C1 • Zorce

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ContentsZorce12: Contents

Rishi Kanick at the helm of the ex-Sheldon Bissessar, nitrous-assisted Top Dragster does a burnout en route to a 6.96 e.t. at the Camden Raceway, Couva, Trinidad. Rishi also secured the Open Class Championship of TTASA’s Drag Racing Competition for 2008.

July 2009 - December 2009

Editor-in-Chief: Narend SooknarineWebmaster: Kavita Sooknarine-FonsecaChief Copy Editor: Sabrina Vailloo

Contributing 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 Sooknarine

Photographers Devi Nath Bruce Anton& Media Crew: Joe Cool Gerrard WilsonPaul “Smurf” Adam Ryan Ramsaran Justin WallaceAaron Achan Lyden Thomas Candace BhagirathDewayne Thomas Patrick Nanton Fadil RahamanRoger Edwards-Barran Kendall “Dat Guy” Layne

Editorial Consultant: Marissa BadallBusiness Consultant: Wayne Oudit Advertising Sales: Cheryl BocasDesign Team: Nicholas “Disney” La Touche Damian “CapVeg” GillPrinting & Binding: Eniath’s Printing Co. LtdProduced by: Zorce Publications Ltd

Advertising & Features: Narend: (868) 727-7248 or 358-3471, narend@zorce.comCheryl: (868) 678-3962 or 221-8684, frontdesk@zorce.comDistribution & Restocking: Periodicals Ltd. Tel: (868) 623-8752Arvind Dattoo Tel: (868) 772-9536 Nigel Ali Tel: (868) 680-8136Ancil Lynch Tel: (868) 395-0654Vivek Maharaj Tel: (868) 462-6359 Photos, Photo Prints, Posters: Devi: (868) 680-6747 • Bruce: (868) 367-1924

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Fastest Racecar of ’08 in T&T!

Porsche officially launches the 911. NP rebrands ULTRA. Nippon Petroleum introduces ENEOS. BMW has a new 7 Series. Shell/FT/Far-fan shows off the Ferrari F2004 F1 car. Nissan celebrates 40 years. We take a look at a few new models.

Daniel Ramoutarsingh gets Rookie of the Year. We follow up on Sheldon Bissessar and we check out Aaron Dowridge’s 9s Skyline. We bring you Rally Barbados 2009 and Great Race 2009 highlights. We take a closer look at T&T’s first difting club– Drift World Order.

Enjoy the first drives of the stunning new Jaguar XF and Part 1 of our crossover special with the Nissan QashQai, Suzuki SX4, Toyota Rav4, Daihatsu Terios and the VW Tiguan.

We learn why water isn’t the best thing for your radiator, get some financial reassurance with Venture and save the universe with the right shade of yellow.

We ride along with Chris Pfeiffer and Jason Britton looking at their amazing tours of Trinidad & Tobago.

We take a look at a very unique Holden Ute, a monster rotary-powered Anglia and Rahin Seemungal’s new R35 GTR!

Zorcerazzi News

MotorSport

Test Drive

ZorceOlogy

Moto-Z

Z-Scene

Shazad Rahaman explores the anatomy of a car show from an audio persective and examines various competition formats.

Calvin looks at Polyphony Digital’s lesser-known motorcycle racing simulation game– Tourist Trophy.

AudioZorce

Z-Games

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62ZORCE travels with

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ALWAYSONTRACK

I AM_ A NISSAN DRIVER

I’ve gone places in my life and I’malways ready to leave my mark behind,

especially when it means doing it in style.

* Special conditions apply. Features shown may vary according to model.Offer available on 2.5L & 3.5L models ONLY!

Get $40,000 off the Nissan Teana from now till December 31st, 2009.

*Celebrate 40 years on the road with NISSAN.Available in 2.0L, 2.5L V6 and 3.5L V6 engines.

Earthquakes, a changing climate and a global recession that is crawling onwards are all over the

news. While there is hardship as a result, the exciting part is in fact the recovery. It’s amazing to see the World come to-gether to help Haiti. Global recession has brought about a few new good things in this current climate of consolidation– in the form of the seriously good small car.

For years, a few major car makers ignored the small car market, giving entry-level buyers a car that was odd to look at, a disappointing drive and made of the cheapest possible materials. Manufacturers like Audi with the up-coming A1, for example, are following the lead set by Toyota and Honda with regard to their small car philosophy with a greater emphasis on satisfying buyers’ needs and wants while offering excellent value.

What does this mean? The small car is now going to be great-looking again, it is going to have dynamic road manners, more power, lots of customisable op-tions and loads of tech, all at a relatively afforable price. The upcoming Chevrolet Aveo is a brilliant case in point. Design-ers have finally been allowed to give it the attention it has always deserved without being shot down because the

factory said aluminium didn’t belong and they should put cardboard instead. No bigwig is now saying that the shape is too desireable for a car made by Deawoo in Korea and should be saved for another brand. As such we’re expect-ing a new Aveo with a 138hp/148ft-lb 1.4 VVT-turbo, 19-inch wheels, 6-speed gearbox and great looks!

On another note, we gave you a Christmas present for 2009 in the form of a brand spanking new zorce.com! You can become a Facebook Fan, using our home page, join the Forums and download the latest wallpapers and e-versions of Zorce!

But since magazines don’t get viruses or hang up, we still recommend that you get the real thing! And how do you like our new logo? It’s coming soon to a T-Shirt near you!

Editor-in-Chief Narend Sooknarine stands in while the boys at Nexus Studios set up the lightingfor Aaron Dowrige’s next shot at Aaron’s garage in Gasparillo, Trinidad. He is thinking that a TT$13 box of Japs Fried Chicken and cold Red Bull could be a plan for later.

Candace “Flatline” BhagirathCandace’s photographic adventures began with her love for nature and motorsport, which, naturally, put her at a lot of rally-style events. What started off as a few hobby pics has grown into a passion for taking both serene and exciting shots. Check out her work in the Rally Trinidad 2009 (RT09) story in the next issue of Zorce!

Marissa BadallOur newest team member and first line of defense in terms of straightening out muddled thoughts or oversized fingers on the keyboard, Marissa has written for a number regional magazines and publications. Her grammar-nazi tendencies and experience in writing and professional proofing punches a 100-shot of correctedness (and red ink) into our (side) drafts.

Sabrina VaillooHaving worked in publishing and advertising, Sabrina brings about 700hp worth of editorial knowledge and experience to the Zorce team. Chief detective when it comes to details, her meticulous work has transformed the last three issues. Sabrina continues to raise the bar with sound editing, resulting in a more (buffed and) polished Zorce.

Lyden ThomasLyden continues to impress with his easy approach to photography and natural creative talent. His eye for capturing world-class images is evident in our latest round of test drive stories. Lyden regularly suprises us with images that make everyday items look simply amazing! For a closer look at some of his work see: ltography.com

Antony ScullyFresh out of a 5-year stint working with one of the region’s most respected designers, Antony’s passion for photography has led him to make it his profession at Nexus Studios. Antony’s work has also been featured in Island Style magazine, Caribbean Construction Digest and in various regional newsprint media.www.nexusstudiosltd.comwww.phototrini.com

Aaron AachanAlways willing to learn, Aaron started taking photos at Solodex and other events with a point-and-shoot camera. It was clear that his eye for photography was above average. Now fully upgraded with a proper SLR, Aaron’s scope has been broadened to include fashion and portraits along with automotive photography.aaronaachan.com

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Porsche 911 Launch @ Lifestyle

Zorcerazzi

The relaunch of Lifestyle Motors’ Porsche brand and official unveiling of T&T’s first Porsche 911 took place at Lifestyle Motors Headquarters in

El Socorro, Trinidad on January 14, 2009.

Designer extraordinaire Brian Mac Farlane ensured that the showroom was completely transformed into a spectacular display worthy of the elite brand. Miss T&T World ’08, Gabrielle Walcott, had the honour of presenting the new 2009 Porsche 911 Carrera S to over 200 specially invited guests, who were also treated to new age electric music by the Alternative Quartet, complimentary drinks, and a wide array of hors d’oeuvres and sumptuous fare prepared by acclaimed Chef Bernard Long.

The ever-so-throaty 2009 Porsche Cayenne GTS was also on display at the gala event. After the formalities, we spoke to Lifestyle Motors’ Managing Director Bernard Hadeed, Sales Manager Kishore Angard, Regional Manager Danny Cuke (Barba-dos) and Gabrielle Walcott for their views on the Porsche brand and the new 385hp, PDK-equipped 911. We also managed to get a few comments from notable attendees and enthusiasts like Terry Bhagwansingh and even the chef!

We saw the unveiling and got up close and per-sonal with the impeccable white Porsche 911 Car-

rera S. Its 3.8-litre flat-6 engine puts out a generous 385hp– without the use of turbocharging! This model, of course, has a rear-engine and rear-wheel drive layout, which means that anyone will need a healthy dose of driving skill to maximise the car’s fullest performance potential. This is why all official lap times at Germany’s Nürburgring Nordschleife are set by the World-famous rally driver Walter Rörhl. However, we are not saying that the 911 is by any means a rabid animal to drive; at everyday pace it is indeed luxuriously civil– giving the per-fect balance of sport, leisure and comfort.

Overall, this launch was flawlessly organised and executed. Although we got a sneak peak of the 911 prior to the event, seeing it in this environ-ment was even more satisfying, as we were able to observe its reception by the prospective T&T clientele. This is one very charismatic car and it will certainly demand due attention on the roads of T&T. We’ve been in contact with the owner of this particular car, so look our for a driving impression in an upcoming issue of Zorce!

We thought Mr. Bhagwansingh captured its essence best when he said, “If the road were an artist’s canvas, the 911 would be one VERY sexy paint-brush...”

Article by: Narend Sooknarine • Photos: Bruce Anton, Devi Nath, Narend Sooknarine, Antony Scully, Franklyn Craigwell

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Like what you see? Then get on your computer and check out the full gallery of pictures from this event on the new redesigned www.zorce.com!

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NP presents the new ULTRA!

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Latest 7 series loaded with tech!

The new fifth generation BMW 7 series is finally in the T&T showrooms. Many modifica-

tions have been made but the most interesting is the new engine lineup. The 750i and Li are now equipped with the twin-turbo 4.4V8, and the new 740i and Li feature the twin-turbo six cylinder with direct injec-tion and double VANOS, making 326hp and 332ft-lb of torque.

This is good for a 0-60 time of six seconds flat for the 740Li and 5.9 for the short wheelbase 740i. All available engines are mated to a 6-speed automatic transmission.Other highlights include function shortcut buttons and redesigned menus for iDrive which is now displayed on a large 10” screen.And speaking of screens, rear pas-sengers get two which are placed at the back of the front seats and can control their display.

There are a few more innovative features in the new 7, including the new night vision system, which can identify pedestrians, and front mounted, side-view cameras

that will allow the driver to easily negotiate intersections and narrow gates. The lightweight aluminium roof, doors, bonnet and side panels contribute to a stunning combined city/highway fuel consumption figure of 28mpg.

The a/c compressor and alternator are also now able to disengage to allow full power under hard acceleration while using braking force energy to help recharge the car’s electrical system. The car’s active steering system allows the rear wheels to turn up to 3˚ to decrease the turning radius in tight, low-speed corners while adding stability in high-speed conditions.

In addition to its efficient dynamics philosophy, the overall driving ex-perience can always be enhanced with music. The new 7 is again ahead of the game as it comes with a built-in 8GB hard drive that can store hundreds of your favourite music albums. And get this – the standard 740i should be available for less than TT$1M!

Article by: Z. Vader, K. Singh • Photos: Daren R. Johnson, Lyden Thomas, Christian Cozier

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Ferrari F2004 in Shell/FT-Farfan at BITS ’09

FT/Farfan surprised everyone at the 2009 Building and Interiors Trade Show (BITS) at the Centre of Ex-cellence, Macoya, Trinidad. Although FT/F is known

for its hydraulic, industrial, power, paint and various product lines, they showcased their latest Shell Products. And what better way to do this than to have the actual Ferrari F2004 F1 car on display! The international alliance between Shell, Ferrari and Ducati is indeed well known and this remarkable display managed to earn FT/F the Best Booth award. Of course, there was protest from the various other companies citing that an F1 car has little to do with buildings or interiors. We were just happy to get up close and personal with an actual F1 car.

The Ferrari F2004 was designed by Rory Byrne, Ross Brawn and Aldo Costa for the 2004 Formula One season. Michael Schumacher gained his record-breaking seventh world championship driving this car, and along with teammate Rubens Barrichello, secured the constructors’ championship for Ferrari. Although this authentic chassis was shipped without an engine for display purposes only, for racing it was fitted with a 7-speed semi-automatic sequential gearbox and the Ferrari 053/B/C 90° V10!

Article by: Z. Vader • Photos: Devendra Nath, Lyden Thomas, Narend Sooknarine • Models: Kimberley Ramroop, Jessika Stocklyn

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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!

Nissan celebrates 40 years!

Nissan has been represented in Trinidad & Tobago by Neal & Massy Motors for the last 40 years. Inciden-tally, this is also the age of Nissan’s legendary Z cars.

A full open day with test drives, live entertainment and lots of fun activities was planned and the general public and staff alike enjoyed the celebrations.

The 40th Anniversary Nissan 370Z includes specifically de-signed leather seats, engraving on the seat backs, alumin-ium wheels, a 40th anniversary emblem on the rear body and specific available Metal Gray paint colour. The Datsun 240Z was introduced to the world in 1969. For those too young to relate, Nissan was called Datsun back then.

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A new machine hailed as the four-door 911 has arrived in T&T! The wraps have just been taken off this pristine carbon grey

S version, complete with cognac leather interior. Under the hood lurks a 400hp version of the 4.8-litre V8 that makes the same beautiful music as in the Cayenne GTS. That kind of power puts 0-60 at just 4.8 seconds– remarkable for a car of this size. It’s actually 16 feet long and so stopping requires huge 14.4” rotors up front and 13.2” at the back. And they’re even bigger on the upcoming Turbo.

The body lines are gorgeous in person, much better than in the press photos we saw earlier this

year. And, yes, there is enough room for 6-footers to sprawl in the back seat, which, incidentally, offers great support since they are basically the same as the front. So, you, plus three in rapid comfort then. Adjustable suspension means that potholes and speed humps will not be a significant problem, while the lowered stance will let the Panamera settle into a perfect high-speed cruise.

Pricing starts at TT$1.5M and word is that this one may be already spoken for, so you had better hurry if it has caught your eye. Stay tuned for coverage of the official launch in the next issue of Zorce! We can’t wait to drive it!

Panamera arrives! Article by: Narend Sooknarine • Photos: Lyden Thomas

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ENEOS / Nippon Oil Launch@ Pier1

Article by: Narend Sooknarine • Photos: Devi Nath

Japan’s largest oil com-pany, Nippon Petroleum, has launched its ENEOS brand of

products in T&T. The brand ENEOS combines “E” for “energy” and the Greek “NEOS” which means “new”.Although new to the region, Nip-pon Petroleum products such as engine and transmission oils, fluids and lubricants have been used by most Japanese cars for decades. ENEOS oils are lab-created and feature nanotechnology. There’s even a stable 0W-50 grade oil which as yet is unheard of, and a rotary-specific blend!

Zorce was invited, along with a select few media houses, to at-

tend the ultra-exclusive launch for the ENEOS line and to learn more about Nippon Petroleum’s worldwide operations. Custom Import Traders have been named the local agents for ENEOS with Teri-Leigh Bovell responsible for managing and marketing. Nippon’s senior manager Warner Yang and vice president Gary Steele were pleased with the evening’s pro-ceedings, and of course the ENEOS ladies added flair to the event.

The launch comprised two seg-ments, with a high-speed dexterity charity event being the latter. Look out for coverage of this event later in this issue!

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As part of its centennial cel-ebrations, Bugatti unveiled the Sang Bleu– an exclu-

sive, one-off Grand Sport Veyron, at Pebble Beach, California. The Sang Bleu has ventured into new areas. Instead of applying two paint colours or paint and mate-rial to highlight the two-tone design, the Sang Bleu exclusively concentrates on materials– car-bon fibre and aluminium– an innovative combination that has never been utilised before.

This unique approach opens a new dimension of “Art - Forme - Technique”which are the company’s core values. The colour

combination commissioned for the Pebble Beach car reflects its name, with blue carbon fibre ac-cented by polished aluminium.The rims are inspired by the Grand Sport Roadster and are highlighted in a midnight blue and diamond cut two-tonefinish. The interior, specially and tastefully selected for the anniver-sary gala, is trimmed in a newly developed Gaucho leather.

The 2010 Bugatti 16.4 Veyron Sang Bleu boasts the standard 1001 bhp@6000 rpm from its quad-turbo W16 engine, which is mated to a 7-Speed semi-auto-matic gearbox.

