ContentsZorce14: ContentsMay 15, 2011, Alton, VA

Daniel Ramoutarsingh and JR Mo-torsports in the #18 Trinrico Steel & Wire Products Jaguar XKR battled

it out in Round 3 of the 2011 SCCA Pro Racing Trans-Am Series event from Virginia International Raceway, capturing a second place podium finish.

Daniel, a native of Trinidad and Tobago, crusaded the JR Motorsports #18 Jaguar, around the 3.27-mile, 17-turn track in the 31-lap, 100-mile event. “The car was loose all day... It (the car) really took a lot of abuse, but we came out on top! We had a rock solid run and are thrilled to take our podium finish in this event at Virginia in the Trans-Am Series!”

“I was confident in the capabilities of the car we had, and so proud of the crew for working hard and giving me their best. JR Motors-ports is pleased to run well for them, as well as Trinrico, and for all the good people that support us and have made themselves so valuable to our effort as we enter our second race as a team!”

J a n u a r y 2 0 1 1 – M a y 2 0 1 1

Editor-in-Chief: Narend SooknarineWebmaster: Kavita S. Fonseca

Contributing Editors: Kevin Singh Kendrick SooknarineNigel Ali Ryan Peyrau Duane BoodasinghGary Yeo Nebert Marin

Engineering & Technical Editors: André Crichlow C. Christian CozierAndré Edwards Calil SooknarineAudio Editor: Shazad RahamanInternational Editor: Victor Sooknarine

Photographers Devi Nath Bruce Anton& Video Crew: Joe Cool Gerrard WilsonRyan Ramsaran Aaron Achan Lyden Thomas Dewayne Thomas Roger Edwards-Barran Nicholas La Touche Kendall “Dat Guy” Layne

Editorial Consultant: Sabrina VaillooBusiness Consultant: Wayne Oudit Advertising Sales: Cheryl BocasPrinting & Binding: Eniath’s Printing Co. LtdProduced by: Zorce Publications Ltd

Advertising & Features: Cheryl: (868) 678-3962 or 669-4589, frontdesk@zorce.comNarend: narend@zorce.com

Distribution & Restocking: Periodicals Ltd. (T&T) Tel: (868) 623-8752Arvind Dattoo (North) Tel: (868) 772-9536 Nigel Ali (South) Tel: (868) 680-8136Ancil Lynch (South) Tel: (868) 395-0654Vivek Maharaj (Central) Tel: (868) 492-6359

Photos, Photo Prints, Posters: Devi: (868) 680-6747 • Bruce: (868) 367-1924Gerrard: (868) 784-0171 • Lyden (868) 784-2364Antony: (868) 737-4008

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Daniel takes the podium at SCCA

Trans-Am Virginia!

Subaru invites everyone to take a tush in their popular new models; Toyota prowls the avenue and stirs up the crowd at Shakers Bar; and the world is going crazy– from high-performance hybrids based on the 911 GT3 to ultra-light racing Miatas– we check out the latest...

We have the latest on Sheldon Bissessar, highlights of Rally Trinidad 2011 and all the action of the San Fernando Grand Prix 2010.

Enjoy the first drives of the new Volvo S60, Chevy Cruze, MINI Country-man S, Kia Cerato, Suzuki Celerio, Chevy Aveo and Volvo XC60!

Trinidadian-born superbiker Dominic De Leon races in England.

We find out about RCOTT, the new radio-controlled racing club in T&T and get an exclusive pass to the private exotic car show, Boyz ’N’ Toyz II.

Zorcerazzi News

MotorSport

Test Drive

Moto-Z

Z-Scene

We revisit an MK Promotions Car Show and Sound off at the Ato Boldon Stadium in Couva.

Red Bull makes a prototype next-generation virtual Formula race-car that breaks all the rules in the video game Gran Turismo 5.

We take a tour of Sookhai’s Diesel Services Ltd, also known as the Bosch Service Centre and learn more about their capabilities.

AudioZorce

Z-Games

ZorceOlogy

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We have been driving. A lot. This issue is chock full of test drives with cars that embody untapped potential pending

the arrival of your right foot. We’ve got smaller cars like the Chevy Aveo and the ultra-frugal Suzuki Celerio, which sounds like celery and reminds us of salad and weight loss plans. However you look at it, this is by far the most economical car we have ever tested at 53mpg! That is truly amazing considering that hybrid cars offer similar real-world mileage. The Kia Cerato roped us in with its swanky looks that got loads of attention and reliable performance, while the Chevy Cruze provided us with unexpected sur-prises with its smoothness and build quality. The MINI Countryman S had us smiling as it showed that heavier cars need not be any less agile but rather more practical; our cover car, the Volvo S60 2.0 turbo simply had us giddy with delight. For good measure, we also decided to have a go in the XC60, which offered car-like performance in a handsome SUV package.

After a notable start taking rookie of the year, followed by a dismal 2010 season, it’s great to see Daniel Ramoutarsingh on the podium again.

With the story breaking at presstime, he is now featured on our contents page.

