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ContentsZorce11: Contents

A phenomenal 9.67@155mph at the Camden Raceway gave Aaron Dowridge his personal best time and the first official 9s street car pass in Trinidad & Tobago. This time around, Aaron piloted his blue R32 GTR Skyline, a reworked stablemate to his “Yellowbird” R32 street-legal racecar. Congratulations, Aaron!

Z o r ce I s s u e # 1 1 • S e p t 2 0 0 8 – M a y 2 0 0 9

Editor-in-Chief: Narend SooknarineContributing 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 SooknarineAudio Editor: Shazad RahamanInternational Editor: Victor SooknarinePhotographic Editor: Kavita Sooknarine-Fonseca

Photographers Devi Nath Bruce Anton& Media Crew: Joe Cool Gerard WilsonPaul “Smurf” Adam Ryan Ramsaran Justin WallaceAaron Achan Lyden Thomas Candace BhagirathDewayne Thomas Patrick Nanton Fadil RahamanRoger Edwards-Barran Kendall “Dat Guy” LayneAssistant Editor: Sabrina Vailloo Editorial Consultants: Cheryl-Ann Wharwood Melanie HamiltonBusiness Planning Consultant: Ved LackhanAdvertising Consultant: Tracy Alonzo-HarperAdvertising Sales: Cheryl BocasDesign Team: Mitra “Crazy Horse” Jattan Damian “CapVeg” Gill Nicholas “Disney” La TouchePrinting & Binding: Eniath’s Printing Co. Ltd.Produced by: Zorce Publications Ltd.

Meet th

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orcerers

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Advertising & Features: Narend: (868) 727-7248 or 358-3471, narend@zorce.comCheryl: (868) 678-3962 or 221-8684, frontdesk@zorce.com

Distribution & Restocking: Periodicals Ltd. Tel: (868) 623-8752Arvind Dattoo Tel: (868) 772-9536 Nigel Ali Tel: (868) 680-8136Ancil Lynch Tel: (868) 395-0654

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

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Fastest Street Car in T&T!

Rumours, lies, iSpies and otherwise... Automotive andMotorsport News in T&T and the region: We pay tribute to Lewis and check out AMG’s driving school. We also look at the latest new car launches: X6, A4, Teana and QashQai then visit SEMA in Las Vegas!

This issue is packed with a special feature on Rally Barbados star Andrew Jones, one of the Caribbean’s fastest– Sheldon Bissessar and then we get all dirty in Rally Trinidad 2009.

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 BMW X6, Audi A4 and A5 and the swanky new Ford Mondeo.

We hear all about Rudolph Diesel and how he made the world’s first diesel engine, then get some tips on how to play Gran Turismo 4 in the most efficient way possible and finally, why you should be careful about selling your old car.

We have a look at Island Pugs, the latest car club formed to encompass all things Peugeot!

Zorcerazzi News

MotorSport

Test Drive

ZorceOlogy

Z-Scene

The year in review for IASCA, Shazad Rahaman tells us all about 2008 and reveals plans for 2009.

AudioZorce

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ZORCE travels with

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Hybrids and full electric cars are becom-ing more and more of a practical reality. The world has seen some serious climatic

changes in both the weather and the state of the worlwide financial marketplace. Although we may not realise it, these changes have serious implica-tions for the Caribbean countries and not just those nations that are regulars on BBC and CNN.

The good news is probably that we are all accustomed to recession measures which have been in a state of constant development over the last few decades. Perhaps we are still learning how large-scale income should be managed in the long term. Changes are typically more sweeping than ever before and on a necessarily grander and larger scale. Our larger islands are now faced with a serious traffic problem. Measures such as highways, water taxis, an expanded bus system and greater usage of motorcycles are now being explored. Despite the recent hard times everyone

still wants their own car, and hence sales are still looking up. We’ve got the latest ‘high performance traffic’ on every road from the beach to the mall, to school and to work. God bless email and couriers.

With all this in mind, we’d like to recommend that everyone sell their old cars for salvage and get Porsches and a scooter instead! Lifestyle Motors has finally launched the 911, and Porsche has announced the global arrival of the four-door Panamera. Despite all this launching, they are still managing to seize control of the VW Group which obviously says that the engineers have a great cost-to-profit ratio. They are keeping the core Porsche experience fully intact in their lineup.

So, it’s a plan... a 911 and a 125cc scooter. Or should we skip those and get a Tesla electric instead? Or perhaps our local version, the ANT electric? We’ll take a closer look in the next issue of Zorce!

Editor-in-Chief, Narend Sooknarine thinks that fuel efficiency and power-to-weight are definitely things to ponder when at the racetrack or at the dinner table. Red Bull anyone?

Shazad “SR” Rahamanis a Certified International Judge for the International Auto Sound Competition Association. Shazad has recently been awarded the responsibility of man-aging IASCA affairs in the Caribbean. Shazad also does custom audio instal-lations and system tuning. With those high decibels in effect, we’ll have to learn sign language soon...

Cheryl BocasThe model of efficiency– no pun intended– Cheryl has a serious passion for organisation. With all the chaos and automotive digression that takes place around the Zorce Hut, it’s up to Cheryl to keep us slackers in line. Or as we say around here, to get through to Zorce, – “Go through the Bocas!”

Devendra “Devi” NathOur most senior local photographer, Devi’s work speaks on his be-half. Known around the office as “Photo-Google”, Devi brings a wealth of experience and bravery to the Zorce Team. He is also quite the driver. Devi’s amazing Street/SoloDex/Circuit Mirage hatchback was featured in Zorce Issue #10.

Nicholas “Disney” La ToucheNick’s passion for animation earned him his nickname “Disney”. From trick sequences for television to animated banners for the internet, Nick’s creativity and unique style brings seriously hot graphics to the Zorce team. BreadX, SistM in da house!

Kendall “Dat Guy” LayneKnown as the “Dat Guy” or the dreaded “Rasta-Cam” Kendall often flirts with danger and always “saves the shot”. A talented video specialist, Kendall produces the video clips seen on Zorce.com, Trinituner.com and the popular primetime TV show– Paradise Motorsports. Does he look like Machel Montano, when in Barbados and Nevis? You tell us...

Nigel “Plex” AliDon’t let his calm appearance fool you, this guy can post with the best of them! Although he started off as a regular forum user (noob) on Zorce.com, Plex continues to amaze. His passion for cars and exploratory skills on the net means that you’ll be hard pressed to find the latest before he does. And in the words of the man himself, it’s really, “Good info”!

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Photos by Kavita Sooknarine-Fonseca

Lewis wins F1 ’08 Championships!

Mercedes-AMG Driving School

Zorcerazzi

Vodafone McLaren Mercedes driver Lewis Hamilton is the 2008 FIA Formula 1 World Champion.

In one of the most dramatic finishes to the world cham-pionships ever, Lewis took the title by a single point after securing fifth position on the final corner of the final lap of the final race of the 2008 season. Lewis finished the year with 98 points– one point ahead of Ferrari’s Felipe Massa, who won his home race at Interlagos.

Heikki Kovalainen finished seventh– a result that helped the Vodafone McLaren Mercedes team to second in the constructors’ championship with 151 points. Ferrari amassed a winning total of 172 points.

At the age of just 23 years, 10 months and 26 days, Lewis is the youngest champion in Formula 1 history. He takes McLaren’s 12th drivers’ world title, and the third for the McLaren Mercedes partnership, which won the drivers’ title in 1998 and 1999 with Mika Häkkinen.

“The most dramatic race of my whole life. It’s pretty much impossible to put this into words: I’m still speech-less. It’s been such a long journey, but I’ve always had the support of my family, the team, our partners and the fans. We did a fantastic job throughout the whole year and, with all the sacrifices we made, I’m so thrilled to be able to win this for everyone.

“Before it started to rain I was quite comfortable, and I was just focused on having a clean race. Then it started to drizzle and I didn’t want to take any risks– but Sebas-tian got past me and I was told that I had to get back in front of him. I couldn’t believe it. Then at the very last corner I managed to get past Timo– it was just amazing. This was one of the toughest races of my life, if not the toughest. I was shouting, ‘Do I have it? Do I have it?’ on the radio. It was only when I took the chequered flag and got to Turn One that the team told me I was world champion. I was ecstatic.”

www.lewishamilton.comwww.mclaren.com

If you can’t see yourself winning an F1 Championship, the next best thing might be to learn the fine art of high-performance driving. The AMG Driving Academy

was set up to give keen drivers the opportunity to hone their skills under professional guidance. Enthusiasts will find the experience unforgettable. The programme offers a wide selection of events which allow ambitious sports car owners to improve their car control and also enhance their driving safety.

The AMG Driving Academy, founded by Mercedes-AMG in 2007, consists of five different programmes: EMOTION, BASIC, ADVANCED, PRO and MASTERS. The level of dif-ficulty is tailored to the driver’s individual requirements. Legendary race tracks such as Nürburgring Nordschleife, Spa-Francorchamps and even a special winter event in Arjeplog, Sweden let participants gradually and safely discover the exciting limits of fine German engineering.

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Article and Photos by: Narend Sooknarine, Kevin Singh

‘First’ Porsche 911 in T&T!

Panamera: Porsche’s new four-door GT

The dealership is now complete. After a very successful launch and the healthy sale of a popula-

tion of Boxters, Caymans and the big seller, the Cayenne, an important element was still lacking. Now we are happy to say that Lifestyle Motors is of-ficially a “proper” Porsche dealership!

Nine months before market launch, Porsche has released the first official photos of the Panamera in its final look.

Conceived and designed as a four-door grand touring sports car, the Panamera combines sport, a roomy layout, and the driving comfort of a GT. All of the car’s occupants apparently, are allowed to experience that special ‘pilot feeling’ on all four seats– we can’t wait to prove that one right! There’s also room for everyone’s luggage and the rear seats fold down, too.

New V configuration engines come with six and eight cylinders and range in power from 300 to 500 bhp, aided by turbocharging and direct fuel injection for good economy. Power will go through a manual six-speed gearbox or the new seven-speed PDK Double-Clutch Gearbox to drive the rear or all four wheels. Porsche hopes to move 20,000 units annually. Hopefully one or two will come to the Caribbean!

Over the years, a few private 911 imports were licensed but this is the first 911 to come through the only Porsche dealership in T&T. Technically speaking, it’s quite a historic moment!

This beautiful 911 Carrera S packs a naturally aspirated 3.8-litre flat-6

engine that puts out 385hp! It also comes equipped with Porsche’s latest double clutch (PDK) gearbox for the fastest gear-shifting avail-able from the marque.

When a car has the ability to make responsible, grown, businessmen to yell out “Suhweeet!!!” – you know it’s that good. Now that Porsche’s iconic flagship model has arrived, the crown jewel is finally in place...

Be sure to catch highlights of the launch in Zorce Issue #12!

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NEW GTR!!!

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New beginnings for NP

NP has set about a transformation programme to affect its branding and as well, to fulfil its mandate in the

energy sector. The transformation is a deliberate one geared towards fulfilling strategic objectives, propelled principally by the need to improve the quality of service brought to their customers. As part of that process, NP is currently concentrating on modernising its operations by rehabilitating its asset base and by introducing cutting-edge technology, where appropriate.

The board and management at NP are focused on the future of the brand and its current impact, as well as on maintaining NP’s history of dedicated service to T&T. With increased expansion, we

anticipate greater demand for service. Providing excellent customer service will become a high priority. In this regard, NP is on a drive to meet these demands and bring its service to world class standards. NP has always provided customer ser-vice training to their service station network and has increased the programme with more frequent training sessions at their sites.

As a State-owned enterprise, NP fully endorses the Government’s 2020 Vision which communicates that in the shortest possible time, and certainly by the year 2020, Trinidad and Tobago must become a developed society. In order to achieve this vision of world class competitiveness, NP must renew a culture of entrepreneurship throughout the

company’s value chain and establish and maintain a culture of welcoming customers back, again and again to their facilities.

Over the last six months NP has opened modern facilities at Carousel, Cocoyea; St. Augustine and Wrightson Road. The new St. Augustine Station is a one of a kind, being the only one to provide a service for the Priority Bus Route customers, offer-ing access to and egress from the PBR.

At the core of NP’s purpose is a strong com-mitment to Fuelling the Future of Trinidad and Tobago. We hope that these new initiatives tranlate into a more fulfilling (fuel-filling?) experience for the general public.– Ed.

Information and Photos supplied by NP • Above: The newly opened St. Augustine Service Station • Inset: The state-of-the-art facility at Cocoyea, San Fernando

(left to right) – Wrightson Road Service Station Dealer Derek Poon Tip; CEO of NP, Richard Callendar; Divisional Manager

Marketing and Sales at NP, Caroline Ramgoolam; Chairman of the Board at NP, Lawrence Duprey; Divisional Manager

Corporate Services, Jessica James; Mayor of Port of Spain, Alderman Murchison Brown; and Manager at the Wrightson

Road Service Station, Wendy Briggs

(left to right) – At the opening of the facility at the Orange Hill, Tobago Service Station in July, Chairman of the Board at NP, Lawrence Duprey; Lessee/Manager of the NP Orange Hill Service Station, Ashton Collette; Chief Secretary of the Tobago House of Assembly, the Honourable Orville London; Acting CEO of NP, Corrine Jones; Divisional Manager Marketing and Sales, Caroline Ramgoolam

Senator The Honourable Conrad Enill, Minister of Energy and Energy

Industries, alongside Corporate Communications Manager at NP,

Caroline Ravello at the opening of the modern facility at St. Augustine

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Article & Photos by: Narend Sooknarine & Christian Cozier

BMW X6 Launch @ Moka Golf Course

Afusion of muscle and muse, raw power and stylish looks, beauty and the beast– this was the theme

behind the launch of BMW’s latest SAC or Sports Activity Coupé, the X6 at the Moka Golf Course in Maraval, Trinidad. As a con-cept, the combination is highly polarised– take a sport coupé shape and give it SUV practicality. In the X6, oddly enough, the idea works.

At the culmination of the BMW Golf Cup Tournament, which coincided with the launch, players had a chance at win-ning a BMW 3-series and at representing T&T in Argentina. Guests witnessed the prize-giving formalities and also raised

funds for Scotiabank’s Women Against Breast Cancer fund by purchasing art and Brian Lara’s signed bat, auction-style. In all, $92,000 was raised for the fund, then the curtains were finally lifted for the real presentation...