The new 458 Italia is a syn-thesis of style, creative flair, passion and cutting-edge

technology– characteristicsfor which Italy is well known. For this reason Ferrari paid tribute to its homeland by adding her name to the traditional figure represent-ing the displacement and number of cylinders.

The 458 Italia is capable of making 140kg of downforce at 200km/h. This is due to the nose which sports small aeroelastic winglets and, as speed rises, de-form to reduce the section of the radiator inlets and cut drag.

The new 4.5-litre V8 is Ferrari’s first mid-mounted direct injection en-gine. With its compression ratio of 12.5:1, output is 570hp@9000rpm which equates to an astounding 127hp/litre. Torque is equally im-pressive at 398ft-lb@6000rpm.

The car’s soundtrack is also typical Ferrari, with an exciting, powerful growl emerging from the enginebefore it channels through to the exhaust’s three rear tailpipes. The look is ultra-sleek and modern, with LED technology for its signa-ture lights and fuel consumption is an efficient 17mpg!

Porsche’s 2010 911 Turbo features the first entirely new engine in its 35-year

history.

The new flat-six boxer engine now displaces 3.8 litres and delivers 500hp, an increase of 0.2 litres and 20hp from the previous model. Direct Fuel Injection (DFI), a new expansion intake mani-fold– first seen on the GT2 and Porsche’s exclusive turbocharger system with variable turbine geometry (VTG)– lead the innova-tions. Maximum torque is up by 15, to 516ft-lb when equipped with the optional Sport Chrono Package.

The new 911 Turbo can acceler-ate from 0-60 mph in 3.2 seconds when combined with the new, Porsche-Doppelkupplung, or PDK 7-speed transmission. The latest Porsche Torque Vectoring (PTV) optional system includes a mechanical limited slip differen-tial and actively distributes power between the rear wheels. New engine mounts utilise magnetic fluid that automatically adjusts for comfort or sport, depending on the driving conditions.

Top track speed is 194mph (312kph) for both the Coupé and the Cabriolet models.

Up to Speed

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This gorgeous, all-new XJ, with its fluid, contemporary style, is the boldest manifestation

yet of design director Ian Callum’s vision for the new Jaguar. A pan-oramic glass roof enables the car to have a lower, more streamlined roofline, while adding to the feel-ing of more light and space inside. Standard and long-wheelbase models are available from launch. Premium surround sound options include the top-spec 1200W Bow-ers & Wilkins sound system, which includes two USB ports for media devices.

Features such as air suspension, Adaptive Dynamics (continuously

variable damping), Active Dif-ferential Control and quick-ratio power steering deliver the blend of responsive, dynamic handling, and the refined, supple ride ex-pected of a Jaguar. Customers will be allowed to choose from four specialty gas and diesel engines, all coupled to a shift-by-wire, six-speed automatic transmission controlled by the JaguarDrive Selector™ or steering wheel-mounted paddles.

The range is completed with the 470hp XJ Supercharged, and the ultimate expression of perfor-mance and luxury in the 510hp XJ Supersport.

Toyota has unveiled a rear-wheel drive concept called the FT86 (“86” pronounced “hachi roku”)

named after the famous Corolla AE86. The concept car is actually very close to the full production model which will become the new Celica and compete against the likes of the VW Scirroco and Ford’s upcom-ing Capri. The new shape takes cues from the FT-HS Concept which was inspired by Formula 1.

The car was developed as a joint venture between Toyota and Subaru, and makes use of Subaru’s Legacy chassis although much of the archi-tecture has been changed along with

new uprated suspension, brakes and steering that will allow the FT86 to be a proper RWD sports car. The new Celica will use the Impreza’s 2.0-litre flat-four boxer engine in naturally as-pirated form and it has been tweaked to achieve 200hp. Power will be directed to a new Aishin-developed 6-speed manual gearbox and 0-60 is expected to be in the sub-seven sec-ond range, while top speed should be around 140mph (225kph).

Thanks to some major engineering updates, fuel economy is estimated to be around 35mpg at best. Boxer sounds mated to a brilliant, edgy shape, and RWD? We can’t wait!

Kia’s brand-new Cerato, also known as the Kia Forte, looks set for strong

sales with its remarkably good looks after years of “me-too” styling. Thanks to the input of new design boss Peter Schreyer (who worked at Audi for more than 25 years and created the original Audi TT), the new Cerato is certainly pleasing to the eye, from any angle.

Longer and wider than its pre-decessor, the 2009 Kia Cerato has a spacious and comfort-able interior with room for five passengers and it also features a larger trunk. The front track is increased by 62mm and the rear track by 79mm, pushing

the wheels towards the vehicle’s outer extremities for a bolder stance and improved roadhold-ing. The low drag co-efficient of 0.29 and low lift coefficient of 0.16 promise better fuel economy, while hydraulic engine mounts ensure smooth power delivery.

In T&T the1.6 DOHC CVVT (Con-tinuously Variable Valve Timing) engine will be available, which makes 124bhp@6300rpm and 115ft-lb@4200rpm of torque.0-60 time for the automatic is in the 11-second range while top speed will be around 182km/h.

Pricing starts at TT$150k and goes up to $162k.

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Test Drive Jaguar XF

Every now and again a car finds a way to tug at one’s heartstrings. This is not a common occurrence, with the typical

buyer looking for an affordable investment. However, this car possesses that special some-thing that demands a whole new dictionary to describe it. Feelings long forgotten may be resurrected. Don’t say we didn’t warn you.

It’s rear-wheel drive but drift it does not, at least not in 3.0-litre, 6-speed auto guise. Un-less you do something absolutely outrageous in the wet– which we were not about to do. It did, however, manage to stay glued to the

tarmac on medium sweeping corners at well over 100mph, much to the

dismay of the driver of the SR20DET pickup that ob-

viously had more straightline

speed

due to the high state of tune. He simply could not hang with us in the corners – and that’s with four passengers seated in perfect comfort in the Jag, who were nonetheless flattered by the attempt.

So, how does all this magic happen? It starts with the approach. From the time the big cat is spotted (does that make it a Leopard?) people naturally fall in love with its sleek lines and elegantly muscular proportions. Upon entry, which is allowed once the key is in your pocket, the start button pulses, coaxing you to start the car.

Inviting you to take a drive, the gear selector dial rises below the palm. While this is hap-pening the a/c vents silently flip open. This sequence is known as the “Jaguar handshake”. When the car is turned off, they revert and look like sealed panels. Following the luxury theme is the aluminium dashboard, available in satin or gloss wood veneers, tailored instru-

ment panel and door panels with high quality stitching, and phosphor

blue mood or “halo” lighting.

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These features are sure to attract more seasoned buyers, especially those in their 30s and 40s– who are most likely to appreciate the sheer attention to detail that has gone into the Jaguar XF. You get the feeling that you aren’t just sitting in a car but that you have actually borrowed transport from a rift in the time-space continuum. It’s pretty amaz-ing when a car has the ability to appeal to geeks, fashionistas, execs, yuppies, rockstars, rappers and Jeremy Clarkson all at once. And there’s still a lovely 6-cylinder snarl, absolutely great handling, a 6-speed automatic gearbox, 19-inch wheels, LED lighting and one of the sexiest bodies on the planet! In fact, the XF can be considered a four-door coupé.

The XF made its debut at the 2007 Frankfurt Motor Show as the Jaguar C-XF concept car. Since then, there has been no turning back. The raciest version, called the XFR, can go head to head with the BMW M5 and AMG sedans from Mercedes. The numbers speak for themselves – 510hp@6000-6500rpm and 461ft-lb of torque spread over 2500-5500rpm.

This kind of thrust hauls to the XFR to 60mph in

just 4.7 seconds and it can clock the quarter mile in 13.1 seconds. Top speed is electronically limited to 155mph and all Jaguar XFs come with a slip-pery 0.29 drag coefficient– which is even better than the Jaguar XJ220 Supercar!

We took a drive in the Jag at the opposite end of the performance spectrum and, quite frankly, it’s no slouch. The fact that one of the tamest of the line is such an exciting drive speaks volumes for the breed. Our XF is powered by Jaguar’s 3.0-litre V6 engine with a 10.5:1 compression ratio and four valves per cylinder, which makes a respect-able 238hp@6800rpm, backed up by a stout 216ft-lb@4100rpm. What this yields in terms of outright speed is 0-60 in 7.9 seconds; a quarter mile time of 16.1 seconds and a top speed of 148mph (237km/h). Power delivery is smooth and the long legged, linear acceleration affords amaz-ing levels of grip and higher cornering speeds.

The ZF 6HP28 6-speed automatic transmission (with torque converter lock-up) ensures that the engine is always in the power band. The gear selector can be rotated into sport mode, which results in noticeably quicker and deeper reac-

tions to the accelerator pedal. In sport mode, very little prodding is needed to drop to a lower gear or accelerate sharply. Gears can also be selected manually using the steering-mounted paddles.Holding the upshift button for two seconds reactivates standard drive. In this normal mode, transmission shifts are virtually seamless with absolutely smooth transitions and none of the jerkiness found in standard cars. The transmission operates with no manual linkages, relying on the new shift-by-wire system, and is designed to be maintenance-free; the fluid is ‘filled-for-life.’Gear ratios, however, are exactly the same across the entire range with a longer final drive on the XF diesels. Hopefully we’ll be able to take a drive in one soon. We hear 0-60 times are 6.7 and 5.9 seconds, respectively for the new 500 and 600 (refers to Nm or 369/443ft-lb) 3.0-litre V6 twin-turbodiesel models. There is also the current 2.7-litre twin-turbodiesel that offers comparable performance to the standard 3.0-litre gas.

The XF comes with large 326mm x 20mm vented front discs in front and rear, with larger front brakes (355mm x 32mm) offered on the super-charged models. On our drive the brakes were

“...all Jaguar XFs come with a slippery 0.29 drag coefficient– which is even better than the Jaguar XJ220 Supercar!“

Article by: Narend Sooknarine • Photos: Lyden Thomas • Special thanks to: Nebert Marin, Debbie Gormandy

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“You get the feeling that you aren’t just sitting in a car but that you have

actually borrowed transport from a rift in the time-space continuum”

19 • Zorce

excellent, with solid and progressive pedal assist.Steering assist is also variable, making for smooth easy cornering at any speed. Jaguars have always been known for their agility, and the 2010 XF has the stiffest chassis ever. Also our model is some 443lbs. lighter than the XFR.

And if you want the ultimate in interior crafts-manship, the Portfolio edition offers many more upgrades. Did we mention that our 3.0-litre model had individually heated and cooled seats and indi-vidual climate zones? And then there is the touch- sensitive glove box which means that no button pushing or lever pulling is required. The same goes for the slick, touch-sensitive houselights.

Our XF features the top-of-the-range Bowers & Wilkins 440W system with Dolby ProLogic II sur-round sound and 14 speakers. It can even can con-nect to your iPod and MP3 players. We were able

to make adjustments to the audio system, climate and seats via the 7-inch central touch screen.

Cruise control and audio can also be adjusted with the steering wheel controls. Other available features include voice controlled navigation and telephone functions, blind spot monitor, front and rear parking aids and rear camera, adaptive cruise control, automatic speed limiter, tyre pressure monitoring system and electronic parking brake.

The XF also has a number of active safety driving aids which include electronic brake assist, elec-tronic brakeforce distribution, anti-lock braking system, dynamic stability control, cornering brake control, and engine drag torque control. And, for the first time in a Jaguar, this model features understeer control logic, which decelerates the car and helps to restore grip to the front wheels when required.

There is also an innovative new system that sens-es contact with a pedestrian and deploys the bon-net in an effort to reduce contact with the engine hardpoints. The XF also comes equipped with two-stage driver and front passenger airbags, side and curtain airbags and seat sensors to ensure the airbags work only as needed. Front-seat occupants also have the added protection of an anti-whiplash system and ‘soft-landing’ technol-ogy in the seat-belt retractors, to soften contact with the front airbags. Not that you ever want it to go all wrong in such a brilliant machine.

Despite all that we’ve said, you simply have to see the XF in person and take a drive before you make any judgements. Pricing varies around the Caribbean: Land Rover Motors (TT$800k), Sun Motors (EC$210k - GDA), Premier Motors (Call, Antigua) or John Crook Ltd (JCA $9.5M).

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Specifications: 2010 Jaguar XF 3.0 V6Power plant & DrivetrainEngine: 3.0 litre V6, GasolineHorsepower: 238@6800 rpmTorque: 216 ft-lb@4100rpmTransmission: 6-speed automatic, 3.31 final drive ratioPerformance0-60mph/96kph: 7.9s1/4 mile e.t.: 16.1sTop Speed: 238kph / 148mph

Fuel ConsumptionTank Capacity: 69.5 litres / 15.3 gallons (US)City/Highway/Combined: 15/31/22mpg (US)

VehicleConfiguration: Four-door, CoupéWeight: 2215kg / 4883lbTrailer Max Load: 1850kg / 4078.5lbs

Price (as tested) TT$800,000 (Trinidad & Tobago) EC$198,000-$235,000 (Grenada) JCA$9,500,000 (Jamaica)

21 • Zorce

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Crossovers!– Nissan QashQai

The Nissan QashQai will seem strange to folks – it may be hard to decipher if it’s a car or an SUV. Named after the nomadic

Iranian QashQai tribe, this vehicle may be the best representation of the crossover concept on the market today. It was the first vehicle to be developed by Nissan Design Europe of London, and made its debut at the 2006 Paris Motor Show. If you think it looks familiar, it’s known as the Rogue in the USA and the Dualis in Japan and Australia.

Up close and personal, the QashQai seems to be a bit smaller than you expect from seeing the pictures. In fact, it’s quite compact which makes it perfect for around-the-town manoeuvring, negotiating traffic and easy parking. It purposely comes without the muscular bulk of today’s SUVs, which offers a driving experience that is more in line with a car. Coupled with the practicality of the SUV bodystyle, this offers a stylish, functional and relatively economical configuration.

Ingress for taller passengers and those with large

feet (size10+) need to be mindful of the smallish doors at the rear, but once inside, the QashQai is roomy enough to seat five comfortably. Taller drivers will need to lower the seat and thank-fully, there is more than adequate adjustment for 6-footers to see properly through the windshield. Seating is well bolstered, features quality leather and the rear seats fold down for more cargo room. The layout of the centre console is in keeping with the current Nissan theme also seen in the Tiida.

On our drive we purposely had a full comple-ment of passengers, anticipating that this would give a true appraisal of the performance of this vehicle. The 138hp/145ft-lb 2.0-litre 4-cylinder engine feels adequate, but the 3rd-generation X-tronic CVT transmission takes some getting used to when the vehicle is loaded and going uphill. Although the operation feels different from a standard auto, it gets the job done and even has an auto-engaging 4WD mode to save fuel.

We did manage to find something other than paved road to drive on and are pleased to report

that we did not get stuck! The QashQai allows you to keep on truckin’, muddin’ or Maracas-in’ and is really more limited in stock trim by its on-road tires. Four-wheel-drive mode is manually switchable at 80km/h or less. The engine’s intake tract is positioned to breathe from the very top of the front grille, which means that the chances of hydrolock in flooding are greatly reduced.

On-road handling reminds us of a European car with stable, progressive cornering, a firmer ride and minimal body roll. Four-wheel disc brakes with ABS make stopping secure and our 60km/h emergency lane change was achieved with little drama. This behaviour certainly inspires confi-dence with none of the traits typically exhibited by 80s-era truck-based SUVs.

Pricing starts at TT$240k for the 4x2 and goes up to $270k for the 4x4. It’s true that you could get either an X-Trail or Frontier for that kind of money, but the QashQai offers a sleek, road-hugging alternative that is refreshingly good to own and drive.

Article by: Z. Vader, Kendrick Sooknarine • Photos: Lyden Thomas

23 • Zorce

Crossovers!– Suzuki SX4

Suzuki’s SX4 is certainly an extraordinary vehicle. It was actually jointly developed by Suzuki and Fiat, and designed by Giorgetto

Giugiaro’s Italdesign studio. It made its debut at the Geneva Motor Show in 2006. Two body configurations are available – the sedan and the hatchback.

Typically, most inexperienced buyers do not ex-pect much from a Suzuki. But any Suzuki owner will attest to the fact that the vehicles are very capable, durable and reliable. Of all the cross-overs in our test so far, this is the only one with 2WD, as the new updated 4WD is not yet avail-able. However, the success and extreme off-road capabilities of both the Jimny and Vitara bode well for the 4WD SX4 when it does go on sale.Even without the 4WD system, we managed to drive both the sedan and the hatchback smoothly on- and off-road.

In terms of driving dynamics they are pretty much the same. Handling is good, the suspen-sion is a good blend of firm and supple, allowing for good performance on highway sweepers. Off-road (dirt) performance is good thanks to the SX4’s agility and higher ground clearance, but it would be nicer to have 4WD for such excursions.