Daniel took second place at the SCCA Trans-Am meet in Virginia. Sheldon Bisses-

sar, not to be outdone, also reset the IHRA Top Dragster World Record to a mind-boggling 5.68 seconds, which is the first

ever pass in the 60s range for this type of car. Rally Trinidad is also in this issue showcas-

ing some of the highlights of Trinidad and Tobago’s largest annual motorsport event

where Jamaicans Panton and Fennel took the overall win in their WRC Ford Focus. This

event has been steadily growing, attracting an ever-improving field of competitors and has received international acclaim for the quality of the stages. The streets of San Fernando, Trinidad’s second city, were lit up as crowds estimated at well over 20,000 people enjoyed the once-in-a-lifetime experience of the San Fernando Grand Prix, which included exhibition circuit races, kart races and bike drag runs. The town of Arima was next in line for a similar event but unfortunately this was postponed pending approvals. Perhaps in our next issue we will be able to present you with exciting coverage from the AGP.

It’s been roughly ten years since our Issue Prim-era was printed in December 2000. Zorce came at a time when many local magazines were print-ed in one or two colours and looked more like newsletters. We saw the hand cut photos, read the rough draft articles and decided that our at-tempt to fill the needs of automotive enthusiasts, motorsport fans and car buyers was destined to meet international standards. We printed our first issue at an unusually high print resolution, a specification that is still maintained, offering more detail even in smaller photos. For those of

you with full collections of back issues, you know what we are talking about. Fast forward to today. This is our 14th issue, ten years later and it has been quite a journey. We would like to thank all our advertisers and readers for your support and all the production people who burnt the candle at both ends to help get Zorce published.

With this in mind, the entire team at Zorce would like to offer our deepest condolences to our Au-dio Editor, Shazad Rahaman who lost his mother recently. We remember her dearly, coming to check on the boys and take a stroll while we lit up the grill enjoying a few cold drinks in the back yard of their Valsayn home. Look out for Shazad’s regular column in Issue #15 where we will bring you the highlights from the 2011 IASCA Spring Break Nationals in Daytona, Florida. The same goes to Wesley “Honda Ho” Nandoo, whose dad has also gone to the great beyond.

In the next issue of Zorce, you can look forward to our chat with the gorgeous, and very me-chanically inclined Christine DeGannes who managed to capture loads of attention from the rally fans while ‘spannerating’ on Crism’s Group A Evolution Rally Car. We’ll also take a closer look at Vishal Dhanraj’s Gulf Oil-sponsored Evo III Rally Car; Ryan Peyrau’s Lifestyle Mo-tors/Shell/Monster Suzuki Swift Rally Car; and the TTKA 100cc class kart racers. We highly anticipate driving more than a few brand new cars like the stomping new 4.0-litre V6 Toyota FJ Cruiser and the sleek new Hyundai Sonata and Elantra to name a few. But that’s enough hinting at Issue #15 for now, time to get on with the issue at hand. Oh! We’re building a plane for Red Bull Flugtag on July 3! Be there or be square. May the Zorce be with you!

Editor-in-Chief Narend Sooknarine turns 33 this year. This means that he will now appreciate smoothness, refinement and quiet exhausts like people his age. Or not. The RX-7 is back! After a cold Red Bull, the solodex cones are gonna get it!

Gerrard WilsonGerry loves racing, particularly the disciplines of circuit and rally. From the formative days of Rally Trinidad, Gerry grew from professional spectator to full-fledged photographer with a knack for catching the most dangerously good shots. Gerry is notorious for personally inspecting the stages in search of the perfect spot, so much so that he is sometimes pacenoted by local rally drivers. Gerry’s love for photography has blossomed into different areas, such as weddings and other types of event coverage. Check out his Gerrard Wilson Photography page on Facebook!

Herman MotieramHerman is one of the original distribution team members for Zorce magazine. From the early days in the hot sun at Autosport Drag Racing meets in Wallerfield to late nights at car shows, Herman is always willing to help everyone get their dose of Zorceness! An electrician and mechanic by trade, Herman has also spent a few nights with us on Project RX-7 and other ‘spannerative’ efforts; he is a real trooper. Next time you see him at an event, feel free to purchase a copy. He won’t bite– we hope.

Coming Soon!

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Subaru Test Drive a Super Model Event

Zorcerazzi News

The game has officially been changed. Subaru’s Test Drive A Super Model day started out with just a few people strolling

in and looking around but quickly grew into a crowd of test drivers. After a while they figured out that the test drive registration would also get them a free copy of Zorce Issue #13 and a cool themed T-shirt. Sorry, guys– we can’t help you get one now– you just had to be there. Next, they also came across the stunning Subaru promo-tional girls who were more than happy to show everyone around and get them ready to drive. On site were roughly 16 vehicles, ranging from the Impreza 1.6, Impreza 2.0 XV, Legacy 2.0, Legacy 2.5 Turbo, Forester 2.0 and Forester 2.5 Turbo.

John Powell’s Impreza STi was also on display but not available for any amateur test driving. Naturally, a couple of beauty shots with Subaru’s appointed ambassadors and John’s STi preceded our own test drives. Two fairly short routes were approved– either down to the Barataria Round-about or up Lady Young Road to the lookout and back. Our first drive was in the Forester 2.5 Turbo. This versatile vehicle easily flexed its turbo-charged muscles, making quick work of the up-hill section of our first drive. After a turning circle check and a quick spin down to the roundabout we surmised that despite the Forester’s size and heft, the number of doors and ride height, a few famous Subaru traits were very much intact. While it doesn’t have the all-out performance and grip of the Impreza STi or Legacy Turbo, the Forester showed that it is almost possible to enjoy the best of both worlds with comfortable seating, loads of room, lively acceleration and Subaru all wheel drive.

