze and delight their friends. Without this key ingredient the car would just be an appliance for some. BMW has done well to re-invent the X5 yet retain the key factors that make it desirable.

For those who dare to actually drive their X5 instead of just puttering about in traffic, the experi-ence is sheer delight. This agile SAV will negotiate twisties, sweepers, uphills and downhills with the ability of something much lower to the ground. The stability systems definitely work hard to keep the tires in the intended direction while maintaining traction. For this level of performance and running diesel to boot (we tested the 3.0 litre turbodiesel) we were only too happy to put the X5 to the test.

On the road the X5 3.0d gives excellent throttle response, summoning 235hp at a lovely 4000rpm.

This is good for a 0-60 run of just over 8 seconds and a top speed of 210kph– which puts it in sporting territory, especially considering its size. The X5 3.0sd twin turbo model, however, will drop that figure to 7 seconds flat using its 286hp@4400rpm and will storm on to a top speed of 235kph. Unfortunately, the 3.0sd is not available here, due to the need for high-grade diesel fuel. And for those thinking of tin-kering with fuel blending, the addition of bio-diesel can raise the grade of our fuel– but BMW has NOT yet certified their vehicles as bio-diesel compatible.

At the last BMW expo, we were given a thorough demonstration of the old X5’s superb performance capabilities by test driver Phillipe Cornut. The X5 showed great prowess both on and off road and even on mixed surfaces. Sure, you could opt for a Range Rover Sport or a Porsche Cayenne but the X5 offers an iconic image, luxurious comfort, great gadgets, and excellent all-round performance for around TT$700k. And then there’s the constant attention. For those who want to be seen and respected, the X5 is the way to arrive.

Specifications: 2008 BMW X5 3.0dPowerplant & DrivetrainEngine: 3.0 litre inline-6, diesel, turbochargedHorsepower: 286 @ 4400 rpmTorque: 383 lb-ft @ 2000-2750Transmission: 6-speed automatic, 3.64 final drive ratioPerformance0-60mph/96kph: 8.1Top Speed: 210kph / 130mphFuel ConsumptionTank Capacity: 85 litresCity/Highway/Combined: 23/34/29mpgVehicleConfiguration: Four-door, Sports Activity Vehicle (SAV)Unladen weight: 2150kg / 4740lbMaximum Loaded: 2755kg/ 6074lbPrice (as tested)TT$850,000

BMW X5 - Second Opinion Narend Sooknarine ponders the X factor...

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Article and Photos by: Narend Sooknarine, supplemental information provided by Porsche

Porche’s Cayman S boasts classic de-sign cues from the Porsche 550 Coupé introduced back in 1953 and the Porsche

904 Carrera GTS Coupé– a legend to this day. The new design language has a clear focus on muscle, excitement and tension. Heritage, design and function intact, the Cayman S achieves an outstanding drag coefficient of just 0.29. The 0-60 sprint takes a scant 5.4 seconds and the top speed of 275 km/h or 171 mph. Now let’s talk about what gets it there– The Cayman S is powered by a 3.4 litre flat six-cylinder engine with VarioCam Plus valve management from the 911 Carrera. When we fired this baby up in the showroom it definitely sounded like “the busi-ness.”

The engine produces 295 bhp (217 kW) at 6250 rpm and 340 Nm (251 lb-ft) of torque between 4400 rpm and 6000 rpm, giving the 1340 kg (2955 lb) sports car a power-to-weight ratio of 4.5 kilos per horsepower. The new Cayman S meets the EU4 euro emission standard and ULEVII standard in the USA and fuel economy is an average of 22 mpg in the combined cycle.Power transmission in the Cayman S is pro-vided by a 6-speed manual gearbox or optional 5-speed Tiptronic S automatic transmission. Firmer springs, dampers, and anti-roll bars combined with the neutrality of the mid-engined layout, the extremely stiff body and

performance-oriented 18” tyres (or optional 19” package), ensure supreme agility. Along with Porsche Stability Management (PSM), the op-tional Porsche Active Suspension Management (PASM) enables the driver to choose comfort or ultra-sporting damper settings. The Cayman S is able to lap the Nordschleife, the Northern Circuit of Nürburgring (Germany), in just 8:20 minutes – faster than the Boxster S and a tad slower than the 911 Carrera.

Cross-drilled, inner-vented brake discs measuring 12.5” in diameter at the front and 11.8” at the rear ensure exemplary stopping power. All four 4-pis-ton calipers are finished in red on the Cayman S. The optional Porsche Ceramic Composite Brakes (PCCB) come with larger discs measuring 13.8” in diameter and are made of a special ceramic material for lighter weight. The big advantages in this case are an ultra-high and consistent fric-tional coefficient as well as wear reduced to an absolute minimum in everyday motoring.

The Sports Chrono Package is an option that modifies both the car’s engine management and the Porsche Stability Management (PSM), as well as the shift behaviour and the gearshift speed of Tiptronic S and the particular characteristics of Porsche’s active PASM suspension, where fitted. Using the Sports Chrono, the Cayman S Sports Coupé laps the Northern Circuit of Nürburgring another three seconds faster than usual.

On the roads of Trinidad & Tobago, the Cayman S feels incredibly agile and the rev-rises through 3000 to 5000 to 7000rpm are like movements in a trumpeting flat-six symphony, perfectly orches-trated by your right foot. Triple digit speeds can be had easily without getting near to the redline and thankfully the brakes are supremely effective as traffic comes up almost too quickly.

The chassis rigidity will make the average Japa-nese sports car feel like Swiss cheese no matter how many strut bars are installed. Ride quality is firm yet comfortable and road imperfections are not a problem. The cabin is very cozy but the seats are comfortable and provide excellent support. Cornering is balanced, progressive and supremely precise, making sweepers, chicanes and esses moments of joy.

The other side of driving the Cayman S is that it does have a propensity to attracting all sorts of attention, including that of the “The Fast & The Furious” nature. Everyone wants a piece of the Porsche. It’s tough to hold back knowing that the Cayman S can easily run ahead, but necessary if the risks are too high and the stakes too low. That said, the car feels rock solid at 240kph and there is no doubt that it will easily climb to the full 275.

Sounds like your kind of machine? Then call Life-style Motors. There’s a lovely yellow pre-owned Boxter that we’ve been eyeing for a while now.

Porsche Cayman S 2009 Porsche Cayman S,6-speed manual0-96 kph/ Top kph : 5.4s / 275Price: TT$850,000

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The redesigned 2007 CR-V was launched worldwide in 2007. In Trinidad & Tobago there are two engine choices, the new

2.0-litre R20 engine and the 2.4-lire four cylinder. Die-hard CR-V fans and owners will miss the CR-V branded picnic table and easily accessible spare tire on the back door, which is now a liftgate.

The new R20A1 2.0-litre i-VTEC engine features an SOHC 16-valve design, fuel-injection and 10.5:1 compression. With its undersquare bore & stroke design, redline is set at just (for Honda) 6800 rpm. 138hp is made at 6300rpm and 128 lb-ft of torque is available at 4300rpm. The new engine also features drive-by-wire throttle, coil-on-plug (no distributor) ignition and is capable of an average of 30mpg.

Emissions are no more than the average modern car and the CR-V has achieved a ULEV-2 (Ultra Low Emissions) rating. Honda’s new R-series engines also feature high strength “cracked” connecting rods that do away with the pin between the rod and the cap, for a 13% savings in reciprocating mass. The cracking of the rods means that each cap and rod are uniquely matched to each other by their uneven cracked surfaces.

With the 5-speed automatic (no manual currently available in Trinidad & Tobago), the 2.0-litre CR-V gets to 60mph in 11.9 seconds while the top speed is 177kph. The 2.4-litre four cylinder makes 163hp and 160lb-ft of torque, resulting in a faster 11.2s 0-60 time and a higher 190kph top speed with the smooth shifting automatic transmission.

Although we were not able to properly test the CR-V’s off-road capabilities, Honda’s new Real-

Time 4WD system is quite fascinating. The system operates using a dual hydraulic rear differential and 4WD transfer case. Under normal driving conditions power is sent to the front wheels. One of the pumps is driven by the front wheels via the propshaft and transfer gears, the other is driven by the rear wheels via the rear differential. When the front and rear turn at the same speed the pressure between the pumps is equal. If however, the front wheels turn faster (because they are slipping) they cause the front wheel drive pump to turn faster and generate a pressure that is fed to engage a multi-plate clutch that connects the driveshaft for the rear differential and thereby produces 4WD.

The system is also supplemented by a one-way ball cam unit mechanism. This uses six large ball bearings in ramped grooves and engages the 4WD system even before the pumps build pressure and ensures pre-engagement for slight differences between front and rear wheels. In concert, these two mechanisms ensure instant, on-demand 4WD without any lag. The new system is also able to send overall 20% more power to the rear wheels.

Using sensors that monitor throttle position, ve-hicle speed, acceleration and deceleration, Honda’s Grade Logic Control system allows the CR-V to be in the right gear when climbing up or down hilly terrain, providing additional power or engine braking as necessary. The 5-speed automatic transmission also includes an active lockup torque converter. We look forward to the practical testing of the system in wet grass, sand, mud and dirt! Although the system sounds complicated the dual pump fluid only needs to be changed every 60,000 miles or 96,558 km.

Honda CR-V

Article by: Narend Sooknarine • Photos by: Paul “Smurf” Adam, Narend Sooknarine

2007 Honda CR-V, 5-speed auto0-96 kph/ Top kph : 11.9s / 177Price: TT$325,000 (leather)

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The new CR-V is lower, wider, shorter and lighter than the previous model and benefits from a lower centre of gravity, in part achieved by moving the spare under the floor at the rear. The result is minimal body roll. In fact, the CR-V handled like a sedan! This far exceeded our expectations for an SUV/Crossover/Softroader vehicle in terms of on-road performance. With on-demand 4WD, this means confident cornering, lane changing, braking and accident avoidance in almost any weather.

The steering wheel power assist is electrically controlled and does not feel over-boosted as in some Japanese cars. The solid chassis feel can be attributed to the extensive use of high tensile steel. The new body structure also benefits from Honda’s Advanced Compatibility Engineering or ACE which sensibly distributes crash energy beyond the crumple zones. The CR-V received a 5-star NCAP and SINCAP Crash Safety rating.

The CR-V’s audio system is ready to crank up the party with 160 watts of power and even has an auxiliary audio input jack for portable music de-vices to play through the audio system. The system is MP3/WMA CD compatible and has a speed-sensitive volume control that automatically adjusts the volume based on vehicle speed. With the radio turned off the CR-V’s cabin is actually very quiet. The driver’s seat has 8-way power adjustments with lumbar support. The view is nice and lofty

thanks to the CR-V’s generous height which makes ingress and egress very easy. Front row seats also have retractable arm rests for a more relaxed or commanding seating position, depending on how you look at it. Other cool features include a para-bolic mirror built into the sunglasses holder that lets you get a full view of the rear seats– perfect for keeping an eye on the kids.