Although the SX4 feels tall and narrow compared to regular sedans, body roll is never excessive.The taller roof allows for a higher seating posi-tion that, quite frankly, adds to the driving experi-ence. The view of the road is higher than that offered by most cars, ranging between the views in a pickup and SUV. This simple difference makes the SX4 stand out and affords the driver a con-stant reminder of its uniqueness. Both the sedan and the hatch have this trait, and as such, buyers can tailor just how much “crossover” styling they would like to try. Another difference is the double A-pillar, which theoretically adds strength to the

overall structure and enables vision through the space where a regular pillar would be. This is a peculiarity, as drivers must remember to stay put and forget the idea of shifting to see around the pillar when taking a corner. However, the design feature proves to be quite useful after you get accustomed to it.

Both styles come with Suzuki’s 1.6 VVT 4-cylin-der engine which makes 107hp and allows an on-road top speed of 170km/h. Fuel economy is approximately 35mpg in the combined cycle. Pricing ranges between TT$145-$160k on the SX4 sedan and TT$158k-$165k for the SX4 hatch.

So if you are looking for a practical, economical vehicle that gets all the basics right, coupled with the elevated feeling of an SUV, the SX4 will not disappoint. As for us gearheads, we can’t wait for the 2.0-litre 4x4 manual version!

Article by: Narend Sooknarine, Ryan Peyrau • Photos: Lyden Thomas

Zorce • 24

Crossovers!– Toyota RAV4

Recreational Active Vehicle with four-wheel drive is one of the most logical meanings of the acronym RAV4. It is through this

conceptual process that Toyota explored the idea of using the Corolla (unibody) platform, instead of the traditional body-on-frame SUV structure to create the very first RAV4 crossover. Of course, the benefit was the utility of an SUV with the driveability and handling of a car in a compact package at an affordable price. Introduced in 1994, the RAV4 has now evolved into this third-generation platform, now facelifted for 2010.

At first glance, the RAV4 aspires towards luxury with its conservative styling and cues that give a nod to BMW’s 7-series in the headlights, and Land Rover’s two-stripe light treatment at the rear. Roof racks (all models except basic), two-box structure and good ground clearance bring a lot of SUV to this crossover and Toyota has wisely kept the blend that has worked from the start.

Die-hard fans will appreciate the painted hard spare tire cover with full-size spare and available optional accessories such as front, rear and side skirts and sport grille.

The interior is where things get more visually interesting. Japanese animé super-robotic cues abound. The RAV4’s internal layout and styling give the impression and feel of sophistication. Despite the heavy use of plastics and lack of luxo-glitz found in European vehicles, the RAV4’s interior is modern and feels like it will easily last for a decade. In general, Toyotas have always been respected for their durability and excel-lent resale value. Enthusiasts will love the start/stop button for the engine, and outdoor lovers and grocery-getters will adore the rear cargo net which can be configured in a number of ways. The rear cargo area also features a sub-level storage compartment, a rear 12v socket and the front seats have cooling vents below them!

On the road, the RAV4 is a breeze to drive, despite its SUV appearance. The McPherson (front)/double wishbone (rear) suspension easily absorbs bumps, holes and ruts, and cornering is very car-like.

There is a fair amount of body roll, bordering on minimal, which is very reassuring for a vehicle of this height. Acceleration from the 1AZ-FE 2.0 VVTi engine is brisk and its 148hp/142ft-lb is trans-ferred to the wheels via a 4-speed transmission and 4WD system.

Off-road, the RAV4 is plenty capable, handling rough dirt and gravel roads with aplomb, never getting stuck or becoming unstable in any way.In fact, we thought that perhaps our light off-roading was not challenging enough but then to give serious off-roading a try, we would need to change the tires. Pricing starts at TT$265k and goes up to $325k.

Article by: Narend Sooknarine, Kevin Singh • Photos: Lyden Thomas

25 • Zorce

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Crossovers! –VW Tiguan

Volkswagen and other German carmakers have fully embraced the concept of the crossover. Given their background, it was

actually easier to develop monocoque/unibody platforms for SUV/truck-like vehicles. That being said, the Tiguan is VW’s entry into the lucrative crossover/compact SUV market. Available in both gas and diesel versions locally, Tiguans prove to be very adept at their intended roles.

We drove the 2.0 TDI first, which came with the 140hp turbodiesel engine. The unit produces 140hp@4200rpm and a respectable 236ft-lb of torque at 1750rpm. This becomes evident in the drive: loads of thrust is instantly available with ac-celeration continuing to around 4000rpm. There’s not much point in running it to the redline, as the fat wave of low-end torque is more than enough to carry the Tiguan TDI onward in the next gear.

The 2.0 TSI version is noticeably quicker and the turbo is just as responsive. Then, of course, there

is serious urge all the way to the redline. The specs on the TSI also confirm its behaviour on the road with 207ft-lb of torque becoming available at just 1700rpm and a peak of 170hp being made at 4300rpm. As expected, the gasoline engine is the racier sounding one. Zero-60 times on both versions are relatively close with the TDI coming in at 10.7s and the TSI achieving 9.9s both with 4WD and 6-speed tiptronic gearboxes.

Both Tiguans come equipped with an Off Road button that reconfigures the 4MOTION system for proper hill descent control and extremely loose surfaces by applying the brakes to indi-vidual wheels using the ESP hydraulics. 4MOTION models feature the Electronic Differential Lock (EDL) to ensure proper traction on virtually any surface.

With a 28° angle of approach and underbody protection, the Tiguan is ready to go off the beat-en path. And if you are on a hill, on- or off-road,

the Tiguan features an electronic parking brake with auto-hold to keep the vehicle from rolling back, making hillside stop-and-go a breeze. The ABS has also been optimised for off-road use. On our drive we did some light off-roading through mud and grass, then a seriously curvy on-road uphill. Needless to say, the Tiguan handled every-thing we threw at it with ease.

Interior appointments are standard high-quality European fare with padded tactile feel and bits of chrome everywhere. And the leather version is also quite good, as are the ergonomics. Radio controls are on the steering wheel and of course, the system is MP3-ready.

Pricing on the Tiguan starts at around TT$300k depending on the lifestyle-tailored spec levels. Diesel versions start at a slightly higher rate– TT$317k– and both go up to the TT$360k range for fully loaded versions with extras like Xenon lights and a full glass roof.

Article by: Narend Sooknarine • Photos: Lyden Thomas

27 • Zorce

Sheldon breaks track record, IHRA World record is next!

Article and Photos by: N. Sooknarine, A. Bissessar • Sheldon Bissessar (left) stands with Aaron Sipple (right) and the PSTL/Total/Ironman/ASE Top Dragster at Summit Motorports Park, Norwalk, Ohio, USA

Our update on Sheldon Bissessar begins on August 17th 2009 with his entry in the one-eighth mile Pro Top Outlaw category at the

Mountain Park Dragway in Clay City, Kentucky, USA.

Bissessar had a new M5 supercharger and Bruno transmission converter drive installed on his Top Dragster, which had been painted red, white and black. After qualifying in the number one spot, Bissessar wowed both fans and fellow racers as he manhandled the 3000 horsepower machine to 3.97@187mph on a slippery 145˚ track surface temperature, going sideways through the traps with smoke rolling off the tires in the semi-finals. Bissessar and crew chief Aaron Sipple fought through and overcame all the obstacles of the day– including supercharger belt breakage, burst (overboost) panel explosion, and ignition and transmission problems. Eventually, Bissessar would make it to the finals beating the former World Record holder, Eddie Careccia.

Unfortunately, in the finals, Terry Coyle displayed poor sportsmanship and took the easy win, refus-ing to wait a few minutes for Sipple to finish last-minute transmission repairs to the dragster and denying the packed crowds a spectacular final.Fast forward to September, at the Friday Night Chaos meet at the NHRA-spec Summit Motor-sports Park in Norwalk, Ohio. Crew Chief Aaron Sipple of ASE/Ironman Chassis was anxious to see what the new setup could achieve, especially on such a good track. Before getting down to the actual racing, some new Hoosier racing tires were shipped to the track and fitted on location

by Harlow Specialty Tires and Wheels. Bisses-sar, Sipple and crew were then given a tour by the Bader family, which owns the facility that is currently being bought into by racing legend John Force. With a repaved surface, new grand-stands, VIP suites, a media centre for 60 working personnel and doublesided scoreboards, the Summit Motorsports Park is certainly impres-sive. As visitors from Trinidad & Tobago, the Party Time Racing Team (PTRT) was allowed to bring the new car on the tarmac for a few beauty shots of the new Top Dragster racecar before track preparations began.

The updated Top Dragster, still numbered ‘1062’ is certainly a thing of racing beauty. The new one-piece carbon fibre body was shipped from Canada after the Kentucky meet and weighs just 35lbs. However, it does make the driver entry point a bit higher, making ingress more difficult for the sake of better aerodynamics. The wheels are all-new, with outlaw-style black and chrome on the front and new dual-valve chrome wheels on the back.With the new tire liners (tubes) inside the slicks, the chances of tire shake are re-duced. The previous Kobelco 1471 supercharger has been replaced with a new M5 unit and the transmission is now mated to a Bruno converter drive instead of the Lenco unit. With the shoot complete, it was time to prepare the track for rac-ing action later that evening.

Sheldon made his way to the line with the car having a few minor hiccups when starting, but it fired up easily enough on the line for his

first pass, where he managed a 3.91 qualifying number two to a 3.85. However this was just the first round of qualifying. In round two, Sheldon came back, guns blazing, to take the number one qualifying spot with a 3.83s blast through the one-eighth mile. It was very clear though, that this was a tough field as all eight qualifiers managed to log runs under 4 seconds, which has never been seen before at Summit Raceway in this class. Crew Chief Aaron Sipple seemed busier than usual for this meet, making lots of minor ad-justments. Round one of competition would see Sheldon advancing to the semis with a 3.86 pass, easily taking the win. Sheldon moved into the finals with a 3.826 and eventually concluded the night with a 3.820@192mph to take the fastest one-eighth time ever in the Top Dragster class, highest mph (each with its own payout prize) and the big purse of Champion Outlaw Dragster. Now Sheldon has a Norwalk Dragster Trophy to add to the Bradenton Snowbird from 2008.

Confident with their performance in Ohio, the team pressed on to the Maryland International Raceway (MIR) at Budd’s Creek in Maryland, one of the venues often used in the popular Speed Channel TV-show PINKS. The objective at this meet was two-fold: to break the IHRA quarter mile Top Dragster World Record and to see exactly how fast the car would run all-out. Com-petition at this meet however, was of a different variety. Instead of the standard heads-up racing, which allows racers to go all-out, they were run-ning the Top Dragsters in dial-up competition. This meant that the record would have to be

MotorSport

Zorce • 28

broken in the qualifying passes since the compe-tition runs would be governed by a minimum set time, known as a breakout or dial time. If racers go faster than this time they would actually lose their run. In this type of competition, the timing lights work differently, allowing the slower car to leave first and the faster one to leave when the difference in dial times has elapsed. Three rounds of qualifying were allowed on the first day, fol-lowed by competition passes on the second and finals on the third.

After the first two rounds of qualifying, Sheldon Bissessar had a best time of 5.80 seconds at 232mph. On that run, the car drifted dangerously and bounced high at the end of the track, and the announcer continued to recount the detailswhile the next pair of racers lined up. Once more, Sheldon showed his driving prowess to keep the car from crashing almost four times in one run, while still taking the win and managing to slow the car despite a parachute failure. The current World record holder, Troy Stone, was also at this meet to defend his record of 5.86 seconds and although Bissessar posted a 5.80, Stone returned the favour with a 5.79 at 238mph. However, ac-cording to standard international Drag Racing rules, any record attempt must be backed up at the same event for the record to stand. Accord-ing to IHRA specific rules, the backup pass must be within 1% of the initial recorded time. How-ever, neither racer was able to do so that night as

rains delayed the qualifying, and the remaining categories were finished instead.

Backup passes would have to be made during competition. However, gremlins in the form of en-gine trouble emerged in both camps. Troy Stone’s engine was getting new crankshaft bearings and a few other repairs while Aaron Sipple was fight-ing to replace a burst supercharger belt, over-boost plate, broken roller lifter and cracked piston in Bissessar’s engine. With the help of teammates Tony Gentile and Mike Carr, the engine was ready in under one hour, despite a full teardown of supercharger, heads and gaskets. With his record still intact, Troy Stone opted to dial in a 6.75-sec-ond time limit for his competition runs, while former record holder Eddie Careccia was not able to come close enough in qualifying, leaving the chance wide open for Bissessar to back up his record time. Sipple and Bissessar dialled in a 5.74 after much deliberation, however, Bissessar was only able to run a 5.87 in the first round of elimination passes. Had he run a 5.86, the require-ments would have been met and the record of 5.80 would stand. Sheldon would have to retire, with his consolation being that the one-eighth mile time on his 5.80 pass was an astonishing 3.726 seconds at 194mph (with a 0.95s 60ft), the fastest ever recorded. Even Troy Stone agreed that the time was phenomenal as he mustered a 3.75.

However, this was quarter mile competition and

so the time was only considered an incremental one. The last IHRA meet for 2009 would be at Rockingham Speedway, North Carolina, but in the meantime a regroup was necessary. Sheldon Bissessar and Aaron Sipple went next to the Lon-don Dragway in Kentucky, Sipple’s home state. They entered the Outlaw Racing group where Bissessar set a new track record of 3.77 seconds at 192mph, shattering the previous record of 3.82 seconds. 3.77 is also the fastest one-eighth mile competition pass ever recorded for a Top Dragster. He went on to the competition and advanced through the first two rounds, then won the finals for the overall win!

Bissessar came away with a host of accolades– #1 Qualifier, Winner of the Lowest ET prize, new track record and 1st Place in Pro Top Dragster at the London Dragway, Kentucky. Since then, the gearing of the car has been revised for a more controlled launch using a longer 3:92 final drive ratio over the previous 4:10. With the pace easily achieved at Summit Raceway in Ohio and the shakedown passes done in Kentucky, it looks like Sheldon Bissessar, Aaron Sipple and the Party Time Racing Team will be ready for the IHRA World Record attempt in January 2010.

Left: Sheldon launches his Top Dragster en route to a 5.80s pass at 230mph, note that the front wheels are slightly off the ground. Lower Right: Sheldon’s Top Dragster with the (older) metal body.

THIS JUST IN: SHELDON HAS BROKEN THE IHRA RECORD–

TWICE! First with a 5.80@238mph then a 5.79@238mph

at Palm Beach Raceway, FL. Get the story as it develops on

zorce.com and full feature in the next issue of Zorce!

29 • Zorce

Daniel wins Rookie of the Year, SCCA Trans-Am Series 2009

Article: RocketSports Racing • Photos: Mark Weber • Left: Daniel (right) accepts his trophy • Inset: Drissi’s Avatar-sponsored Jaguar • Right: Daniel’s Trinrico-sponsored Jaguar aka “Cobo”.

2009 Trans-Am Champion Tomy Drissi strug-gles while Teammate Ramoutarsingh earns second podium of Rookie Season. ELKHART LAKE, Wisconsin (September 20, 2009)

It was a race neither will forget but RSR drivers Tomy Drissi and Daniel “Dude” Ramoutarsingh battled through the good and the bad to take

home the ultimate achievements as the Cham-pion and Rookie-of-the-Year, respectively, in the 2009 Muscle Milk SCCA Trans-Am Series.

In the Trans-Am season finale at Road America, Drissi started third in the #5 Avatar Jaguar XKR after turning a time of 2:06.647 (115.066 mph) on his final lap in qualifying this morning. “We went out and posted a lap time that put us P2 early on in the session,” said Drissi. “Then a red flag came out. I said to my team at that point, ‘We already have the championship and we aren’t racing for points now, so I want to keep my tires.’ So we sat in the pits to wait for one more run at the end of the qualifying session. Unfortunately another red flag came out and Jorge Diaz had gone a little bit quicker than I did and P2 was taken away from me. After a quick cleanup, they only allowed us one qualifying lap left. I was able to run a pretty good lap and without the tires being up to temp, but it just wasn’t enough to put us on the pole, where I felt we could have been easily. We had one of the best cars out there.”

The second red that Drissi was referring to was unfortunately caused by his teammate Ramou-tarsingh, after a trip into the Turn 14 tire wall. Ramoutarsingh had this to say about his qualify-ing session, “I was able to put down a decent time in qualifying before my incident, but the car was capable of more. I went back out for another run, and I knew I was going fast because I was gaining on the guys in front of me that were run-ning decent times. Coming into Turn 14, the final turn, the car pushed and my rear tire went off the track. The car spun at the exit and went back-wards into the wall. The car then rotated and the front hit, causing even more damage. I was ok, but when I looked at the car I had my moment of doubt. I know my team can do anything, but I was asking a lot of them this time. I cannot thank these guys enough for the job they did putting my car back together and giving me a car that

outlasted and outran every car here. I have tothank Jorge Diaz for his sportsmanship to loan me parts that I did not have to patch this car up and make the race.”