Two ballerinas and their male counterparts mesmerised the audience as their perfor-mance depicted the SAC’s dual-nature. This was further personified by a local body-builder and our Miss T&T Valene Maharaj who emerged from the vehicles through the smoke, lights and fanfare. With the un-veiling complete, guests were then invited to marvel at the latest, market-leading SAC creation from BMW– the X6.

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PROFESSIONAL TINT DISTRIBUTORS“We don’t just sell film, we sell solutions”

800-TINT • Office (868) 675-8162 • Fax: (868) 675-9509 • Email: protint@tstt.net.tt145 Sixth Street, Barataria, Trinidad, W.I.

Article & Photos by: Narend Sooknarine & Christian Cozier

Audi A4 Launch @ the Hyatt Regency

The Hyatt Regency provided the perfect setting for the gala launch of the biggest seller in the Audi lineup–

the A4. After being spoilt with sumptuous finger foods and buckets of champagne, guests were treated to a dramatic unveiling with the N9 Arabic belly dancers! Backed up with the charismatic fusion sounds of Mungal Patasar and Pantar, everyone was invited to examine the A4 in detail, among the other star models from Audi.

The new A4 is an evolutionary design but new R8-style headlights, roomier trunk, reduced weight, retuned TFSI engines and multitronic CVT transmissions characterise Audi’s best-selling model in T&T. S-line suspension is available, although there is no word on if Automobile Sales Ltd. plans to bring the new supercharged S4. All the same, we test drive the new A4 sedan along with its big brother– the A5 Sport Coupé– later on in this issue!

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Article & Photos by: Narend Sooknarine & Christian Cozier

Nissan Teana & QashQai @ Cascadia

Neal and Massy Motors commemo-rated the official launch of their two latest vehicles... the versatile

new QashQai (pr. kash-kai) crossover and the stylish new luxury sedan, the Teana (pr. tee-anna) at the Cascadia.

Honestly, the QashQai seems alot big-ger in pictures but thankfully, it is very compact. The “crossover” designation refers to the sedan platform roots which gives the QashQai more car-like handling

than trucky old-school SUVs... yes, 4WD is available. And not only does it eschew old-school handling but looks too– the QashQai is a very modern, stylish vehicle.

The new Teana seems impressive as a new model with its stylish interior, flowing lines and double window panoramic sunroof. With a host of features and an available 3.5L V6 engine, it promises to be no slouch either. We’ll tell you how they drive in the next issue of Zorce!

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Shell is back!

FIA Formula1 Rules updates for ’09

Rezan Mohammed (nearest to driver door) is surrounded by his teammates and officials from Shell/FTFarfan • Photo by: Devendra Nath

Shell Lubricants have returned to the forefront of local motorsport, thanks to new distribu-tors FT Farfan Limited, who will be managing

the brand. Industrial clients will now be serviced by FT Farfan Ltd., whereas automotive clients are still being serviced through Laughlin & De Gannes.

It is a well-known fact that Shell has been as-sociated with Ferrari and Ducati for decades and has partnered with them to continue rigorous motorsport and automotive-based research and development of their fuels and lubricants. FT Farfan Ltd. brings a wealth of experience and a healthy customer base to the brand and has embarked

on a new campaign to reestablish the brand in Trinidad and Tobago. For some time now, Shell has been out of the media spotlight, however that’s about to change!

For Rally Trinidad 2009, a well-kept secret finally broke cover in the form of the heavily redesigned Mitsubishi Colt rally car of Rezan Mohammed. Known in local circles as Mr. Consistency, Rezanwas the Trinidad and Tobago Overall Champion Driver for 2008 and the Two-Wheel-Drive Cham-pion for the last four years. Impressive stuff indeed, but even Rezan will take some time to adjust to this new full-race Rally Car.

Power has been significantly improved with the transplanting of a well-tuned Evolution VI engine, front cut, wider body panels and full Evo suspen-sion with revised settings. Of course the car has been completely transformed with yellow Shell livery, yet retains existing sponsors. There is no confirmation on the exact value of the sponsorship deal but Rezan and his co-driver Arshad Mondro seem to be very happy with their new Shell-embla-zoned “2WD Evolution VI hatchback”.

Officials at FT Farfan Ltd. say we can expect a lot more activity from Shell as the brand continues to grow thanks to these newfound alliances.

The new season has brought the largest round of changes seen in the last 10 years. This year the

FIA’s updates will facilitate cost-cutting measures and increase reliability across the board.

The optional Kinetic Energy Recovery System or KERS recovers the heat energy generated from braking and stores it for an 80hp boost for up to 6.67 seconds per lap. The driver can operate the system via a boost button on the steering wheel.

Drivers will be limited to eight engines per season in 2009, with four extra en-gines for testing. Engines are restricted to 18,000rpm (from 19,000 in 2008). Changes will incur a 10-place grid or at worst, starting form the back of the grid.

After 10 seasons, full slick tires are back along with fewer and smaller wings to limit the benefits of aerodynamic grip. The focus will now be on mechanical grip and driver talent. The wing changes will allow drivers to follow the driver in front closely with less turbulence.

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Shell Automotive Lubricants Distributor

Driving fast and furious only leads to fast and furious accidents. Drive safe. And keep your car’s engine safe with Shell Helix.

Shell Helix UltraA fully synthetic motor oil

suitable for all modern motor vehicles and is the choice of drivers who demand the best. It meets the stringent specifications of the world’s leading cars and is the only motor oil recommended by Ferrari.

SHELL HELIXRefresh your engine!

• Ultimate performance and engine protection• Developed with Ferrari

Shell Helix Plus A semi-synthetic oil that is suitable

for use in fuel injected, turbocharged, naturally aspirated and multivalve passenger car engines.

• Excellent engine protection• Greater fuel efficiency

Shell Helix SuperProvides great all-round protection

for all models of cars. It is also recommended for difficult driving conditions like stop-start traffic.

• Dependable engine protection

Shell Helix MonogradeA hardworking, reliable mineral-

based oil suitable for protecting older car engines.

• Robust wear and reliable protection

Make a refreshing changewith Shell Helix.

With every mile you drive, you run the risk of dirt and sludge building up inside your car’s engine. The

more dirt that sticks to the engine’s moving parts, the more your car’s performance will suffer.

That’s why Shell Helix has special cleansing agents that actively prevent sludge build up. So your car’s engine is not just protected but runs better, smoother, and quieter.

It is this sort of innovation that has placed Shell at the forefront of motor sport tech-nology. Much more than a sponsorship, Shell’s technical partnership with Ferrari has helped them enjoy unparalleled Formula One success.

With such strong success on the track comes success on the road, as Shell trans-fers the latest technology from Formula One straight to the consumer.

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South Trunk Road, Gulf View, La Romain, Trinidad, West Indies 1.868.653.3922m a s k a @ t s t t . n e t . t t

Up to Speed: 2009/2010

Shorter, wider and more powerful than the outgoing 350Z, the 370Z is set to replace Nissan’s mid-range sports car.

The 370Z promises to be a serious contender for Porsche’s Cayman with a 3.7-litre V6 engine making 332hp/270ft-lb and a brilliant new rev-matching 6-speed manual or 7-speed paddle shifter. Even with 19-inch wheels, 0-60 is 0.3s quicker, the quarter mile is in the high 13s and overall grip is up by 0.04g.

The car that defined the term “Hot Hatch” has evolved once more into this latest sixth generation. The new VW

Golf’s 2.0 TFSI four-cylinder now makes an additional 10 horses for a total of 210hp and 207lb-ft of torque through either a six-speed manual or DSG gearbox and on to the front wheels through a new electronic limited-slip differential (XDS).

Evora is the name of this striking new mid-engine 2+2 sports car from Lotus. A Lotus-tuned 280hp 3.5-litre V6 provides proper

thrust to propel a meagre 1350kg. Zero-to-sixty is projected to be less than five seconds and top speed is projected to be around 160mph. Convenience, ergonomics and livability factors were actually part of the overall strategy– a real shift for Lotus.

Anew dawn at Hyundai has come with the rear drive Genesis Sedan and sports Coupé pictured here. The Genesis Coupé

features two performance-focused engines– a 212-hp, 2.0-L turbo four and a 306-horsepower, DOHC 3.8-L V6 engine. Transmission choices are a 6-speed manual and 5- or 6-speed Shift-ronic automatic. Rhys Millen already has a drift version!

New engines for the new mid-engined Porsche Boxter and Cayman models (and S versions), coupled with the new

PDK double-clutch add up to 10-25 more horse-power throughout the lineup and up to 16% better fuel economy (around 25-26mpg). Add the Sports Chrono package and you’ll discover the new launch control feature, good for a 0.2s improvement in 0-60 time.

Hot on the heels of the new Mazda6, the latest iteration of the popular Mazda3 has finally made its debut. With it’s

eye-candy looks and reputation for excellent handling it’s sure to be a hot seller. In addition to the 1.6-litre and hotter 148hp 2.0-litre offer-ings, a 167hp/168lb-ft, 2.5-litre, four-cylinder from the Mazda6 has been added to the range. Power will be deployed via a 6-speed manual or 5-speed automatic transmission.

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Your Airline, Caribbean Airlines, is excited about its association with Zorce Racing Magazine and is even more excited about

playing its part in Caribbean motorsport. We start the season in Barbados at one of the most popular events in the Caribbean– Rally Barbados to be held at the end of May. We will be out in full force at Sol Rally Barbados giving out some pro-motional items in a cool Caribbean Airlines Rally Pack at the scrutineering stage a week before.

We will definitely be looking forward to seeing some of you there to chat with you to find out how you feel about our services and routes, and generally find out a little bit more about your travel needs. You can find all this information on our website www.caribbean-airlines.com so you

can see for yourself where Caribbean Airlines is this month and visit us when we are in your neighbourhood.

Caribbean Airlines is also set to launch the Carib-bean Faces competition designed to encour-age people from the communities we serve to compete to be the face of Caribbean Airlines when we have special promotional activities. The competition will be hosted on a special website where visitors can register and participate by uploading photos or videos stating why they should be the face of Caribbean Airlines. There is going to be a panel of judges and everyone’s opinion is going to count, as the public will get the chance to vote. We really hope you enjoy it. This taste of our culture will add to your experi-

ence of the “warmth of the islands” every time you fly with us.

Every day our entire team is working hard to maintain our mission of becoming your airline of choice for travel to, from and within the Caribbe-an. The excitement at events like Rally Barbados, Rally Jamaica, Dover, Bushy Park, Pearl’s and South Dakota in Guyana is undeniable. Caribbe-an Airlines is eager to get you closer to the action in and around the West Indies. And with our new website, your favourite motorsport destinations are just a few clicks away!

See you in Barbados and don’t forget to visit us to collect your Caribbean Airlines Rally Packet to wear at Sol Rally Barbados!

CAL gets you there!

Left to Right, top: Rally Jamaica, Circuit Racing Guyana • Left to Right, bottom: Drag Racing Grenada, Rally Barbados (2) • Photos by: Devendra Nath, Duane Boodasingh, Narend Sooknarine

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Rocketsports @ Mosport: Daniel represents T&T in Canada!

Press release provided by Rocketsports Racing • Official Photos (top left, middle) by Rocketsports Racing • Additional photos by Neel Maharaj, Sean Singh

ROCKETSPORTS RACINGTRANS-AM RACE REPORT: MOSPORTDrissi Finishes as Runner-up and Ramoutars-ingh Rounds Out the Top TenEAST LANSING, Michigan (May 17, 2009)

They may not have claimed the victory at Mosport International Raceway this weekend, but Rocketsports Racing drivers

Tomy Drissi and Daniel Ramoutarsingh leave as winners.

Despite being held up by traffic, Drissi quali-fied the #5 Night at the Museum: Battle of the Smithsonian Jaguar XKR with a time of 1:18.923 (112.165 mph), which put him third on the grid. Unlike the last Trans-Am race which saw several yellows, this weekend’s event stayed green for all 37 laps providing some really exciting racing. Drissi battled second-running Jorge Diaz for most of the race. On lap 30, the Hollywood-native passed Diaz to claim the second spot and never looked back.

Drissi commented, “Everyone drove a really good race, it was a great event. I was able to stay with Tony Ave (who started second) at the beginning of the race before he took the lead from Diaz. Then it was my turn to battle with Diaz. The #5 Night at the Museum: Battle of the Smithsonian Jaguar XKR was faster than him on some areas of the track, but he was faster than me on others. This is not exactly the easiest track to pass on, so I had to stay patient and just paced him waiting for the right time to make a move. With eight laps to go I could tell that he didn’t have any tire left, so I was able to take advantage of that. By the time I got past Diaz, leader Klaus Graf had built up such a big gap that I just couldn’t catch him in time, and we had to settle for second.

We are real happy though. The Rocketsports Racing team did a really good job; they gave me a great car. It was great to be back racing at

Mosport – the Canadian fans were great and happy to see us back. It was just so fast there, it continues to be an amazing place on and off track. I am looking forward to going to Mid-Ohio and I am not going to leave anything on the table there. We have been very close to wins, but now we need one.”

Drissi added, “I have to say how proud I am of my teammate, Daniel. He did a great job this week-end….period! He stayed cool under some tough circumstances and continues to show strong im-provement from session to session, race to race.”

Despite being another new track for Ramoutar-singh, this weekend was a little different for him. “I absolutely love this track, and with the help of the Rocketsports Racing team and my teammate Tomy, I found that I was able to adapt quickly and come up to a reasonable speed with the time we had before the race,” said the rookie. “The team gave me a really strong car this weekend despite poor track conditions and lack of on-track time during the practice sessions.”

As Ramoutarsingh mentioned, he didn’t have much time on track before the big event on Sunday. The only track time he had before quali-fying and the race was during the testing day on Friday. Two practice sessions were scheduled for Saturday, but rain postponed Ramoutarsingh and the #8 Trinrico Steel & Wire Products Jaguar XKR from getting out on the track. Despite a great car, an incident during qualifying out of the control of Ramoutarsingh caused him to run off to avoid further collision which resulted in a lost opportu-nity for a better qualifying position. The Trinidadi-an still managed to earn his best qualifying start in Trans-Am after recording a time of 1:23.561 (105.939 mph) placing him eighth on the grid.

“The race was a beautiful race,” Ramoutarsingh stated. “A complete green-flag race made it quite the challenge; it was flat out racing with no

breaks. Jerry Kinn and I had a race of our own; he was in my mirrors the entire time. I knew that towards the end he was going to get aggres-sive to get around me and I was ready for him to make the move. However, I still couldn’t predict what was about to happen. At the end of the back straight with two laps to go, he dove down on the inside of me and I got hit. The #8 Trinrico Steel & Wire Products Jaguar XKR went off track, but I was able to keep the car from making contact with the barriers. It took me a while to get the car restarted again and I lost several posi-tions that we worked very hard for. But I am glad that I was able to get back on track and get that checkered flag.