To add to the coolness factor Honda even un-leashed a “Sport Concept CR-V” at SEMA 2006 which incorporated restyled bumpers, lowered sport suspension, 19” wheels and 245/45R19 tires, custom Agile Blue paint along with suede seats and carbon fibre trim on the inside. So if you’re thinking of making your CR-V more unique in an “urban sporty” kind of way you can take a few cues and/or order a few parts, depending on what you CRaVe.

With fabric seats, the base CR-V 2.0-litre comes in at just over TT$295k on the road, move up to the leather package and you’re looking at TT$325k and plan to spend $385k if you want the top of the range 2.4-litre CR-V with leather. With ANSA’s InOne package, you can have a CR-V for just over TT$6k per month over 5 years with 20% down (TT$65k) for the leather 2.0-litre version we drove. Consider-ing you get insurance, financing, maintenance and friendly service in one package, it’s certainly the way to go!

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We have been anticipating the arrival of this car since we first drove the base model two years ago. Back then we

longed for stiffer suspension, more power and a few cosmetic upgrades.

Suzuki has most certainly delivered and we’re proud to say that the Swift Sport has finally hit the showrooms at Lifestyle Motors. Naturally we gravitated towards the near flourescent yellow colour, being similar to the JWRC Suzuki Swift Super 1600 but due to sales restrictions, we test drove the “Stormtrooper” (white with black trim) instead. The car still has its Mini-esque good looks and is noticeably sportier with lowered suspension and new bodywork. Double exhaust tips, integrated fog lamps, rear spoiler, new side skirts, new front and rear bumpers and Sport badging all signal that this Swift is a different animal.

Naturally, the next stop for us is under the bon-net where a new 1.6 litre VVT engine is ready to summon 125hp@6800rpm and 109lb-ft of torque at 4800rpm. Credit the extra power to healthier cams and a higher 11:1 compression ratio which means premium fuel will be needed– just like the previous Ignis Sport. Rumour has it that with a few choice (and slightly pricey) additions, like intake, exhaust, performance chip, individual throttle bodies, standalone engine management and so on, 180+hp is attainable under natural aspiration.

The clutch is quite user friendly and the close ratio gearbox allows the 1.6 to run 0-60 in under 9 seconds, revving all the way to 7000rpm. The automatic transmission model is also available

and both models currently come in four-door hatchback configuration, making them perfect for taking along friends and family. Make sure they can handle the higher velocities because the Sport will run 200kph with ease, thanks to its excellent gearing and low weight.

The highlight of driving the Swift Sport, aside from the numerous roadside stares, has to be its handling. Realistically, 125hp in today’s world is still but a drop in the performance bucket. Although the Sport never feels sluggish, it excels at keeping momentum up, thanks to its glori-ous handling. Revised, Lotus-tuned suspension allows the Swift Sport to probe the limit of the stickier tyres on larger 16” alloys.

We suspect that a wider tire on 17” wheels would make the Sport even sweeter for weekend mo-torsports like Solodex. With its short wheelbase, the Swift Sport would be excellent for tight turns, and with its superior limit, better at high speed cornering as well. The formula of four doors, superb handling and moderate power bodes well for reliability, accident avoidance, sheer fun, lower running costs and less risk– a bonus for in-surance companies who shudder at the thought of a Sport anything.

Lifestyle Motors says that $148k will have you ready for dexterity driving in a 5-speed manual while the traffic-friendly automatic will set you back another ten grand. Although the Sport is ready to be upgraded by the hardcore aftermar-ket, rumour has it that the Swift GTI may return with a 1.8 litre turbo. But why wait when the Sport is this good?

Suzuki Swift SportArticle and Photos by: Narend Sooknarine

2008 Suzuki Swift Sport, 5-speed manual0-96 kph/ Top kph : 8.9s / 200Price: TT$148,000

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Honda Accord

The 2008 eighth-generation Honda Accord is finally at Classic Motors in T&T! The all-new car boasts two exciting engine choices this

time around, including the usual 2.0-litre VTEC four cylinder and the powerful new 3.5-litre V6! Now classified as a full-size sedan, the Accord leaves the Civic to approach its mid-size roots. Although the new model is considerably bigger than the previous Accord it boasts better engine performance without any loss of fuel efficiency. Traditionally, the Accord has always been easy to drive, intelligently engineered, reliable and holds decent resale value. There are other sedans that may be more prestigious, faster or even cheaper but none comes close to the Honda Accord’s winning combination.

The Accord’s new body is quite revolutionary for the platform. Using nearly 50% high-tensile steel, the new Accord is wider, longer and taller but only 5% heavier while offering loads of head-, hip- and legroom to suit ever-increasing tastes and sizes of today’s larger people. In fact there is almost the same amount of room in the rear as provided up front. In addition to having the safety benefits of ABS, EBD and stability control or VSA (vehicle stability assist) the Accord’s body as been designed through a process known as

ACE or (Advanced Compatibility Engineering). What this means basically, is that the body has been designed through the use of various mate-rials to dissipate more crash energy throughout the structure in a frontal collision. This is in addi-tion to the standard crumple zones. Honda has also designed the front of the Accord to reduce the danger to pedestrians (part of their “Safety for Everyone” thrust) and up to six airbags can be deployed in the event of a crash to protect passengers.

This new Accord has two very distinct per-sonalities in terms of the available engines. The first is the economical 154hp@6300rpm SOHC i-VTEC 2.0-litre four cylinder mated to a 5-speed automatic transmission. Although this engine torques up just 139lb-ft@4300rpm, the transmission makes it quite versatile and it never felt sluggish on our drive, even with four aboard. 0-60 time is estimated at 10.9 seconds and the top speed is 190kph but we suspect these figures are slightly conservative. Then of course, available to T&T, is the brilliant 3.5-litre V6 that puts out an amazing 271hp@6500rpm and 250lb-ft@5000rpm and the 0-60 time is a galloping (for a full size-sedan) 7.8 seconds! The top speed on the V6 is an electrifying 240kph.

Most notable though is Honda’s stellar VCM or variable cylinder management capabilities on the V6 engine. Under part loads, idle or decelera-tion the engine can operate on six, four or three cylinders to conserve fuel– evident in its Partial Zero Emissions (PZEV) rating. It’s not just power-ful, it’s intelligent.

How does it drive? The SOHC V6 is a lovely piece, and no doubt a derivative of Honda’s NSX. This six makes all the right snarly and throaty sounds to keep you playing with the accelerator all day long. We certainly did as we sauntered around the town enjoying cushy yet controlled ride en route to our evaluation area. The Accord is no sports car but the V6 engine certainly makes you want it to be. Even at part-throttle openings the V6 answers with a powerful growl, not need-ing to bark to get up and go. The transmission seems to be well programmed to maximize the V6’s torque band, occasionally short shifting first gear to maximize acceleration under lighter load– try it uphill and it will run all of first gear. We did notice the “ECO” light coming on occa-sionally under part throttle conditions– indicat-ing that the V6 was running on four or three cyl-inders. The system works so seamlessly that we didn’t notice any differences in engine behavior.

Article by Narend Sooknarine, Kevin Singh • Photography by Duane Boodasingh, Devi Nath, Narend Sooknarine

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“The Accord climbed the snaking uphills with ease and smoothness, despite our sporting pace. “

2008 Honda Accord, 5-speed auto0-96 kph/ Top kph : 7.8-10.9s /190-240Price: TT$340,030-$450,030

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Perhaps if we installed a loud exhaust? Although strides have been made to improve the NVH of the latest transmissions we did detect the slight-est operational whine on the 2.0-litre’s 5-speed automatic. The 2.0-litre’s gearing seems to be op-timized for on-the-run performance, sacrificing 0-60 for passing power while the V6 will roast all of first gear with traction control turned off and easily shows off its power at higher speeds.

The Accord climbed the snaking uphills with ease and smoothness, despite our sporting pace. Turn-in is crisp above average speeds and there a fair amount of body roll, particularly when the car is thrown enthusiastically into a corner. Lane-change maneuvers and panic stops were easily executed and the ABS system maintained excel-lent control. The 2.0-litre feels more nimble but overall both Accords feel more agile than most full-size sedans ought to be– a welcome surprise. This can be attributed to the performance-inspired double wishbone front, multi-link rear suspension, 20% stiffer chassis and lower centre of gravity. The Accord handles with the poise of a much smaller, nimbler vehicle despite its consid-erable size. Heft has been well worked out of the equation and with 11” discs brakes all around and ABS, stopping is a breeze. 16” wheels are standard with the factory option of 17” wheels which are standard on the V6. 18-inch wheels will be available for the Accord Coupé V6 which is yet to arrive.

Interior highlights such as our favorite– the front seats– make driving a pleasure and provide a decent amount of lateral support for the torso and shoulders. Incidentally, leather seats are standard on the V6 and optional on the four cylinder model. Air-conditioning controls are zoned, allowing driver and passenger to have their own temperature and fan speed settings. The new multi-function display allows easy con-figuration of the 2-way split a/c, radio and other controls. It is not as high tech as some units in the industry but in typical Honda fashion is easy to read and will probably never go bad until the car gets very old. Of course, the steering wheel has controls for the radio and volume of the stereo system, keeping the driver conveniently in control. The audio system is MP3/WMA/iPod friendly and ranges from the 160watt base system to the 7-speaker with subwoofer 270watt premium system.

The new shape is pleasing to the eye, and indica-tor lamps on the mirrors keep other drivers informed of your intentions while adding some

factory coolness to the package along with the chrome exhaust tips (two on the V6, one on the 2.0-litre). The exterior lines communicate sporty sophistication to the average person. It’s certain-ly not boring. In fact, with its radically different squarer grille and lights, it may be considered bold– a design trend shared with the ‘06 Hyun-dai Sonata– how is that for reverse engineering? In all fairness, Honda was copied first with the rear of the last Accord. As a matter of fact, the Honda Accord, first introduced in 1976, was the first Japanese nameplate car to be assembled in the US which started in 1982.

As a sedan the eighth-generation Accord excels at carrying the family around in comfort and style. For those with long, traffic-filled commutes the 2.0-litre’s fuel economy will rival the aver-age civic and the V6 can give four cylinder fuel economy when its reserves are not needed. On the V6 fuel economy is estimated at an aver-age of 24mpg while the 2.0-litre is capable of 32mpg. Either way, it’s an intelligent choice. The 154hp 2.0L iVTEC four cylinder leather-equipped version (as tested) is priced at TT$340,030 while the 271hp 3.5L V6 takes you up to TT$450,030. In One packages give you insurance, free service and financing for ranging from $5800-8500/mo with 20% down. Check out Classic Motors to ar-range your test drive!