Next we took a ride-along in the Subaru Legacy Turbo and we can confirm after driving the 2.0 NA in our last issue, that the 2.5 is the one that packs the punch! With power on demand, vari-ous 4WD modes and enough grip and handling prowess to make it feel like a big Impreza, we wouldn’t mind owning one! Too bad we didn’t get a chance to test out the 2.0 Impreza XV though, but look out for that drive in an upcom-ing issue. In fact, the car we had our eyes on was sold, along with a few others as by now a considerable number of people were waiting for their turn to take a test drive. The most popular remark after their stint behind the wheel was, “Can I drive a bit more?” or, “I’d like to take this home with me right now.”

We didn’t quite expect a fête atmosphere, but there was a DJ on hand blasting 2011 Carni-val tracks. Synergy’s I Love My Ride presenter Rodney Granado was also in the mix and while no one attempted any wining, people enjoyed the atmosphere and the tasty, freshly made bake and shark, doubles, hot dogs and burgers and non-alcoholic drinks on offer, in addition to their test drives.

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Article by: Narend Sooknarine • Photos: Damian Luk Pat and Bruce Anton

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Toyota FJ Cruiser on the prowl at Shakers on the Avenue

With its 239hp VVT-i 4.0-litre V6 engine, suicide doors and booming sound system, upgraded locally by Toyota with

a tiny single subwoofer, the retro-modern Toyota FJ Cruiser got no shortage of attention at Shakers on the Avenue. Even calypso legend, the Mighty Sparrow stopped by to share a few tunes and take a closer look. Coincidentally he was driven to the event in his personal Toyota Corolla. Of course, ev-eryone stopped by to take a peek inside, put their hands on the wheel and give it a rev or two and naturally we caught them in the act on camera.

We did manage to take it around the block and besides getting even more attention we took the opportunity to hear the 6-cylinder’s unique snarl. Zero to sixty is rumoured to be in the low 7-second range. The engine also puts out 278ft-lb of torque through a 5-speed automatic transmission with both 2WD and 4WD modes. Sadly, there is no diesel version available (worldwide) at this time. We also

had to mount a pavement or two just for fun. The suspension made us smile. The FJ, while maintain-ing relatively minimal body roll (for an SUV-type vehicle), climbed the pavement ever so smoothly, as if it were riding on balloons. All reports indicate that the FJ’s off-road ability is remarkably good, with excellent wheel articulation and state-of-the-art four-wheel drive system.

Some found it looked like a Hummer, but thanks to the old-school Toyota Land Cruiser (complete with off-road tires, fog lights, tow-hook and also pack-ing a six) parked outside Shakers, it was easy to appreciate the obvious Toyota heritage. We loved the low roofline and the wide stance that actually dictates that the FJ carry three mini-wipers instead of the usual two bigger ones for the windshield.

There’s a lot more to explore in the Toyota FJ Cruiser, so stay tuned as we tour T&T and take a full test drive in an upcoming issue of Zorce!

Article by: Narend Sooknarine • Photos: Scully Studios, Desmond Clarke and Curtis Khan

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New Goodyear Fuel Max technology

Arima Grand Prix ’11 cancelled, rescheduled

After a successful planning period, where approvals were granted and permissions were given, the Arima Grand Prix was

launched a few weeks prior to the planned Easter Sunday date. The event was designed to bring the exhibition racing experience to the residents and fans in the Arima area and was open to the general public. Like the 1986 San Fernando street legal racing event, which many people still vividly remember today as a life-changing experience, and the more recent 2010 Festival of Sport and San Fernando Grand Prix event held last November, this event would have seen the streets of Arima around the Larry Gomes Stadium come alive with the glorious sound of full race machines at full throttle.

The 2010 Festival of Sport/SFGP was the brain-child of Selwyn ‘Bunny’ Persad, past president of TTASA, current NACAM FIA delegate, and PRO Secretary General on the board of NACAM, and was organised with the support of more than 30 committee members. The City of San Fernando and the Ministry of Sport and Youth Affairs had granted all the necessary approvals. See more comprehensive footage of this event in the Mo-torsport section of this issue.

The Arima Grand Prix was being organised by a smaller committee spearheaded by Jameer Ali, chairman of the government-established Motor-sport Project, and by Rawle Mahabir, President of the Motorsport Association of Trinidad and Tobago. During the early planning stages, Selwyn ‘Bunny’ Persad was also involved. The event was also backed by the Honourable Minister of Sport and Youth Affairs, Anil Roberts, and by His

Worship The Mayor of Arima, Ghassan Youseph. The event planning progressed smoothly until the necessary approvals were blocked by the Assistant Commissioner of Police. This came after requests from TTASA asking for the yet-to-be sanctioned event to be stopped. At the last moment, local police authorities offered the organisers the option to scale down the event to a regular car show, which they were not pre-pared to do. As a result the event was cancelled on Saturday evening as structures were being erected and the 5,100 Arima Grand Prix 2011 Commemorative Booklets were being collected from the printers.