With a tenth-place finish, Ramoutarsingh added, “I am proud that I drove such a consistent race. At the end, I was only two seconds off of my team-mate in terms of lap times, and he was running up there with the leaders. I must say I was very impressed with the race Tomy drove and how he went about the entire weekend, he continues to be an awesome teammate and an invaluable support to our efforts. I just wanted to make up some points after having a DNF last race, we did that and I look forward to our next event and more positive results like this weekend.”

Obtaining 30 points this weekend, Drissi remains second in the championship points standings with 76 points. He trails leader Tony Ave by one marker. Ramoutarsingh moves into the top five of the standings after this weekend’s result, which saw the rookie earn 16 points giving him a total of 47 after three rounds.

The Muscle Milk SCCA Trans-Am Series next heads to Mid-Ohio Sports Car Course for Round Four, May 30-31. For more information, please visit www.rocketsportsracing.com or www.sccatrans-am.com.

23 • Zorce

SEMA ‘08 | Las Vegas

What an amazing experience! This is the ultimate car show and meeting place for all things automotive. SEMA

showcases magnificent vehicles and every automotive part, accessory and tool needed. Held at the Las Vegas Convention Center, this show was filled to its 3.2-million-square-foot capacity!

Needless to say, it took us a while to find our bearings and navigate through it all. The show featured 11 main categories: business services, hot rod alley, mobile electronics and technology, powersports and utility vehicles, racing and performance, restoration marketplace, restyling and car care accessories, tires, wheels and equipment, tools and equipment, trucks, SUVs and off-road and OEM. There was also the Mopar Alley where Chrysler showcased its cars, showing everything from a 1971 ProStock Hemi to the 2009 R/T.

The new Nissan GT-R and the Mitsubishi EvoX both dominated the high performance booths. Hyundai, Lexus and Audi were definitely worthy of special mention for their great displays and impressive innovations for their 2009 lines.

Hyundai demonstrated its commitment to its rear-wheel drive performance platform with the Genesis. From the Genesis sedan’s luxurious take on performance, to the more overtly athletic nature of the Genesis Coupé. There were seven Genesis cars at SEMA, from Rhys Millen’s 2.0T Genesis Coupé, inspired by the Japanese Super GT series, to the Euro-inspired RKSport Genesis sedan, with its Hyundai-engineered 460-horsepower supercharged 4.6-liter V8 engine concept.

Article & Photos by Kavita Sooknarine & Craig Fonseca

Zorce • 24

As we walked through the show, some familiar sounds drew us outside to the Lexus display, which was adjacent to the ‘Motor Trend Proving Ground’ (hosted by Lexus), where the 416-horsepower IS F and the F-Sport IS 350 were available for test drives. If that wasn’t enough, attendees were also able to have a seat in the Lexus IS F strapped to a chassis dyno for a full throttle run through a simulated 1/4 mile. The sleek look of their GS 460 by Five Axis still lingers on the mind. The car featured a sweet Five Axis widebody conversion and was painted in a custom satin titanium pearl paint with onyx and orange accents.

A Zorce favourite of the show was the Audi R8. The display was not as elaborate as the others but it didn’t need to be. The R8 sat elegantly next to the muscular Audi Q7 SUV – the cars said it all. We can safely say that the R8 is now in the Zorce dream car lineup next to the Porsche 911 Turbo– we love it that much.

It was a great moment to meet Andrew Comrie-Picard, driver of a Mitsubishi Lancer Evo X rally car, sponsored by K&N filters. K&N honoured his 360° flip at the X-Games by suspending the car from the ceiling (without the engine), which certainly made the booth stand out!

Castrol Syntec also announced the winners to the Top Shop Challenge. Magazines and shops across the USA had to build an engine to make the most horsepower possible. Modified Magazine teamed up with AMS Performance from Chicago and took home the honour, making 1035hp and 647lb-ft of torque with a 4G63 2.0L motor featuring SparkTech Ignitions Pro Black Coil on Plug System.

25 • Zorce

The intricate organisation of the show certainly impressed us. There were so many little details that made visitors feel comfortable and cared for, such as the free shuttles travelling between hotels and the show. The media-only section– what a dream! Forgive us for making special mention of this, as not all attendees can partake in the benefits. A welcome respite for sore eyes, sore feet, sore backs and sore shoulders awaited, as three masseuses were on hand. And for extra entertainment (as if we needed it) there was even a Guitar Hero station.

The end of the show was a treat in itself! A driveway was created out to the main road from the convention centre. People lined the way to catch a view and take in the sounds of the cars that were inside. SEMA 2008 was certainly an impressive sight and definitely on our list for next year. So who’s with us? November 3rd-6th, 2009.

See the gallery on zorce.com for more SEMA 2008 coverage!

Zorce • 26

27 • Zorce

17 Western Main Road, St. James • (868) 622-8193dcarbtqe@carib-link.net

• Mu�ers• 4x4 Bars, Steps etc• Fire Extinguishers• Viper Alarms• Spoilers• Di�users• Lights• Strut bars• Chrome Trim & Accents for lights and mirrors

• Tachs• Gauges• Rims• Tires• Mats• Turbo Timers• Wipers• Seat Covers• Steering Covers

CHECK US FOR:

• Redline• K&N• Sonax• Greddy• Black Jack

• Bosch• Liquid Glass• California Scent• Michelin

WE CARRY PRODUCTS FROM:

Everything you need for your car!

Zorce • 28

Test Drive BMW X6

The BMW X6 redefines the status quo. It takes two fundamentally different concepts and blends them into a vehicle that has created a

completely new segment. Most companies would hardly be willing to take that risk, but thankfully, not BMW. Along the vein of the recently popular four-door coupé body configuration pioneered by the Mercedes CLS, the first element of the X6 is just that. This SAC or Sports Activity Coupé is a stylish, sporty four-door bearing the same appeal as the traditional tapered roofline two-door coupé formula. The X6 however, is blended with a modern, powerful 4x4 drivetrain and ride height. BMW has always sold consumers on the idea of the sport-sedan and this vehicle feels like a natural evolution of this thinking. The X6 has been positioned as the sportiest ‘X’ model of the BMW lineup.

What’s fundamentally different in the X6 compared to the X5 is the new xDrive system. Under normal driv-ing conditions BMW xDrive spreads out drive forces

29 • Zorce

in a 40:60 ratio, front-to-rear. Sensors constantly measure slip on the front and rear wheels and varies the distribution of power and torque within fractions of a second. In addition, power can be sent not only to the front and rear but to the left and right wheels of the rear axle. BMW calls this feature Dynamic Performance Control. The system successfully masks the ploughing sensation of understeer and reduces it in corners by channeling more power to the rear wheels and particularly the outer rear wheel. The system works in the opposite way to manage oversteer. The end result is a more natural feeling corner-ing experience that is a lot closer to a rear wheel drive car.

The X5, on the other hand only uses the rear and front torque distribution coupled with individual braking of each wheel to manage wheelspin and traction. This makes it feel like it is working harder in the corners compared to the X6’s relative fluid-ity. A point to note is that the X6’s system also acts even when the driver is off the gas pedal, modulating off-throttle torque levels to maintain stability. Like the X5, the X6 is capable of running on mixed surfaces with varying levels of grip available on different wheels. And, if you want to see the system in action, the on-board computer can be made to show a live display of torque distribution. Active steering with what BMW calls Servotronic varies the level of assist as well as the steering ratio as a function of vehicle speed. At higher speeds the steering is given less assist and functions at a more linear ratio while at lower speeds, more assist is given and the steering ratio is boosted for fewer turns to lock. Once you get the hang of it, it’s actually pretty effective.

Available powerplants include the 3.0-litre in-line-6 turbodiesel and the 4.4-litre direct injection

twin-turbo V8 gasoline engines. A unique feature of the new V8 is that the catalytic converters and the twin-turbo chargers are housed in the engine’s V-section between the heads, making for some pretty compact packaging and reduced pressure losses. Output is just over 400hp from 5500-6400rpm while torque is around 442lb-ft from 1750-4500rpm. What’s even better is that the engine meets both ULEV II and EU5 emis-sions standards. The 3.0-litre single-turbo diesel engine makes the same 235hp as the X5 and features an all-aluminum crankcase, common rail direct fuel injection, piezo injectors and a turbo with variable intake geometry. For this test drive we drove the only version available at the time– the popular 3.0 turbodiesel automatic. And as far as diesel engine noises go, the X6 makes the kind of mechanical frequencies that encourage you to drive onward– try it with the windows down for maximum effect.

The X6 boasts a six-speed transmission that on our drive proved to be a seamless performer. The X6 always seemed to find the right gear without any hunting or hesitation, despite our attempts at “foiling” its programming with a deliberately erratic right foot. Like the X5 though, the futuristic gear lever is anything but ordinary. Gears can also be toggled up and down via steering- mounted paddles. Our 3.0 turbodiesel unit should be capable of the 0-60 sprint in eight seconds while top speed is 210 km/h or 220 km/h, if you’re willing to part with a few extra dollars. Average diesel fuel consumption should be in the region of 8.2 litres per 100km or 28mpg, which should allow a maximum range of just over 1,000km on a full tank.

In terms of safety equipment, the X6 has stan-dard seat belts, front and side airbags, side head

In addition, power can be sent not only to the front and

rear but to the left and right wheels of the rear axle...

Zorce • 30

airbags and crash activated headrests on the front seats. Headlights are bi-xenon and fog lights, two-stage brake lights and runflat tires with tire pressure monitors are all standard equipment. In addition, adaptive headlights can vary light distri-bution and turn with the vehicle. Also available is BMW’s adaptive drive which is essentially a vari-able damper (shock) and motorised anti-roll bars that allow for softer comfort or stiffer sportiness and active resistance to body roll. The X6 features a host of useful doodads like ABS (anti-lock brak-ing system), ASC (auto stability control), Trailer Stability Control, HDC (hill descent control), DBC (dynamic brake control), CBC (cornering brake control) and cruise control that can activate the brakes, where typically most cruise systems just step off the power. The X6 also features a Start-Off Assistant that makes uphill stop-and-go a breeze

and an auto-hold electronic parking brake. In snow or sand the X6 will use its DTC or Dynamic Traction Control that raises the DSC threshold, allowing some wheelspin to get the vehicle moving. Brakes are inner-vented four-wheel discs sized at just over 15 inches on the top of the range BMW X6 xDrive50i.

Comfort features include interior centre console “knee pads” to support the driver and front pas-senger, BMW iDrive, CD/MP3/radio player, 4-zone air conditioning and a rear camera! The “back up” camera is more of a necessity than a feature in our opinion, given the X6’s limited rear view. You can even have ventilated seats, perfect for long jour-neys. Inside, the X6 is roomy enough for four, with front passengers enjoying the most headroom and legroom. The rear seating area is adequate

for average-sized people; unlike some sports cars which only have rear seating for small children or one awkwardly contorted adult. The rear hatch sports a two-stage gas spring that allows the opening to be adjusted to suit the height of any owner, this will come in handy in low-ceiling garages as well. The rear seats can also be folded to improve the available boot space.

Here I am pleased to make a most exciting digres-sion! BMW is planning an M version of both the X5 and X6 SAVs. Photos and video surfaced on the internet over the last few weeks and it seems that the M versions are already in testing. Typically BMW’s M cars have always been powered by high-revving naturally-aspirated engines, but for the X cars that weigh over 5,000 pounds, forced induction is the best way to develop enough

Article: Narend Sooknarine • Photos: Narend Sooknarine, Christian Cozier, Antony Scully

31 • Zorce

Specifications: 2008 BMW X6 3.0d

Powerplant & 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 / 130mph

Fuel ConsumptionTank Capacity: 85 litresCity/Highway/Combined: 23/34/29mpg

VehicleConfiguration: Four-door, Sports Activity Coupé (SAC)Unladen weight: 2150kg / 4740lbMaximum Loaded: 2755kg / 6074lb

Price (as tested) TT$850,000

torque to make them worthy of an ‘M’ badge. The X6 M-version will be using a 500hp 4.4-litre twin-turbocharged V8, stronger chassis and sportier suspension. The power delivery will be even more rear-biased, which promises a lot less understeer. Of course the X6 has a lower centre of gravity and as such will be a better handling vehicle than the X5 M. Bigger brakes, wheels, tires and M-version bodywork is expected for both models. The signature M-version quad-exhaust pipes will also be included. It remains to be seen when exactly BMW will unveil the cars in the flesh, although the internet video clips we have seen show working prototypes at speed. Finally BMW has something to take on the Porsche Cayenne Turbo and Audi Q7 V12 TDI.

In our opinion, the X6 does the one thing that all BMWs seem to do well: get attention. And of course it never hurts to feel like you’re at the wheel of a precision driving instrument– a testa-ment to good engineering, given its relative heft. With its character, refinement, utility and performance, there’s something satisfying about feeling like you’re the chief engineer on the X6 Express! BMW has got something right in this bold new amalgamation of concepts.

Thanks to cheap diesel fuel in Trinidad, it’s going to cost just US$20 to fill up. Nothing on the road is like it, and for ‘well under $900k’ it could be yours! Visit your local BMW dealer to arrange your test drive and see for yourself exactly what we mean.

http://www.bmw.tt

Zorce • 32

Audi A4 & A5

Article: Narend Sooknarine, Ganesh Sooknarine, Nigel Ali • Photos: Bruce Anton, Nigel Ali

Audi has finally come out of the age of boxy, geometric designs with the introduction of the new Audi A5. With former Alfa Romeo

man Walter de Silva at the helm of Volkswagen Group design (which includes Audi), the A5 has been given a curvy, gently sweeping waistline that has been carried over as well to the new A4. Despite this radical departure, both cars are still unmistak-ably Audi. It was very interesting for us however to drive and compare these cars on the roads and environs of Trinidad’s second city, San Fernando.

At the showroom both cars have a strong presence, with their characteristic large grilles and prominent Audi logos. The A5 is the sportier of the two, indi-cated by its two-door layout and wide, low-slung stance. Like the Audi R8, both the A4 and A5 feature Audi’s latest styling trait– LED headlight strips that complement the cars’ xenon headlights. The A5 features eight LEDs per strip while the A4 is packed with 14. The rear tail lights are uniquely styled on both the A4 and the A5, creating distinct horizontal-ly-biased trapezoidal shapes that make the cars look wider than they really are.