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If you’re used to standard front wheel drive, the world of 4WD grip will bring a smile of se-cret pleasure to your face, while everyone else

remains unaware that you are driving a little bit faster than you should. Of course even with 4WD, ABS, EBD and all the other gizmos and electron-ics, there is a limit to any car’s handling. It’s not invincible but the genetic World Rally Champion-ship (WRC) heritage means the fun is built in.

The Subaru boxer engine’s most basic advantage is its configuration. Arranged with pistons laying flat and horizontally opposed, the action of one piston cancels out the other resulting in superb rotational balance and less engine vibration. It’s also responsible for that signature Subaru sound. The configuration also allows the engine to sit lower in the bay allowing a lower centre of grav-ity and thus, less body roll during hard cornering and a greater feeling of safety when driving.

ABS with EBD works in conjuction with four wheel disc brakes to allow panic stops under al-most any conditions. The drivetrain components line up perfectly, thereby wasting no energy with uneven angles, shaft lengths or inefficient packaging– hence the name Asymmetrical for the AWD system. The Subaru Impreza also comes with 16” wheels standard and a full size spare.

Now on to the driving! While still in the dealership parking lot we discover a lovely new feature in the 1.5R– a low range for the gearbox and immedi-ately engage and try it out going uphill. This capa-bility seriously broadens the off-road potential of the new Impreza. Soon it is time to disengage the (70kph top speed) low range and try out the regu-

lar gearset. The clutch pedal is light and easy to operate and first gear gets the car going smartly. Acceleration is reasonable and the gearing isn’t bad either– if you spend all day in traffic.

Further investigation reveals that the new 1.5 DOHC boxer engine is more powerful and more economical than the 1.6 it replaces, making 106hp@6000rpm and 105lb-ft or torque at a low 3200rpm. This takes the car to a top speed of 175kph and the 0-60 run takes a leisurely 13.7 seconds, so forget the stoplight grand prix. Fuel economy is around 32mpg– excellent for any 4WD vehicle. The 1.6TS made just 94hp and was good for only 26mpg, so the improvements here are quite significant. The new engine also features a new variable-valve timing mechanism knows as Active Valve Control System (AVCS) that increases low end power and high end punch.

The car remains stable particularly in tight turns and during lane changes as evidenced in our “sixty-wiggle test”– i.e. drive at 60kph and yank the wheel left and right vigorously so as to simu-late accident avoidance and/or emergency lane change. The Impreza proves to be one of our best candidates thus far. In fact, the car handles this maneuver so well we decide to try it at 70, going downhill!

The Impreza also comes with a few other nifty details like LED tail lights, power mirrors and an auxiliary audio input to plug in your MP3 player. So it’s way cooler than the old car and as a full-time 4WD economy hatchback, it’s hard to beat, period. Prices start at around TT$169k for the manual and $177k for the auto.

Subaru Impreza TS

2008 Subaru Impreza,5-speed manual0-96 kph/ Top kph : 13.7s / 175Price: TT$169,000

Article by: Narend Sooknarine • Photos by: Devi Nath

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Volkswagen GTI MkV

Article by Narend Sooknarine • Photos by Devi Nath

After spending the better part of Carnival Friday behind the wheel of the new MkV GTi, even as a Trini, it would be easy to skip

the planned Friday party. As an everyday sports car, this car does not just succeed, it provides satisfaction to the seasoned enthusiast. Although today’s young people may not be aware, VW’s original Golf was the actual car responsible for the definition of the term “Hot Hatch”.

With this latest MkV Golf, there has been one major change– this high performance model is now simply called the GTI, a trend also adopted by Nissan with the new GTR. The other big news is Volkswagen’s new DSG transmission; although the car is available with the 6-speed manual gearbox, the DSG (direct-shift gearbox or Direktschaltgetriebe) offers stellar performance for a moderate premium. This unit is an electroni-cally controlled, twin shaft dual clutch manual gearbox, without a clutch pedal and capable of automatic or semi-manual mode.

Essentially the DSG is two gearboxes in a single housing, working as one unit. All this adds up to lightning-fast shifts and minimal power loss as no torque converter is used. One clutch pack

is responsible for gears reverse, 1, 3 and 5 while the other handles 2, 4 and 6. Each clutch pack contains four small wet clutches and both packs are arranged concentrically. The DSG pulls off gearshifts in as quick as 8ms while unanticipated shifts take around 400ms. The resulting engine sound while driving makes anyone feel like an F1 driver. The DSG has drive, sport, tiptronic and paddle shift modes. While an absolute joy to drive, the DSG system is supremely complex, 50% heavier than the manual and works within a predetermined torque range– making future en-gine modifications risky. If you plan to turn your GTI into a 400hp monster, go for the standard manual gearbox.

Using a newly-developed 2.0-litre four cylinder turbo (intercooled) making 200 bhp and 207 lb-ft of torque the GTI can accelerate to 100 kph (62 mph) in 7.2 seconds with the 6-speed manual and in 6.8 with the DSG. Maximum torque is available from 1800–5000 rpm, while peak horsepower comes on at 5100-6000 rpm. The new engine uses VW’s FSI direct injection system that allows an abnormally high (for a turbo-charged engine) 10.5:1 compression ratio. This all translates to instant throttle response, more

2008 VW GTI,5-speed DSG0-100 kph/ Top kph : 7.2s / 233Price: TT$310,000

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power and better fuel economy. Top speed on the manual is 235 kph, while the DSG checks in at 233 kph. Fuel economy on the DSG is around 7.9 l/100km (30 mpg) in the combined cycle with the manual being just slightly thirstier. Although 95 RON fuel is preferred, the engine is capable of running on 91 RON with a slight reduction in peak power.

Now to the handling. We put the GTI through its paces and were pleasantly surprised by its extremely compliant ride. The spring and damper rates have been tuned for progressive handling from a firm starting point. The setup feels very solid and corner entry speeds are in sports car territory. Body roll is gradual enough to let the driver approach the limit of tire adhesion with-out penalty. Our 60 kph emergency lane change test was so easily executed that we tried it at 70 without a problem. When the tires do break loose, the system reduces engine power allowing the driver to maintain traction and direction. During gearshifts, the power is so well managed that the steering wheel stays pointed without any tugging (known as torque steer) that is char-acteristic of almost any front wheel drive car.

While the driving experience is nowhere as raw as say, an Evolution 6 or in need of taming

like an old MkI Escort in a powerslide, the GTI delivers sporty steering feel and confidence-inspring handling. As a race car it is too heavy, too comfortable and too disconnected from the road. Dare we say, it is too refined. As a road car however, you can have excellent ride quality, ease of use and the fun of driving. The electro-me-chanically powered steering rack varies the level assist based on vehicle speed, making it very re-sponsive. It is complimented by VW’s 4-link rear suspension that excels even in the tightest turns. The front suspension uses a McPherson design with thicker anti-roll bars, and a wider track than the Mk IV. Overall, the car sits 15 mm lower than the standard Golf.

The brakes are powerful enough to harness the intervention of the ABS system, and with four wheel discs, the GTI can even be panic-stopped going downhill with little drama. Even with the standard 17” wheels and 225/45R17 tires the GTI feels comfortable and stable in both low and high speed conditions.

The new car has a sleeker body with the same interior space benefits that every Golf offers. We opened the hatch, folded down the rear seats and contemplated the possibilities of carrying a new fridge– not that we would. The interior uses

high quality materials and provides much higher levels of refinement and tactile delight. The seats feel supportive and comfortable enough for longer journeys. Controls for the 10-speaker CD/cassette/radio and dual zone “Climatronic” air-conditioning system are simple and easy to use, providing functionality with minimal driver dis-traction. Radio and multifunction menu controls are also built into the steering wheel.

Along with ABS, traction control (TCS), electronic stabilisation (ESP) and electronic differential lock-ing (EDL) there is also a tire pressure monitoring system built in. At nights the roads are well lit thanks to the self-levelling Xenon headlights and front fog lamps. In the event of an accident, a 6-airbag system will protect passengers.

The German manufactured GTI with the optional super-complex (and expensive) DSG checks in at TT$310,000– opt for the manual and the cost dips to TT$295,000. The GTI is a better performer than most entry-level European cars with more refinement than entry-level Japanese perfor-mance cars. For its satisfying drive, grown up styling and the sound of the DSG changing gears, we would say we’re ready to “un-pimp ze auto!”

Previous generations of Volkswagen’s Golf GTI, from left to right, Mk I-IV.

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Rally Barbados 2007

Article by: Robin Bradford • Photos by: Devi Nath, G. Singh-Nath, G. Wilson, C. Bhagirath, R. Murrel, N. Sooknarine, D. Boodasingh, C. Scherr, R. Ramsaran, Keith Duckworth

After two days of intense competition (May 26th and 27th), during which the overall lead of Rally Barbados changed hands

no fewer than seven times, Paul “Surfer” Bourne claimed his second win in the Barbados Rally Club’s (BRC) blue riband event by a margin of less than two seconds.

With co-driver Stuart Maloney in the BF Goo-drich/Plus-backed Subaru Impreza WRC, Bourne claimed only 10 fastest times of the 21 stages run, but his consistent pace throughout the weekend was what counted. His victory came despite a 10-second penalty for clocking in early for one Saturday stage.

Bourne and Maloney received their trophies at Monday’s Prizegiving at The Boatyard from for-mer Citroen works Junior WRC driver Kris Meeke and executive director of the Barbados Hotel & Tourism Association Sue Springer. Meeke said “I am just amazed by the crowds that turn out to watch rallying here, and the hospitality has been fantastic!”

In the toughest contest of the event’s 18-year history - a fitting outcome in the BRC’s 50th Anniversary year - four different drivers led the event, and all six of those in control of ex-works

WRC machinery set fastest stage times, two drivers each from Barbados, Jamaica and Europe, the very essence of the annual Barbados Rally Carnival.

Despite some intermittent gearbox problems, Jamaicans John “Penti” Powell and Michael March (Stag/Intercontinental Shipping Toyota Corolla WRC) finished second, as they did to Roger May-ers (Ford Focus WRC) in 2005; “Penti” clocked three fastest stage times and led overnight, but Bourne just chipped away.

With three fastest times in the bag, last year’s winners, Powell’s fellow-countrymen Gary Gregg and Hugh Hutchinson (McEnearney Quality/NG Racing Ford Focus WRC) had looked set for a repeat, until a moment on Saturday’s final stage and some damage beneath the car dropped them down the order; efforts to repair the Focus for a full attack on Sunday were not successful.

Roger Skeete and Ian Griffith in the Sheriff’s new Havoline/Michelin/FB Batteries Ford Escort WRC were in contention from early with two fastest times helping them to third overnight. A podium finish looked unlikely after a dramatic spin on the second Malvern cost Skeete more than 30 sec-onds compared with his previous time through

that stage. This dropped him back to fifth, behind Steve Perez and Kevin Procter.