While the San Fernando Grand Prix was a safe and very successful event, the organisers of the Arima Grand Prix sought to incorporate the ideas that worked in San Fernando and take safety measures a step further, adding Yodock water-filled barriers to prevent any possibility of racecars crossing the centre divider and having a head-on collision. This particular addition was seen as necessary to safely conduct multi-car racing and guarantee fans an authentic racing experience. This measure had also been a direct response to great public concern at the time over fatal road accidents involving cars that had crossed the highway median.

As at presstime, the information received is that the Arima Grand Prix is back on track for either a May 22 or June 19 or 20 race day. Like the SFGP, Arima will be an exciting mix of motorsport’s best in the fields of circuit racing, karting, motocross, supermoto, drifting and drag racing exhibition races and display runs. Patrons will be allowed

to visit the pit area and collect autographs from their favourite racers, including IHRA World Record holder Sheldon Bissessar. With full safety in place, a team of marshals, backed by police, ambulance and fire services, AGP ’11 promises to be a great family experience. There will be a bouncy castle for kids to enjoy and live entertain-ment after the day of races. Proceeds of the Arima Grand Prix will be donated to select schools in the area. Patrons can receive their free copy of the AGP ’11 Commemorative Booklet at the event.

We hope that the people of Arima get to have their taste of the action as well. Once all goes according to plan, expect full coverage in Zorce Issue #15 and on www.zorce.com.

In today’s economic climate with fluctuating gas prices, many drivers are trying to save

money by using less gas. With the introduction of the AssuranceCS Fuel Max, Goodyear is respond-ing to this consumer need by expanding the reach of Fuel Max into the Crossover (CUV) and SUV categories. The AssuranceCS Fuel Max features the gas-saving and traction benefits of the original

Assurance Fuel Max tire and is enhanced for the size, load and performance of SUVs. The new fuel-saving tread compound helps reduce energy loss as the tire rolls to save up to 4,000 kilometres’ worth of gas over the life of a set of four tires, estimated at 105,000km. The wet tread zone with dual aqua channel grooves enhances water evacuation off the tread for grip-ping power on wet roads.

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Weighing in at just 850kg, the Mazda MX-5 GT racecar will accelerate from 0-60mph

in just three seconds and hit a top speed of 160mph. The build of the car has been an engineering chal-lenge to get the weight as low as possible using Mazda’s gram strategy as the inspiration. Jota Sport exam-ined every nut and bolt to reduce component weight and then match the power to the weight to give the lightest and most powerful MX-5 ever built.

An important aspect of the build was to ensure the Mazda MX-5 still remained true to its roots: great handling, huge fun-to-drive appeal

and the ability to challenge bigger more powerful competition, but at an affordable cost. During the development they faced a number of engineering challenges, such as suspension adjustments, integrat-ing the 6-speed sequential gearbox, and lowering the engine. Weight-saving strategies such as, the removal of interior components, reducing component weight and dipping the shell in acid lost 15kg from the MX-5 racecar.

The completed MX-5 GT features a modified Mazda engine to produce 275bhp, a 6-speed sequential paddle-shift gearbox, carbon doors and polycarbonate windows.

Porsche plans to enter the 24 hours of Nürburgring on June 25 with a more

efficient version of the Porsche 911 GT3 R Hybrid. Most of the developments are centred around the hybrid components with a 20% weight reduction.

A portal axle with two electric mo-tors drives the front wheels and supplements the 4.0-litre approxi-mately 470hp, six-cylinder boxer engine at the rear. The output of both electric motors has increased from 60 to 75 kilowatts each. For a few seconds at a time, drivers now have almost an additional 200hp

at their disposal with the 911 GT3 R Hybrid 2.0.

The electric flywheel accumula-tor, with its rotor spinning up to 40,000rpm and storing energy mechanically as rotational energy, is now housed with the other hy-brid components in a carbon fibre safety cell on the passenger side. Thanks to the optimisation of the hybrid system’s high voltage com-ponents, the large louvres in front of the rear fenders were no longer necessary. This reduces drag and also lowers fuel consumption. All in all, the weight of the vehicle decreased from 1,350 to 1,300kg.

Up to Speed

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Based on a new architecture that will underpin the next Saab 9-3 model, the PhoeniX introduces

‘aeromotional’ design, inspired by the philosophy of the creators of Saab’s first car, the iconic Ursaab. The Phoe-niX embraces teardrop, ‘liquid metal’ forms and a dramatic jet canopy-inspired glasshouse that gives fresh expression to Saab’s signature wraparound and translucent ice-block design themes. This design aesthetic will shape and differentiate future models in the Saab portfolio.

The clean, muscular shape en-ables an exceptionally low drag coefficient of just 0.25cd. Butterfly opening doors give easy access to

a 2+2 cabin that blends simplicity with technology. It has a minimalist, stripped out feel, including a new expression of Saab’s driver-focused layout and a world debut for Saab’s innovative IQon infotainment and communications system. In true Saab tradition, there is also a sur-prisingly versatile cargo deck.

Under its rippling bodywork, the Saab PhoeniX features an electrically-driven rear axle mated to a sophis-ticated 200hp, 1.6-litre petrol turbo engine driving the front wheels. Combined cycle fuel economy and CO2 emissions are projected to be 56.5mpg and 119g/km.