The A5 actually manages to provide a decent amount of rear seating accommodation and the rear seats can even fold down to expand avail-able trunk room– not that the trunk is small by

any means. The front seats are supportive and feature electric adjustments and optional climate-controlled comfort fans. Once behind the wheel, it is very apparent that the cockpit is well laid out and large recessed teardrops house the dominant tach and speedometer, adding to the overall sporting design theme. This car gets better by the second! The steering wheel features controls for the radio and multifunction display.

On the road the A5 has a arresting presence, with onlookers absorbing every second of viewing as it passes by. The car feels solid and the steering is nicely weighted. Power is strong and the car feels very nimble and agile on almost any turn– uphill, downhill and on the flat. The enthusiastic 3.2-litre V6 easily evokes a big smile at the first prod of your right foot. Revving through to its redline at 7000rpm it utters an operatic snarl. The sound is heard both inside and out as the A5 blasts by admiring bystand-ers. Of course, from the inside, with the windows up it is never intrusive but rather pleasing to the ear.

The new 3.2 FSI engine has been fitted with a two-stage valve lift system known as AVS that operates using multiple cam lobes. This is combined with a two-stage intake manifold and a variable pres-sure fuel system. The result is broad, linear power throughout the rev range, climbing to a healthy

265hp@6500rpm. Torque is equally as impressive with 243lb-ft being made from 3000-5000rpm. Our A5 came fitted with Audi’s multitronic CVT transmis-sion which in its sport or manual modes can offer eight predefined gears. 0-60mph should have been achieved in 6.6 seconds and top speed about 250km/h or 155mph. Although our test car was notably slower and would remain so until the break-in period is complete, it still put down what we like to call a wicked scamper! Of course, we would absolutely love to feel the raw unrestricted power of the V8 in the high-performance S5 version!

Combined average fuel consumption is also good at 28mpg. Premium unleaded 95RON fuel is required. The A5 is a surprisingly good handler for a 1500kg front wheel drive car. This is in no small part due to the meaty 225/50R17 tires and five-link front suspension, with electronic stabilization or ESP, and the forward positioning of the front axle. The A5 offers excellent directional stability, minimal brake dive and good ride comfort. Brakes are excellent and fade-resistant with vented discs on the front and rear with integrated ABS/EBD and a tandem brake booster.

The new A4 is a brilliant-looking successor to the last generation of Audi’s best seller. It’s still more youthful in appearance than say

33 • Zorce

a Mercedes C-Class and with the available 258hp 2.0-litre turbo engine in the all-wheel-drive Quat-tro version, it can even satisfy ex-Lancer Evolution owners who are starting families. But of course the reality of our roads is not open stretches of highway, nor is it regularly an undisturbed bit of curving back roads. And as such, the standard 160hp version will do us just fine. 0-60 should be in the region of 8.6 seconds and top speed around 225km/h (139mph). Again, our test figures were slower, due to break-in performance restrictions.

In terms of the handling, our A4 test vehicle is a very willing partner although it is hard pressed to keep up with the A5. Ride comfort was excellent and the

car did manage to capture more than a few stares as we made use of its updated suspension revisions that bring the technology of the A6 and A8 to the table. It’s larger than the old car, yet smaller than the A5, despite offering more generous seating. Ergonomics are good and controls are logical and intuitive. The Audi dynamic steering now provides variable levels of assistance depending on vehicle speed and is linked to the ESP system to provide small amounts of corrective steering if the A4 threatens to over or understeer.

All models of the A4 now offer regenerative brak-ing to boost the car’s electrical system. Oil and A/C refrigerant systems have been revised as part of

Audi’s modular efficiency philosophy. As a result of these and other improvements, the A4 uses around ten per cent less fuel despite being a larger car. Our car in fact boasts an average fuel consumption of 33mpg, making it the perfect commute car, ideal for executives and small families alike. As great as that is, we still want to drive the A4 Quattro!

The Audi A5 starts at TT$727,000 for the 3.2-litre V6 multitronic and $758k for the Quattro version. As sexy sport coupés go, the car delivers the desired ex-perience in spades. The A4 of course is much more reasonably priced, starting at just TT$365,000. No word yet on the price of the Quattro version.

Zorce • 34

Ford Mondeo

Article: Kevin “MG Man” Singh • Photos: Bruce Anton

The new Ford Mondeo just might be the best-kept secret in the midsize sedan market. For anyone

comparison-shopping in this range, the big German and Japanese contenders are the obvious choices. However, Ford’s new range topper is certainly worth a look.

We were immediately struck by the new Mondeo’s styling. Definitely bucking the ‘so angular it must be sexy’ trend, the Mondeo brings a touch of elegance that no doubt hints at Ian Callum’s design language for Jaguar. We were particularly drawn to the three-quarter view over the rear fender. Definitely a pleasure to the driver behind.

Following a simple character line down its flanks, your eyes are drawn to the tidy yet imposing headlamp cluster. With a nod to current styling trends, the front grille looks poised to swallow up the road.

On the inside, the Mondeo has definitely evolved. The driver is rewarded with firm and supportive seats. Lateral support is good and comes in handy when the winding road beckons. Nestled between the speedometer and tachometer is now the standard-for-the-class information centre. While the range of information is quite comprehensive, we felt the steering-mounted controls could have been more intuitive. More pleasing was the simple yet stylish centre console, featuring a Ford ‘power’ button to get things going.

On the road, the Mondeo displayed confi-dent and composed handling. The suspen-

sion felt firm, but not intrusive. There was some body roll during spirited cornering, but definitely less than we would have expected. Under heavy braking, the car proved stable. Even with the ABS work-ing overtime, there was no noticeable brake fade. What was noticeable was the lack of drama with the ABS fully engaged. The vibrations and rumblings normally associated with ABS braking were virtually non-existent.

The steering wheel was nicely weighted, and gave excellent feedback. The Mondeo definitely is a drivers’ car. Given the handling and braking prowess, however, the 2.3 engine was a limiting factor. While generally smooth and poised around town, we found we had to make the engine work too hard to keep things exciting when the road opened up. We did grin fool-ishly however, when we discovered that we could hold second gear all the way to 6000rpm. At no time did the computer take over and ‘upshift’ before we decided to, adding to the cornering joy.

The Ford Mondeo has grown up, and it shows. From the finely stitched leather to the multi-spoke alloys, the Mondeo now smacks more of business-class than rep-mobile. One word of advice– do NOT buy this car for your spouse– get it for yourself. Once you get used to the grace and pace, it’ll be hard to let go...

At just TT$349k for the 2.3, it’s excellent performance for the money!

35 • Zorce

MotorSport

What exactly is Rexona V8? No, it’s not a health drink. Neither is it a type of engine, although we think it could be!

Rally Barbados 2008 was the playground for the most colourful and exciting personalities and machinery. The one that stood out the most was none other than ‘Jonesy’ a.k.a. Andrew Jones. Jonesy entered the rally for the sake of pure delight. He does it for the fun factor, smiles and pleasure it brings to all his fans and spectators. The rally would never be complete without driv-ers like Jonesy and the likes of Mr. Geoffrey Ullyett bringing up the latter part of the speed stages lineup. It is amazing that although he is in the back of the pack, his dynamic driving style always commands the most attention.

When we got to meet the person behind the steering wheel, we were not surprised to find an individual with a ‘superior’ body frame similar to that of this writer. The similarities were just too obvious to not realise that there is a connection between driving skill and body types. The person-ality also paralleled the solid and broad frame.

Jonesy developed his Ford Escort from a slightly modified machine to a rather free-revving torqu-ey performer. This is the flavour of the day for the driving style chosen. There was a main course of sliding and drifting, with a side of acceleration. This diet of rpm and tire smoke makes for the most outstanding and most watched run of every stage.

When trying to get to the real motivation of the man, we find that it is almost totally fun factor. As he says, where and when else do you get the chance to “put it broad in the corners” of the pub-lic roads? And you can do it all day long!

Jonsey is not all selfish in his motivation. He also takes the neighbourhood kids for donuts (not the kind you eat, mind you), and generally gives them the thrill they’ve all come to know from Jonesy. What motivates him? “The ability to lose control of a car and get it back again, has always excited me,” he grins.

The car itself started off as a humble, two-litre engine in the dreaded and ubiquitous Ford Escort. This car and combination has proven to be a most potent brew of Zorceness from the early 70’s. Just goes to show that the variations on the original formula of power-to-weight ratio and a dose of simple design can and always will produce reliable Zorce!

Jonesy hopes to increase the capacity of the Cosworth genetics to 2.4 litres. This would facilitate the ever-increasing demand for torque. The size of the combustion zone seems to increase by a factor of 0.1 litres every year or so. The original displacement of 2.0 litres increased to 2.1 then 2.2 litres. This year Jonesy hopes to observe

an increase to 2.4 litres. All his motors though, are equipped with dry sump oiling. The traditional system locates lubrication below the crankshaft. The crank is so huge, that the room below it is now limited, so the recommended system is to relocate the sump in the trunk! Traditionally it is installed behind the driver’s seat, but in this installation Jonsey opted for a trunk installation. The oil being collected and ‘sumped’ in the trunk removes the horsepower-robbing action of having the crankshaft splash

Jonesy goes sideways with RexonaV8Article: André Crichlow • Photos: Devi Nath, Narend Sooknarine, Candace Bhagirath, Gerrard Wilson

Zorce • 36

through the fluid. This allows for faster rev rates and more power to the drivetrain. It makes the engine feel crisper than the garden variety modi-fied motor. Or at least he feels that difference when flexing.

The present lump (engine) is of Vulcan spawn straight from the UK, simply put– logically modi-fied. It cleared immigration with standard pretty blue engine pulleys and has since remained in its transported state. He admits to tweaking the first engine using several alchemic variations and mechanical modifications using the knowledge of Zorce, a.k.a. Zorceology. This concreted the reliability factor, which facilitates Jonesy’s driving

style to the finish line. The extra insurance for this present combination is a dose of the potent VP 103 racing fuel. But for daily flexes, the monster drinks the local blend from the public pumps.

The legs are of the Bilstein variety. Coilover springs and shocks with a multilink suspension enhance the original leaf spring design. This was advised from UK Zorcers who also live for the ‘driftness’. The seats are reconditioned from a previous rally effort. They are of the exotic com-posite material known to the high-tech world as kevlar. The power-assisted steering system is electric. The popular choice of most car manu-facturers would be to have the pump driven by a belt drive system off of the engine pulleys or crankshaft pulley. This particular power-assisted steering system is driven by an electric motor, just

like newer high-tech vehicles. Jonesy prefers the first generation of electric systems that uses a combination of valves to help him ‘get it broad’ in the corners.

Jonsey is comfortable and happy with this reli-able combination, so much so that he doesn’t want to switch to fuel injection, and prefers to keep it old school. With side draught carburettors, can you imagine the sound? The throaty roar of wide open throttle as he puts the car into the most exciting attitude in the corners is unmistak-able. We will always savour this. And so Andrew Jones receives this author’s “Reliable Gladness Award for Rally Barbados 2008”.

The Rexona V8 brand and product suits Jonesy. He is always embraced for photos from support-ive and adoring fans. And he will always be at his best using the Rexona V8 line of products.

37 • Zorce

Sheldon breaks World record &wins at Snowbird Nationals, FL USA Article & Photos: Narend Sooknarine

The drive from Fort Lauderdale Internation-al Airport was certainly long enough and between too little sleep the night before

and our perfect Caribbean Airlines flight, every-one was in need of some strong coffee or a crisp, frosty Red Bull. At least we were just 9 miles from the Bradenton Motorsports Park when we finally got to our hotel. As we crept into our bunks for some well-deserved rest, it was hard to imagine

what could be done beyond Sheldon Bissessar’s last

dragster, but like a true gladiator (“glad-man”

+ radiator?) in Rome, it would be

hard to predict the level of Zorcery involved.

At first glance, the car

looks similar to his

previous dragster from Trinidad, since sold by Bissessar to his buddy Rishi Kanick who man-aged a 7.33 pass at the Camden Raceway with it. So is this new car just a blue paint job and a big-ger engine? Absolutely not. With Aaron Sipple of ASE/Ironman Chassis as his crew chief, Sheldon and the Party Time Racing Team (PTRT) have put together a brutally potent combination. His philosophy is deceptively simple– don’t cut any corners. Each part was carefully selected for suit-ability and reliability. At trap speeds of over 200 miles per hour, we were all in full agreement.

Sheldon’s new machine is a methanol-powered 526-cubic-inch Hemi rail car with a 1471 super-charger putting out around 3000hp@8200rpm. The entire setup weighs in at a scant 2130lbs, about the weight of a race-prepared Honda Civ-ic. Of course you won’t find 3000 horses in one of those. The purpose-built chromoly steel (a.k.a. ‘aircraft tubing’, made with chromium and mo-lybdenum alloys) rail car chassis runs a wheel-base of 295in. and is skinned with magnesium body panels, a titanium helmet guard, lexan windshield and even some carbon fibre bits. All these exotic materials are designed to keep strength and durability up and weight down. A full WD40 wipe-down, some windex and a little metal polish is still required to keep the chassis from rusting or corroding and of course to make the car look properly shiny and new.

The engine, according to Aaron Sipple, is best described as a ‘hemi’, for its hemispheric com-bustion chambers and centrally located spark-

plugs. The TFX forged aluminium block uses a 4.187 bore and is fitted with Clevite bearings.

The crankshaft is prepared by Sonny Bryant and is driven by BME connecting rods and pistons, which also feature special BME piston pins and Dana Corporation piston rings. A Fram oil filter keeps the lubrication system clean, while oil circulation is managed by a System1 oil pump and a Copperhead oil pan.

Now that we’ve covered the components of the engine’s lower portion or bottom end, it’s time to take a look at how it breathes. An Erson camshaft, with proprietary lift and duration settings from BME actuates Crane Cams 1¹/16” roller lifters and pushrods by IRC. The pushrods activate Manley brand titanium intake and Inconel Extreme Duty exhaust valves that open with Brad Anderson rocker arms and slam shut thanks to PSI valve springs. All this action takes place inside Brad Anderson Enterprises cylinder heads– that’s the kind that John Force uses. The entire engine is lubricated with Chevron Synthetic Racing Oil.