With the experienced Howard Davies on the notes, and spurred on by making it into the top three, Perez then set a couple of fastest stage times in the Vodka Kick Ford Focus WRC. But then, an equally dramatic spin on the first uphill Kendal cost him 20 seconds and returned the favour, leaving Skeete to finish third!

Perez and Davies claimed the trophies as high-est-placed European crew. Perez said at the Prize-giving that he’ll be back next year, while Procter and his local co-driver Stewart Gill finished fifth in the Procter’s Coaches/ITC-backed Hyundai Ac-cent WRC, fastest on the first run of Malvern.

The top six was completed by the only other Jamaican crew to feature in the overall results, 1998 winner Jeffrey Panton and co-driver Justin Morin, in the Air Jamaica/Miami Freight & Ship-ping Mitsubishi Lancer Evo IX. A puncture early Saturday dropped him to 15th, but Panton’s press-on driving style dragged him back up the order by the close.

Not so fortunate was Trevor Manning, co-driven in the Shell V-Power/Simpson Motors/Garbage

MotorSport

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Master Evo VIII by James Betts. “Electric Micey” had been greatly encouraged by the perfor-mance of the car this year, and his optimism seemed well-founded - second on each of the first three stages to Gregg, Bourne and Powell, he was leading Rally Barbados by nearly three sec-onds, when another turbo failure in the second Canefield stage brought his rally to a stop.

Manning’s team-mate Sean Gill flew the flag for Simpson Motors in fine style, however; with “Zippy” Cummins alongside him in the First Caribbean VISA/Shell V-Power/Automotive Art Suzuki Swift. He was fastest in SuperModified 10 on every stage, also fastest two-wheel-drive and finished an impressive seventh overall. His times and fastest speeds - 177kmph uphill at Canefield, for instance - were often precisely matched by the Red Bull/Hitachi Power Tools BMW M3 of Jonathan Still/Heath Hazell, who finished eighth overall, winners of S11.

Despite an engine that persisted in cutting out during Saturday morning, a delighted Neil Armstrong finished ninth, winning Group N with Barry Ward in the Shell Helix/Hankook/Solider Seal Gunk Evo VI. This was an exact repeat of their result of Rally Jamaica last December (2006) . . . right down to start number 17!

For the second year in a row, Barry Gale/Ryan Rodriguez finished 10th in the Simpson Motors/Dentyne Ice/VP Racing Evo VI. They also claimed victory in Group M8-A, despite an alarming trip into the undergrowth on the first stage of the day, when the steering wheel came loose.

Fortunately for Gale, everyone else in the Group had problems of their own. The legendary reli-ability of Roger Hill’s Toyota Celica GT4 took one of its rare downturns with gearbox problems, Kirk Watkins struck the bridge of the first Canefield damaging the rims and suspension of his Evo V in the process, while British visitor Andrew John-

son rolled his Subaru Impreza on the same stage, losing a lot of time.

Gale’s 10th place, secured just a few stages from the finish, came at the expense of M6 winners Ian Warren/Matthew Staffner whose giant-killing acts in the MQI/Subzero/Details Car Valet Peugeot 206 had included a faster top speed through Dark Hole on Saturday morning than two WRC cars, Gill and Still!

A determined drive resulted in a second M7 victory for Rally Carnival founder Greg Cozier and Antonio Da Silva (Citgo/Hyundai Industrial & Commercial Ford Escort RS2000), while five-time Rally Carnival visitor, Scotland’s Kenny Hall, cel-ebrated his 50th birthday with a second M5 win, co-driven by Holland’s Fenny Wesselink in the Carparts4you/Simpson Motors Vauxhall Corsa. His co-driver Fenny was also highest-placed female competitor of Rally Barbados 2007.

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Two other Groups were won by overseas com-petitors. After Northern Ireland’s John Hardman crashed his Ford Fiesta, England’s Andrew Costin-Hurley was the sole survivor in Group B, co-driven by Michael Carrington in the Ford Puma and, while they were not classified as overall finishers, Jamaica’s Tarik Minot and Peter Clarke won S9 in the Minott Motorsport Suzuki Ignis.

In the only small-capacity production Group, Neil Barnard achieved a fifth Group win on the event, claiming P2 honours with Kevin Massiah co-driving the First Caribbean VISA/Shell V-Power/Automotive Art Suzuki Ignis Sport.

Nicholas Gill and Sue Rogers in the Castrol/MQI

Mazda 3 won every stage to lift the Texaco Sun-day Cup trophies. Britain’s Dave Bellerby and Kev Franks (Procters Coaches Ford Sapphire) won the battle for second place, after swapping times all day with the Evo V of Watkins and Max Ferri.

Rally Barbados was organised by the Barbados Rally Club. Each day was a separate qualifying round of the Texaco BRC Rally Championship and the BRC Driver’s Championship. Principal spon-sors were Automotive Art, Banks Holdings Ltd, DaCosta Mannings Auto Centre, Digicel, McEnear-ney Quality, Simpson Motors, Texaco and Williams Industries. Associate sponsors were Armag, the Barbados Hotel & Tourism Association, Crane & Equipment, Essco, Harris Paints, Nassco and SOL.

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Paul ‘Surfer’ Bourne

With Rally Barbados already at its zenith, we decided to lock in some one-on-one time with the Rally Champion himself,

Paul Bourne. Although his skill is undeniable and his Subaru Impreza WRC is nothing short of spectacular, we also took some time to reflect on his other great passion aside from rallying– surfing.

Paul Bourne as a child, lived just moments away from the popular Accra beach in Barbados. His mother would regularly bring him to the beach and apparently he started swimming before he started walking at just fourteen months old and easily stood on a board at a tender age. Paul has a lifetime of memories at Accra beach, growing up with his buddies (Bajan for “pardna” or friend) and honing his skills as a surfer. Somewhere around age 19, Paul fell in love with motorsport and driving. While watching he immediately decided the he was was absolutely going to become a racing driver.

He started with an Austin Maestro, mid-sized 5-door hatchback that was produced from 1983 to 1994. This slow, heavy, front-wheel drive machine was certainly no rally car but nevertheless, Paul found a roll cage and had it installed along with a few modifications. For the next three years, Paul knew one thing–that he was going to place dead last overall. Of course, this determined individual did not care about placing, what was important was that he was driving!

Paul would move up the front wheel drive scale into a Peugeot 205, then a 306 rally car and then made his foray into the 4WD arena with a Group-A Subaru Impreza in 1998. By now Paul was doing quite well and his ‘Surfer’ nickname gained respect rather than ridicule. A few years later, Paul moved up to the car featured here, his WRC Subaru Impreza. 2007 would make it twenty-one years since Paul first set foot in his Austin rally car, putting him squarely into veteran territory. Modestly, Paul remarks – “there has been some improvement since those days...”

Despite superior machinery coming into competi-tion and every other driver upgrading to sequential gearboxes, Paul drove his WRC Subaru with a stan-dard H-pattern gearbox to win Rally Barbados 2007. Along with Trevor Manning, Paul was one of the last WRC-class drivers in the region to persist with

this format– of course, upgrades would have been completed by the time you read this.

We wondered if there were any similarities between cutting a wave and drifting the car, but we were told that the only and most basic similarity is the adrenaline rush of skillfully controlling something on the edge. “Physically, the two disciplines are very demanding.” We had hoped that driving would be the more demanding sport but this was not to be. Surfing, we would learn, takes more from the surfer, and coming from a man versed in the art of the 48-hour rally, we have no choice but to agree. It is for this reason that surfers peak in their early 20s and why Paul and so many other drivers can continue their rally careers into their later years. In fact, Harold Morely who competes regularly in Rally Barbados out of the UK, is in his sixties.

But Paul never forgot his childhood love– surfing. Intermittently, he has served as the President of the Barbados Surfing Association (BSA) for about ten years. The group was formed in 1983 and now has their own website– www.bsasurf.com. Paul still surfs and has been all over the world with the Barbados Surfing Association and on various private surf trips including to Hawaii, California, Europe, Brazil, Venezuela and Margarita. The association is still very active and their most recent trip at the time of our interview was to the Junior World Finals in Portugal. Paul still hopes to visit Tahiti on his quest to ride the perfect wave.

Ironically though, the best run he has had so far was in Barbados. The island’s popular surf spot known as

Words: Narend Sooknarine • Photos: Devi Nath, Candace Bhagirath, Gerrard Wilson

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“The Soup Bowl” at Bathsheba attracts surfers particularly around the win-ter months i.e. from October to March each year to catch the waves gener-ated by the swells driven in by the weather fronts. During this time, there is an abundance of good, heavy, solid ten to twelve foot surf and the season is at its peak. In full surfer motion and squinting his eyes, Paul recalls one such occasion – “I paddled up to the largest wave and I thought– am I really going up this wave? The swell just stood up like a wall, right in front of me. I just bottom turned and pulled in to ride it and the whole thing just threw over. I went through a tube about from here to that coconut tree (about 60ft) and I just came out. I didn’t even get wet.” Sometimes called the “Green Room”, this risky and thrilling experience is every surfer’s dream.

We turned out attention now to Paul’s special blue surfboard he brought to the shoot. It’s an Al Merrick board, K-model. The K stands for 8-time World Champion surfer and actor Kelly Slater, who also happens to be a personal friend. Paul usually takes him for a drive in his WRC Rally car whenever he is in Barbados but after winning his 8th World title, Paul let him take a drive up at the Vaucluse RallyCross Raceway. True to form Kelly pushed harder and harder and Paul found himself, like many good drivers, not completely enjoying the role of passenger– “it’s a different kind of rush, it made me quite nervous.”

Paul’s shortboard is 6.5 feet tall. Modern ones are typically made of polyurethane or polystyrene foam covered with layers of fiberglass cloth and polyester or epoxy resin. There are also hollow wooden surfboards and even hollow carbon fiber or aluminum boards for added lightness. The length, width and thickness of each board is important, and is usually tailored to the height, weight, the skill level of the surfer and the types of waves present. The curvature at the bottom, shape of the nose and the tail also affect the board’s wave performance. Longer narrower boards with pin tails are best for bigger waves where hanging on is more difficult. Shorter, wider boards with diamond, swallow or squash tails are easier to turn, making them perfect for smaller more unpredictable waves.

Fins, also calles skegs, are a huge deal and Paul has about eight sets of them. His favorite are his carbon fiber units that are perfect for coming out of powerful turns thanks to their stiffness. This allows the surfer to turn harder and harness more thrust. Although most boards come with good all-round fins, experienced surfers will swap fins based on wave condi-tions. Standing on the board is made easier thanks to a rear grip pad on the deck and the application of surf wax (to which sand sticks) for frontal grip.