Lexus unveiled the new LF-Gh concept at the recent New York Auto Show, offering cues for their latest design direction. The new face with

integrated ‘spindle’ grille is the most dominant ele-ment but there are a host of new design ideas that may make it to production models. LED lighting, new materials, electronics and dynamic systems are on the cards while minimised door handles hint at a focus on aerodynamics.

The concept car rides on 20-inch wheels, which these days is not out of the question, production-wise. A new futuristic interior built with high-quality materials and finely honed details will bring a smile to any discerning customer’s face. And of course as the “h” at the end of its name signifies, the LF-Gh is a hybrid. The sculpted tailpipes blending with the rear valance minimise the visual impact of the exhaust system, a cue to denote ultra-low emissions.

Multiple configurations seem to be the point of this new concept Rocketman–

MINI’s latest design study. With three doors and 3+1 seating, the car is aimed at the premium buyer. Wide opening doors with double hinges, variable seating configura-tions and a two-part tailgate make the Rocketman even more unique. In fact, the car can grow via the tailgate to accommodate luggage and gear even when there are four passengers in the car.

The rear lights are a trapezoidal stirrup design with high output LED lamps. The roof of the car has an integrated Union Jack flag that can glow. The drivetrain promises great efficiency with a hybrid setup good for 78mpg.

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Volvo S60 2.0 TurboArticle by: Narend Sooknarine • Photos: Bruce Anton

The Volvo S60 demands a double take. A Volvo that isn’t boxy? Yes, the new S60 flaunts sleek, sensory-pleasing curves while

still wearing a familiar Volvo face. The rear deck is stacked like a number of sedans that adopted the cue from BMW’s 7-series but communicated with the new Volvo design language. From the side the car now has a distinct flowing line and a bit of flame surfacing that adds contours where you would normally expect slabs. It’s more ap-pealing to a younger audience and combined

with stellar driving dynamics, which makes for a very exciting package– even for enthusiasts. There are also Volvo R-Design options that include a flair kit, sport seats, strut braces, sharper steering, strut tower braces, firmer bushings, monotube shocks and stiffer lowering springs for sportier handling.

With a 2.0 inline-4 turbocharged engine, the new Volvo S60 offers just over 200hp– more than enough to get your attention. Low-end torque

was an absolute joy in this configuration with the S60 scampering away easily at just quarter throttle. There is a little turbo lag when step-ping on the accelerator from zero-throttle, but on the run the car still feels responsive. The shift patterns and low-end behaviour allow you to feel a sense of rapid fluidity, however it doesn’t translate into an explosion of power at full throttle. But then again, it is 200 ponies at play, not 300. For that, you’ll need the AWD S60 T6. For most people, the standard S60 will feel like a fast

Test Drive

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car and under wide open throttle the car gathers momentum quickly enough for uphill passing, which will certainly keep you smiling.

We love the abundance of low-end and mid-range torque when the turbo is on boost and for that we’ll give the S60’s 2.0-litre engine full marks. With 220ft-lb of torque on tap, it feels like a much bigger engine than it is. In fact, the higher spec T5 version is only moderately stronger with 245hp and 240ft-lb. ECU upgrade anyone? The twin-clutch Powershift transmis-sion gearshifts are also quite smooth with the

programming cutting power between shifts. Its calibration seems to favour smoothness rather than lightning fast shifts. It’s a 6-speed unit with a tiptronic shift mode. The S60 actually sounds a little like a manual car when zooming around town at part throttle and when the transmission short-shifts each gear.

While steering feel is not quite in the league of the class-leading BMW 3-series, the S60 offers great turn in that transitions to mild understeer when pushed and is sublime up to the fairly high limits. Steering feedback was not quite as

detailed as BMW’s but there were more than enough vibrations to reveal the road’s flaws and imperfections. This is after all a front-wheel drive car and some sacrifice has to be made in order to subdue torque steer. The steering ratio was quite sporty requiring very few turns to lock, although at full lock the power steering pump seemed to be noisy– a minor detail given how joyful it is to drive this car at pace.

We suspect that a few tenths of a G can be found with some top-tier performance tires but the stock performance-minded Continentals

“The S60 passed our panic stop test easily . Volvo seems to have one of the

most effective ABS systems we have come across so far...”

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do a great job of ride and handling as is. In fact, around the Queen’s Park Savannah, (the world’s largest roundabout, which has a few straights and some off-camber corners with bumps), the Volvo S60 did an excellent job holding the ideal line while soaking up all the imperfections. This is a great testament to Volvo’s understanding of suspension settings with an excellent balance of ride quality and handling prowess, proving that you don’t need to have a hard riding car to take corners well. This should theoretically also make the car safer to drive in the wet– a top priority for Volvo owners.

Another welcome surprise was how comfortable it was in the rear passenger seat during hard cor-nering. We would normally expect to feel like we were being flung about but amazingly this was not the case for our photographer Bruce Anton, who stayed quite intact with all his gear.

The quality of materials used (stitched leather, aluminium, plastics) was also very high and its modern interior possesses a few unique and sensible details. A handy storage area behind the centre console easily holds your mobile phone, which can be linked to the car via Bluetooth. In

effect, with the phone placed there it trains the driver to use the car’s interface rather than hold the phone when driving. The instrument cluster is large and very easy to read, featuring floating dials and digital displays at the centre of the speedometer and tachometer– very cool indeed.