Of course, simply feeding the engine air from the atmosphere is great, but force-feeding it produces so much more power. And thus, we move on to the supercharger, a carbon-fibre Kobelco 1471, lubricated by Chevron Synthetic 5W40 gear oil. As with any engine air is not the only ingredient necessary for creating a big bang– fuel is another vital component! The fuel injectors are fitted into an assembly produced by Aaron Sipple Engineering (ASE). A Waterman Fuel Pump (good for 103GPM@8000rpm) feeds them through a BME fuel system, built using XRP hoses and fittings. The system is metred using a Pete Jackson barrel valve and Team Party Time

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Racing runs VP Racing Fuels 100% methanol.The remaining component to making power in this engine is of course the spark to light the air/fuel mixture. An MSD Pro Mag 44 unit controls the engine’s ignition timing using multiple spark discharges through MSD Super Conductor spark plug wires. These in turn feed the waves of power to the Autolite AR5383 spark plugs to create maximum fuel mixture ignition, i.e. controlled explosion, which drives the pistons in the engine.

The possibility does exist that it may all come apart either moderately in the form of a crack or seal breakage resulting in a fluid leak or violently where the supercharger ‘hat’ can be blown off completely or a piston or rod may come though the engine block. To keep these potential hazards at bay, specially made Taylor blankets are strapped on to secure the engine and supercharger. A special blowout plate is part of the supercharger assembly, designed to rupture if boost pressures go beyond critical. Before the engine’s power gets to the wheels, it is channelled through a Coan’s two-part billet mega HP bolt-together torque converter mated to a Lenco 3-speed transmission. Between runs, a fan is used to cool the transmission and the fluid contained, which gets pretty hot after handling all 3000 horses at once for the burnout, and those five or six precious seconds down the 1/4-mile track. Big, sticky tire choices include offerings from Hoosier and Goodyear, occasion-ally traded between racers (for a price) based on necessity, availability and usage...

After all this technology has been assembled and commissioned, it’s up to the driver and crew chief to make it all work. The equation includes factors like safety, spare parts, tuning, special-ist/crew availability, shipping and logistics, humidity, temperature, track conditions and of course, the overall budget and sponsorship commitments. It’s a whole world of things to be managed and that’s apart from what’s going on in the driver’s head. And how could we forget the variable that has brought you this article? Publicity, media and image management can make or break the reputation of a driver and his team and keeping the public interested makes sponsors very happy indeed. Somehow though,

Sheldon always calmly assesses any situation and develops solutions with his PTRT teammates and crew chief Aaron. His ‘humble but talented’ example has trickled down to the PTRT crew when prepping for races. After that, it’s all about some trackside curry (Trini favourites like duck, goat, chicken etc.), a few drinks and making new friends along the way.

In the racecar, however, his demeanour trans-forms into a highly focused variation of supreme calm– it’s almost eerie. He has remarked that at speed, time is a relative thing, where seconds are like aeons and often advises his (already highly experienced) crew chief Aaron after each run. This speaks volumes for Sheldon’s abil-ity to accurately assimilate information at an extremely rapid rate and instantly communicate his analysis– a necessary characteristic at this level of racing. This trait has also been seen in other great mechanically-minded champions like Michael Schumacher, and literally can mean the difference between disaster and THE perfect run. That and driving talent makes a winner. Con-sistently perfect reaction times and reflexes that thrive on bending time to make the necessary pushes and corrections to match or beat the top speed of a McLaren F1 in less than 6 seconds are an absolute must for victory. His wife, Giselle, says she is never worried about Sheldon’s driv-ing talent and is confident enough in the team’s ability to drive the racecar herself! But then, she doesn’t really like drag racing anyway… that’s more Sheldon’s thing. The support is always there though– admirable really.

Crew Chief Aaron Sipple is no small wonder either. He came fully prepared with a lovely new RV (recreational vehicle, camper) towing the massive trailer. Literally, he is at home on the track. Although quite modest, racing is in fact in his blood, being the son of famous driver and chiropractor John “Doc” Sipple. Aaron’s family ran a racetrack for 10 years and Doc Sipple has been racing a Top Fuel car and runs the family race team, Sipple MotorSports. ASE has been is business for 8 years and benefits from over 30 years of racing

knowledge, trade secrets and experience. Aaron also runs his other company, Ironman Chassis. Despite this rich heritage, Aaron still believes that the opportunity to work with a driver like Sheldon is one that is hard to find. Seeing Aaron in action around the car and in his trailer is a sight to behold. He is a very focused individual, seeming to be constantly thinking, adjusting and keeping all systems in check– literally down to the last detail. His workspace seems to be connected somehow to his thinking, every tool is in place, neat and straight. All items are well laid out and organised. Aaron is no procrastina-tor either, whatever can get done will get done, it doesn’t matter if it’s 6am or 11pm. With an able, mostly-Trini crew at the ready in the form of PTRT or Party Time Racing Team, both driver and car have all the support needed before, on and after race day.

At the new car’s first outing in Aaron’s home state of Kentucky, Sheldon shook leaves off the trees with a blistering 6.18 1/4 mile test pass at 214mph– and that’s with him shutting down 200 feet before the finish. Given that his 1/8 mile time was 3.99 @ 182, it was quite evident that there was a lot in reserve. Tuning-wise the car was run at just 80% power, allowing Sheldon to adjust to the new alcohol dragster. The last ma-chine was a violent multi-stage nitrous-assisted car– a configuration that certainly isn’t easy to drive and thus the team moved optimistically

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into their new challenge at the Rockingham Raceway in North Carolina. The goal was to dip into the 5-second range. With qualifying coming to a premature end due to rain, Sheldon qualified 2nd overall with a 6.06-second 1/4 mile run at 220.55mph. In the following elimination rounds, he would go on to achieve his goal with a blister-ing 5.833-second run at 232mph. However, this time would go on to be second in the world to Edward “Fast Eddie” Careccia who later copped a 5.79 @ 238mph at the same meet. For a short while at least, the record was held.

We can fast forward now to Bradenton Mo-torsports Park. It’s a Friday night in December and the temperatures are chilly, even for sunny Florida. This time around breaking the record is the objective. Of course it couldn’t hurt to win the Top Dragster Championship either. The team seems more relaxed, especially after seeing Sheldon brilliantly save the car at Rockingham. Apparently he received more handshakes and kudos than the man who won the race during the elimination rounds.

Aaron is confident, as is Sheldon who is eager to qualify. A lot of adjustments have been made since Rockingham and as the car approaches the line, the sound of the supercharged V8 is easily distinguishable from the pack. The tires stand tall as Sheldon does a healthy burnout. As he backs up, his crew chief runs forward to direct him, en-suring that he lines up “in the groove”. The groove refers to the sweet spot of rubber and track-bite compound that looks like two thick black strips on the track. On most professional raceways the groove is actually quite large and staying on it

ensures maximum traction. Sheldon makes his first test run and storms in with a 5.91-second run at 233.32mph. In fact it is the fastest mph trap speed the car has done thus far.

After the Top Dragster field has been allowed to run, the Top Fuel cars take centre stage. Their power levels are even higher since they are allowed to run nitro-methane. Despite their obvi-ous superiority, their times are just around 0.4-0.5 seconds faster, a testament to Sheldon’s talent and the car’s winning setup. Sheldon’s dragster is taken back to the pit area and parked next to the Ironman Chassis trailer. A large, high-speed fan like those used to dry waterlogged carpets is set up to cool the transmission down as the team repacks the parachutes and prepares for the first qualifying pass. The car seems to be running very strong without any problems. The process is repeated and Sheldon makes his first official qualifying pass in a slightly faster 5.90-second time at 231.95mph, putting him in the number- one qualifying spot. It’s been a great first day and there are two more qualifying passes allowed on Saturday, so the team decides to call it a night and we head back to the hotel after a hearty meal at Applebee’s.

Saturday’s runs are planned for the afternoon and the PTRT Team is allowed to run a different kind of race. We visit the Prime Outlets Mall and try our best to be back in 90 minutes. Everyone makes their rounds and comes back with their bags of Christmas goodies. Zorce makes a new friend at the Quiksilver store whose relatives are into racing. She says she’ll try to make it on Sunday for the finals but that the store is on the

holiday schedule. She’s a creative writing major with a penchant for fast cars and Caribbean food. It’s nice that the team gets a breather, some time to gather a few things for their families and so on. Soon it’s time to head back to the raceway. Aaron, all alone, is working hard on the final ad-justments. Sheldon wants to try a bit more power off the line.

The team makes their way up the lanes as race by race, the cars move forward. Aaron makes a last-minute check of the tire pressure, as Sheldon puts on his Nomex racing gloves. His entire suit, including shoes, uses this fire-resistant material. Under his helmet he wears a HANS safety device, proven to keep drivers safer by preventing their heads from moving unnaturally.

One by one, members of the team and family run forward to the stands to make sure that they secure a good vantage point for the run. Sheldon pulls up to the line and does a healthy burnout, spinning the tires and using friction to make them hot and sticky as drag racing tires are designed to be. The cars are lined up in the groove and staged. Aaron runs forward and uses his foot to determine exactly where the sensor beam is, then lines up the wheels properly on the sensor. This ensures that the car is staged with the front wheels and not the bodywork or wings. The engines roar and the cars are off! Sheldon, has to modulate the throttle slightly to manage some wheel spin and clocks a slightly slower 6.040 @ 229.47mph. The team decides to make a few more adjustments and wait for nightfall with a hope to better the already amazing 5.90– after all they are chasing a record of 5.79.

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Soon it is dark and the temperature drops even more. The wind blows bringing a chill that pierces through everyone’s jackets. The jet dragsters and truck have already run, along with the “Cool Bus”, a 1000hp bus built to run stand-ing ¼-mile wheelies and looks like a school bus. The announcer reminds us that, “It’s cool to stay in school,” as it runs down the track. The stands are packed with race fans and all that’s left to see are the Top Dragsters and the Top Fuel cars. Sheldon rolls up to the line on the left lane and is staged with his competitor. This is the final qualifying pass and even though he has already secured the number one qualifying spot, no chances are to be taken. Anticipation builds as the V8 rumbles menacingly with a slight whine from the supercharger. Oddly, we feel one or two droplets of rain at the start line.

The engines rev to launch rpm and the lights on the (Christmas) tree go from ready to GO! Sheldon’s rail leaps out ahead of his rival but at around the 1/8-mile point, the rear end of Sheldon’s car makes a swerve to the right. He corrects it by steering into the turn. The car begins to lose speed as the tires break loose and pendulums to the left side, causing the front of the car to veer to the middle of the track! The car approaches what is commonly know as “the point of no return” but wisely Sheldon stays on the throttle and steers the car out of what could have been a catastrophic event. Everyone rushes to the pit area to see if Sheldon is ok. The an-nouncer is stunned that Sheldon keeps the car from hitting the wall and the crew is slack-jawed at the replays from the TV cameras. “These are DEFINITELY going up on YouTube” says PTRT cameraman Andy Jr to CNC3 videographer Igna-tius Fraser. Who knew that rail cars could drift? Sheldon drives into the pit area and promptly begins his analysis with his crew chief, Aaron. They determine that the accelerator pedal could use some modifications to improve throttle accuracy and response. The gas-fire pot is bub-

bling in the background and it’s time for dinner. On the menu tonight– rice and curried goat!

Sunday turns out to be an early start– it’s race day and Aaron is changing the engine oil that turns to a milky bright green when methanol gets mixed into it. We trundle along in the longer wheelbase version of the three team golf carts. The morning breeze is not friendly to those wearing T-shirts and jeans. We’re heading to the oil collection station to empty the pan, full of murky ooze. Seven large napkins and two small towels later, we’re ready to head back but not before making a stop to check out a 7-second “tubbed-out” red BMW E30 with a supercharged V8, run by a husband-and-wife team. She drives. As we get closer to our trailer, numerous camer-as flash around Sheldon’s car. Encouraged by our own photography, people are concluding that this guy must be famous. Of course it helps to have a TV-sized video camera around too. Quite a few racers also come to check out the car that qualified in first position and almost hit the wall last night. Many of them go straight to Aaron, asking lots of technical questions. We overhear stuff about valves, belts and power delivery. The tuning laptop makes a guest appearance. Aaron is doing his part to keep the competition wary– all with a willing smile and friendly drawl. They have a healthy respect for the team and Sheldon’s talent and remark that he should be driving against the likes of John Force.

If all goes well, Sheldon will have four elimina-tion (competition) runs today. The field will be narrowed from 16 racers in round one, eight in round two and so on until the finals, where two will compete for the Championship. The covers on the car are off and the frame is currently exposed as it is given a full WD-40 wipe

down– chromoly is certainly not as rust resistant as stainless steel. Soon it’s time to replace the magnesium body skin, except for the covers at the top near the cockpit. Aaron and Sheldon are working on a thick duct tape-bound pad that will narrow the space between Sheldon’s right foot and the top of the accelerator pedal. That way if any throttling has to be done, spring pull-back will be less of an issue. Power delivery has been revised as well to give the car a smoother launch.

The announcer calls for Top Dragster class cars to get ready and shortly after, a golf cart with a serious backfire shows up carrying one of the of-ficials who gives the nod– ten to 12 minutes he says, be ready. The atmosphere is tense but the team is not worried; the track is dry and the air is cool, 49˚F (9.4˚C). It is perfect to take a crack at the record, actually. The first pass is a strong but conservative run. Sheldon nails a 0.046-second reaction time and records a 6.002-second pass @ 235.29, the fastest mph yet to take the win and proceed to round two. Everything is rechecked and this time we move our cameras to the finish line to capture the car at top speed and hope-fully get the chutes opening. Pretty soon it is time for Top Dragster elimination round number two!