Getting up on the board is usually a difficult part of grasping the art while staying on is even harder. Paul says that he would normally have begin-ners practice getting on at least ten times on the sand before entering the water. The steps are simple and Paul does it effortlessly. But to the untrained, your lungs are compressed with your own weight as you lie on the board. Your back is held tense to help keep your chest up and then it’s time to do a super-pushup and get your feet in place while bringing up your arms for balance. It’s not bad on the sand but by the fourth try it can be tiring and all this is before getting to the water! All of a sudden, strapping into a five point harness and a rigid racing seat starts to sound a bit luxurious. It is very physical, but according to Paul, there is nothing like catching a good wave.

Paul’s four year old son seems to have taken a liking to water too, he walked before he swam though. Perhaps he may take a natural interest in surfing and Paul’s future surf trips will revolve around his boy. As with most fathers, Paul seems both approving, proud and satisfied with the idea of a child sharing his passion. We hear the young Bourne is already swimming and regularly attends board meetings with his dad.

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ULTRA / STAGRally Trinidad 2008

Rally Trinidad celebrated its 5th anniversary in 2008 with the largest rally since incep-tion. The Trinidad & Tobago Rally Club was

proud to host this FIA sanctioned event. The international and premium High Speed Stages rally, held at the end of March, attracted twenty-seven competitors in all, of which ten were our regional counterparts from Barbados, Jamaica and St Vincent and the Grenadines.

Twenty-four stages and eighty-five kilometres long, the rally was characterised by fiercely fought battles on several fronts, disappointments and triumphs, all covered in a loving layer of dust. Event Chairman Barry Mckenzie aided by Rezan Mohammed, with invaluable mechanical as-sistance from Junior Sammy Contractors Limited, spent the last two weeks preparing the stages, not to mention the months expended by the TTRC executives in planning the rally.

The Bajans came to wage a war in well prepped rally machines, adorned with in the decals of their many sponsors. Don’t let the bright colours fool you, for beneath those hoods, beat the rhythms of finely tuned engines, with parts and pieces well oiled, interlocking and battened down. Many an internal battle have they fought on their home ground. They came, they rallied, they conquered, but T&T lives on and will rise out of the ashes of disappointment like a phoenix taking flight, using lessons learnt to forge ahead.We were fortunate to have in our midst, two WRC

Subarus, driven by arch-rivals – T&T’s John Powell and Barbados’ Paul Bourne. They sounded off the trumpet and that set the tone for the weekend.

HIGHLIGHTS RT08 launched on Friday night in the Hasely Crawford Stadium with Michelle Xavier of local superband Imij and Company opening the event with the Trinidad and Tobago National Anthem, which delighted the eager spectators. The first two special stages of two laps each, were contested on a very tricky course around the National Stadium.

T&T’s local favourites John Powell/Nicholas Telfer, first off the line in their Stag/NP Ultra/Intercon-tinental Subaru WRC S9, set a blistering pace to the finish line, before a badly negotiated turn forced an engine stall and precious lost time to his weekend arch rival - Paul Bourne (Barbados) driving the same model car. These two teams en-gaged themselves in a fierce battle over the rest of the weekend thrilling fans on every stage.

Ainsley Lochan in his brand new Stag/NP Ultra/Josef’s Evolution 9 needed all his skill and experi-ence to get through these two stages and keep up with the leaders. Sean Gill/Michael Cummins of Barbados in his 300bhp Suzuki Swift, demon-strated why they were a major RT08 attraction by posting a best time of 2:00 seconds, a mere two seconds off the fastest 4-wheel drive time (John Powell) of 1:58. Gill lived up to the hype all week-

Article by Robert Cadiz • Photos by Devi Nath, Gerrard Wilson, Wayne Lee, Candace Bhagirath, Narend & Kendrick Sooknarine, Brandon Steele, Karen & Ryan Pinheiro and Duane Boodasingh

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coaster’ stage in Longdenville, known for its steep up and down hill runs and the tightest 90-degree corners. This was a chance for the local drivers to claw back some time from the foreign teams. John Powell pulled back almost two seconds on the very first run but Rezan Mohammed watched in awe as Sean Gill increased his lead by another ten seconds.

Early withdrawal, due to major engine problems, of RT07 winners - Barry McKenzie/Justin Wallace, a strong contender for 4WD Group 3-A class, was a major blow to the local warriors as Mckenzie in their Rallymac/Ultra

sponsored Evo 6 equalled Lochan’s Stage 3 time of 2:35 minutes. Ian Warren/Graham Gittens in the Peugeot 206 (Barbados) comfortably extended his lead over local boys Roger McKenzie/Max Jallai’s Rallymac/Cas-trol sponsored Toyota RunX in Group 2-3. By the end of three stages in Rollercoaster, the local boys must have wondered what the Bajans were putting in their gas tank as the competition grew even stiffer. Junior Phil-lips, a definite crowd pleaser in the RWD Turbocharged Mitsubishi Lancer, showcased his driving skills as he fought tooth and nail to keep his 300bhp car on the route. Local team Keeva Seegobin/Kevin Mohammed

end long and out-drove many of the 4-wheel drive cars. The Bajan contingent started really well, leading every category except Group 2-4, held firmly from the start by Trinidad’s very own Rezan Mohammed in the Vigourade sponsored Mirage. Mohammed/Mondro would need every ounce of skill just to keep the Suzuki Swift in sight as they battled for overall 2WD honours.Saturday took everyone to the infamous ‘Roller-

DAY 1

Briefing/Scrutineering

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DAY 2

in their Daiman Publishers/Tola’s Engineering sponsored Toyota Corolla began a troubled Saturday afternoon with a busted intercooler after jumping a bank at the end of Stage 5.

Stages 7 – 10 took place in the newly prepared ‘Jack and Jill’ course in Couva. Stages 7 and 8 threw new challenges into the mix with a few competitors running off and be-ing towed back to the start. Bourne/Maloney (Barbados) although losing a few seconds on Stage 7, maintained

their lead over Powell/Telfer who were beginning to eat away at the lead quite consistently. Lochan/Dumas, confident in their début Mitsubishi Evo 9 run, clocked back-to-back times of 2:30 minutes, which were mere seconds off the WRC class times of Powell and Bourne. As the pressure built with Bourne for top spot, Sean Gill increased his lead over Rezan Mohammed. Although our local boys continued to post the top times in Group 2-4, they would continue to play second fiddle to the Gill for top 2WD honours.

Saturday night’s event occurred over the ‘Zig Zag’ and ‘Indian Trail’ stages where all the teams clipped their lighting pods to their hoods in preparation for what proved to be a tricky night of racing due to the heavy dust left by each competitor. As the huge crowd prayed for a little rain to settle the dust, the competi-tors battled with extremely low visibility, leading to the unfortunate cancellation of Stages 11 and 14. Safety would be priority as the competitors started almost 4 minutes apart simply to allow the dust from the previ-ous car to clear. Stages 12 and 13 proved to be just as

entertaining however, with Robert Cadiz/Randy Lee Young putting their Tropical Power Chevron Hyundai up on two wheels while exiting the roundabout hairpin. Teammate Ansel Ali/Roger Smith tried to better this feat and ended up rolling the Tropical Power 323 on the very next run. Ali landed perfectly on all 4 wheels and continued to finish the stage, thankfully only with body damage to the car.

Saturday finished almost exactly how it had started with Bourne leading the 4WD and overall standings

DAY 3

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A few Rally Hotshots

with Powell snapping at his heels. Lochan was lying in third place patiently awaiting a mistake from the two WRC Subaru’s to give him just the slightest chance at reducing the deficit. Sean Gill continued his dominance in the 2WD category emphasising that his team came very well pre-pared for any local challenge. Roger Mckenzie fought to keep close to lone Jamaican entrant Bobby Marshall in the 2WD Group 2-3 but could only manage 3rd place in group at the end of Saturday.

Sunday morning started with 3 stages going Up the hill in Couva’s ‘Jack and Jill’. Powell and Bourne clocked the exact same times for all 3 runs which was testament to how close this battle was becoming. T&T’s Darrel Ramesar’s EVO 3 suffered a busted gearbox putting him out of contention for top honours in the 2WD Group 2-4, and also a major loss to the local boys for the

overall 2WD. With Ramesar out, Rezan Moham-med continued to fly the red, white and black for the overall 2WD position. Mohammed answered the call beautifully, posting very fast times in the morning stages to hold off a stiff challenge from Bajan driver Ian Warren in the Peugeot 206. As it seemed that there was no catching Gill, Moham-med and Warren were having their own battle holding on to 2nd and 3rd respectively.

Sunday afternoon headed over to the dreaded ‘Snake Run’ with 3 of those stages threatened by the onset of some heavy rain. As the weather held up nicely it seemed as though T&T’s hopes weren’t following suit. Bourne and Gill didn’t make a single mistake, much to the disappoint-ment of Powell and Mohammed who drove spectacularly in a last-ditch attempt to vie for top 4WD and 2WD position. Lochan, the first to be ‘bitten’ by the Snake, had no choice to suffer his

slowest times with engine trouble. Although this provided a nice opportunity for Vishal Dhanraj in his ScotiaBank Esso Subaru, Lochan had put a comfortable lead in the 4WD Group 3-A and eventually took top honours at the end. Lochan’s car trouble had a major impact on his overall standings however, allowing the Bajan trio of Sean Gill, James Betts, Harold Morley and SVG’s Steve Ollivierre to go forward.