Before the incident, the rookie posted a time of 2:08.433 (113.466 mph), which had him sitting seventh on the grid. With only four and a half hours until the green flag, the RSR crew scurried around to repair the major damage done toRamoutarsingh’s #8 Trinrico Steel & Wire Prod-ucts Jaguar XKR. They were able to put both cars on the grid to make the final start in 2009.

“A little electrical problem cost us a win,” com-mented Drissi on his race. “I was pacing first and second place at the start. I turned up the wick on Lap 5 and could catch them, but then I just said, ‘You know what? This is a good place to be right now.’ About three or four more laps I was going to put the attack on because we definitely had a better car. But before I could do that, we had an electrical problem and I was just losing power. I was playing with the switches and the car came back to me but just as I got to the pit entry I heard this big boom; the header collector blew off. They tried to fix it in time for me not to go a lap down, but they just couldn’t get it repaired fast enough. But I went back out there and gave it my all. It is unfortunate that we couldn’t end the season with a win, but we still have thechampionship. The RSR team did a fantastic job for me. It was bittersweet; we couldn’t win this race but it made it a little bit better to see my teammate, Daniel, on the podium.”

Despite the setback in the race, the Hollywood native still managed a top-ten finish, crossing the line eighth. “It may not have been the way we wanted to close the season but it is what it is. I have to thank Paul Gentilozzi and everyone at RSR for assisting me in my championship run. Without them, I wouldn’t be here today. They are an amazing group of people and I have been so fortunate to have them by my side. And most importantly, I have to thank 20th Century Fox for their support and giving me this opportunity to compete and be crowned the champion.”

Bittersweet was the exact feeling Ramoutarsingh had, reflecting on his race. “I am just coping with

the fact that I might have had my first-ever race win, had I not spun attempting to pass for the lead.”

“This is the toughest race I have ever had,” continued Ramoutarsingh. “I have never driven my car under conditions like this where it lost everything– tires, braking, everything was gone except the will to keep going. Towards the endof the race, I was having problems with my radio and I thought I heard my crew chief tell me, ‘This is it, last lap,’ and I was three seconds a lap faster than the leader and gaining on him quickly. I went in after him in Canada Corner (Turn 12), but he slowed down in the exit and my nose got in under his bumper. So that threw me off my pace and I spun it. But I was able to get the car restarted and keep going; as it turned out, it was only Lap 21 and we still had two laps to go. “

Ramoutarsingh fell back to fourth but benefited from a last-lap incident between Kenny Bupp and Simon Gregg to move back into second, 15.458 seconds behind the winner.

“It would have been wonderful to end my rookie season by winning my first Trans-Am race,” added the Trinidadian. “It would have been really incredible, but what is even more incredible is that my guys could get parts from different teams and put together a car in a couple of hours that outran every car out here today. I wish I could have won it for my team but we all know that we had the winning car today. I have to thank Trinrico Steel & Wire Products for givingme this opportunity. And I really, sincerely need to thank my Dad and Paul Gentilozzi. To be part of the Gentilozzi family and to have run with this team... I have grown so much. I just can’t thank him enough for taking a gamble on me.”

Ramoutarsingh closed the season out with a third and second place finish and clinched the Rookie-of-the-Year honour. Drissi won the 2009 Muscle Milk SCCA Trans-Am Championship with a total of 191 points in seven races. Ave finished second, with 152, followed by Gregg (138), Ramoutarsingh (123) and Jung (102). Jaguar clinched the Manufacturers’ Championship after the Watkins Glen round, topping Chevrolet, Ford and Mazda in that order.

Zorce • 30

The Fastest Street Car in T&T: Aaron’s9-second GT-R is a dream come true

Article by: Narend Sooknarine • Photos by: Antony Scully, Lawrence Moy Hing and Renaldo DaSilva of Nexus Studios

Aaron Dowridge has always loved cars. Originally he was a car show enthusiast but after seeing a black Skyline run at

the popular illegal street racing hotspot in T&T known as “The Cross” he was very impressed. One week later, he bought his own R32 equipped with an RB20DET engine. People came to know his car as the “Skyline that takes plenty licks”. Despite all the losses, Aaron was determined to reach his goal and was willing to make the sac-rifice and take the embarrassment for the time being. He then bought a 4-door Skyline GT-S equipped with a RB26DETT engine and 4WD, which ran 12.5 seconds in the quarter mile in his first track outing.

Recognising that weight is a major component of the power-to-weight ratio, Aaron got his hands on a 2-door GT-R body and fitted the RB26 engine and drivetrain into it. This setup proved to be much more potent and with a few tweaks and some yellow paint, he was into the 11-sec-

ond range. His focus now had shifted however, Aaron was doing his research and taking a more serious approach. No longer would he settle for cheaper used bolt-ons available from “the Bamboo” (a popular used parts area in Trinidad) and some forged pistons. He was hunting for a reliable 800hp. The upgrade list now included pistons, cams, a bigger turbo but no nitrous. The dyno showed an impressive 876hp at the wheels and for the first time, Aaron was able to crack a 10.08-second run at the track, taking the fastest street car record at the time from Andre Lewis’ V8-powered Dodge Charger, which ran a 10.2.

His interest, though, was to go even faster and set a record, which would really have the compe-tition chasing– 10 seconds was simply not fast enough. He had to put more distance. Strategi-cally, Aaron then bought another R32 Skyline GT-R, this time painted blue, that he could properly research and carefully build while still running his existing car. Wisely, he was determined to

understand every detail and component of the car– not just how much power it made.

The first area he looked at was the body, know-ing that structural kinks as a result of collisions, or with repeated high-power launches can bend or weaken the chassis and subframes. The new car had no such faults but was fitted with an aftermarket apron support, front and rear strut bars. Next was the engine, since for drag racing purposes the Skyline’s standard GT-R suspension would be good for around 1200hp without any major changes. The basic principle involved in Aaron’s tuning was breathing and flow– just like the old-school tuners. The intake manifold was upgraded with one from KU Engineering, along with a Garrett GT42 turbo and larger intercooler and 3.5” intake piping to maintain system pres-sure. The exhaust manifold was custom built with bigger pipes and bends that allow better positioning of the turbo. Four-inch pipes were selected to maximise flow all the way out to the

31 • Zorce

shortened side exhaust. A roll cage, Recaro racing seats and four-point racing harnesses keep the driver safe and prepared for anything.

Compression was not adjusted but timing was adjusted to match cylinder pressure levels. JE pis-tons and Crower rods were connected to a steel crankshaft and the wet sump RB26DETT engine is lubricated using N1-spec oil pumps. Fuel delivery was handled from the fuel cell by two Aeromo-tive A1000 pumps. Two pumps were redundantly installed so that in the event of a pump failure, the engine would never starve for fuel. Starvation would cause detonation and serious engine dam-age. Of course, the engine is tuned to run on C16 race gas. The pumps fed six massive 1200cc injec-tors metred by an Aeromotive rising rate fuel pres-sure regulator. An 80-shot of nitrous was used to bring down cylinder temperatures, get the turbo spooling quickly and add more top-end clout.

After tuning for ultimate power, Aaron had the whole setup tuned for driveablity, a margin of safety and driver preference. His ability to shift gears quickly was factored into the tune. One remarkable thing about Aaron’s car is that it remained with the stock Nissan gearbox. The aftermarket clutch was replaced by a new 4-disc unit from OS Giken good for 1500hp and a perfect choice for future upgrades. Part of the preservation secret was to allow some wheelspin on launch using appropriate tire combinations on the front and rear. Total power achieved on the dyno was a massive 912hp! This kind of power was the highest record locally at the time. Power was then reduced to a more reliable 897hp and a comfortable safety net in terms of ignition timing. With this setup, the car cracked into the 9-second range copping a best time of 9.67@155mph on full-slick Mickey Thompson tires. Aaron had finally achieved his dream and

publicly thanked his crew, sponsors and loyal supporters that night on the tracks. But the adventure was still not over...

Aaron then returned to the drawing board and examined all the untouched areas– they were still using the stock Nissan ECU with piggyback electronics and factory coilpacks. He had read that at this level, spark flameout was an issue that generally limited boost levels and that the fix was to reduce spark gap, unfortunately compro-mising the engine’s low and midrange respon-siveness. A Haltech Platinum 2000 computer was installed, using a plug-and-play R32 harness adapter mated to a new wiring harness. M&W ignition boxes were then added along with six MSD coilpacks that fired up the platinum tipped (9-range) spark plugs.

That took care of ignition. Next, he looked at fuel

Zorce • 32

delivery where 1600cc injectors replaced the 1200cc units. Why? Because the Garrett GT42 tur-bo was also swapped out for a larger GT45 unit. While boost levels were still limited to 35-37psi due to the capacity of the 60mm TIAL wastegate, the GT45 offered more flow at the same pressure. The head was then flow prepared by Baldwin’s Machine Shop and fitted with bigger valves and 280˚ cams that featured longer duration and more valve travel. And the standard head gasket was replaced with one made by Tomei. The nitrous feed was also increased to a 100-shot to match the turbo upgrade. With this setup the car ran 1054hp on the dyno, and, this was all under 7000rpm! Another goal achieved.

Aaron’s main sponsor was always his own company, A&J contractors, while Imraj Brothers Mufflers has been supplying exhaust piping for

both Skylines. After going through a few differ-ent tuners, Aaron has now developed a good working relationship with Central Speed Ltd who has come on board as a tuning sponsor. They supplied the Haltech Sport 2000 ECU, tuning, valves and countless hours of work. Steve Ghany from time to time has also made sponsorship contributions to Aaron’s racing budget.

Where will his dream take him next? Aaron is hoping for 50lbs of boost, 1150 reliable horse-power, emergency parachutes, Lexan windows, more safety equipment and the onset of more sponsorship. He has his eyes firmly set on the world record for the fastest full-bodied car run-ning a stock gearbox. It’s going to be amazing to see it perform again on the tracks!

To those out there thinking of racing, Aaron

offers a few words of advice: “Your main focus must be you and your goals. You can’t look at your opponent to achieve your goals. Run your race; don’t waste time gossiping about others. Don’t let anyone make you feel that you can’t do it. Quickly learn about your car and do all the research you can. You will have your life and work to do as well, so you have to be a very organised and disciplined person. If you take too long to do things, you lose focus, so don’t attempt any upgrades until you have your funds... You don’t get time or lost opportuni-ties back. Don’t do it in too many little parts or else you’ll never be current; you’ll be old news.

I have gained the knowledge to build a 1000hp RB-26DETT and it cost a lot of money. But now we are in a position to use the car to recommend, market and endorse [sponsors’ products] and this will take us to the next level in the business of racing.”

“With this setup the car ran 1054hp on the dyno, and, this was all under 7000rpm! “

33 • Zorce

QuickPic: Ornella Z.Name: Ornella Z.Favourite Quotes: I’m me. Who are you? I’m looking for Fast & Furious, not Driving Miss Daisy.Favourite Foods: Pizza, but I also like cooking.Education: I’m currently pursuing a double major in Geography & Agri-Business Management. Would like to drive/own: My own sport bikeNationality: TrinidadianHeight: 5’ 9”

Zorce • 34

From the sidelines to the driver’s seat: Rishi’s the fastest racer in T&T of 2008!

Rishi Kanick never intended to get into rac-ing, far less into Open Class Drag Racing. In fact, he was more concerned about selling

LLumar window film for buildings and cars. Hav-ing made friends with Sheldon Bissessar and Mi-chael Luke through business dealings and visits as a spectator, the suggestion was made one day and Rishi promptly declined. Like most people, he felt it would be too expensive.

Sheldon Bissessar was always upgrading his machinery and with Michael Luke as his under-study, refusing was going to be a tough task. With Wallerfield in the process of being shut down, Rishi still resisted. An evening chat with Hollister “Flambeaux” Edwards changed his mind and Rishi agreed to start his project with just US$10k. Michael Luke bought Sheldon’s Cameron chassis and in turn Rishi bought Michael’s South Florida chassis with a Pat Musi engine. The mission now was learning to drive. Rishi took part in many of the Outlaw events held by TTDRA, and Speed Promotions, taking advantage of track access whenever he could. Under the watchful eye of Sheldon Bissessar, Rishi steadily improved, clock-ing regular 9-second passes in practice.

His debut with the LLumar Top Dragster at Wallerfield Raceway took place on the 11th December, 2005 with the South Florida 218-inch dragster chassis powered by 388cc Chevy V8 on one stage of Nitrous making 750hp. He became the first individual to make their debut run at 7.90 seconds on the quarter mile. He could not believe that he had moved in his very first pass from nines to sevens! For this, Rishi was presented the “Most Outstanding Performance by a New Driver”

award in 2005 by AutoSport Promotions. This bril-liant start brough Rishi so much joy that he now wanted nothing more than to run even faster.

In 2006, Rishi entered for official competition for AutoSport Promotion’s Drag Racing Champion-ship Series. He remained undefeated in his class all year, copping the fastest time recorded and first place in the Open Class at all events held in 2006. With his 388cc Chevy engine, he managed to achieve a 7.63-second e.t. on the quarter mile, but in mid-2006 he pushed the engine too far and a hairline crack on the block meant it was time for an upgrade.

In July 2006, Rishi brought in a 410cc all-alumin-ium motor built once again by Pat Musi, topping out at 1050hp using one stage of nitrous. This was mated to a 225-inch ultra-light ProStart chassis. He continued undefeated and remained on top of the point standings in 2006, until drag racing was suspended at Wallerfield raceway.

In November 2006, the T&T governing motorsport body, TTASA, regained the Wallerfield raceway and held two events at which Rishi dominated again. At one of the TTASA night events, just around 1:30am, Rishi made an incredible run, falling just two-hundredths of a second short of Sheldon Bissessar’s national record of 7.31 on the quarter mile, delivering a staggering 7.33-second pass that silenced the thousands of spectators in the stands that night. This run was made after some incredible pitwork that involved flying in and installing a brand new transmission that was delivered by DHL to Wallerfield at 8pm.

On his first TTASA event in 2008, Rishi saw his first single-digit pass of 7.70 seconds at the newly ac-quired Camden Raceway and also with a perfect reaction time at 0.500 seconds. Rishi’s passion for speed led him to buy record-breaker Sheldon Bissessar’s 706 all-aluminium V8 motor with three stages of nitrous, topping out at 2400hp. Rishi put this on a 270-inch Spitzer chassis with new upgraded electronics and MSD ingition. Shel-don Bissessar had the left lane at Camden fully prepped at his expense.

By July 2008, Rishi continued to dominate by winning every event and achieving the fastest car of the day. At times, the dragster would wheelie up to three feet of the ground but he managed to hold the car and kept winning. Rishi was able to do a best time of 7.2 seconds at Camden even though with its uneven surface it was dubbed “a 10-second track”. Rishi received the TTASA Sports-man of the Year” and “Champion Driver: Open Class” awards to put next to his 16 competition trophies earned in 2008.

Added to these achievements, Rishi Kanick also managed a personal best of 6.968 backed up with a time of 6.98 at a Speed Promotions meet at Camden Raceway in Couva, Trinidad. There is no doubt that a 6.7-second pass would be possible, had racing been allowed to continue. Rishi has represented T&T in competition in Grenada and is even considering competition in the USA. And if anyone is interested, he still has the original 7-second South Florida chassis for sale– it’s quite a deal at TT$30k. Rishi would like to thank the Party Time Racing Team, Lubetech and, of course, LLumar Window Film for their support. A

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35 • Zorce

Meeke and Nagle repeat Sol Rally Barbados (2009) win

Tuesday 2nd June, 2009

Northern Ireland’s Kris Meeke and Paul Nagle won the Caribbean’s biggest annual international

motorsport event, Sol Rally Barbados 2009, for the second time over the race weekend (May 29-31); driving the Digi-cel/Red Bull/ARMAG Subaru Impreza WRC S9 for the first time. Meeke’s win-ning margin was 16.75 seconds, almost identical to last year’s time.

After receiving their trophies from the Minister of Sport, Dr. Esther Byer-Suck-oo, at the prize giving at The Boatyardin the island’s capital Bridgetown on June 1, 2009, Meeke compared the experience with his ‘day job’. Meeke is Peugeot UK’s driver in the Interconti-nental Rally Challenge, which he cur-rently leads: “In the IRC, I get a real sense of satisfaction when I get home for a job well done, but here I actually enjoy it while I’m doing it.”