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Sheldon pulls up to the line, choosing his favourite, the left lane. He rips a healthy burnout, much longer than the normal. We hear it all the way from the finish and grin with approval. We suspect that he’s up to something. Soon we hear the cars roll back and slowly forward to the lane staging sensors. Aaron Sipple is running up to make sure the car is properly positioned. He makes a quick once over, checking the super-charger pulley and gives Sheldon the ok. Once in place, we hear the engines roar to load up the transmission, held from releasing the power by a driver-operated trans-brake. Once the lights go down, Sheldon releases the trans-brake and launches off like a rocket! The tires wrinkle and almost fold over on themselves as the power comes on, creating quiver effect when they spring into to their normal shape, they then standing tall as the centrifugal force kicks in. The difference in tire size is so great that it actually changes the effective gearing of the car. Sheldon blasts ahead of his competitor, Yvonne Sebas-tian, with a reaction time of just 0.057 seconds to her 0.1 and the crowd roars as he surges to the finish line. The T&T Rocket sounds surreal as it roars up the quarter-mile and we capture the moment on camera as he crosses the finish line. “That looked FAST!!!” we exclaim, running below the scoreboards only to see that Sheldon posts a record-breaking 5.77 @ 241.87mph! Every-one runs back to the pit area to congratulate Sheldon but though the war is won, the battle isn’t over…

Elimination round three is up next and the field has been narrowed to just four Top Dragster machines. Sheldon is lined up once more in the left lane next to Matthew Gilmore. The engine is hesitant to start as Aaron sprays some methanol into the supercharger intakes to prime the sys-tem– no doubt, creating a split-second of team panic in the process. A single turn more and it fires up with a fast, healthy idle. They line up, stage and launch with Sheldon cutting a 0.041 reaction time but Matt isn’t far off with his 0.065. The cars seem closer out of the starting blocks. In the end, Gillmore’s 6.278 @ 213.72 pass looks like he gave up trying to catch Sheldon’s 5.878 @ 240.12. Sheldon’s time is just about a tenth off his record pace, thereby proving that it was

no fluke run but that the capability is certainly there. In the second round three pair, Don Marks would run a 5.978 @ 230.65, to beat John Alberi-gi III who could only muster a 6.4-second pass. Don’s car looks strong; he is close to Sheldon’s qualifying stats. The PTRT crew cannot afford to take him for granted and vice-versa.

By now the crowd is starting to thin out as many racers leave the tracks, tail between their legs. The hardcore fans remain though, as the sun begins its descent, putting rays into everyone’s eyes on the right side. This has the potential to lower the left lane visibility but it doesn’t matter to Sheldon. He’s got lane choice and goes for the left once more. The car makes the same hesita-tion at first but fires up readily after that, just like the last time. It’s round four– the finals. We all stare at each other as the moment of truth has arrived. Will he do it? Don’s car is also fired up and both cars do a proper burnout. Aaron Sipple does his usual checks and leaves Sheldon to ease the car into the pre-stage and stage sensors. We hear a roar as the lights come down. Then Don leaps violently out of the starting blocks, tires smoking as he wrestles for control. But where is Sheldon? Our eyes fall, amazed at the blue rail car with Trinidad and Tobago stickers on its sides, the engine idling, going slowly down the track, seemingly at a Sunday drive pace. Did Don red light (false start)? No, the lights are running as usual and Don is still fight-ing his car, running an 8.481 @ 147.73. A scary but dismal pass for him and what’s worse is that Sheldon is still cruising down the lane!

Aaron Sipple is on about something, his hands are pointing and he keeps asking “did he cross?” He seems sure that Don crossed the centreline as he launched his dragster. We were all confused but the worried look on the faces of Don Marks’ racing team seemed to say it all. The officials go off to check their video footage akin to the third umpire in international test cricket as Sheldon finally crosses the line in 30.503 seconds @ 32.31mph. What went wrong? Did he cross the line? What does that mean? Soon the announcer clears things up, that Don did in fact cross the centreline going into Sheldon’s lane and almost taking out a timing sensor.

In professional drag racing, this is one of the worst infractions possible, and according to the rules the win officially goes to Sheldon! Utter joy leaps into the hearts of the entire team and supporters as they jump and shout, dance and prance… It is our day and everything that we set out to achieve has been achieved. We jump into a golf cart, cameras in hand and Trinidad flags waving to share in the jubilation at the finish line. It turns out that the accelerator linkage broke but thankfully, Sheldon had the presence of mind to complete the race!

The crew gets straight to work, taking off the Goodyear tires borrowed from our neighbours for round four and we all make our way to the winner’s circle for a well-deserved celebration. Even our friend made at the mall, Jessica, shows up– just in time for the champagne spraying et al. She says she’s been tracking our progress on the internet with her cell phone and tells us how impressive the times were– who knew the folks at the Quiksilver store were rooting for us? Not bad for a team without a permanent home track, we all agree. But we’re not at all trying to solve that problem today. Today we’ve won and we all head back to the pit area to dip into the rice and curried chicken and turn up the soca in the rental minivan. Being of Cuban descent, Jessica seems quite comfortable with our Trini/Caribbean mode of trackside celebration as the team discusses the weekend’s events over food and drink. The PTRT kids and ladies are getting cold as the evening wears on, as the men finally get around to loading the car into the trailer. It’s hard but joyous work and Aaron still has to drive all the way to Kentucky but he’s satisfied and his son calls to wish Uncle Sheldon congrats.

Sheldon nicknames the solid brass-set-on-marble trophy “Snowie”. Its wings are spread open and we all take a turn holding it. It seems way more impressive than the ridiculously tall cheap plastic ones we are used to. We replay the runs on the hotel TV late into the night, with a second round of food and drinks. This time we get Chinese– how very Trini! Everyone is amazed at the result and revel in imagining what is to come. This is not just a win for Sheldon, the PTRT crew or Aaron Sipple but one for team Trinidad and Tobago!

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Well, it was Formula 1 time again for us at Zorce, this time with the compli-ments of Red Bull. Their F1 demo car,

complete with test driver Sebastien Buemi was actually scheduled to come to Trinidad and Tobago. Due to complications with the necessary approvals (read the “powers that be” felt that it would increase the incidence of illegal street racing), the team was denied access to the planned public display.

So, instead, we at Zorce were treated by Red Bull to their Jamaican F1 tour which began with an exhilerating display at the Palisadoes Go-Kart Track. This was indeed a treat for all of the karters as it is a well established fact that karting is the seeding sport for entry into F1. While we were all a bit disappointed by the refusal of the T&T authorities to allow the public F1 display, we couldn’t help but enjoy the Jamaican experience where the people were just as enthusiastic.

Our first day began at the karting track where we got up close and personal with the team, the car and the driver, and saw the priceless ear-to-ear smiles of every person present. On the second day, the team would make its way to Kingston where the main event was held.

This detailed report from local motorsports writer Dean Corrodus gives an ideal snapshot of the event’s proceedings from the Jamaican perspective:

The historic Red Bull Formula One Urban Run & Auto Fair was held in Kingston, Ja-maica on May 4, 2008. It brought together

for the first time in such a setting a tantalising array of automobiles– the classic and the brand new; the electrifyingly fast and the luxurious; the technologically advanced and the vintage in an unforgettable show.

Red Bull Racing visited 26 locations, bringing a taste of Formula One to an audience that would not have had an appreciation of what the sport is otherwise. The cars are run on a street course that offers a unique, picturesque setting of the country. Naturally, the typically busy Trafalgar Road with NCB’s Atrium and the BNS Building as its backdrop was the obvious choice to show-case Jamaica.

The concept was taken a bit further where participants from all disciplines of motorsport, new car dealers, automotive product suppliers and other business partners were pooled into an eclectic mix of automotive heaven. As such,

Article by Dean Corrodus • Photography by Narend Sooknarine

Red Bull F1 Jamaica

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patrons experienced not only a proper demon-stration of what a $5M US dollar F1 car can do (achieving speeds of just under 200 mph under race conditions; 0-100mph and back to 0 in less than 5 seconds; dizzying, smoking donuts and burnouts and as the V10 3.0 litre engine shrieked up to somewhere near 19,000rpm) but also viewed the latest offerings from the new car deal-ers that were in attendance. BMW, Suzuki, Audi, Mercedes, Volkswagen, Mitsubishi and Subaru showcased the practical application of much of F1-derived technology, now found in the vehicles that can be enjoyed by the ordinary driver. And 19-year-old Swiss F1 test driver Sébastien Buémi (now full-time at Toro Rosso) wasn’t the only one having fun in the spotlight, but some participants got a chance to test drive the dealer vehicles on the course.

The motorsport community also had their turn with the Radio Control Association of Jamaica (ra-dio controlled cars) opening the show. Then the Classic Car Club of Jamaica (classic and vintage automobiles), The Jamaica Karting Association (go-karts), The Jamaica Race Drivers Club (circuit racing), the Jamaica Millennium Motoring Club and the Montego Bay Motoring Club (rally and sprint cars) showed what they were made of. Next, members of the drag racing fraternity, stunt bikers Gichie, Mackie and Cutter and three stars of the Wet ‘n Slide Dexterity series (Ivan Lee in an MR2 turbo, Marcus Barnes in a Corolla SR5 turbo and Richard Rerrie with music star Buju Banton as his co-pilot in an Impreza WRX rally car) made popular by the Montego Bay Motoring Club, fur-ther conspired to satisfy every possible taste for things with engines in them that use public roads.

The event started promtly at 10am and pro-ceeded ahead of schedule, until some bad luck struck. On the second run, the F1 car’s clutch gave out. The car was then wheeled back to the pit where another show of sorts then took place. Six race engineers under the guidance of coordina-tor Julian Mills, set about changing the clutch in 40 minutes– twice! What normally would have been a delay, turned out to be a display in speed and efficiency. Although it was announced to the over 30,000 fans that there was a problem, they hardly took notice, as the bike stunt riders fol-lowed by the dexterity performers were too busy distracting them with their breathtakingly skillful displays. From Mackie the bike stunt rider doing wheelies with five persons on board (one across his shoulders) - to Ivan lee and Marcus Barnes doing tandem donuts around event production assistant, Gregory Brissett, in his new Puma shoes.

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These were recently acquired at the Puma Store in Tropical Plaza where the team visited along with the Formula Una girls. The drivers were constantly being warned not to run them over. And thus, the “delay” went largely unnoticed, and perhaps the limelight may have been stolen from the Red Bull showcar. It was indeed a hard act to follow, but then Sébastien appeared on the track for a third and final run. And what a run it was– talk about saving the best for last! From smoking burnouts to all gear acceleration runs (and there are seven forward gears, mind you) that achieved an estimated 160 mph. He closed with a series of one-handed donuts that threw up so much tire smoke that the car disappeared in front of your very eyes, the fans were left screaming. This, along with his own rendition of Bob Marley’s “Jammin’” on stage at the post-event interview, offered all the entertainment one could really ab-sorb for one day and endeared the young driver to the Jamaican fans.

Sébastien probably had some inspiration from the team’s visit on Saturday to the Bob Marley museum, a Shrine to the world famous Jamai-can reggae legend. The team had earlier visited historic Port Royal, once known as the richest, wickedest city on earth, when Caribbean pirates ruled the roost. From there the team then visited the Palisades International Raceway, home track of the Jamaica Karting Association, which had generously rescheduled their event to Saturday, May 3 to accommodate the Formula One Urban Run. The karters were treated not only to a picture-taking opportunity in the race car, but an impromptu blast around the track with Sébas-tien in an ill-fitting shifter kart, achieving a time just under a second shy of the track record and several runs of the Formula One car on the kart track itself, which in the words of veteran kart and circuit racer Peter Rae was simply “awesome and unreal”. Previously, the team had a dawn shakedown run on the Dyke Road in Portmore early Friday morning, where residents were seen

streaming out of bed in night clothes with their camera phones to snap a photo of the novel alarm clock that was the V10 3.0-litre engine, shattering the morning stillness as the sun rose over the majestic Blue Mountain range. As fans left the venue, picking up bits of tire rub-ber from the track as souvenirs, no doubt they would look to the next event that Red Bull will stage on the island. Maybe the company slogan “Red Bull gives you wings” will really come true.

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Article by Narend Sooknarine • Photography by Devi Nath, Gerrard Wilson and Narend Sooknarine

Stag/Ultra Rally Trinidad 2009

The Stag/Ultra Rally Trinidad 2009 had a great start at the Thursday scrutineering and briefing session at

the Grand Bazaar. Crowds came in early to catch a glimpse of the latest local rally ma-chines and the foreign cars from Jamaica and Barbados. Of course, each car was inspected by the safety officials headed by motorsport stalwart Selbourne Clarke.

At the drivers’ briefing the entire route was outlined and their concerns addressed. And in traditional fashion, the numbers and team kits were handed out in reverse seeding order. There would be one day’s grace (Friday) allowed for regulations to be met and then it would be time to start the rally action!

There are two major classification groups as run by the TTRC– 4WD and 2WD. The four-wheel drive (4WD) group is split into the lightly modified Group N (2-N) cars and the liberally upgraded Group A (3-A) cars. Group N cars are in fact very close to stock in terms of the power levels, however, like all rally cars, they carry upgraded suspen-sion and safety equipment such as roll cages, skid plates, fire extinguishers, safety harnesses and an emergency cutoff switch.

Group A cars are allowed to have more power and upgraded drivetrain and suspension components. In the case of the two-wheel drive (2WD) class, the cars are split into naturally aspirated (Group 2-3) and turbocharged (Group 2-4) run groups.

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2009 featured for the first time stages ap-proaching 10km, roughly three times the distance normally attempted in local rallies. Bronte, Cedar Hill and Preysal stages had all been meticulously prepped. Rally Trinidad is famous for its dirt and gravel stages filled with varying radius turns, hills, blind crests, long straights, dips and jumps, all of which can prove tricky for even the most seasoned driv-ers. And tricky it was as the day’s incidents and challenges unfolded– trials that any rally team would be proud to endure.

Day One began at Bronte with Jeff Bovell of Barbados as the Clerk of the Course. Tim-ing was essential, as this year Rally Trinidad would end with the inaugural Mayor’s Cup in Chaguanas– a special tarmac exhibition stage through the streets of Trinidad’s largest town centre. From the onset, Rally Trinidad claimed two entries by default with Fawaz Mohammed and local female entry, Sarah Jane Gopaul, both having ECU troubles and not being able to start. Meanwhile newcomer Sean Hinds in his Toyota Corolla was attempting to tune a freshly-built engine on the go. James Harris

and team Kamikaze spent the night before installing a fresh-from-the-bamboo SR20 engine into their Sentra. Roger McKenzie was having suspension issues as his RunX insisted on humping all over the stage and John Powell in his EvoVIII caught up to Tony Heerah in his Subaru Impreza during his run. A series of similar complaints would see the first stage being cancelled and the seeding order revised.