The final stages of Rally Trinidad 2008 headed across the road to repeat Saturday night’s Indian Trail to Zig Zag. This stage featured a huge jump into the round-about area, which excited the throng of spectators. Going into the second to last stage, a mishap on the approach to the jump forced Powell into an evasive manoeuvre, causing him to roll his Subaru. This meant a definite end to the title chase and Bourne finally breathed a sigh of relief as his fight for overall

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Place Car No. Driver Co-Driver Group Total Stage Time Diff Diff

1st 2 Paul Bourne Stuart Maloney WRC 0:45:26.54 Leader Above Car

2nd 1 John Powell Nicholas Telfer WRC 0:46:39.21 01:12.7 01:12.7

3rd 9 Steve Olliverre Dominic Olliverre 2-N 0:49:28.14 04:01.6 02:48.9

4th 22 Sean Gill Micheal Cummings 2-3 0:50:11.39 04:44.9 00:43.2

5th 7 Harold Morley Geoffrey Goddard 2-N 0:50:26.92 05:00.4 00:15.5

6th 8 James Betts Dean Serrao 2-N 0:50:34.86 05:08.3 00:07.9

7th 5 Ainsley Lochan Robert Dumas 3-A 0:50:53.00 05:26.5 00:18.1

8th 10 Rezan Mohammed Arshad Mondro 2-4 0:53:14.13 07:47.6 02:21.1

9th 24 Ian Warren Graham Gittens 2-2 0:53:23.74 07:57.2 00:09.6

10th 4 Vishal Dhanraj Richard Ramsingh 3-A 0:55:45.29 10:18.7 02:21.5

11th 23 Bobby Marshall Anand Awai 2-3 0:56:28.48 11:01.9 00:43.2

12th 24 Roger McKenzie Max Jallai 2-3 0:56:59.21 11:32.7 00:30.7

13th 25 Stuart White Stuart Johnson 2-2 0:57:45.07 12:18.5 00:45.9

14th 6 Bobby Ramdass Rajesh Jairam 3-A 0:57:56.80 12:30.3 00:11.7

15th 14 Ancil Ali Roger Smith 2-4 0:59:26.71 14:00.2 01:29.9

16th 16 Robert Cadiz Randy Lee Young 2-4 1:00:30.97 15:04.4 01:04.3

17th 26 David Williams Kristian Yearwood 2-2 1:00:49.24 15:22.7 00:18.3

18th 27 Daniel Williams Ruben Nelson 2-2 1:03:49.02 18:22.5 02:59.8

19th 18 Keeva Seegobin Kevin Mohammed 2-4 1:04:05.29 18:38.7 00:16.3

20th 11 Simon Rodriguez Sean Hinds 2-4 1:08:12.73 22:46.2 04:07.4

21st 19 Junior Philips Travis Hosein 2-4 1:09:34.69 24:08.1 01:22.0

22nd 12 Darrel Ramesar Micheal Ramadar 2-4 Did Not Finish

23rd 3 Barry McKenzie Justin Wallace 3-A Did Not Finish

24th 17 Shelford Robinson Rajesh Ganar 2-4 Did Not Finish

21 Scott Sheppard Sean Sheppard 2-3 Did Not Start

13 James Harris Steve Tarouba 2-4 Did Not Start

15 Fawaz Mohammed Adrian Ali 2-4 Did Not Start

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winner of RT08 was finally over. Gill who had raced flawlessly over the weekend powered his Suzuki Swift to an impressive win in the overall 2WD class and managed to take 4th overall, beating many 4WD cars in the process. Moham-med put up a brave effort to earn 1st in the 2WD Group 2-4 class and 2nd overall 2WD for his Vigourade team. This is Rezan ‘Consistent’ Mohammed/Arshad Mondro’s 4th local consecu-tive win of Rally Trinidad, a magnificent feat for this team!

All in all, the local drivers did well to compete against the noticeably better prepared cars from Barbados, Jamaica, and SVG, and the local boys will take many lessons and a great experience away from this event. This FIA sanctioned event could not have been possible without the generous sponsorship of Stag and NP Ultra. Thanks to Ainsley Lochan, Junior Sammy’s efforts in the stage preparation resulted in the best conditions for Rallying that Trinidad and Tobago have ever seen. TTRC is indebted to all its officials, mar-shals and volunteers who helped to make this event historic. Chalk one up for T&T motorsport!

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A routine service on one of the family cars took Shara, a young Trinidadian-born, US-educated CEO to the local Mercedes

dealership in Orlando, Florida.

While in the showroom, it was a case of love at first sight as Shara sauntered around the SLK, admiring its lines and letting her mind loose on the idea of driving it. Not one to waste a perfectly good thought, Shara scheduled a test drive with immediate effect! She did have a Lexus GS300 on hold but they obviously didn’t get this spur-of-the-moment memo. This single, twenty-seven year old was now in the market for a two-seater convertible coupé with a power-folding hardtop.

As she slid into the plush leather and gripped the thick three-spoke steering wheel Shara instantly recognised that she was in fact the target market,

not only because it was a fact, but because she said so. With very little self-convincing, her mind was made up when her right foot activated the potential of the SLK.

And boy did it perform! Confidence inspiring handling and lively acceleration were being produced at a rate only matched by Shara’s rising interest. Although the US government agreed to no such sale, for the moment Shara owned the road– and this was just the test drive! After a solid “ring-out” the commitment to enjoy “car-fever” and the passion that surrounds it seemed only logical as Mercedes-Benz collected another dose of profit, or was that capital invest-ment? And yes, she went for 3.5-litre V6 with the 7-speed automatic transmission and the high-performance ceramic brakes option (chance favours the prepared).

As time passed, the little SLK had a knack for reviving its product life cycle. Shara found that although it was not the most spacious car, there was always enough secure storage for her pre-cious little cargo. In any case, visits to the excite-ment factory were quite simply, always at her feet. Two and something years later, Shara still enjoys her little SLK, her first brand-new car and the time spent living the dream of “to hell with practicality– time to have some fun!” For Shara, her SLK will always be a performance machine that is safe and as comfortable as it is capable. It’s still easy for her stand from a distance and say out loud “that is one sexy car!”

So what’s next for this fast-paced CEO? New developments seem to warrant change on the automotive horizon... perhaps a CLS 500 AMG? We’ll just have to wait and see.

Article: Narend Sooknarine • Photos by: Kavita & Ganesh Sooknarine • Model/Owner: Shara Sooknarine

Z-Scene SLK Factory Fun

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Now you see it, now you don’t

At an early age, Devendra “Devi” Nath became interest-ed in cars and motorsport. Apart from being around his father who used to rally, he grew up on a staple

diet of Wallerfield circuit racing and international rallying on TV. His favorite car was then the Peugeot 205GTi.

In 1995 Devi took up navigational rallying with the TTRC in his second generation “box” Lancer street car. In 1997, made the move into high speed stages with a 4G63 Galant 2.0 NA, a 5-speed gear-box and KYB rally spec adjustable shocks and springs in

the Lancer. A roll cage, racing seats and harnesses were also

added. Second time out on high speed stages, competed in the 36-car Texaco/

Tecmarine International Rally in 1997. Seventeen foreign competitors took part from Jamaica, Barbados

and St. Vincent. Devi placed 2nd in class (of five cars) and mid-pack overall. Eventually the engine was upgraded to a Sirus

2.0 intercooled turbo unit and this setup took Devi to the podium a few times at rally, circuit (the “rally race”) and drag racing where the car ran in the 16 second bracket.

Devi saw the Mirage at drag racing where he lost against the then driver David DeGannes in the semi-finals for the 16-second bracket. At first David was reluctant to sell but eventually, some three years later the Mirage Cyborg R was ready for its new driver. The car came with a 1600 4G92 DOHC engine factory rated at 145hp except that this one came with a modified ECU, headers, LSD gearbox and GAB adjustable suspension. With an amazing redline of 8900rpm, the car ran 15.7 seconds in the quarter-mile, comparable to the new SiR Civic of the time. In 2002 Devi took the car to a Solodex meet and competed for the entire year, winning four of six events to take the overall ESP championship.

After that Devi began his quest for even better performance and installed a stock 1600 DOHC 4G92 MIVEC engine which strangely enough, amounted to the same 15.7 quarter-mile time. Disappointed, Devi fell out of competition for the next few months and continued his research to find the best engine for the unassuming black hatch.

In early 2004, a very potent 4G93 DOHC turbocharged engine from the GSR Lancer was installed by Mike and Andy of Mike’s Garage in Arima. Power transfer was handled by the same front wheel drive Mivec gearbox, now equipped with a Phantom Grip differential lock-ing system. The front bumper was modified to accomodate the side mounted intercooler and to give the car a slightly more aggressive look. The suspension was upgraded with KYB adjustable coilovers. Now Devi smiled from ear to ear as the little car dropped a full sec-ond to 14.7 in the quarter mile and this was only at the stock 9psi– winning the 15-second dial-up competition in the process. The car was tuned to run safely at 12psi using an adjustable rising rate fuel pressure regulator resulting in a 14.4 quarter mile time. Satisfied with the straight line speed, Devi checked in to the next round of Solodex for 2004, running in the SS class against VR4 Galants, Integra Type Rs

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and 4WD Lancer GSRs. Taking first place in three events and running close to the competition Devi took the overall championship in the SS class for 2004.

In 2005, the “SuperCar” street-class 5-lap sprint race was introduced at the Wallerfield Circuit. Ten cars entered including Lancer Evolution 6s & 7s, Subaru Impreza STi’s and a Nissan S15 Silvia drift car. Devi hung on through the 5-lap race to take 4th place overall, beating many of the high-powered and four wheel drive entrants. At the start of 2006, he purchased a low-mileage, lightly modified Evolution 6. For a while the Mirage was indeed forgotten as Devi revelled in the wonders of four-wheel drive power. However at the next SuperCar street race, in the wet, Devi chose the Mirage as his weapon. The highlight of the race was passing Frankie Boodram driving his Porsche 968 in the hairpin. Overall, the Mirage took third place behind two Lancer Evolution 7s.

Having explored the performance potential of the Mirage and experienced the power of the Evolution 6, Devi began 2007 at a crossroads. Should the Mirage be modified or sold? Where would it race? What price would it fetch and would it be worth it to sell? After being threat-ened with divorce from his wife Genevieve if the car was sold, the choice was clear– the car would be transformed into something entirely new and different and perhaps placed on the rally stages. Devi made a return to research mode, this time on a quest for a new look.

After a few months the makeover plan was established. The car, in true rally fashion would be painted in a similar scheme to the Mitsubishi Evolution 8 Rally car and of course being a hatch-back, the livery would need to be re-interpreted. Laptop in hand, Devi visited fibreglass fabricator Xtreme Bodykits of Chaguanas, where he decid-ed to modify a Lancer Evolution 4 front bumper,

make new side skirts and a lip for the existing rear bumper. A hood scoop was also designed for the complete rally look although Devi was not comfortable with cutting the roof to make it fully functional. After the body modifications were installed the car went to Danny’s Auto Garage in Freeport where it was treated with Automotive Art Mitsubishi Evolution Passion Red, hyper Silver, base Black paint and sealed with a few coats of clear. Decals were added at Oracle Signs in Couva and now the little black hatch became the Hot Red Mitsubishi Mirage.

The look however was not yet complete, the interior received some repainting, a RalliArt shift knob and shortened shift lever, Recaro racing seats and four point safety harnesses. Next the old 15” wheels were replaced by brand new multi-spoke 16” wheels from Automo-tive Art which were painted white. Of course Devi couldn’t leave the performance side of

“The highlight of the race was passing Frankie Boodram driving his Porsche 968...”

Article: Narend Sooknarine • Photos: Devi Nath, Narend Sooknarine, Christian Cozier, Paul “Smurf” Adam, Duane Boodasingh

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things out, the Mirage received a new front mounted intercooler. Before installation the car ran 168hp at the wheels using on the dyno at MAS Tuning. Now it was up to 183 wheel horsepower. Finally, the transforma-tion was complete, for the time being. At this point the car already had a track record and now, a brand new look. It was ready for its debut, but not before adding a few more decals. Mobil 1, Miller Beer, Samsung, K&N filters and Track batteries saw it worthwhile to sponsor a brand new battery, lubricants and of course some financial support for the upcoming racing season.