Like last year, the second step of the podium was occupied by England’s Paul Bird and Ian Windress (SuperCa-sino. com/Vent Axia/VK Vodka Kick Ford Focus WRC07). ‘Birdy’ remarked: “It just doesn’t get much better than this. This really is the best rally in the world: the

crowds, the enthusiasm, the people.”Third, and highest placed local crew, were former winners Paul Bourne and Stuart Maloney (Banks/LIME/Virgin Atlantic Subaru Impreza WRC S9), who finished a further 56 seconds behind Bird. Highest-placed regional crew were Jamaica’s Jeffrey Panton– another former winner– and Mike Fennell Jr. (Automotive Art/Bearings and Seals/Ja-maica Freight and Shipping/Seaboard/Castrol/Active Traders/Automoto Ford Focus WRC), who finished seventh.

Of the 88 starters, 41 were classified as overall finishers, and 66 as class finishers under the Barbados Rally Club (BRC) rules which state that competitors who complete two-thirds of the stages run are eligible for class awards. An estimated 20,000 spectators lined the 24 special stages, and at least half as-sembled for the event’s climax, the Shell V-Power SuperSpecial at the Bushy Park racetrack.

As the strongest entry in the 20-year history of the BRC’s premier event left the Friday night ceremonial start atSimpson Motors, few were making firm predictions. A lot of attention was being paid, however, to 10-time winner

Zorce • 36

Roger ‘The Sheriff’ Skeete, who started at number two in his recently acquired Mi-chelin/Da Costa Mannings Auto Centre/ Warrens Motors Subaru Impreza WRC S12, co-driven by Louis Venezia.

And it was Skeete who set the early pace, fastest on three of Saturday morn-ing’s six stages. While Meeke, who won the other three, admitted he had never had to drive as hard as he did to keep up with Roger Skeete. The battle was soon to end. With a faulty battery, Skeete’s car refused to start in service and he went over the maximum allowed lateness, dropping out of overall contention. Worse was to come. After three more stage wins in the afternoon, Skeete crashed on the second uphill Canefield stage and while, thankfully, there were no injuries, the crew would not be seen again.

This promoted Meeke to a lead he would not lose. Bird was in the top three fastest stage times throughout Saturday, but always behind Meeke, trailing him by 21 seconds overnight. Third, another 38 seconds down, was committed Brit Kevin Procter, co-driven by Dave Bellerby in the Procters Coaches Subaru Impreza WRC S7.

The other notable casualty of the morn-

ing’s action was England’s Steve Perez, co-driven in the Kick Energy Drink/VK Vodka Kick Ford Focus WRC05 by Welshman Paul Spooner. Eager to im-prove on his hat-trick of fourth placessince 2006, Perez was pushing from early, but a throttle failure cost him 11 minutes. Undaunted, he spent the rest of the weekend entertaining the crowds with impromptu ‘donuts’.

The performance of Paul ‘Surfer’ Bourne raised eyebrows all day– not least for the driver who noted, “I kept telling my engineer, Brett, ‘I’m pushing as hard as I can, but it’s not happening.’” It took until the final stage of the day for the 2003 and 2007 winner to make the top three stages times, and then an overnight strip-down to discover a burst front left side damper, a legacy of his accident on the Automotive Art Shakedown Stages (May 3).

Trevor Manning, the 1999 winner now co-driven by Derek Edwards in the All Terrain Plus/Cellate Caribbean/GarbageMaster/Bess Block Ford Escort WRC, placed fifth overnight, despite a brush or two with the scenery and brokendriveshaft just prior to the day’s final stage. Panton was sixth and Roger Hill/ Graham Gittens (Esso/Nassco/Motor-Mac Toyota Corolla WRC) was disap-

37 • Zorce

pointed with seventh place, after losing a fast time when SS10 was cancelled following Roger Skeete’s accident.

Eighth was the highest placed two-wheel-drive car, driven by Ian and Robert Warren (Shell V-Pow-er/Simpson Motors/Automotive Art Suzuki Swift) who were impressive throughout the day, with Sol RB09 Chairman Barry Gale and Cherie Edghill (Au-tolink/VP Racing/Bella Beauty Supply/Pro Pac Dog Food Mitsubishi Lancer Evo VI) in ninth, recovering from a couple of early punctures.

The top ten was completed by Neil Armstrong and Barry Ward (Simpson Motors/Hankook Tyres/Shell V-Power/Gunk Mitsubishi Lancer Evo VI), who had hoped for a tougher class battle.Britain’s Ryan Champion and Craig Thorley had already retired the Champions/Pirelli/MSR Motor-sport/Axis Caribbean Subaru Impreza 555 due to engine failure, while Graeme Finlayson and Martin Atwell (www.racedandrallied.com Mitsubishi Lancer Evo III RS) had been off.

Bourne’s performance in the early part of Sunday was further evidence of his Saturday problem:

third on the opening Malvern, then second on Kendal– clocked at 196kmh by the GPS vehicle tracking system– he demoted Procter to fourth, af-ter which the order would not change. Also on the move was Hill, fourth fastest on the two downhill Kendals and now fifth, at the expense of Man-ning who had a couple of spins, and Panton who stalled. Meeke won three Sunday stages, while Bird won four and was delighted to beat Meeke, whereas Bourne and Hill finally reached the top of the pile at the end of the day.

Gale finished eighth and Armstrong ninth, with Group N winners Geoff Noel/Kreigg Yearwood (Globe Finance/DeWalt Tools/Essco/Sunbeach/Au-tomotive Art Mitsubishi Lancer Evo IX) completing the top ten. Trinidad’s John Powell and Jamai-can co-driver Michael March (Intercontinental Shipping Mitsubishi Lancer Evo IX) had lost the Group N lead, and more than one minute, due to a puncture Saturday evening. They finished behind Noel and British crew Rob Swann/Darren Garrod (Revolution Competition Wheels/Escape Hotel Subaru Impreza N14) after a good three-way fight.

The Warrens dropped out of the top ten on Sun-

day’s first stage, after clipping the chicane at Ken-dal and damaging a drive shaft; this also cost them the highest placed two-wheel-drive trophies, which went to Jonathan Still/Heath Hazell (Hitachi Power Tools/Ocean Spray/Philips Lighting/Crane & Equipments/Little Switzerland BMW M3).

Sol Rally Barbados 2009 (May 29-31) and Shell V-Power King of the Hill (May 24) were organised by the Barbados Rally Club, which celebrated its 50th anniversary in 2007; title sponsor is the Sol Group. Marketing partners were Automotive Art, Banks, Digicel, McEnearney Quality, Red Bull and Simpson Motors. Official partners were the Barbados Hotel & Tourism Association, Barbados Tourism Authority, Divi South-winds Beach Resort, Geest Line, Stoute’s Car Rental and Virgin Atlantic. Associate sponsors were ARMAG, Caribbean Airlines, Crane & Equipments, Merville Lynch Productions, Little Switzerland, Redline Fuels and Shelbury Construction.

Article by: Robin Bradford • Photos by: D. Nath, K. Pinheiro, R. Pinheiro, G. Wilson, W. Lee, R. Peyrau, D. Boodasingh, N. Sooknarine

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Mr. Solo has once more won the annual powerboat race from Trinidad to Tobago, crushing

US-based rivals, Fujitsu Fury. Despite all the hype, Fury got to the finish line some 45 minutes after Mr. Solo due to difficulties encountered as they entered the body of water in the Gulf of Paria known as the Bocas. From the camera chopper we clocked the Solo/Fury battle at around 108 knots just before they made very different paths to round the first major turn. Fury did manage to hold Solo off at the Pier 1, Trinidad start but experience paid off as Mr. Solo rocketed past and Fujitsu Fury slowed to 65 knots in the rough.

Twenty minutes after Mr. Solo crossed the line, Rage, driven by Riad Shakeer, Steve Ghany and Jeffery Simmons took the ‘C’ class win. Next in line was Anabolic in a time of 1h 22m surviving a violent stuffing and damaged engine. The ‘A’ class boats were next with In-tense Too running 1h 28m, White Heat in 1h 54m and Cutting Edge at 1h 56m.

In the Sports II Class, Esso Special FX managed a time of 1h 35m to take the class win, while Candyman was rightbehind with a time of 1h 36m, followed

by Rite Formula at 1h 38m. We managed to catch some of the action as Rite For-mula held off a challenge from Intense Too for a minute or so, until a broken tab dictated a reduction in pace. Allthree Sports II boats however, managed to match some ‘A’ class times.

The Sports I champion came in the form of Toy, which managed a time of 1h 50m, while Mobil Motom took 2h 22m to make the trip. Papi Chulo followed in 3h 11m. The lone ‘D’ class finisher, Extreme Measures, ran the race in 3h 55m and was topped by Ken Mac in the ‘P’ class, who finished the race in 2h 59m.

The staggered start formula has cer-tainly worked to give the Store Bay, To-bago finish a proper dose of adrenaline.We anticipate a most exciting race next year with even more entries. And as the pictures clearly show, maybe we should issue pilot’s licences to a few racers– just in case. There is no doubt however, that Fujitsu Fury has learnt a few les-sons. But we hear that Messrs. Charles, Marshall and Fusco are always ready for a good challenge. “We treat every Great Race like our first one. We have to be ready for anything.”

Carib Great Race 2009:Champion Mr. Solo takes 17th victory

Photos by: Narend Sooknarine

39 • Zorce

GMR&SC Caribbean/International Race of Champions 2008

The war raged nonstop on Sun-day 2 November, 2008 as the fi-nal round of the 2008 Caribbean

Motor Racing Championship (CMRC) got underway at the South Dakota Circuit in Guyana. The Caribbean’s best cars and drivers came together to put on an action-packed show that will be remembered for a long time.

By the time the dust had settled, Stu-art Maloney of Barbados was on cloud nine, having been crowned the 2008 Caribbean Motor Racing Champion. With five solid victories to his credit, Maloney had done enough to clinch this coveted prize, which places him in a small group of former champions that only include David Summerbell and Doug Gore of Jamaica.

David Summerbell won the final of the CMRC races and placed second in the other two. In the second CMRC race,he powered his way to a new South Dakota Circuit lap record, breaking Andrew King’s 35.4 lap record by a split second.

Jamaica was deemed the Champion Country in the 2008 CMRC, edging

out the competition from Barbados, Trinidad & Tobago and Guyana.

Local speed ace Andrew King again had his share of fuel problems even af-ter buying a spanking new fuel injec-tion system for his tube frame Mazda RX-7. With very little factory informa-tion and assistance to map this new application, his team of mechanics were forced to abandon it with just a few days left to the November 2 meet and revert to the troublesome system he previously had. Unfortunately, their problems continued throughout the race day.

GP4 speed ace Mark Vieira barely managed to get his newly acquired tube frame Mazda RX-8 to South Dakota the day before the official start of the November 2 race meeting, with inadequate time to sort out the suspension and motor of this new machine.

In the local events, Ryan Rahaman returned to GP2B with his Ford Escort and dominated all three races. He alsocompeted in the heavily contested GP3 this time with his turbocharged

Zorce • 40

Ford Sierra, and won all three of those races.

Chet Singh outran the competition with two solid victories in GP2A to become its champion driver. Barbados’ Kenrick Husbands surprised the field when he won the first race and placed second in the two others in this extremely com-petitive class.

Two of the three Rookie races were won by Shan Seejattan with Anand Ramchand picking up the other victory.

Charley Henry won the first of the two light-weight motorcycle races. This first race, which was started on a very wet and slippery track, saw a number of riders falling in the clubhouse cor-ner. Henry managed to keep his KTM125 upright and picked up the chequered flag after a very determined effort.

Ravi Singh rode brilliantly to pick up the che-quered flag in the final lightweight event.In the big bike showdown, Canadian Kevin Graham proved once more that his superb riding style was too much for the local speedsters. He won the first race and placed third in the other 600cc event, giving him enough points to be declared the overall 600cc champ of the day,

besting closest rival Stephen Vieira.

In the Shifter 125cc Go-kart class, Stanley Ming snatched the first chequered flag and placed second in the other event, and in the process, picked up the 125cc Shifter Kart Champion Driver’s trophy. Shane Ally won the second shifter kart event.

R A C E R E S U LT S :Race 1 (Group 2A)- 1st Kenrick Husbands (B/dos), 2nd Chet Singh, 3rd Keron Rodrigues Race 2 (125cc)- 1st Charley Henry, 2nd Vassey Barry, 3rd Ravi Singh Race 3 (Rookies)- 1st Romeo Singh, 2nd Dawolu Harper, 3rd Vinu SawhRace 4 (Group 2B)- 1st Ryan Rahaman, 2nd Gavin Gouveia, 3rd Kurt Thompson Race 5 (Group 3)- 1st Ryan Rahaman, 2nd Tanko Babolall, 3rd Ravi SinghRace 6 (Group 2A)- Chet Singh, 2nd Kenrick Husbands, 3rd Keron Rodrigues Race 7 (Rookies)- 1st Shan Seejattan, 2nd Anand Ramchand, 3rd Romeo SinghRace 8 (Super Bikes)- 1st Kevin Graham, 2nd Gregory Lopes, 3rd Stephen VieiraRace 9 (Go-Karts)- 1st Stanley Ming, 2nd Steve Van Dyke, 3rd Shane AllyRace 10 (CMRC Group 4)- 1st Stuart Maloney,

2nd Doug Gore, 3rd David Summerbell Race 11 (Local Group 4)- 1st Paul Vieira Race 12 (Group 2B)- 1st Ryan Rahaman, 2nd Gavin Gouveia, 3rd Oliver Tjin Liep ShieRace 13 (Group 3)- 1st Ryan Rahaman, 2nd Ravi Singh, 3rd Kem Lall Race 14 (Super Bikes)- 1st Kevin Graham, 2nd Stephen Vieira, 3rd Mark MenezeRace 15 (125cc)- 1st Ravi Singh, 2nd Charley Henry, 3rd Vassy BarryRace 16 (Go-Karts)- 1st Shane Ally, 2nd Stanley Ming, 3rd Jerry Max Gouveia Race 17 (CMRC Group 4)- 1st Stuart Maloney, 2nd David Summerbell, 3rd Guy Fraser Race 18 (Local Group 4)- Paul Vieira, 2nd Andrew Morgan Race 19 (Group 2A)- 1st Chet Singh, 2nd Kenrick Husbands, 3rd John JosephRace 20 (Rookies)- 1st Romeo Singh, 2nd Shan Seejattan, 3rd Anand Ramchand Race 21 (Group 2B)- 1st Ryan Rahaman, 2nd Gavin Gouveia, 3rd Kurt Thompson Race 22 (CMRC GP4)- 1st David Summerbell, 2nd Kevin Jeffrey, 3rd Guy FraserRace 23 (Local Group 4)- 1st Paul Vieira, 2nd Andrew Morgan

M A J O R S P O N S O R S : GT&T Cellink Plus, Sunburst Orange Juice & Carib Beer

Article by: GMR&SC • Photos by: Duane Boodasingh, Devendra “Devi” Nath, Lyden Thomas

41 • Zorce

ENEOS ‘Chasing the Seconds’ High-Speed Solodex for Charity

After the formal launch of the EN-EOS brand at Pier1 in Chaguara-mas, Trinidad, Nippon Petroleum

and Custom Import Traders and CARS got together for a day of high-speed dexterity! The event was called “Chas-ing the Seconds” and was held the Arima Race Club Carpark. All proceeds of the event were donated to charity.

A full complement of racing classes was present, along with a healthy field of novice drivers. Of course, the lovely EN-EOS girls were there and eager to show off the products and take a few guest drives of their own! With 49 entrants spread over eight classes, there was no shortage of action. In the end, the fast-

est time of the day would go to Jody Ali in the EP-R class driving his Dream Carz-sponsored Mitsubishi Evolution VII, with a time of 74.029 seconds.

The top times of the remaining classes were as follows: GS - Tanko Babolall/Chevy Joy 86.71; ES - Pete Arrindell/Suzuki Swift 83.89; ESP - Larry Ramp-ersadsingh/Suzuki Swift 83.28; SS - Amir Hosein/Suzuki Ignis 80.52; EP - Samiir Syne/Subaru Impreza STi 79.71; NE1 - Lawrence Sinanan/Mitsubishi Evolution VII 86.10; NE2 - Tariq Khan/Honda Civic 78.62. Of course, each class winner and the overall Champions received ENEOS hampers and a few complimentary copies of Zorce!

Article by: Z. Vader • Photos: Devi Nath, Lyden Thomas

Zorce • 42

Drift World Order (D.W.O.): driving a new form of motorsport in T&T!

The KFC wing special. A favourite with the ladies and a key ingredient to the creation of this article. This is because we recorded

the interview from the large rear wing of the very Toyota Chaser you see pictured above, which was parked at our meeting point, the carpark of KFC. We hope you enjoy this taste of things to come. If not, there’s always Ramen– ha! ha!