The S60 passed our panic stop test easily. Volvo seems to have one of the most effective ABS systems we have come across so far, with the S60 coming to a full stop with three passengers from 80km/h downhill in just a few seconds. The car remained in a perfectly straight line with the ABS

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At a Glance:0-60(s): 8.2HP: 200@6000rpmFt-lb: 220@1750-4000rpmKm/h: 230Mpg: 36Price: TT$455KVerdict: Nice looks, quick daily driver, great brakes

engaging instantaneously and effectively. Our 60km/h wiggle test meant to simulate accident avoidance, dodging dogs or perhaps even a pedestrian did evoke some tire noise but the S60 went exactly where we pointed it and never felt unstable, continuing to fascinate us as we neared the end of our driving impression.

The array of sensors make you feel like you’re at the helm of the Starship Enterprise with rain, parking and proximity sensors built in. If you like tailgating you may need to adjust your driving style since the system keeps checking to see if

the driver has fallen asleep and will slow you down if you are on a collision course with a car or pedestrian ahead. Ultimately, the system will bring the car to a halt if this is so. We also like the display, which shows exactly how close things are to the car on the centre console LCD screen, making it easy to park with confidence.

In essence, this may as well be a sultrier, more grown up alternative to the Lancer Evolution, especially if 4WD is not a high priority but safety ultimately is. The new Volvo S60 is a good blend of sport, reliability, practicality, ride quality, style,

features and prestige with a big dose of active and passive safety. We were also amused at the level of attention the car got as we were driving around town. In a word, the S60 is fantastic! What’s the price of admission to this ride? TT$455K.

Of course, the AWD S60 T6 will be more expensive and only available via special order. At presstime we confirmed that the 180hp 1.6-litre turbo version will go on sale at TT$365K, making the S60 even more economical with similar performance! Want to take a test drive? Give Neal & Massy Motors a call.

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What if they Zorced it up?

Volvo S60 BTCSTechnical specificationsRegulation: BTCS Silhouette S1Chassis: Tubular frameFront Suspension: Independent with 3-way adjustable shock absorbersRear Suspension: Independent with 3-way onboard adjustable shock absorbersBrakes: 6-piston calipers, 380mm discs at the front and 6-piston calipers, 355mm discs at the rear

Engine: Mid-mounted standardised 3500 cc V6Engine Power Output: 410hp with 412Nm at 5500rpmGearbox: 6-speed sequential. Rear-wheel driveWheels: 10” x 18” front and 12” x 18” rear Tyres: Michelin 27/65/18 front and Michelin 30/65/18 rear

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Chevrolet Cruze 1.8 LT

Like the marketing mantra says, “Don’t Just Drive. Cruze.” And the Chevy Cruze seems to be perfectly made for just that. Cruising

also means that people are going to have time to notice the car and thankfully, Chevrolet has done their homework in making it great to look at. The car is quite handsome wearing the new design face that is followed by taut, angular lines down the sides and a great looking rear end. It’s nice to see that the design trend that began with the new Aveo Concept car is being incorporated throughout the range. Overall, the European-styling is attractive and it seems that people in the streets agree as many took a second glance while we were on our test drive.

The engine is a 1.8-litre 4-cylinder unit that is typically larger than most cars in the segment offer. This engine is good for 138hp@6300 and 123ft-lb of torque at 3800rpm. The engine is no slouch and the Cruze eased up to 90mph effort-

lessly on the highway with a full complement of content passengers. We estimate top speed to be in the region of 115mph or 185km/h with 0-60 coming up in around 11 seconds. There is an up-coming 1.4 turbocharged engine that will do the deed in 10 seconds flat with 138hp@4900rpm and 148ft-lb@1850rpm. We did notice a bit of intake resonance at peak rpm on our 1.8-litre and while it seemed a bit odd at first, we concluded that it was nothing to be concerned about. The six-speed automatic gearbox made it easier for the 1.8-litre four to keep the 3100-plus-lb car moving quickly and smoothly. In fact, we would argue that the Cruze’s automatic gear shifting is probably among the smoothest in its class, not what you’d expect from an economy-minded mid-sized sedan. The 1.8 is good for 35mpg in the combined cycle while the upcoming 1.4 Turbo Eco version promises as much as 40mpg for highway driving.

The handling of this car was also very impres-sive, not only from the edgy all-out enthusiast perspective but perfect for those who prefer to cruise along with minimal fuss from all the road’s ruts, holes and creases. In fact the ride is quite good, much better than you would expect from a car in this segment. Corner entry speed was on par with Kia’s new Cerato, putting the Cruze squarely in the sporty category. The LTZ model with the largest wheel and tire package may well be better for at-the-limit handling but we were supremely spoilt by the Cruze LT’s refined blend of smoothness and performance. The days of bouncy-castle, over-cushy, sloppy-handling cars are also gone. The Cruze inspires confidence and feels safe and capable at the limit, with under-steer coming on gradually as the tires begin to protest. The car remains predictable at this point and holds the driving line well. Braking and ABS intervention are also on par with other cars in the class.