The public reaction to the car at Solodex was simply overwhelming! People flocked to take pictures next to it and new sponsors made enquiries. Now that the Mirage was popular again it was time for Devi to tempo-rarily hand over the keys. His wife, Genevieve Singh-Nath also competes in Solodex and Drag Racing and ran in the 14 second bracket at Battle of the Imports, Antigua

with Devi as her crew chief. Crew Chief Devi has not closed the door on further modifica-tions to the car and we hear he has his eye on Gerard Carrington’s 4WD Evo-powered Mirage as insipiration.

Devi also has a second hobby that we are quite impressed with– photography. So if you see the Mirage parked at a rally event and it’s camera-wielding driver covered in dust, don’t be surprised!

Devi’s rally-prepared Lancer

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Sometimes us car guys know exactly what we want, but not exactly where to find it. Such was the case with Devi Nath and

his Mitsubishi Mirage Cyborg, when the finish on his rims began flaking, just three months after being painted. Considering that Devi bought brand new rims and had them painted, this patchy look was not to be tolerated. With his Mirage seeing heavy duty at Solodex, Drag Racing, and as a daily driver, what he needed was tough, yet attractive protection for his rims. After much deliberation, the best option seemed to be powder coating, but the questions were how, who and where?

Enter Panland Limited’s new division– Trinidad Powder Coaters. Veterans of the steel pan industry, they now offer a new and attractive powder coating service to enthusiasts like us in the Zorce fraternity. Panland has been powder coating steel pans for some time now, as an attractive and durable alternative to chrome. Durability testing on steelpans involve a lot of hammering and hitting with pan sticks and after seeing the abuse that a few pans withstood, we were confident that this coating would be the best available way to keep Devi’s rims looking nice and new.

Now that we knew where we were going, we had another predicament. We were driving about on race tires since we were going to repair the rims that wore the street tires. Natu-rally, we did not want to stray far from Trinidad Powder Coaters’ location (Main Road, Laventille) to get a good job. Luckily for us, we were able to use the facilities at MasterServ, just a few blocks away to take the tires and valve stems off the rims and head down to Panland/Trinidad Powder Coaters.

Powder Coating is an electrostatic process, in which electrostatically charged resin powder is applied to a grounded metal substrate (the ob-

ject to be coated). The resin powder is attracted to the substrate, and clings evenly and gets into all nooks and crannies. Once sandblasted and powdered, the metal substrate is baked in a special oven at 400˚ Fahrenheit (204˚ Celsius). The heating process melts the resin, and makes it adhere permanently to the metal. The result is a very hard, durable and attractive protective coating. An ultra-modern version of this very same process is used by Ferrari to ensure perfec-tion in the paint finish of every car that rolls off the assembly line.

The idea of powder coating is not a new one, but for a long time, was not readily available locally. Now that Trinidad Powder Coaters has the facility available, the possibilities are endless. Their most popular item from the automotive world has been rims. The hard, shiny finish is a great alternative to traditional painting.

Everything from roll cages to mounting brackets can be powder coated. Want to protect your suspension wishbones and anti roll bar from corrosion? Trinidad Powder Coaters can help you. Want a custom look to your intake mani-fold or tyre valve caps? They can help with that too. Want glow in the dark rims and fluorescent bush bars? Amazingly, they offer finishes for those too! One of the more popular coatings Trinidad Powder Coaters is asked to do is the glitter finish. This involves clear powder resin, in-fused with reflective particles that twinkle under the sun– or your underbody neons. And thanks to their large oven, even a full, stripped-down motorcycle frame can be easily accomodated. As you can tell we’re quite excited by the idea of all these possibilities!

We got our rims back the next day, looking brand, spanking new! What’s next for Trinidad Powder Coaters and Panland? They are now looking into a Powder Coating system for doing plastics! Call them today at (868) 627-0185.

Steelpan passion reveals some unexpected ZorceryArticle: Kevin Singh • Photos: Devi Nath, Narend Sooknarine

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Audio Zorce Paul Papadeas on the State of IASCA

Article by Narend Sooknarine • Photos by Kavita Sooknarine, Shazad Rahaman, Samiir Syne

Although the organization was reinvented after some mis-management in the 90s things have now settled into a path of

steady growth. According to IASCA President, Paul Papadeas, the mission of IASCA (previously known as NACA) remains the same– marketing of car audio. IASCA’s focus over the last five years has been on the integration of international mar-kets. Affiliates in over twenty-six countries have benefitted from competition, technical, judging, sales and marketing training.

Since the inception of IASCA, competition, scores, and breaking records have been the backbone of marketing car audio. Literally, hundreds of thousands of US dollars have been spent on a very small segment of the market– the hard-core competitors, who are already sold on the concept. Despite the die-hard influence on the audio crowd, IASCA is now reaching out to a broader market of new people. Consumers can now become affiliated as an audio enthusiast and not necessarily as a competitor but as a part of a worldwide IASCA community. The cost of registration is minimal but the benefits are great– they include test CDs, approved retailer listings and free system evaluations in the US.

The mechanism includes IASCA-certified dealers who are trained to handle IASCA enthusiast enquiries and help consumers transform their car audio system to achieve their goals through upgrades, tuning and evaluations. When dealers get involved, the displays and demo cars make it look easy for the almost anyone to purchase and

transform their ride. The basic variables such as imaging, sound staging and sound quality can be easily evaluated using IASCA support forms with a simple pass/fail system. Dealer integrity in the evaluation process will gain customers’ trust and build relationships. Because registered IASCA enthusiasts get the right information and are receptive to sound advice, they can confidently make upgrades.

Audio competitions often pinpoint measur-able performance figures such as SPL or sound pressure level which can result in purpose built competition vehicles that look very different from the average car. The SPL testing is more in-volving for competitors than crowds as basically any frequency deemed effective can be played to produce the highest possible figure and for a short period of time.

The bass boxing format was introduced to bring music back to competition and to show onlook-ers that the competition is all about music in your car. SoundQ or sound quality competitions change the focus to things like clarity, tonality and proper installation in vehicles. These newer forms of competition combined with dealer support in the form of display booths and demo vehicles at events allow consumers to identify with the systems seen at the show. Although the level of display material varies from mild to wild, the standard of all IASCA exhibitors is very high and eventually enthusiasts may decide to try competition and perhaps evolve into an installer, reseller (dealer) or manufacturer.

From the merchandising side of things there are other back-end dilemmas. Newer products are shown religiously each year, yet supply and distri-bution from the manufacturers have been erratic since the mid 80s. In many cases the latest model is always shipped late, by the time it is accessible, it’s time for the new one to appear, making the current model less desirable. With factories trying to estimate demand with a just-in-time stocking system, it’s tough for smaller sellers.

Changes are sometimes cosmetic and some products are hardly intuitive or ergonomic– even for those who have been in and around the industry for years. Many of the more advanced features are hardly ever used– a testament to the success of the iPod which is incredibly simple and is now being integrated into many audio installations. IASCA also advises the audio-related manufacturing industries regarding sales trends and supplies in an effort to make things easier for smaller audio dealerships,the industry as whole and for the average person.

Through the mechanisms of IASCA i.e. the website, events, affiliations, dealer integrations and market cultivation efforts, the objective of industry growth can be achieved worldwide– al-lowing IASCA to live up to its International name. So, if you’re not a part of this dynamic organisa-tion and you are into car audio, join today and start making informed decisions.

http://www.iasca.com/

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Tobago Car Show 2007

Tobago? Easter? Why would we Zorce-en-stiens be wanting to go to Tobago for easter?? Well we’ll tell you– the annual Tobago Easter Car Show. This

is the one and only car show that was started by Barry Habib and friends (Autotrax) who wanted to offer some-thing different for the Car Show aficionados by combin-ing Tobago’s paradise environment with the Automotive industry. 2007 would make it 10 years since car show wheels started making the annual turn to the sunny isle to strut their stuff.

The Tobago Easter Car Show has become the debut point for many tuners’ new rides each year built in the off-season, often behind closed doors. When the Christmas and Carnival seasons go by, it’s time for the newest stars of the auto and custom scene to shine, hop, blast their tunes, burn rubber and showcase the best and latest custom trends. Both “old-school” and modern machinery are well represented and the lime was great as we linked up with the Paradise Motorsports and the TriniMINI club to see the latest and greatest in T&T.

Article by André Crichlow • Photos by Nicholas “Disney” La Touche, André Crichlow, Kendall “Dat Guy” Layne & Narend Sooknarine

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The best advice I ever received was at age nine in primary school when my teacher told me I must always be myself. I remember

thinking that: hey, I was already me so “sir” must be confused. Life experience has since taught me that I was the confused one and that true success, whether financial, academic, spiritual or emotional, can be achieved only when we know ourselves.

Since this article is about finance, my thesis for achieving financial success is premised on four main tenets. 1 - Knowing your level of satisfactionAmbition, recreational habits, social status or anything that satisfies a desire is personal and sub-jective. For example, the most contented worker I know (besides myself) is a messenger I worked with a few years ago. He enjoyed his job because he liked being outdoors. He liked driving and he enjoyed meeting different people every day. He was content with where he lived and the car he drove. We can all achieve this type of contentment by examining our needs and wants and then as-sessing the level of gratification each one gives us.

2 - Understanding your resourcesOur resources are always with us. These are: talent,

time, intellect our senses and anything that we can legitimately use to exchange for finance and other resources. We then exchange money and other resources to replenish our spent energy and to protect and comfort our bodies so that we can earn more finance. The more we understand this cycle, the more it is evident that increasing physi-cal endurance, honing talents and improving our education level puts us at a greater advantage to increase our earnings.

3 - Setting personal goalsRealistic goals cannot be set until we are honest to ourselves in relation to identifying items 1 and 2 above. This article does not allow me to deal with this item at length. I will simply use the com-mon sense business acronym that a goal must be SMART. It must be Specific, Measurable, Achiev-able, Relevant and Timely.

4 - FocusMaintaining focus is always easier said than done. It requires personal discipline and honesty to one-self. Life is ever full of distractions with magazines telling us how we should look, food companies marketing products we should eat, stylists deter-mining what we should wear and everyone having an opinion on what would make us happy. We

need a constant focus on introspection. This allows us to always have a clear vision of where we are in achieving each goal and gives us the opportunity to tweak our plans as necessary.

Essentially, the four basic steps are about being self centered in a positive way so that we can build and enhance personal wealth.