D.W.O. is the first organised drift club in Trinidad & Tobago. It all started when the need for a drift club was identified by the few that were inter-ested in drifting. Kerry Phillip had just finished creating his Corolla AE86 and realised that many of his friends were interested in learning about and attempting to drift. One such friend (Tabari) hit his car and during the repair process, the discussion came up in the company of Michael Simmons (RX70 Cressida, 1JZ). The first idea was not to have anything with ‘Trinidad & Tobago’ in it, but something unique and universal. Sugges-tions like Drift People, Driftwood, Drifters with At-titude and eventually the name Drift World Order was agreed upon. The three men agreed that this name would be suitable and preparations were made to design a logo and stickers for the cars.

The guys admire the Japanese way of drifting and how the cars are used, compared to the typical American formula of “just” using alot of power. In this way more drifters could be ac-comodated with their basic machines and learn to drift relying more on good driving technique rather than a heavy foot and quick steering work. Aside from the usual Japanese role models like Tsuchiya, a few American competition drivers like Rhys Millen, Tanner Foust and four-wheel-drive specialist Ken Block were identified.

The first club activities were simple drives to allow drivers to get in touch with their machines on various winding roads. A few appearances and exhibition runs were also made at CARS’ Solodex series of events. With these basic activi-ties, the drivers learnt about the dynamics of under and oversteer in both front- and rear-wheel drive cars– in a few cases, painfully so. It was decided that a safer alternative was needed. Practice meets at Arima Race Club car park were arranged with an emphasis on developing basic techniques such as 90˚ turns, 180˚ turns, and precision donuts around cones. The basic idea of drifting is to initiate a skid, then prolong and control it with flair and precision.

A few key hallmarks began to emerge within the ranks of D.W.O. An emphasis was placed on preci-sion. Respect for others also came especially with regard to abilities and learning. Like the Japa-nese, good performers were commended and learners were encouraged without the formation of any rift or clique within the club. Fast learners became teachers and the spirit of competition was applied to “attacking” the course and chal-lenging one’s own ability. A spirit of community also began to emerge and even those without cars shared knowledge and resources. Some brought mechanical expertise and willing hands for modifications and repairs; some contributed funding and everyone looked out for each other.

In terms of passion, the members of D.W.O. enjoy the idea of setting the goal of learning a new technique and then mastering it. For president Kerry Phillip, the joy is seeing other club members drifting, knowing that D.W.O. played a part in that person’s develop-

ment in the sport. Each drifter develops their own signature style and has tendencies towards particular techniques. Even though they may seem to be out of control, they in fact have their own way of managing their grip and flow. They all agree, though, that once you are “in the zone”, you never want to stop until the tires get down to steel and the wires start hitting the inner wheel wells. When it all comes together, there is a big sense of pride, achievement and advance-ment. One member suggested that drifting is like learning algebra– at first it is confusing to understand but once the concept is learnt it is very rewarding. Ultimately drifting makes you a better driver on the road in terms of anticipa-tion, assessment of road situations and recovery in the event of loss of control.

They have probably looked at Tsuchiya’s

43 • Zorce

Article by: Z. Vader • Photos by: Richard Voisin [R.S.V.P. Studios (868) 385-2652], Lyden Thomas, Aaron Aachan and Christian Cozier

drift bible hundreds of times, sometimes without sound to observe the nuances of the master’s technique, which happen too fast for his com-mentary to keep up. Other sources of inspiration include Top Gear, Fifth Gear and Eric Bana’s movie Love the Beast. Peeves include cable wannabe shows like MotorWeek, which showcase high performance cars “Sunday drive” style. On the regional scene, Mark Vieira seems to have mas-tered the art of the “micro-drift” and a few D.W.O. members would even like to enter the realm of circuit racing.

For the future, D.W.O. is looking to popularise drifting locally and regionally. They would also like to change the general public’s perception that every fast car is a weapon possessed by wild men, especially with regard to drifting. They do recognise however that there are the few that do not adhere to guidelines and end up performing tricks out of the designated areas. More discipline will be encouraged with the hope of developing

a greater respect for drifters taking a more seri-ous approach to the sport. Their next event hope-fully will attract some sponsorship and perhaps a few more spectators, but not too many, as they know the limits of their present organisational ca-pability. A lot was learnt at their December 2009 event since they took the time to ask spectators what they would like to see. Unlike some forms of motorsport, drifting leaves the simple sideline spectator excited and satisfied that they have seen some proper motorsport action.

Also for the future, D.W.O. plans to maintain their precision drifting style, progressive learning and community spirit among members. For those interested in getting involved, all you need is genuine enthusiasm. In fact, a few people actually started their membership without even owning a car! Being around these guys breeds a certain level of knowledge and provides an environment for a viable drifting plan to be formed. In fact, the camaraderie currently allows members to borrow

each other’s cars to keep on learning. And every-one learns about their particular car and how to fix and modify it, of course getting their hands dirty in the process!

One member Keon “Swiftman” Reid outfitted his 910 model NIssan Bluebird with an SR20 engine, S13/14 differential and independent rear suspen-sion with coilovers all around and power steering all in his backyard with the help of the guys. It’s safe to say that Drift World Order can teach you how to drift and help you learn about and build your very own drift car! Developing a barest mini-mum RWD car can be done (using used parts) with around TT$5000 worth of add-ons.

Interested? Contact Kerry Phillip at (868) 682-5394 or df1sideways@hotmail.com. D.W.O. says thanks to Chester, Sherman’s, Street Concepts, CleanTech, After5, XR Perf., Garvin’s Perf., Mahad-eo’s, Hyperfas, Val, Boyzin, D&D, Bamboo Mktg., Seenath’s and “the Bamboo” in general.

Zorce • 44

Chris Pfeiffer’s Trini Street Tour!Moto-Z

Chris Pfeiffer has been on a bike since he was a five years old. If you ever see him on it you would think that he simply nev-

er came off. His innovative style was perfected on dirt bikes but since 2000 he has been riding on full-size street bikes. He has won Stunt Riding World Championship in Bechyne, Czech Republic in 2003 and produced a DVD called CP Moto Freestyle. Riding the BMW F800, Chris won the US Streetbike Freestyle Competition, Stuntwars and all three rounds of the European Stuntriding Championships. He is married and has three children.

Pfeiffer’s adventure began on Ariapita Avenue, Port of Spain. “Stunt-after-stunt-after-stunt-after-stunt,” is how one person put it. “The man just bad!” said another as Chris relentlessly drifted, wheelied on the handlebars and did a stoppie that ended in a staged kiss for a local policewoman. Then it was off to Aura for another stunt session and then literally up into Club 51˚ where local fashion model Adonia Gomez-Burke was literally jumped over.

Day two was spent at Fort George for a photo session where Chris jumped the cannons and rode the walls high above the cityscape. Next, more pictures at the Bamboo Cathedral in Macqueripe, followed by a break for some co-conut water round the Queen’s Park Savannah. The evening was spent in a training session at Trincity Mall, where his tutoring really paid off, with local bikers seeing instant improvements in technique and getting stellar answers to all their questions.

On day three, the city of San Fernando got its share of Chris Pfeiffer with local bikers joining in the show. The night was topped off with stunt demos outside and inside the Space La Nouba nightclub. Then it was back up to the north for a demo at Zen nightclub.

The final day (four) was the biggest show of all. Through sun and rain, Chris Pfeiffer and the local stunt riders ripped up the tarmac for the entire biking community at the Arima Race Club, home of Solodex and Karting in T&T.

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Jason Britton rides to save the children

Jason Britton’s fame is legendary in street bike circles. He started riding bikes at the tender age of two and by ten he was into

BMX racing. At age 12 he was popping wheel-ies and racing in motocross; by 13 he was rated an expert in the 80cc class and at age 16 he moved on to street bikes. Britton doubled for actor/rapper Ice Cube in the movie Torque and handled stunt duties in Biker Boys and Waist Deep. He is currently the host of the Speed Channel show Superbikes and is the Executive Editor of 2Wheel Tuner magazine. He has also produced numerous DVDs like Urban Assault, All Twisted and Pucked-Up, Urban Assault II, Get On Up, Get On Up II, Revolution Twenty 04, Revolution Twenty 05, Get On Up III and newly released Get On Up 4.

The idea of inviting Jason Britton to Trinidad & Tobago was fuelled by a desire to fund the construction of a home for children in need of legal aid through the Save the Children Foundation. Thanks to his Trini cousin Kerwin Britton, the link was made and Jason and his crew agreed to make the trip along with their media crew. The first day was spent at Mid Centre Mall in Chaguanas where Jason and his wingman Eric Hoenshell performed a host of tricks and signed autographs. They were also accompanied by the “Jamaican Superman” who showed the crowd that you don’t need a motor to start stunting. Local riders also joined the fray, showing off their skills along with Stuntwars USA winner Tony Perez and his partner Scott Lewis.

Day two was spent on a full cross-sountry tour that started in San Fernando at Atherley’s Bar and made the full circle through Mayaro, Va-lencia, Port of Spain and the back to the south for an afterparty at club Space La Nouba. On Day three it was up to the Bhagwansingh’s Hardware carpark in Trincity where the bikers made full use of the smooth surface, until Mad Cow did his amazing burnout leaving too much rubber on the ground! After a cleanup, it was back to the action. The tour was rounded up by another packed show at Skinner Park in San Fernando where fans got a special treat. At the end of the show, Jason Britton gave away all his gear to the fans– even his helmet!A

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49 • Zorce

Anglia iron with a rotary twist...

Article by: Kevin “MG Man” Singh • Photos: Nigel “Plex” Ali

Fitting a modern, powerful engine into an older car is nothing new. Hot-rodding goes back almost as far as the automobile itself.

From the early bootleggers to the first salt flats bandits, the idea of stuffing the hottest engine into the lightest chassis became a natural progres-sion in the order of all things fast.

Over the years, we have seen this trend becom-ing more popular locally. The availability of cheap performance engines and even cheaper older cars, has made it all too easy for anyone to build a straight-line monster. What has been lacking though, is the quality of execution. All too often, someone would pull up with a shiny something

from 20 years ago, pull the bonnet, and staring back would be a greasy, grimy engine, installed in a rusty engine bay– or worse yet, an engine bay painted in Rhino Lining– all amid a rat’s nest of wiring, electrical tape and general untidiness. Needless to say, when pictures of Clint Surujbally’s 1962 Ford Anglia began floating around the Zorce office, we sat up and took notice. Knowing only too well how digital pictures can mask and deceive, we decided to head down to Penal and have a look for ourselves.

Many purists cringe at the idea of an engine trans-plant in a classic car, accepting only the engine that was fitted at the factory. Further cringing

occurs when that engine is Japanese, and the car being stuffed is British. Sacrilege.However, the concept of the resto-mod is growing in popular-ity. From MGBs with 2.0 Cosworth turbos to KE30 Corollas with SR20DETs, the trend is definitely growing.

Enter Clint and his raucous Anglia. One look at this little beast idling in his garage, shaking on its suspension, and you know this car is pure Evil. But more on that later. First, some history on Clint and his toy. A quick glance around his garage and you know this guy has gasoline pumping through his veins, maybe with a 100-shot of nitrous for good measure. Keeping the Anglia company is a pristine

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1957 Opel Rekord and a Nissan S15 Silvia Spec S with an angry turbo bolted on, which belongs to Clint’s son, Kevin.

After a brief chat, we discover Clint’s love for the Anglia dates back to his father’s first car. That old Anglia left an impression that saw Clint spending many years trying to find one to replace it. About ten years ago, he struck gold. When a “two-owner” (second-hand) Anglia from Chaguanas came up for sale, Clint was there, chequebook in hand. The car had survived the ravages of time well. The body and interior were in decent condition and the car sat nice and straight. The only problem was that the front was a little high off the ground– and the empty engine bay would set the tone for things to come.

Clint began an intensive restoration of the body, while trying to figure out which power plant would propel the Anglia down the 1320. New trim and detail parts were ordered from the UK and, amazingly, a complete shell was located in Miami. Initially, the idea was to fit some form of 4-cylinder engine, possibly an SR20, under the bonnet. How-ever, Clint was not too keen on the amount of cut-ting that would be involved. That was when the idea of fitting a rotary engine began to evolve. The search was on and eventually a healthy second-generation RX-7 engine was found and rebuilt by Dale Chowtie. Suspension and engine installation were executed by Ricky Dass.

On approach, you cannot help but notice the Anglia’s screaming yellow pearlescent paintjob, which was also done by Ricky. While not the obvi-ous choice for something as humble as an Anglia, the finish ensures that Clint will be seen and heard when his car comes screaming down the road.

Adding to the menacing stance are the period-correct rims, shod in 215/50-13 BF Goodrich tyres.

The beauty of this beast though, lies under the bonnet. Tipping the bonnet forward reveals an immaculately clean engine bay. Even the substantial Mazda wiring harness is neatly tucked away. The boosted rotary engine sits neatly in the engine bay, looking as if the car left the factory that way. Clint and his team have gone through great pains to ensure the engine looks factory-installed. There are no crudely cut panels, no rusty engine mounts. Just that gleaming lump of rotary power, with its top-mounted intercooler relocated to the front, discreetly nestled behind the Anglia’s snarling grille. Again, Clint ignored the common practice of butchering the front of a car to stuff in a front-mounted intercooler. The classic car gods must be smiling.

The black interior is a street racer’s dream. Once nestled firmly in the RX-7 seats, your attention is held by a huge tach, which dominates the after-market gauge cluster. A quick glance a few inches lower at the ‘proper’ dash with its quaint rectangu-lar speedometer reminds you of this car’s humble origins. Again, the quality of fit and finish and the attention to detail abounds. From the mint door and window seals to the matching back seat, this Anglia is definitely the real deal.

With Clint eager to unleash the full power of the Mazda rotary turbo engine, we just had to peek under the car to see if he was guilty of the com-mon practice of big engine and stock suspension. Peering back at us was a properly fabricated three-link rear suspension setup, complete with coil springs that replaced the antiquated leaf spring arrangement. Impressive, to say the least.

Stopping power was more than adequate, with Nissan-sourced disc brakes all round.

On the road, the Anglia has an aggressive stance, in no small part due to those chunky tyres. With so much power on tap, the tyres (which may be small by today’s standards) struggle for traction. This is however where the revamped rear end shines. Under heavy launches, the back end squats and dances lazily while you are slammed into the seat. With tyres still screaming into third, the car de-mands that you focus far down the road, because it comes up to you at an alarming rate. Luckily, the Nissan brakes have no problem hauling the car back down to sensible speeds, with no drama.

With such a short wheelbase and narrow track, we were cautious going into the bends. With so much power on tap and with those poor 13-inch BFs protesting desperately, the car was all too eager to swap ends with the slightest provocation.Leaving the engine cooling down from our little blast down the road, Clint decided to take us out for a short drive in the Spec-S. After our stint in the Anglia, the S15 felt surprisingly slow and soft.Whereas the Anglia was tight, nervous and brutal in a straight line, the Silvia, with its stock suspen-sion, felt like a grocery-getter, albeit a rather sexy one.

Regarding the future, Clint is hoping the drag strip that is allegedly being developed in Tobago becomes a reality sooner, rather than later. In the meantime, he will continue tweaking and fine-tuning the Anglia. Uprated springs and shocks are high on the list and possibly a panhard rod to help the rear end behave. Until then, we look forward to the next time Clint takes us around the block, or better yet, through some Solodex cones.

51 • Zorce

Article: Nizam Abdool • Photos by: Lyden Thomas, Aaron Aachan, Z. Vader

One day in 1982 a little boy named Nizam was playing outside. After having fallen for the tenth time that day from his bike

because the ramp made from a brick and a solo case came loose, he looked up and saw some-thing that made an impression on him so strong that it would fuel a dream decades later.

A Holden Ute had passed by. Not exceedingly fast, not loud, just humming along its merry way. Going out as far across the yard as he was allowed, just so he could get a better glimpse of this car that looked more different from any he had ever seen. He loved cars. He cherished the few toy cars that his parents could afford to get him. He’d sweep the floor before he drove them on it and wiped them clean to go under his pil-low at night.

He didn’t know which car had passed by but he wanted it. That car and the boy had a lot in com-

mon even in that moment. No one really under-stood either of them at first glance. The connec-tion was made. Many years passed with Nizam becoming an even bigger fan of everything auto-related, until the same car flashed into his field of vision again. This time much more mean-looking and with a growl that he could not get out of his head. Not white anymore but jet black. He noticed the crazy wide tires and then it disappeared. By now he was 16 and was determined to pursue the car that had become his dream. It was a dream he had to fulfil. At 18 and driving around now, again it would appear and disappear. He’d try to follow it but in a few seconds it always disappeared, now sporting a huge intake out of the hood and a menacing sounding V8 engine.