The big surprise of the morning came with the departure of Barry “OneOot” McKenzie, who blew his turbo and shattered his drivetrain after limping through SS1, and the emergence of Ian “Wee Wee” Warren into third overall with the Harry Hockley-built Suzuki Swift from Barbados. With Barry out of competition the battle for the overall lead was between John and Ainsley. Glenn Pontifex pointed and flexed but still ended up in the bush, thankfully, with very minor damage. However, this paled in comparison to Jerome Lum Hung’s four barrel rolls into the cane some 10 rows in. Jerome’s Subaru would also be out for the day, as they rushed the car off to their garage for repairs. By SS3, Jamaican Natasha “Chiney Dolly” Chang

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was getting no boost due to a blown turbo forcing her to push harder to stay in con-tention. The drama continued with Scott Sheppard losing his gearshifter mid-stage while Vishal Dhanraj was now out of the rally due to an engine failure and Rezan Mohammed was having clutch cylinder problems. SS5 would see Darrel Ramasar having a minor runoff. SS6 would claim the Ford Escort driven by Scott Sheppard and misalign Ansel Ali’s Mazda 323 Turbo as they both ran off on a corner described by Morley’s co-driver Justin Wallace as “Brake on crest into nasty left, 3rd gear.”

Barry McKenzie managed to repair his EvoVI’s drivetrain and return to the rally but was still down on power to the damaged turbo. Having missed SS6, Rezan Moham-med was back for SS7 where spectators were treated to a mild jump. By now the light began to fade and visiblity would become the new challenge. This was no problem for Harold Morley though, as he made up large gaps of time thanks to his ultra-bright fog lamps, when most drivers were slowing down due to low visibility. And of course, in proper Kamikaze fashion, James Harris proved that a rollover is crazier than a than jump to close Day One. Especially when you dance on the hood afterwards. We’ll spare you the picture. Although Trinidad and Tobago is known for the best gravel stages in the Caribbean, Rally Trinidad was proving to be no easy task for locals and foreigners alike.

On Day Two, we were privy to the largest installation of duct tape in the entire rally on the shifter boot of Glenn Pontifex’s Lancer as we walked around the pits. Soon it was time to start the reverse runs followed by a new shorter version of the Bronte stages. SS11 saw Bobby Ramdass having run into the ditch and out again along with Natasha Chang who made a smilar drive. Bajan Dean Serrao was in need of a brake line and thanks to a spec-

tator donor, he got one. Glenn Pontifex’s carburettor butterflies got stuck wide open, forcing his navigator to use the kill switch to modulate power between gearshifts. Throttle by switch?

Ainsley “Mr. Action” Lochan and Robert Dumas had a spectacular off, resulting in a huge rollover putting them on the hood. The car was promptly righted and the engine fire put out as Lochan blasted onto the course just in time to see John Powell rally by. The car was deemed worthy to continue with the rollcage holding up beautifully. The team of Harold Morley and Justin Wallace couldn’t find a battery for their intercom system and when they did, they managed to lop nine seconds off their SS10 time. Roger McKenzie spun out with Toyota Runx on SS11, cracking his cross-member in the process, yet running 12 seconds faster than his previous stage.

Robert Cadiz recovered from his ditching incident with new and improved axles made by fellow karter, Peter Tang, while Natasha Chang was finally back on boost. Darrel Ramesar was having heat-related clutch hydraulic system problems and also suffered a blown head gasket. After running a near-perfect rally, Geoffrey Noel finally hit a snag with a turbo hose bursting, which was apparently fixed with a bolt and nut! Noel was still in 5th overall and 3rd in class and had only used one set of tires thus far for the entire rally. Jamaican “Ricky” Bobby Marshall was still fighting hard with no major upsets as was Trinidadian veteran Franklyn Seegobin.

Although “Chiney Dolly” was back to full power, her EvoVI popped a ball joint, forc-ing her to stop. Rally leader John Powell suffered a dissapointing broken gearbox, taking him out of the rally. Harold Morley introduced his Subaru Impreza to a bridge, taking him out of the rally as well, after a brilliant run over the two days.

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Rally Barbados is made up of tarmac stages while Rally Jamaica has its final stages held on the paved streets of Kingston. For the first time in the history of Rally Trinidad, there was going to be a tarmac stage addition to the famous dirt and gravel. The course was nicely mapped and featured three 180˚ hairpins and a 360˚ mini-roundabout that promised lots of sideways action for fans. The gravel stages were now complete and while some drivers were repairing their cars, others were already walking the course at Saith Park in the heart of Chaguanas.

For spectators it meant a serious contrast to standing in the open fields looking at rally cars blast through the dirt, with a billowing dust cloud following soon after. This would now be replaced by the smell of burning rubber and much faster movements of the cars with the increase in overall tire grip. Stands and caution tape now defined vantage points as the air bristled with the excitement of something that has never hap-pened before. With the full support of the Mayor of Chaguanas, Dr. Suruj Rambachan, the Police, Fire and Ambulance Services, sponsors and more marshalls than ever before, it was time to start the Inaugural Chaguanas Mayor’s Cup.

After a nostalgic display of old English iron put on by the Ford Club of Trinidad and Tobago, rally drivers made their acquain-tance with the new course on the honour lap. After that, they would be allowed two runs at speed, with the faster of the two being counted as their official stage time. This meant that driv-ers could optionally do an exhibition lap. And please the crowd they did! Ainsley Lochan drifted through the entire course, smoking the gravel tires and taking advantage of the Evo’s four-wheel drive to emerge gloriously out of each slide. Rezan

Mohammed however, did not fare as well. In addition to being in a new car, he was also on a new surface but as dramatic as his slapping the curb was, the damage was minimal and no one was hurt.

The Bajan Suzuki Swift driven by Ian “Wee Wee” Warren proved to be especially quick around the road course, while Jamaican Natasha Chang and Geoffrey Noel slid their Evos around the roundabout like RWD cars. “Ricky” Bobby also had the crowd going with his hot lapping Mitsubishi Colt while Castrol-sponsored Donald Gopaul kept his Toyota Starlet GT neatly at pace throughout the course. Overall the Mayor’s Cup made for a most fantastic finale to a gruelling RT09. At the event the Mayor, Dr. Rambachan indicated his willingness to see another such event, even before RT10! The rally-crazed crowd were thrilled by each moment of engine-screaming, tire roasting, powersliding nirvana.

Although each team had its own responsiblities, there was admirable camaraderie between camps with regard to logist-tics, manpower, expertise and spares throughout the epic Rally Trinidad 2009. In the end, locals Ainsley Lochan and Robert Dumas woud take the overall championship in their EvoIX, with the Bajans Ian Warren and Graham Gittens close behind in their Suzuki Swift. Both teams also took their respective top spots as the fastest four-wheel drive and two-wheel drive. The Trinidad and Tobago Rally Club (TTRC) wishes to thank all its sponsors, racers, teams, marshalls, photographers and spectators for their support in making the Stag/Ultra RT09 a such a great event!

www.rallytrinidad.com

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Place Car # Driver Co-Driver Grp/Pos. Sat Sun Total Tot/Diff Tot/Diff1st 1 Ainsley Lochan Robert Dumas 3-A (1st) 0:35:44 0:26:44 1:02:28 Leader Above Car

2nd 13 Ian Warren Graham Gittens 2-4 (1st) 0:37:55 0:24:49 1:02:44 00:16 00:16

3rd 10 Geoffrey Noel Kreigg Yearwood 2-N (1st) 0:38:29 0:25:23 1:03:52 01:24 01:08

4th 8 Harold Morley Justin Wallace 2-N (2nd) 0:38:04 0:27:20 1:05:24 03:04 01:32

5th 15 Darrel Ramesar Adam Archer 2-4 (2nd) 0:40:28 0:27:07 1:07:35 05:07 02:11

6th 7 John Powell Nicholas Telfer 2-N (3rd) 0:35:53 0:31:51 1:07:44 05:16 00:09

7th 22 Bobby Marshall Anand Awai 2-3 (1st) 0:42:31 0:29:28 1:11:59 09:31 04:15

8th 9 Dean Serrao Ryan Farmer 2-N (4th) 0:45:52 0:26:08 1:12:00 09:32 00:01

9th 11 Natasha Chang Michael Worme 2-N (5th) 0:41:41 0:30:38 1:12:19 09:51 00:19

10th 23 Roger McKenzie Josh Plaza 2-3 (2nd) 0:42:34 0:29:55 1:12:29 10:01 00:29

11th 18 Donald Gopaul Michael Dinnoo 2-4 (3rd) 0:43:53 0:28:58 1:12:51 10:23 00:22

12th 12 Bobby Ramdass Rajeev Samaroo 2-N (6th) 0:42:44 0:31:24 1:14:08 11:40 01:17

13th 14 Rezan Mohammed Arshad Mondro 2-4 (4th) 0:46:18 0:28:25 1:14:43 12:15 00:35

14th 16 Robert Cadiz Jason Costelloe 2-4 (5th) 0:47:30 0:27:53 1:15:23 12:55 00:40

15th 6 Anthony Heerah Michael Heerah 3-A (2nd) 0:35:44 0:35:44 1:18:07 15:39 02:44

16th 19 Franklyn Seegobin Graveney Dindial 2-4 (6th) 0:49:48 0:32:00 1:21:48 19:20 03:41

17th 17 Ansel Ali Kender Nicholas 2-4 (7th) 0:57:41 0:30:31 1:28:12 25:44 06:24

18th 26 Glenn Pontifex Scott Knaggs 2-3 (3rd) 1:04:55 0:40:41 1:45:36 43:08 17:24

Stag/Ultra Rally Trinidad 2009 Results

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Z-Scene Island Pugs Car Club

Island pugs is a group of Peugeot Car Enthusiasts from Trinidad and Tobago. It was formed after four guys discussed the idea online and resultantly

decided that the Peugeot brand needed to be better represented. Even though each founding member, Robert Honore, Damien Mayers, David Brown and Nigel Ali, had differing ideas and thoughts on the group’s formation, they shared a common goal of Peugeot promotion.

Their very first meeting proved successful and it was just the spark needed to show that the idea was worth pulling off. After all, this was going to be the first and only Peugeot group in T&T and that is definitely an achievement worth attaining. “Island Pugs” was decided as the official name.

As time progressed, the composition of the group changed but their focus stayed sharp and the mission of promoting all things Peugeot remained. As we would expect, Island Pug members generally have different ideas about cars; some go to extremes with styling and tuning and some prefer modest changes, while others take pride in keeping their cars com-pletely original. Regardless of the model, Island Pugs welcomes all Peugeot owners– modified or original.

As the group continues to grow Island Pugs’ lat-est development is a work in progress. The group is currently tweaking its website www.islandpugs.com. Designed by Pugs member, Arcwell Hernandez, a.k.a. Del, the website aims to provide as much technical and press information about Peugeot as possible, featuring members’ finished cars, and project cars and also a photo gallery. The site will become a haven for Peugeot lovers.

Peugeot owners should feel proud of the “tire” (as opposed to the lion’s paw) print Peugeot has made in motorsport, and the car industry in general. From the legendary Peugeot 205Gti, 405 M16, 405 T16 and 306Gti-6 models to newer performance versions such as the 207Gti and 308 RC, Peugeot is well respected in the WRC and has now left for a different area of motorsport, namely, Le Mans 24 (France) where Peu-geot will be competing with its latest HDI and hybrid technology.

Website: www.islandpugs.com

Facebook Group:facebook.com/group.php?gid=24000589456

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Much has been happening in the world of car audio, despite 2008 being a difficult year. As a result of the global downfall

of the economy, there have been major cutbacks within the car audio industry. We have seen some companies close their doors while others have been changing hands just to keep afloat. One of the biggest shockers for the year was NOPI’s dec-laration of bankruptcy. NOPI could not recover from a low spectator turnout at events and some rained out events in the first half of 2008 causing them to cancel the rest of their events for the year, including the NOPI Nationals in Atlanta, which was also to be held in conjunction with IASCA World Finals.

Fortunately, some die-hard members, as well as supporters were able to step up and still offer an event titled Motorsports Nationals with the hope of at least satisfying those who already had made bookings and arrangements to attend the September event. A further decline of the world economy in the last quarter of 2008 has dictated more sponsorship withdrawals for events. Every-one is now rethinking their budgets for 2009 and we anticipate further cutbacks until the economy recovers.

Spring Break Nationals in Daytona, Florida turned out to be quite good despite the obvious lack of manufacturers on the show floor and a lower than normal foot traffic at the venue. We saw

representation of Trinidad and Tobago with a vehicle built by our own IASCA affiliate owner and certified judge Shameer Baksh. While he was not successful in prequalifying, it was at least an attempt to put forth representation of Trinidad and Tobago at SBN.

Ben Vollmer (a.k.a. Car Audio Nationals), as well as IASCA was able to pull together quite a well organised event. Ben brought some of the car audio industry’s icons (Richard Clark, Rich Infer-rera and Dave MacKinnon, to name a few) and put them in the judges’ seats. Everyone appreci-ated the honour to having one of these guys sit and listen to their vehicle.

Audio Zorce IASCA - 2008/2009

Article and Photos by: Shazad “SR” Rahaman

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IASCA Latin America Finals in Bogota, Columbia was a once-in-a-lifetime opportunity offered that could not be turned down! After all the feedback I have gotten over the years on how spectacular this event is, I just had to go. I must say, despite all the warnings and precautionary measures that were given to us, at no point in time did we feel unsafe in Columbia. IASCA Latin America espe-cially Javier and Eduardo ensured that we were well taken care of throughout our entire trip. The show venue was around five times bigger than what we’re used to for the Spring Break Nationals venue. It’s Latin America, it’s gotta be big.

This show was huge and there was an over-whelming feeling of passion coming from all the competitors, which seems to have been lost amongst other competitors around the world. We were impressed by some very spectacular builds by both competitors and manufacturer-supported teams, high SoundQ, groundshaking vehicles and gorgeously hot models. This show was awesome! Team Pioneer had one of the best

exhibit vehicles with 56 12” subwoofers and 52 6x9s in a fully-motorised custom van with wide-screen flat-panel monitors. Manufacturer displays were well laid out and many top brand names were represented. The Chicas Car Audio Model Show was fantastic– finally, a modelling event where the models were dancing to the music and were interacting with the audience. We all agreed that IASCA Latin America Finals was one of the flagship events for IASCA International.

Congrats are in order for Shameer Baksh for finally bringing the “million dollar” vehicle to an event and competing. A year ago, his first at-tempt did not pan out as he expected, however the vehicle was still put on show even though it had a look only a mother could love. This year he followed through on his promises and the vehicle was able to compete. It still maintained its reputation for being one damn ugly-looking vehicle but with a certified IDBL score of 168.9 db, it put Shameer Baksh and Trinidad and Tobago squarely on the map for officially having

the loudest vehicle in the Caribbean and Latin America for 2008.

For 2009, I have been working with IASCA on polishing up the rulebook and hopefully, we’ll have it available for download soon. There will be some minor changes to ensure fair competition in all categories. We will also see a new format for bass boxing locally, which will be involving more crowd participation. IASCA may also adapt some of the recommendations that I and Shameer put forward.