Comments on this article can be directed to: patam100@yahoo.com

Financial Zorceology The Best Advice

by Patrick Tam, General Manager

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We live in the Tropics. Temperatures rarely fall below 700F (210C). So your engine thermostat is faulty and the mechanic

says “we don’t need it, throw it away”. Big mistake. REALLY BIG MISTAKE!. Even bigger if your car is fuel injected. The extra money you are going to be spending on fuel could be used to buy that ‘slam-min’ set of rims.

Most modern thermostats are of the wax element type. Paraffin wax has the unique ability to take up more volume as a liquid than as a solid. Because of this, the operation is simple. A rod is placed within a cylinder filled with wax and sealed. The top of the rod is anchored to the disc portion of the mecha-nism by a thin bridge. The wax cylinder is attached to a slightly smaller disc and is spring loaded to an outer casing. As the coolant gets hot and the wax melts it displaces the cylinder downward against the spring pressure and the thermostat opens. By varying the purity of the wax, manufacturers can make thermostats with varying opening tempera-tures.

The thermostat is placed in the cooling system to regulate the engine operating temperature. One of its functions is to bring the engine up to operating temperature as fast as possible since a cold engine requires more fuel to operate. Less frictional drag is also avoided if the lubricating oil flows freely. A second lesser known function of the thermostat is that of regulating of the flow of coolant to and from the radiator so that the hot coolant remains in the radiator long enough to give off its heat to the surrounding air.

So let’s examine a scenario where the thermostat is removed completely. A high powered Nissan SR20DET-powered car with the fancy aluminum radiator is running down the highway. It’s midday hot sun. Airflow through the radiator is quite a lot as the SR20DET engine is ‘doing it’. The engine RPM is hovering around six grand, which means that the water pump is circulating the coolant at an equally fast pace. So fast, indeed, that the coolant is return-ing to the engine block quite hot. Remember that in order for the coolant to do its job it must be below the temperature of the heat source that it’s trying

to cool. In nature, things tend to move from an area of high concentration to an area of low concentration. In this case it is the heat from the cylinder block and cylinder head that we are trying to dissipate. And if the coolant stays hotter than the block, then we would be putting back heat into the block and head.

So let’s say we hit a little traffic (who can get away from that these days). Instead of cool-ing down, the poor SR20DET engine starts to overheat. And did you forget the turbo? A little bit of boost and we looking for a new (used) engine.

What about the same situation, but at night? The lower outside temperature will allow the engine to run a little cooler. Maybe too cool. Because the thermostat is not present, the coolant flows through the system and SUPERCOOLS the engine. The engine will supercool because the thermostat can’t close off to warm up the metal parts because it is just not there. The oil becomes a little more viscous and adds drag to the rotating and reciprocating parts.

But that is not the end of the problem. Fuel injection systems were developed to add to engine efficiency and to help control harmful emissions emanating from the exhaust. It is emissions control that seems to be driving the development of the motor vehicle industry.

Most injected (gasoline) engines run in one of two modes. Open loop and closed loop. Open loop operation describes a condition where the ECU (the brain, or Electronic Control Unit) ignores any feedback information from the oxygen sensor until the ECT- Engine Coolant Temperature- sensor indicates that the coolant is up to temperature. When the ECT indicates that the temperature is optimal, the engine goes into closed loop. That’s when oxygen sensor informa-tion will be used to adjust fuel ratios.

So our SR20DET engine is running down the highway at night goes into open loop mode. And, yeah, the beast feeling more powerful too! And it should. For two reasons. The air is more dense at night, so we are getting more of a charge into the combustion chamber. And, since we are in open loop mode, more fuel is being metered to the cylinders. It’s the burning of the fuel that creates power. So more fuel- more power. But what about the fact that some of this excess fuel may not be burnt and instead is being used to wash the thin film of lubricant (1 micron) from the cylinder walls? We end up with an engine that will wear rapidly, that’s what!

Serious racers who don’t want to risk a thermostat sticking closed on them while they just past the 800 ft mark on the quarter could use an old trick of making a restrictor plate for use in place of the thermostat. The plate could be ma-chined out of a thin piece of aluminum and a three-quarter to one inch hole is drilled into the centre to allow coolant to circulate. This restrictor ensures that the coolant remains in the radiator long enough to give up its heat.

So we follow the advice of the mechanic under de mango tree and we do away with the thermostat. “ That not for we…” and we run the risk of creating excessive wear on the cylinder walls, or we create too high cylinder pressures and detonate the engine to death or worse- we run around town spewing either a lot of un-burnt hydrocarbons or oxides of nitrogen into the atmosphere ensuring that the up and coming will not have much of a paradise to live in.

For me, my thermostat staying in!

WAX

CYLINDER

SEAL

by André “Quad 7” EdwardsZorceology Be Cool

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It is not often that one has the opportunity to ponder the risks involved in washing one’s car. Most people look upon washing their car as a good thing. It’s good for the paint, prevents the bird-poo from etching the clear coat,

and generally saves you from having to do ‘actual work’ on a Saturday or Sun-day morning. The car washing ritual also gives you the opportunity to inspect your vehicle close up. You may notice a new scratch, maybe the door rubbers are beginning to crack, perhaps the flash band at the base of the windshield is beginning to peel. For you readers who are wondering what flash band is, it is probably best for you to stop reading now and fire up the PlayStation…

Why all this contemplation of weekend car cleaning? Well, I have come to the conclusion that it is no longer safe to wash the MG on a regular basis. It may very well do more harm than good. I have been lucky that the floor panels are still in a mostly pristine condition, which unfortunately means they collect water when the car is parked in the rain on a slope, with the front higher than the back. The doors however, have not fared so well over the years. When I had just bought the car, there were early signs of rust in the corners of the doors. Nothing much, just the usual high quality British rust-proofing doing its best to deny its own existence, sort of like political election campaign promises after general elections…Anyway, by now my doors now act like sponges, soaking up all the water that the Navet Dam has to offer, and using it to breed new rust, which now drops off in small chunks, and probably wanders off to start new rust colonies in other areas of classic British metallurgy.

How, you may wonder, have I let things get this bad? How did I escape the Classic Car Police and remain on the run for so long? More importantly, one may ask why? Surely, I should have known better. Have I gone completely daft? I don’t think so, nor have I seen a memo indicating such. In my defense, I think I have some good reasons and justifications that may stand up in court, at least as good as most state star witnesses…

Exhibit A: Proper Use of Your Car“If I had a car like yours, I woulda have it park up in de garage looking like new…” If I had a dollar for every time somebody walked up to me at Solodex and said something like that or similar, I would have had a garage to park the car in by now. I have been accused of abusing the MG at Solodex so many times that I may very well be the first automotive ‘bobolee’ in history! In my defense, I always argue that the car was designed as a sports car, by a company whose life and soul was based around sports cars, so much so, that for many years MG’s slogan was ‘Safety Fast’. What’s the point of having a sportscar if you don’t use it in the manner in which in was intended? There are two armies on this moral battleground – those who are shiners, and those who are drivers. I believe hanging the tail out as I downshift into 1st gear and pop the clutch beats having a trailer queen in the garage any day. So what if the tyres kick up paint-scratching gravel onto the bodywork or the car spends the whole day in the rain? Unfortunately, it means the car won’t stay shiny forever, but then you don’t go hiking in slippers to keep your boots out of the mud.

To restore, or not to restore… the State calls its first witness Article by: Kevin Singh • Photos by: Kevin Singh and Inshan Edoo

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Exhibit B: The Curse of the Perpetual RestorationLike so many of history’s holy wars, many restorations begin with high hopes, misplaced optimism, and perhaps too many misguided good intentions. Everyone dreams of doing the perfect ‘ground-up’ restoration…by ‘everyone’, I mean the vast majority of British car owners (the vast majority of the minority?) who think it is a good idea to put off home ownership and garage construc-tion until the car is finished ‘just right’. The problem is, I have seen too many restorations that run out of steam, enthusiasm, and more importantly, Sterling, just when the car is on blocks, and its innards are in boxes, bags, and other cars. Parts get dusty, primer begins to bubble, oily bits seize up, and parents become grandparents. I have managed to resist the urge to begin work until I feel I have all the parts I need. A good stock of spare and replacement parts is more valuable than cash. If you run out of cash before you realise you need a windshield rubber, you are in trouble. You are better off having all the parts ready and waiting, and paying the bodyman in small increments…or so I tell myself. The trouble with accumulating restoration bits while still using the car is that you chip into your restoration money to keep the car running, or racing, in my case…or barely racing, as the case may be. Point is, best to keep the car mechanically sound and running, and undertake the cosmetic restoration when it can be done in the shortest time possible. Start date is always “next year for sure”.

Exhibit C: ParanoiaImagine taking apart a carburetor for the first time. You lay a clean white sheet on your workbench, you open the manual, and you lay out the disassembled parts in the order in which they came off. Always with those pesky manuals, reassembly is the reverse of disassembly. Right. If you do not have leftover parts, you have either been guided by the Hand of God, or, more likely, you are stand-ing on them (the parts, not God’s hands). The same thing applies to taking your old classic apart.

Well, almost. Bits get broken, parts come apart in your hands, some parts seize onto others, expensive bits disappear into dark corners, only to be rediscovered

the day after you make the last ‘minimum payment’ on your credit card. Simple tasks like unscrewing your tail light lenses can become minor horror stories of the kind that might give Stephen King nightmares. With all this in mind, you begin making up excuses not to step up to the task of taking your car apart for fear it may never be put back together. You begin thinking, “When I get more tools…When I have more storage space…When that final bag of matte finish posidrive screws that I haven’t ordered yet arrives…Just one more Solodex…Maybe I should spend my Sundays meditating…’

Exhibit D: Too Many Projects“…like butter being spread over too much bread.” That’s roughly how Bilbo Baggins described the feeling of bearing the Ring of Power for so many years. That’s usually the feeling that also comes from trying to balance your finances when you have another impending restoration to undertake. The addition of another project will make you virtually transparent, particular when your wife starts looking for you.

The logical approach would be to finish one project properly, before starting another (or so the theory goes). However, when the ‘quick’ project drags on for three years, you find yourself slowly facing the reality that time is running out…and money. The MG was supposed to be kept in service while some minor is-sues with the Vauxhall were resolved. Once those were dealt with, the Vauxhall would take over as the Sunday driver of choice while the MG went under the torch, so to speak. However, a simple exhaust replacement turned into an en-gine-out operation, complete with the need for helicoils, minor bodywork, carb rebuilds, broken engine mounts and too many other minor gremlins to list.

As I sit here contemplating the logistics of swapping cars between Curepe and Princes Town, then further on to Tobago, hopefully in one day and a night, I am sure of one thing: when both cars are finally done and gleaming under the glow of fluorescent lights, I can assure you they will not be sitting pretty in the garage for very long. I am almost looking forward to people once again saying how they would look after my cars if they owned them. One thing’s for sure, I’ll be washing them more often.

Highlights: The 23rd Annual All British Car Show, Orlando FL.

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