By comparison, everything else on the road paled into a dull grey hum. For him, this thing lit up the street it drove on. But that was soon

to change. It had vanished from daily view for eight years, not to be seen or heard. One fateful day however, while driving from work he saw it parked at the side of the road next to a beach. He was not going to let this chance pass him by. Thinking that the owner might have gone for a dip, he decided to wait for his return, all the while relishing the sight of the car that man-aged to elude him for all those years. It was beginning to deteriorate from its glory days now. The Holden had hit the 30-year mark and it was beginning to show. But what he saw was quite apart from that. He always had the knack for seeing things for what they could be and not merely as they were.

Perhaps too enthusiastically approaching Keith, the owner, he asked for consideration to buy the car but was met with a friendly, “This is like one of my children; I’ll never sell”. There were many willing buyers, he said, but no contemplation to sell. Nizam left his number and perhaps an im-pression in Keith’s mind because some months

The Ute of the Nation

Zorce • 52

later, the call came. Keith had reluctantly decided to sell. And the timing could not have been bet-ter. The transfer was done exactly on Nizam’s 31st birthday. But there was an even greater surprise waiting that day. The certified copy (and later talking to the very first owners) revealed that the car was actually bought and started driving on the roads the exact day that Nizam was born. They both were 31 years old. They both shared the same birthday.

But that’s not the end of the story. The car was like a magnet to people who had seen it around from time to time.The history and happy memo-ries seemed endless, as people would stop Nizam on the roads to tell him what they knew of the car he was driving. Maybe that was the excuse to ask the typical question, “Yuh sellin that?” But it did serve its purpose. It was in one of those conversations he realised that not only was it a Holden just like this that passed by that day he had fallen off his bike. It was this very one– doing deliveries in the area.

Little did the 8-year-old boy know that what he has wished and dreamt for– the seed of his au-tomotive desire– would be his in 23 years’ time. And so began his life and his own experiences with the Holden. By now his own son Ethan was four years old. And what better time to teach him about dreams? Dreams and hard work. Over the next three years, his dedication to his dreams and hard work went into making the Holden Ute what it is today. Instrumental, too, were the love and support of Nizam’s dad and the rest of his family, as the undertaking was not an easy one.

Perhaps the one most excited about the task at hand, however, was Ethan. Once, while installing the new fuel tank and bolting it to the chassis, rain started to fall. Ethan rushed inside to get an umbrella to shelter his dad’s legs as the tank was halfway in and the job couldn’t be abandoned. Seeing that the umbrella couldn’t keep his dad’s leg from getting wet, and sensing his patience

wearing thin, he just put the umbrella aside and lay right beside him under the car to see it through. Ethan’s mom joined them with the um-brella and did the best she could, standing there for 20 minutes. By the time they were through, the top half of Ethan and his dad was dry and their backs, soaked. With that kind of dedication, the project could not have been anything but a success.

After being totally gutted and rebuilt, the vehicle looked better than it did the day Nizam saw it for the first time. The custom interior features Pain-less wiring, fibreglass bucket seats, a five-point harness, autometer gauges and custom speaker enclosures. Brand new OEM parts were imported from Australia, like all chrome finishers, bezels, bumpers and grilles to give the exterior a proper restoration.

Under the hood no effort was spared to plant a monster of an engine that embodies the spirit of American muscle. A high-compression 350 Chevy V8 engine was built by HBR Las Vegas with all forged internals, full race cam, aluminium roller rockers, extensive headwork, stroker crank and a bored-out block bringing displacement to 388 cubic inches. The powerplant is supported by a custom fuel tank, full Barry Grant fuel system, topped off with a four-barrel Race Demon DR carb and a complete MSD ignition system inclu-sive of lockout distributor, 6AL box, two-stage ignition retard control and launch control. Ex-pected power output using C16 fuel is upwards of 500hp and 750+ with the two-stage nitrous.

All that is put to the ground via a TH350 rebuilt by the transmission specialists B&M, in Miami, Florida. Transmission was configured with a re-verse shift pattern to compliment the Quicksilver ratchet shifter. A transbrake was also installed for getting the front wheels up in the air at the line. Further along, a custom Mark Williams chrome moly driveshaft puts the power to the Chevy 10-bolt diff. Exhaust finds its way out via Hooker

block hugger headers with 1.75” primaries. Double 2.5” pipes take it from there to a pair of Flowmaster 50 series mufflers and then through dual 2.75” polished stainless steel pipes to the rear.

Nizam was huge fan of the first Gone in 60 sec-onds movie and particularly, “Eleanor. “ He would visit the Imperial Palace Auto collection in Las Vegas, where the actual 1967 Ford Mustang GT Fastback, Eleanor was kept. And he would care-fully note and closely replicate the paint colour on the Holden. This was a tribute to perhaps the most respected automotive design mind alive today, Chip Foose, who designed and built that car while under the employ of Boyd Coddington. That exact colour was also chosen to subdue the reformed bulged quarters and divert some at-tention to the details on this machine. The Foose Design Nitrous 1 wheels were also handpicked and are the very limited, deep lip, staggered series– 20” x 10” at back and 20” x 8” in front. This particular wheel is not even available to most retailers. There are wrapped with 275/30/20 and 235/30/20 Falken tires and fit perfectly with no modifications to the vehicle. The entire front sus-pension and steering was rebuilt using all new OEM parts, sourced from Down Under with the help of a very resourceful Aussie friend.

While the Ute is vastly improved in terms of horsepower and aesthetics, there are a couple more modifications coming its way. On the draw-ing board are six-pot front caliper and two-pot rear caliper brake upgrades. The suspension might be converted to a mono-leaf and stabilis-ing arm configuration to compliment the airbag setup. The rear window might be converted to a single, electrically-lowered Lexan piece. The front bumper is to be filled, smoothed and rechromed and the tray compartments are soon to be mechanized.

Although it has been a tough, yet rewarding journey thus far, it looks like there is still a bright future ahead for an 8-year old boy’s dream!

53 • Zorce

The New Godzilla!

By now many of us have heard of this car. In fact the 9-second Skyline you read about earlier in this issue is the great-grandaddy

of this new form of Zorcery– the R35 Nissan GTR. While the designation GT-R defined the top level specification of earlier Skyline models, (R32, R33, R34), Nissan has chosen to simply call this car the GTR. In Japan, where names like Bluebird, Fairlady and so on are popular, the GTR name is more in line with Nissan’s international designations like 370Z. Why such a radical depature after years of calling the car Skyline? It is just so much more advanced, in fact it’s safe to say this car has raised the bar for fast cars around the world.

Quite frankly, Gran Turismo, the video game has had a lot to do with the very existence of this car. It allowed an entire generation to experience the difference that technology can make in racing,

albeit virtually. In fact the game designers were responsible for designing the interface for the multi-function display in the dashboard. Nissan also sneaked it into Gran Turismo 5 Prologue– the perfect marketing tool. But, it’s easier to have ideas on paper and build a working 3D model, even to create a virtual video game car, than to build such a technical anomaly. However, Nissan has in fact managed to do so!

Let’s start with the basics– the engine. An evolu-tion of the VQ-series engine found in the 350Z, Nissan has chosen the designation VR for this powerplant, VR38DETT to be exact. That means V configuration (as in V6 or V8), R designation architecture, 3.8 litres of displacement, twin tur-bocharged. The only other vehicle that currently carries a VR engine is the 641hp VRH engine found in the Nissan R390 Supercar.

The VR38DETT engine sports 24 valves, dual overhead camshafts and variable valve tim-ing on the intake side only. The cylinder bores are plasma-sprayed for maximum endurance and low friction. It all adds up to a conservative 478hp@6400rpm and 434ft-lb (588nM) at 3200-5200rpm. The VR38DETT is hand assembled in a special clean room in Nissan’s Yokohama facility by specially trained technicians. Each engine is assembled by only one technician. Aside from just making raw power, the car actually meets ULEV emissions standards, which is more than you can say for most 400+hp street cars.

Power from the engine is directed through a rigid, lightweight carbon-composite driveshaft to the transaxle– a rear mounted, hand-built, six-speed BorgWarner dual-clutch semi-automatic transmission with integrated transfer case. In

Article: Z. Vader • Photos by: Lyden Thomas

Zorce • 54

conjunction with the ATTESA E-TS system and Nissan’s Vehicle Dynamics Control (VDC-R) power is sent to all four wheels. Even the wheels themselves have sensors for accurate individual wheel speed readings. The system also fea-tures electronic traction control, plus a 1.5-way mechanically-locking rear differential. The vehicle dynamics, transmission and suspension each have three modes: “Normal” for everyday driv-ing, “Snow” for low-traction situations and “R” for maximum performance. The VDC-R stability and traction control that modulates braking and engine power has the option to be turned off, although we would not recommend this to anyone but very advanced drivers. Of course, the car cannot prevent its own accidents! At the end of the day what happens to the car is still very much up to the driver.

The owner of this particular GTR, Rahin Seemun-gal puts it this way, “This is a car that will drive you if you do not learn to drive it. It takes a lot of getting used to. If you take the time to do this you will be a lot closer to extracting the car’s performance potential.” As with many semi-auto

double-clutch-gearbox equipped cars, the GTR is brilliant at speed but demands extra care when executing parking lot duties and when inching up in traffic as it is always ready to get going.

When it’s time to undo all the acceleration, Brembo 4-wheel disc brakes with ABS, Brake Assist, EBD and Preview Braking are activated. Six-piston front and 4-piston rear monoblock calipers clamp down on two-piece, floating-rotor 15-inch front and rear discs with diamond-pat-tern internal ventilation. Suspension behaviour is electronically controlled for comfort, normal and R mode by varying the damping force of the Bilstein shocks. These are matched with pro-gressive rate springs and hollow front and rear torsion bars for a very flat cornering attitude that allows a user-defined amouny of body roll and overall stiffness. The trunk, doors and bonnet are all made of aluminium to trim weight and effectively lower the car’s centre of gravity.

According to Nissan, the car can clock up to 193mph (311kph). Zero-60mph times were previ-ously 3.8 seconds, normally and 3.2 seconds us-

ing “launch mode”. This has since been revised to 3.5 seconds for drivetrain longevity for all ‘09 and onward cars. In the quarter mile, the R35 was recently tested by Car and Driver magazine, run-ning a blistering 11.5@126mph! Then there’s the lap time at the Nürburgring circuit in Germany where the R35 posted a lap time of 7:26.7 with a factory racing driver and in the 7:50-55 range with automotive journalists at the wheel. How-ever, Nissan has programmed the R35’s computer to recognise via GPS when it is on a racetrack. As such, on the public roads, the R35 is limited to just 112mph or 180kph.

Nismo, Mine’s, Hennessey and other respected tuning shops have already produced fully functional modified cars. Nismo currently offers a “Club Sport” package, which comes fitted to the GT-R Spec-V as standard and which includes new dampers, wheels, seats, exhaust and a rear dif-fuser that saves 20kg and enhances performance. Hennessey, on the other hand, offers 600, 700 and 800hp packages. Like the owner of this car, we never tire of its Gundam-style (anime) looks and everytime we see it, it’s as amazing as the first.

55 • Zorce

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Audio Zorce Anatomy of the Car Show

Everyone knows about car shows but what really makes for a good car show? Anyone can hold a car show but let’s break it down

into what really happens. Let’s examine the audio and sound aspect of car shows as opposed to cars on display.

Having had the experience of attending shows in North America, the Caribbean and South America there are some differences due to the different cultures but they all have the same basic format. At these events they can all be put into four basic acategories, which can range from personal-built to shop- and/or manufacturer-sponsored installations.

Display VehiclesThese are show cars with custom-installed sound systems that can range from a basic installation to extensive fibreglass and modifications to the vehicle to accommodate the sound system for either aesthetic or enhanced acoustic proper-

ties or both. Most, if not all, will also have custom paint and graphics.

Sound Quality (SQ) VehiclesThese are vehicles with sound systems that can range from basic to very elaborate installed sys-tems for the purpose of achieving studio/audio-phile quality reproduction of sound in a vehicle.

Sound Pressure Level (SPL) VehiclesThese are vehicles that have sound systems purpose-built for generating the highest SPL (sound pressure level) inside of the vehicle and can range from a basic install as simple as a sub-woofer enclosure in the trunk, to all-out custom-built vehicles using concrete as reinforcement to the vehicle’s structure.

Bass Boxing(US) Open Show SPL (Latin America) Crowd Pleaser (Caribbean)This category varies among regions, however, it

ultimately involves the crowd’s response as part of the interaction and results of the competitor. There are other variances in categories depend-ing on the judging format used at the event.

Generally, the show floor is laid out in a struc-tured manner, separating the different formats into different locations so that one would not affect the other. The sound quality cars require the quietest areas of the show floor, due to the nature of the competition, as judges are required to actually sit and listen to these vehicles and external floor nosie needs to be at a minimum. Usually, the systems are not played louder than 100dB or just around normal conversation levels. Sometimes there are display vehicles that also compete in sound quality and these cars are usually judged before the show floor is opened to the public.

Display vehicles are the kind you are likely to find in most in regular car shows but rather than con-

Article and Photos by: Shazad “SR” Rahaman

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centrating on OEM or antique restorations, they are typically customised vehicles with door and body kits, elaborate paintwork, custom sound system installations and reworked interiors. This area of the show floor usually has the most foot traffic. This is also the area where shop owners and manufacturers would also have products on display, as well as on demo.

The SPL section usually requires some room to allow the vehicles to enter a competition lane that leads to a judging station. There, specific test equipment is used to measure the Sound Pres-sure level inside the vehicle while the doors are closed. As at the end of 2009, levels of over 182dB have been achieved and measured.

Bass Boxing (US) This is where competition vehicles play regular music and a total score is tallied of peak and average SPL measured from both inside and out-side the vehicle while playing for the crowd. The competitor with the highest total takes home the Bass Boxing Belt. This is usually held away from everything else due to the noise generated from both the vehicles and crowd’s response. In 2009 we have seen vehicles with average SPL readings of around 160dB while playing.

Open Show SPL (Latin America)This format is a variant of the Bass Boxing competition and gets the crowd involved as

part of the scoring process. The crowd response (cheering for a vehicle) is also measured and added towards the total scoring for that vehicle. In Latin America there are some very effective custom purpose-built vehicles for this competi-tion format.

Crowd Pleaser (Caribbean)While being the most controversial competition format, it is the most crowd interactive of the three versions of this type of competition. At present, no measuring equipment is used and competitors are judged based on the crowd’s response after competitors have played three rounds for the crowd. There is also the “judged” version of this competition where a team of judges score each vehicle. This was first started in the late 80s to early 90s locally, and has now evolved to its present state. As such rules and regulations are constantly being revised to make the format as fair as possible due to the high level of popularity this has achieved. The Crowd Pleaser competition is usually the last event that is run, as it usually has a build-up before and for the duration of the show, with challenges being thrown between competitors prior to the show date.

Recently, we have also been to other new types of competitions, such as an installer’s challenge where teams have 24 hours to build a competi-tion-ready sound quality vehicle. Locally, we have

had a “box build-off” where five teams have a specific time frame to build a competition-ready SPL enclosure. They compete with it, with the winner taking home the sponsored equipment and built box.

Sadly, due to the drop in the economy over the years, some sponsors have slowly pulled out. As we look into 2010 and beyond, however, things seem to be picking up in the car audio industry but it will take a little time for things to return to normal. I would like to see local shops and dealers getting involved again in shows to represent and support the industry. Without it, they will be affected the most. More display booths are needed, as well as better education to would-be participants on product and competi-tion formats. IASCA Caribbean is committed to supporting the car audio industry and will assist wherever possible.

Shazad Rahaman is the head judge and affiliate holder for IASCA Caribbean, and is a regular judge at Spring Break Nationals in Daytona Beach, Flori-da, USA. He has also judged at various World Finals events and the Latin American Finals in Bogotá, Colombia and is also a Car Audio Nationals judge. Shazad can be contacted at caraudio@tstt.net.tt

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Tourist Trophy - The Fast Track

A quick guide to the workings of and rapid progress in Tourist Trophy by videogame-a-holic (a.k.a. 4everstock) Calvin Ramlakhan

Polyphony Digital, makers of Tourist Trophy are the same people who made the Gran Turismo series.Yes, it’s an old game but a

lot of people still don’t know about it.

The game is a lot like the Gran Turismo series, more specifically, like GT4 with motorcycles. Nevertheless, it’s still a great racing game in its own right. There are more than 120 motorcycles to ride in Tourist Trophy. The selection of bikes is limited– mostly Hondas, Yamahas and Suzukis, but with some really wicked bikes from BMW, Ducati, and Triumph as well. The motorcycles range from lightweight 125cc two-strokes to heavy 1,000cc-plus bikes and there’s even a 1,400cc bike.