IASCA Caribbean looks forward to working with all event promoters both locally and throughout the Caribbean. For 2009 we anticipate a busy year based on preliminary meetings. In prepa-ration for this we have already certified a new judging team and we will also be looking at the process flow at events. Also in the works for 2009 is the possibility of a new permanent venue for IASCA events and car shows in Trinidad. Good luck to all competitors and see you at the next IASCA-sanctioned event!

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Rudolf Diesel de-signed his engine in a time when there

was a demand for a more fuel-efficient engine. The steam engine heavily con-sumed resources and was only about 12% efficient. His early research into fuel efficiency led him to build a “steam engine” using ammonia vapour. Under

test, this exploded with almost fatal consequences. It resulted in months in the hospital for him, and a great deal of ill health and eyesight problems in later life.

Diesel spent his months in the hospital reading the technical papers published by Nikolaus Otto, the inven-tor of the internal combustion engine. Diesel realised that by premixing the fuel in the air, Otto had limited the compression ratio and effectively limited the fuel efficiency of his engine. Diesel envisioned an engine that drew only air into the cylinder. With no fuel pres-ent, it could be compressed about twice as much, with an extreme rise in temperature. According to Diesel, at just the right instant, the fuel is injected into the com-bustion chamber with this air. The fuel is ignited by the high temperature of the air and is then squirted into the cylinder where it explodes spontaneously, forcing the piston down. Diesel knew from Sadi Carnot’s three rules on heat engine efficiency that the expansion of the gas was the key to fuel efficiency. That was Diesel’s solution to liberating the engine. His answer was simple– only add the fuel when you want to ignite it.

In 1892, he published a paper on his work, The Theory and Construction of a Rational Heat Engine Substitute for the Steam Engine and Today’s Combustion Engines. On February 27, 1892, Diesel filed for a patent at the Imperial Patent Office in Germany. And on February 23, 1893, he was granted his first patent, German pat-ent No. 67207 for a Working Method and Design for Combustion Engines . . .a new efficient, thermal engine, corrected later that year with patent No. 82168.

Diesel began building a prototype engine fuelled by powdered coal and injected with compressed air. This machine, a single 10-foot (3m) iron cylinder with a flywheel at its base, achieved a compression of 80 atmospheres (1175psi). In February 1894, Diesel ran his engine for a full minute under its own power. This engine only generated 13 horsepower but with 26% efficiency – twice as efficient as steam engines of his day. It demonstrated that Diesel’s compression ignition principle worked.

Gasoline engines utilise the Otto cycle in which the fuel is sprayed into the air while the air is outside the cylinder. The air-fuel mixture is drawn into the cylinder, compressed by the piston and then ignited by a spark plug. Theoretically, if the air-fuel mixture could be com-pressed even more, the engine would produce more power on the same amount of fuel. However, additional compression brings additional heating and causes

the air-fuel mixture to burst into flames too soon. This premature ignition (called knocking or pinging) lowers the power output and can damage the engine.Diesel completed an improved prototype in Febru-ary of 1897. With this second engine he achieved 75% efficiency. Thus, it was deemed suitable for practical use and was demonstrated at the Exhibition Fair in France in 1898. The engine was fuelled by peanut oil – the original biodiesel, and provided an alternative for the inefficient fuel consumption of steam engines. Diesel’s vision was that small business owners and farmers could develop an economical fuel source and compete with the monopolising energy industries. As a result of Diesel’s vision, compression-ignited engines were powered by vegetable oil until the 1920’s.

The original oil-burning engines used crude mechani-cal injection equipment, so Rudolf Diesel began using an air blast to atomise the fuel and create turbulence in the mixture. This proved very successful and was used in Rudolf Diesel’s third engine built in 1895. This engine was very similar to modern engines with a four-stroke cycle and 450psi compression. But because the Diesel engine required a heavier, more robust construction than a gasoline engine and a large fuel injection pump, it was unsuitable for applications such as aviation (with the exception of zeppelins). Early diesel engines were not small or light enough for anything but station-ary use. However, usage became widespread in other applications, such as submarines, ships, and much later, locomotives, and eventually automobiles.

In 1922 Robert Bosch began the development of a fuel injection system for the diesel engine. By 1927 an acceptable injection pump was finally discovered. The demand for this pump was so great that Bosch in Ger-many was unable to keep up. In 1931 agreements were made with companies in France and England to produce injection pumps. In 1934 a US company began manufac-turing under the name of American Bosch and in 1938 the Diesel Kiki Company in Japan was founded. The new design allowed the metering of fuel as it entered the en-gine without the need of pressurized air and its accom-panying tank. The engine was now small enough to be used in vehicles. In 1923 and 1924 the first diesel lorries were shown at the Berlin Motor Fair. In 1936, Mercedes-Benz built the first diesel engine car– Type 260D.

The diesel engines of today are refined and improved versions of Rudolf Diesel’s original concept. They have become the standard for trucks and heavy equipment are even used in electricity generating plants. Diesel-powered cars are extremely popular, surpassing 50% market penetration in Europe.

The diesel engine has the benefit of running on cheap-er fuels and Rudolph Diesel was especially interested in using coal dust or vegetable oil as fuel. Although these fuels were not immediately popular, modern-day rises in fuel prices, coupled with concerns about oil reserves have lead to more widespread use of vegetable oil and biodiesel. The primary source of fuel remains what we know as ‘diesel fuel’, an oil by-product derived from refinement of petroleum.

by C. Christian “Red Dawg 4.0” Cozier

Rudolph Diesel

Zorceology

History of the Diesel Engine

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Gran Turismo 4 - The Fast TrackA quick guide to rapid (cheap) progress in GT4 by Videogame-a-holic (a.k.a. The Sleepless Peong) Calvin Ramlakhan

A good place to start is to go through the manfacturer races. Manfacturer racers are basically stock car for stock car and the

game matches your car’s hp level. Most manfac-turer racers don’t require any difficult licences. After you purchase a car for the race, buy some nitrous, the full race transmisison and a good clutch (cheapest). Use close ratio gears for accleration and nitrous for top end (not on corners though as the car will want to run off). This is best low-budget setup. Don’t go for any power mods because the game matches you with equally powerful cars. Average players will be able to keep up and punch nitrous on the straights. The objective is to win the prize car and get to a critical race.

Although nitrous is adjustable don’t set it over 50% capacity. You may think that a 100hp shot will work best, but with basic, lightly modified cars, available grip is usually low– particularly for front-wheel drive cars. Your nitrous supply also needs to last the entire race. A good car to build for the entire beginner section is the new Mazda Miata– it is cheap and capable.

Each used car garage lot rotates its stock every game week. Look out for used cars with 6.2 miles, highlighted in yellow in the used car list. These cars carry an average of 5% more horsepower than regular used cars. Because mileage is so low, the chassis are less likely to need the expensive 30,000 credit refresh. These cars are as good as new. Two of my favourites for completing the Professional

sections are the Suzuki GSX-R/4 prototype car and the Subaru Impreza Spec C. To win the Suzuki GSX-R/4, you need to win the Suzuki Concept Car Race in the Suzuki manufacturer races section. To enter the Suzuki Concept Car race, you will need to first win the Suzuki K-Car Cup and get a Concept Car. The Subaru Impreza Spec C can be bought in the Subaru New Car dealership. For the Professional and Extreme sections I prefer the Mazda 787B. If you are lucky you, may even pick up the ultra cool flat black 787B in the used car lot! Whatever your car preferences are, these tips will help you to get through the game faster.

When running Series Races or Championships, a prize car is usually given at the end. In some cases the prize car will come in a random colour. The key to not getting stuck with a prize in a colour you hate is doing a game save just before the last race. For this to work, you will need to first set the Save options to Limited or Restricted Save, i.e. only save when you enter a new car or when you save manually. In a series race, you must accumulate the most points to win the series. Ideally by the time you get to the last race you should be ahead of the competition. Save the game manually by going to your garage and returning to the series afterwards.

If you have secured the championship well enough in terms of points, you will be able to for-feit the last race and still win the championship. Now you can see the prize car and decide if to

reset the game or accept your prize. If you need the points from the last race to win the champi-onship or series, then you’ll need to complete it and make your decision. In GT4 there is usually one prize car with different colours, compared to earlier versions like GT3, where things were further complicated with multiple prize cars. For a full list of prize cars, search “Prize Car List GT4” on the internet and follow the links.

As a rule, you should perform an oil change on any car you purchase. Some GT4 die-hards call this the “free” horsepower loophole. Horsepower goes up by a small percentage. For used cars, change the oil, run about three races and then change the oil again for fully optimised power, giving an actual power increase. After the first two oil changes, there is no power increase and you will only be able to recharge power when necessary. After 20 or 30 races, horsepower will gradually drop as the oil’s condition worsens and eventually engine power will slowly drop with mileage. While at the GT Auto shop for an oil change, you may want to give the car a wash since this can better your top speed by at least 1mph on longer courses– a definite must for top speed record-making.

I give Gran Turismo 4 a full five stars for best all-round balance of car physics, gameplay, real-world accuracy, available mods and graphics. This is the car game of choice for enthusiasts– a must have until GT5 is released (see pictures above).

Calvin’s Rating

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Now that the MGB has become a proper ground-up restoration, (i.e. in pieces all over the garage, not actually ground-up)

and the HSR is back to terrorising Miatas, I finally have something interesting to drive. I am also on a break from ‘buyers’. I use the word ‘buyer’ with caution, as my wife, Karen, is responsible for purchasing at her job, and sometimes she reads my notes. Devoted fans of the TV show Friends’will no doubt know how dangerous the phrase ‘on a break’ can be... Anyway, before I dig myself deeper, allow me to explain.

Driving around in any form of old English car, particularly a sports car, exposes one to a con-stant barrage of potential buyers. The lack of ‘For Sale’ signs on the windscreen and my ‘leave me alone; I am not friendly’ expression do little to dissuade potential enthusiasts looking for ‘a car just like that’. Sadly, or luckily, in my case, the cars never attract females of the species (OK, honey?)

Over the years, I have been able to identify and even categorise potential buyers. Should you stumble upon a nice old English car and further into ownership, I will do my best to point them out to you. If you fall into one of these catego-ries, send your letters to the Editor, and no, don’t even try asking. So, without further ado, I give you the wonderful world of English car buyers!

The Smart ManMr. Smart Man always wants to talk. He will lurk around for a while before gesturing you to come over. He will tell you to call a price, even after you tell him you are not interested and you try your best to ignore him. He tends to get increas-ingly irritated after every polite refusal. He eventually makes it clear to you that you cannot possibly ignore his potential to overwhelm you with the majestic power of his deep pockets.

He will continue to lurk and point out faults in your car, usually cross-referencing it with his ‘pad-na MG from when he used to drive it…’. Eventu-ally you will tell him to make an offer you cannot refuse, rather than politely ask him to bugger off. The Smart Man is brilliant at economics. His offer is carefully crafted to ensure he can invest 5% of his offer to brighten up your car and then resell it for 20% over what he thinks it is worth.

It is always a good idea to take a few steps back when you decline his offer, as he will invariably be more insulted than you. If you are lucky, by this time his antics will have attracted a crowd of amused onlookers, who will now be grinning. Some of them at him, some at you. Either way, you pray your car will start as you attempt to escape.

The JokerThe Joker will offer to buy anything. He’s just made an offer to buy the STI across the street, but will tell you he decided not to buy because the Brembo logos on the brake calipers are the wrong shade of red. The Joker fancies himself an enthusiast, but is usually just idle, bored, or entertaining the crowd.

Jokers are usually entertaining, as they set about detailing the history of your car, making up the facts as they go along. The Joker also knows of at least 17 cars like yours, 19 of which he almost bought. Jokers are remarkably good at keeping Smart Men in check, with their animated antics. A Joker, carefully timed, is a brilliant Smart Man deterrent.

The BusinessmanYou never actually meet the Businessman. He is very busy at being a Businessman, as he at-tends to the business of dealing with important business. He observes you for a period of time, possibly investigating the general health of your cash flow, which, given the fact that you own an English car, is really more of a trickle, the flow having long subsided.

The Businessman will not approach you. More than likely, he will send his representative, as-sistant, squire, or perhaps his jester, to present his proposition. Insurance agents are usually up to the task. Being a very successful Business-man, the Businessman’s aide will proclaim his Master’s intention to purchase your vehicle. He is conditioned to respond to your conditioned response by advising you that everything is for sale, and that you do not trifle with his Master. A lesson in futility ensues, and he leaves defeated, only to return again…and again. You will even-tually make a hasty retreat, lest the Businessman decides to beam down and take over the planet.

The EnthusiastSome people are enthusiasts if enough people are enthusiastic enough to show enthusiasm over something. The most common form of the English Car Enthusiast is the ‘I always wanted one of them’ fellow.

Despite always wanting a car like yours for as long as he can remember, the Enthusiast has still managed to accumulate a sensible car, wife, and seemingly normal kids, maybe even a house. I usually tell this kind of buyer if he wanted a car like mine, he would have had one already. Some Enthusiasts tend to secure everything else in life, before deciding to become Enthusiasts, which is fine, except that you know right after they buy your car, they will tell you it is rubbish, complain about how impractical it is, leave it to rot, and then sell it to buy ‘what they always wanted’. If you are lucky, they will only waste 10 minutes of your time before their enthusiasm wears off.

The OptimistI myself have often fallen into this category, usu-ally hard enough not to have the sense to climb out. The Optimist knows he cannot possibly afford to buy your car, or one like it, far less main-tain it. However, since his gas tank is always half full (or so the needle claims), he will still politely inquire, just in case. He is driven by the ray of hope, no matter how dim, that maybe, the price will just about empty his cash pan. Persistence usually pays off for the Optimist, as he tracks down every rusty old English car in existence, and keeps mental tabs on every single one. Eventually, one will land in his hands, followed by the singing of choirs of angels. At that mo-ment, all optimism goes up in a puff of smoke, along with the wiring harness and valve seals.

Meeting and greeting apparent prospective buyers goes hand in hand with old English car ownership. In my experience, Optimists make good friends, Jokers and Enthusiasts come in handy when you break down on the shoulder, Businessmen are always in ready supply should your finances really and truly crash, God forbid. And Smart Men remind you why you will never, ever sell your car... ever…okay?

Yes, but I already told you... Article by: Kevin Singh • Photos by: Kevin Singh and Inshan Edoo

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