Article by: Kevin Singh and Narend Sooknarine • Photos: Bruce Anton

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Gone are the days of poorly designed, insanely cheap plastics in abundance. Say hello to a new era in Chevrolet that’s ready to take on the world with leather seats and trim with aluminium ac-cents and a vast array of controls and features. We particularly like the door lock/unlock on the centre console (normally on the driver door only), which allows the front passenger to also lock the car for additional security. The fully loaded LT model carries a larger wheel and tire package, two-tone optional leather interior and sunroof, while the basic version makes do with fabric, no sunroof and a few less features. The dashboard has large, racy looking dials trimmed

in chrome and they swing to the limit then reset when the car is turned on– a trick borrowed from a few aftermarket gauge suppliers (like DEFI). The steering wheel is thick and leather-wrapped with controls for the centre display and radio built in. The seats are comfortable and are roomy enough to accommodate even larger frames. There is a fair amount of side support although enthusiasts might prefer a snugger fit. There are storage bins everywhere and even provisions for a USB device or iPod to play through the car’s stereo system– which, by the way was pretty good too, as it was able to play low hip hop bass notes without distortion at moderate to loud levels.

This car seems to take the best of all schools of thought. The Corolla, Civic, Elantra, Cerato, Mazda3, Lancer and Jetta all have their respective strengths but the Cruze has got a few tricks from each playbook and that makes it a winner in ours. The combination of a smooth-shifting transmis-sion, decent mid-range punch and a smooth but controlled ride gives this car a modernised ver-sion of classic American driving dynamics– a per-fect package of style, value and vastly improved quality. Prices from local agents Lifestyle Motors start at TT$187K for the base model and move up to $218K for the fully loaded Cruze LT.

At a Glance0-60(s): 11HP: 138hp@6300Ft-lb: 123@3800Km/h: 185Mpg: 35Price: TT$187K–$218KVerdict: Smooth operator

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What if they Zorced it up?

“...we were supremely spoilt by the Cruze LT’s refined blend of smooth-ness and performance.”

WTCC Chevrolet Cruze 1.6TTechnical SpecificationsBODY: Chevrolet Cruze, 4 doors.ENGINE: turbocharged 4-cylinder inline, transversally installed. Distribution: two overhead camshafts, 16 valvesTRANSMISSION: front-wheel drive. Gearbox: X-trac 6-speed, sequential shift. Clutch: AP triple plate sintered. Differen-tial: mechanical limited slip differential. CHASSIS: Front suspension: McPherson strut, coil springs, gas-filled dampers, anti-roll bar. Rear suspension: trailing twist axle, coil springs, gas-filled dampers, anti-roll bar. Steering: power-assisted rack and pinion.BRAKES: dual-circuit hydraulical system. Front brakes: 4-piston calipers, 332mm steel ventilated discs. Rear brakes: 2-piston calipers, 280mm steel ventilated discs. DIMENSIONS: Length: 4630mm, Width: 1860mm, Wheelbase: 2702mm, Minimum weight: 1150kg including the driver.

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MINI Countryman Cooper S

When BMW introduced its new MINI nearly a decade ago, many felt they were tampering with an icon. Under-

standably so, as the original Mini is one of the most loved and revered cars of all time. Everyone wanted and owned a Mini, from John Lennon to the mailman. Love it or hate it, BMW’s spin on their MINI became an instant classic, achieving iconic status almost immediately.

Walking into the showroom at ANSA Automo-tive’s San Fernando branch was an experience in itself. The primary building is one of the best remaining examples of the Art Deco style of construction and if you look closely you’ll interpret the old (Ford) V8 logo incorporated in the architecture. A little way down the hill in the next building, our test car sat waiting. Even though the all-wheel drive Countryman S All4 was unavailable at the time of our test drive, we jumped at the chance to drive the front-wheel drive turbocharged Countryman S. The most obvious thing about the new Countryman is its size, making it appear very un-mini when parked alongside original BMW-made MINI Cooper.

BMW is now once again attempting to mess with perfection, by breaking all the rules with

the Countryman. They seem to have made a shrewd decision to capitalise on a whole new niche, catering to enthusiasts who love the MINI, but long for the practicality of four doors, extra ride height, and all-wheel drive. A big part of the MINI’s success has been its impressive handling. With the original’s short wheelbase and virtually non-existent front and rear overhangs, the Coo-per really does corner as if it’s on rails. It would be very interesting to see just how well all the extra amenities affect the great handling that we have come to expect from every MINI-branded vehicle– that currently includes the Hatchback Cooper that we’re all familiar with, the Convert-ible, Clubman and the recently shown concepts, Paceman and Rocketman. Naturally, we were eager to take a drive to find out!

Under the bonnet, lies a turbocharged 1.6-litre, 4-cylinder engine, with four valves per cylinder, variable valve timing and direct injection. The ex-tractor/turbocharger assembly is placed between the engine and radiator, which we assume is bet-ter overall for cooling and easy service or for fit-ting a slightly larger turbo. The engine’s compres-sion ratio is set at a fairly high (for a turbocharged engine) 10.5:1, a good figure for low-end and mid-range responsiveness. At 5500rpm, the engine

makes 181hp while peak torque is 177ft-lb spread nicely from 1600 to 5000rpm. There is an over-boost feature that allows a temporary increase in torque from 1700 to 4500rpm to 192ft-lb.