Regardless of how similar the bikes may be, they all have a distinct look, sound and feel. The detail on the bikes matches or even exceeds what you’ve come to expect from Polyphony Digital. You can see the rider’s hand turn the throttle and his foot move when the gears change. The differences between all of the game’s bikes are readily noticeable from the first time you hop on one. From weight to turning radius to power, every bike feels wholly different and like its own beast. You’ll even find that some bikes handle high speeds much better than others in terms of things like stability and speed wobbles. The heavy bikes are great for speed but can be tough to stay on top of in tight turns. The lighter bikes are quick and nimble but don’t have the power

to keep up in the straight sections. Everything from the way a bike starts to shake as you hit speeds of 200mph or more, to the sound of wind rushing past your helmet as you top out in a straightaway is just amazing!

All in all, though, the game looks great and if you’re a motorcycle enthusiast, you’ll enjoy watching the replays of the races almost as much as you’ll enjoy racing. I actually only had a mild interest in motorcycles, but as I got more into the game the interest grew. You learn a lot about each motorcycle since the game provides detailed information on each one, reminiscent of GT2 where you got info on each, like specs, performance and a brief history. I actually feel that this game requires more skill and discipline from players than for Gran Turismo.

Tourist Trophy is composed of two main modes: Arcade and Tourist Trophy. Arcade mode is the place to go if you’re just looking for a timed run, a quick race against up to three computer-controlled opponents, or a two-player split-screen race. Tourist Trophy mode is the equivalent of a career mode, where you start out by earning a licence and then work your way through various racing events and challenges to access new bikes and more challeng-es. It’s similar to Gran Turismo mode in concept, but with some significant differences. For one, there’s no money in Tourist Trophy mode, so you can’t buy the bike you want. You earn new bikes by winning challenges and race events.

There are dozens of challenges to choose from but they are locked according to the licences you’ve completed. The licence tests are extremely easy, though, so you might as well finish them all first thing to get them out of the way. And just as Gran Turismo, they actually help to train you in the correct or better way to ride/drive, as well as develop your instincts and reflexes. What you do to get a specific bike is to choose a challenge with that specific bike and you will win that bike by completing that challenge. The challenges are all pretty much the same, requiring you to overtake an opponent after starting at a disadvantage and then maintain the lead for 10 seconds or cross the finish line first, whichever comes first. Some of the challenges can be completed in less than 30 sec-onds but others can be quite difficult, especially because you will be disqualified if you leave the track, fall or crash, or cause your opponents to fall or crash. Since these challenges are all available as soon as you complete the licence tests, you can conceivably pack your garage with a couple dozen bikes after just a few hours of playing.

The best bikes are awarded for completing race events. There are 22 race events to start out with but you can unlock several more by winning cham-pionship events. The events are all themed and most are restricted to specific types of bikes. There are events designed around specific bike models, eras, and sizes. Most of the events are single, three-lap races where you’re awarded for each individual race. There are also a handful of championship

Calvin’s Rating

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events where points are awarded for each race and the person with the most points at the end of the series is the champion. Most of the events aren’t very difficult, and they’re short enough that they can be completed (or repeated, if necessary) relatively quickly.

The second major difference between Tour-ist Trophy and Gran Turismo is in the vehicle customisation. In Tourist Trophy you can tune your race motorcycles by adjusting the gear ratio, brakes, shocks, tire compound and exhaust, while the road motorcycles only allow exhaust and tire compound changes. But the tuning is extremely basic and is nowhere near as extensive as in the Gran Turismo series.

Here’s a helpful tip: with the upgraded exhaust and softer compound tires you can make a faster lap time but the tires get hot and lose grip after the second lap, so even though a lot of the races are only three laps at a time, your third lap-time will be horrible. What you do is mount the soft compound tires and better exhaust and do a qualifying lap. It should be easy to secure a best lap time, which would put you in pole position. Then, before you enter the actual race, change back to the lower grade exhaust and harder tires, which will last you through the entire race.

Whereas in the Gran Turismo series you can turbocharge the car or make intricate suspension

adjustments, the ‘tuning’ in Tourist Trophy actually comes mostly in the form of rider positioning. There are a wide variety of rider position settings for both cornering and riding in a straight line, which actually changes the way the rider and mo-torcycle make it through the corners of the various courses. Instead of camber settings, you adjust things like riding style, seating position, body lean, head roll, position of arms, knees/legs etc. And of course you must vary rider settings based on the bike and the type of track, e.g. short, long, plenty corners, more straights, higher speeds etc.

You can win all sorts of licensed riding gear from manufacturers such as Alpinestars, Shoei and Arai. You’ll see quite a variety of turns as well. Some are fast and exhilarating, while others demand hard braking and precise timing. There are more than 30 courses in all, the courses all look great and there’s plenty of variety to challenge every facet of your racing skills. The only thing is that all but one of the courses are recycled from the Gran Turismo games, so it will feel like well-worn territory if you’ve played those games. It’s still a very different experience on two wheels, though, and all the courses feel well suited to motorcycle racing.

The third major difference in terms of gameplay is managing inertia under acceleration and braking, especially with full race bikes. So, instead of setting traction control and stability control, you have to manage the rider’s attitude. When accelerating

you need to lean the rider forward and under braking you should pull the rider back. This adds another dimension to gameplay, especially with other competing riders on the tracks. Thankfully, there is an “easy” setting that automatically does this for you until you are ready for more advanced riding. Throttle control during cornering is now more important than in Gran Turismo. You can’t cheat and use the rails to slow down or bank hard and if you go too close to the rocks, you are liable to knock the rider off the bike.

Picking the right bike to race is the best way to help you on the way to victory. Choose an underpowered bike and you won’t stand much of a chance of catching up, no matter how good you are. But, if you have a fast bike, you can easily compensate for sloppy cornering with quick acceleration and/or a high top speed. Ultimately, you should choose the bike with the best power-to-weight ratio.

Tourist Trophy feels very familiar but at the same time it doesn’t just feel like motorcycles were forced into a Gran Turismo game. The motor-cycles all look and handle great and there are plenty of events, challenges and courses to keep you coming back for more. If you’re even slightly interested in the world of motorcycles, you’ll find a lot to enjoy in Tourist Trophy.

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Author ised dea l e rs for Spark Tech I gn i t i on Systems

The use of water or coolant, while required to keep the car cool, is not the single thing that keeps your car cool. That is to say, water

and/or coolant works as part of the overall cooling system. Your radiator cap, thermostat, water pump, hoses, connections and other components are responsible for allowing the water/coolant to take heat away from the engine and dissipate it into the atmosphere. While many radiator additives advertise that they raise the water’s boiling point, this can only help by a very small margin, usually around 13˚C. When you consider the kind of heat generated inside an engine block, this is a minis-cule difference.

If your car is genuinely overheating, adding cool-ant or switching to another brand will not solve your problem. A car’s cooling system is designed to work with all components intact and chances are there is another problem with the system itself, which will need to be addressed first. Something as simple as the placement of a car’s registration plate can affect airflow to the radiator, or perhaps the thermostat or an auxiliary fan may be failing. That being said, we are going to examine the benefits of a new eco-friendly water-replacement liquid now available in T&T called Super 2000 Ra-diator Additive. As we examined in an earlier issue of Zorce, the thermostat is an integral part of the modern-day car’s coolant system.

Anti-freeze in the tropics?Twenty years ago, the makers of Super 2000 (Freez-etone Products Inc. of Doral FL, USA) recognised that coolant was being sold with anti-freeze to

tropical state markets, which would never experi-ence winter. The main component that provides the anti-freeze property is ethylene glycol, which is a by-product of petroleum production. Ethylene glycol is one of the few oils that can be homoge-neously mixed with water and many other liquids. The remaining components that are typically found in most anti-freeze/coolant mixtures are present to prevent rusting and corrosion. There are also additives to dilute the ethylene glycol. As many professional mechanics know, all vehicle cooling systems are made with metals. As such, to prolong engine life, it is recommended that cool-ant/radiator additives are used instead of plain, distilled or filtered water to take advantage of the anti-rust and anti-corrosion benefits. Of course, no anti-freeze means a cheaper radiator additive and more money in your pocket for the benefits that you actually use.

Radiator additive or coolant instead of waterUsing plain water in your engine will cause it to rust and corrode– shortening the engine’s life even if the car is not being used. Even if the engine block lasts, what about all the small metal connections for water hoses that are typically in hard-to-reach areas? In a few short years they can corrode, rust and break, allowing the coolant to escape and causing your engine to overheat.

Despite its ability to rust metal, water is an es-sential precious natural resource and in the long run, it isn’t free or cheap. We need it to live. If all the world’s water was represented by a gallon of water, less than a tablespoon (or around 3% )

would represent the amount of fresh water avail-able. Drilling a proper water well is by no means an easy task. Desalination is an alternative but it is also a very expensive process. Bottled drinking water is actually more expensive per litre than gasoline. Should we really mix it with toxic mate-rials then dump it down the drain?

Eco-friendly and effectiveSuper 2000 Radiator Additive is actually proven by the US Department of Agriculture to be non-toxic and non-flammable, whereas other coolant mixtures that contain anti-freeze can poison and kill pets and humans. Super 2000 is also biode-gradable and will not harm the natural ecosys-tem or water tables, yet meets the ASTM D-1384 standard for anti-rust and anti-corrosion. We were also shown two exhibits, both prepared just four months earlier. The first contained plain water and small engine parts like springs and bolts. The sec-ond contained the same parts and was filled with Super 2000 Radiator Additive. We were amazed at how quickly the parts in the water had turned to rust. Imagine that happening to the inside of your engine and it becomes quite apparent why one shouldn’t use plain water. There is also a heavy-duty version of Super 2000 available for diesel vehicles.

Where to buy?Super 2000 is distributed by Seecharan Auto Spares and is available wholesale or retail. If you would like to become a reseller, you can contact them at (868) 623-7474, or visit their website at www.seecharanautospares.com.

Article and Photos by Kendrick Sooknarine

Zorceology Super 2000 instead of water?

On the left,fine metal parts in pure water, on the right, in Super 2000 Radiator Additive, both at four months

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Since the discovery of fire, external sources of energy have been an integral part of human existence. Mechanical mobility has

brought with it more efficient construction and production. The motor vehicle, in particular, has been a prime object of desire for over 120 years.

The basic technology of the ‘horseless carriage’ remains the same since Karl Benz’s 1885 inven-tion of the ‘motorwagen’. Meanwhile, communi-cations, robotics, computer science, weaponry and medicine have all advanced by leaps and bounds during the same period. The main reason for this is that profit from exploiting fossil fuel energy has trumped the need for significant improvement of what remains, effectively, a box on wheels.

Economic necessity, and to a lesser extent environmental concerns, now allows us to have a sniff of the winds of change in gaining signifi-cantly more utility from our favourite toys. The promise of 200mpg is finally credible. The miles per gallon may possibly be a gallon of water, even if practical widespread use is still more than two decades away.

In 20 years, persons like myself who will be senior citizens, will still be allowed to conduct mechani-cal devices by means of voice command, eye movement or whatever the technology of the moment allows. In the meantime, we need to content to ourselves with the status quo.

The technology behind acquiring a vehicle has also changed significantly over time, making car ownership universal– you can even find and buy

a new or used car online or even sell it there. And in today’s market there are many fine choices that meet the various lifestyle needs of today’s society. With the advent of online social net-working, even the technology for determining people’s tastes has evolved.

To this end, institutions such as Venture Credit Union Co-operative Society Limited are continu-ally developing the means by which personal vehicles become affordable. As the attraction to mechanical devices continues fascinate, finan-ciers will always be working on means to make ownership accessible to everyone. We’re happy to help you enjoy what the world has to offer.

Patrick TamGeneral Manager, Venture Credit Union Co-operative Society Ltd

Autós Mobilis

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There is a scene from my favourite Star Trek movie (Star Trek II: The Wrath of Khan), where Captain Kirk is being challenged for never

having faced death. Back in his Starfleet Academy days, young Cadet Kirk defeated a simulation designed to challenge aspiring captains in a no-win scenario, and certain death. Our hero rewrites the simulation and cheats death. Fast-forward to the plot, and Kirk is for the first time, forced to confront his own mortality. Being the heroic Starship Captain, Kirk makes the tough decisions, and saves the day. This time however, he loses his Chief Science Officer, and closest friend. Ultimate-ly Spock’s parting wisdom is painfully true: “The needs of the many outweigh the needs of the few… or the one.”

Most of us have hard decisions to make every day. Usually it’s nothing quite as epic as saving the Galaxy. More than likely, they revolve around how much mortgage payment we can afford, local ver-sus foreign-used, or whether to grab that last pot sticker that everyone is pretending not to want.

My own quandary came recently, as I had to make the most critical decision of my life. Yes, I finally had to choose a colour for the MGB. After nine years of hearing ripe silk-fig jokes, I now had the power to escape the dreaded veil of yellow and paint the car in the colour I really wanted.

Up to now, I suppose I never really had to make any major decisions. I got kicked out of the science class in secondary school, so business studies fell into my lap. I went to the University of the West Indies because they accepted me, apparently, so no maths there. My girlfriend/wife-to-be made it pretty easy on me, too. No archaic courtship she-nanigans there. Captain Kirk never had it so easy.

Some of you out there may be wondering why all the drama over a simple colour change. I know people who seem to change the colour of their car almost every month. Some enterprising fellows even drive cars that change colour for themselves! I am unsure how they find their cars in mall car parks. I have trouble finding mine, and it has always managed to stay the same colour all by itself. Yet unlike the elusive iguana in the empty lot next door, these colourful cars never seem to blend in with nature.

Before I elaborate on my latest dilemma, I should first point out that I really hate the colour yellow. When my father told me all those years ago about a nice yellow MGB GT for sale, I told him flat out, “I DO NOT WANT A YELLOW CAR.” Naturally, his per-sistent enthusiasm got the better of me and we went to have a look. My first thought for the little yellow car was, “Hmm. Well, it not THAT yellow…” Besides, I could always paint it in a proper colour once it was mine.

So here I am, nine years later, and the car is still yellow. The plan to repaint the car became one of those ‘next year for sure’ projects, while other things like racing, suspension rebuilds, other cars, and life, took priority. Over the course of those years, the faded yellow began growing on me. The longer I owned the car, the greater the famil-iarity, like being able to pick out YOUR generic brown pot-hound from the apparently endan-gered strays that used to roam the streets before all the... well, you get the idea. I see the car and I feel that connection. My car, my old pal, through thick and thin, breakdowns and quarrels with the wife over ‘that stupid yellow car’.

Thus, the decision whether to change the colour was not an easy one. Whatever I chose, I would have to live with for a very long time. People who know me also say they identify me with the car. Not just the car– the yellow car; that it suits me… things along those lines. I always thought they identified me by the worn-out jeans and James Dean good looks but such is life. Besides, any other colour would not match the wedding pictures.

My personal favourite colour is silver and I toyed with that option for a while. I finally decided against it, having actually seen a silver MGB GT, and deciding I don’t need another toaster. My father was leaning towards British racing green, but I thought it too much of a cliché. There are enough green British sports cars in the Galaxy already anyway. Not to mention, research showed two differing schools of thought on which shade of green was really British racing green. My Moss catalogue (Moss Motors catalogue, not a catalogue of moss) lists light BRG and dark BRG. Hmm… In the end, my three favourite ladies made the decision for me. My wife, mother and

sister all agreed the car should remain in its ‘origi-nal’ colour. Who am I to argue?

It was hard enough deciding to keep the car in its original colour. Choosing silk-fig yellow was a whole other drama scene altogether. While I was up to my tappets in colour debates, the car was stripped to bare metal. Gasp! No yellow for the paint shop to match. My solution was to go down with some photos and look at some colour charts, since the only lead I had on ‘my ‘ colour was the name, canary yellow.

I chose a colour from a chart that I thought matched the image in my head and that was that… or so I felt. This paint thing was trickier than I thought. With the first few coats applied, the car was clearly more dhal and less fig, looking like a Nissan Cube that was molested by a hydrau-lics bouncy-car at a local car show.

Crunch time. Should I leave the car as is, or dig into my cobweb-infested pockets again and change the colour? I took my gals down to see the car and they all agreed the Cube yellow had to go. Only problem facing me now was how on earth to find the correct shade. With silk figs out of season, I struck upon some rare good luck. I had opted to resurrect my old spare aluminium bonnet and the original one lay in a corner, wait-ing to be discovered. Initially, I thought it was stripped but as luck would have it, the body man decided there was too much filler to scrape off. The day was saved!

The car is now looking the way it is supposed to and the Galaxy is now safe once again. Tough decisions come in all forms but it is the ones that ultimately pull at our heartstrings that are the toughest. And when that heart is a lighter shade of yellow, they can be the toughest of all.

A yellower shade of pale... Article by: Kevin Singh • Photos by: Kevin Singh, the Federation, the Banana Republic and the dining table

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