Despite the considerable increase in size and weight, the MINI Countryman S will do the 0-62mph (100km/h) run in 7.9 seconds with the six-speed automatic (non-CVT) transmission and in 7.6 with the manual. Top speed is estimated at 210km/h or 130mph for the auto and 215km/h or 134mph for the manual. Fuel economy is esti-mated at 33mpg for the automatic and 38mpg for the 6-speed manual version.

Driving out of the showroom, we instantly detected that the Countryman’s ride, although quite firm, is noticeably softer than the MINI Cooper (hatchback). While we did feel the bumps and imperfections of the road, the experience was more informative than uncomfortable. Body roll was well controlled, especially considering the extra ride height– it seems that despite the softer springs, the anti-roll bars and dampers are doing a great job. There is also a small amount of dive and squat with considerably more suspen-sion travel, allowing the MINI Countryman to join the soft-roader ranks. Overall, this new setting is

At a Glance0-60(s): 7.9HP: 181@5800Ft-lb: 177-192 @1600-5000Km/h: 210Mpg: 33Price: TT$410K Verdict: MINI upsized, but performance intact

Article by: Kevin Singh and Narend Sooknarine • Photos: Bruce Anton

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a welcome change for existing MINI owners who have grown accustomed to the MINI hatch’s han-dling prowess but wouldn’t mind something a little more family and active lifestyle compatible. Turn in is excellent and the Countryman’s ABS did quite well on our 60km/h panic stop test too. The MINI Countryman feels agile and capable yet more compliant and comfortable. The car felt stable through tight corners even when pushed to the limit, no doubt aided by the low-profile 205/55-17 V-rated run-flat tires.

Power seems to be well modulated for launches and first to second gear corners, even though the engine is eager to light up the fronts. Accelera-tion feels strong and the MINI easily climbed past 110mph giving us no reason to doubt the manu-facturer’s 130mph top speed claim. Under hard acceleration, there was no noticeable lag from the single turbo. With the car in ‘manual’ mode, we enjoyed every shift as we bounced off the rev limiter. It was also a bit of a relief that the standard conventional automatic transmission was used rather than the quirky CVT, which takes some getting used to and ends up sounding more like

a boat under acceleration. The six-speed unit also featured manually selectable gears via the gear level or steering wheel. The shift buttons mounted at the back of the steering wheel were a bit strange in their configuration, with each one act-ing as a rocker switch for both up and downshifts.

Just like the hatchback Cooper, the Countryman’s interior is functional, yet whimsical, down to the shift knob being cleverly styled like a racing hel-met. There are lots of other cute, cool and useful little features throughout the MINI Countryman, including the unique retro-modern window switches, which continue to be a favourite feature, even after a decade. Up front, the large, centre-mounted round driver information centre with iDrive-styled interface grabs your attention with its full-colour screen, which also allows DVDs to be played on the system.

Between the front seats there is a neat multi-purpose rail that allows you to fit cup holders, a sunglasses case and other useful accessories. The rail allows mounted items to be shifted between front and rear passengers. High-quality materials

are used throughout and build quality is first-rate.

With four doors now available, the front doors feel small when compared to their two-door counterparts. Once inside however, the Country-man is surprisingly roomy. Rear seating now lives up to its name, with sufficient leg and headroom, even when your driver happens to be a six-footer. Cargo room, however, remains tight, as with the whole MINI range, unless you dispense with your rear seat passengers and fold the rear seatbacks, or make use of the optional roof rack.

The MINI Countryman is definitely a head turner. Love it or hate it, your eyes will follow it along the road until it zips around the next bend. As cars, crossovers, softroaders and SUVs become more and more generic, the MINI Countryman defiantly stands out from everything else on the road, including its two-door siblings. One thing’s for sure, if you don’t like attention, tint your windows! Pricing starts at TT$410K for the MINI Countryman Cooper and $465K for the Country-man Cooper S we tested.

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Kia Cerato Koup 1.6

There seems to be a gradual resurgence in the popularity of the sports car. Not since Mazda’s iconic Miata, 20 years ago, have

we seen so many affordable sports and sporty cars on the market. The most unexpected, surely, must be the Hyundai Genesis Coupe, with its rear-wheel drive layout. However, Hyundai is not the only Korean carmaker to shake up the market. Enter Kia, and its new 2011 range. Fresh, bold, certainly eye-catching, with a new corpo-rate face, and even newer design philosophy. Shedding its econobox image of the past, Kia has asserted itself with its edgy new front-wheel drive coupé, aptly named Koup.

If nothing else, the new Cerato Koup is more than just a two-door version of the Cerato Sedan. Sporting a clean cab forward profile, menacing face and aggressive rear stance, this is a car that attracts attention everywhere it goes. With all the right lines, creases and angles, the Koup looks as if it jumped right out of a Japa-nese anime feature film, ready to do battle. The question buzzing around the Zorce office was

whether this thing delivered the performance that its looks promised. With a pair of fiery red Koups at our disposal, we were sure as heck go-ing to find out. Before we hit the road, we took some time to see if Kia stepped up to the plate with regard to fit, finish and general thorough-ness of the package.

Without a doubt, we were impressed. The first thing that caught our eye was the red inserts on the dash, complemented by red instrument and display illumination. While the dash lacked the ever-popular driver information centre (DIC), we were grateful for the simple and intuitive layout of all gauges, buttons and controls. There was no need to read the owner’s handbook to

figure out the 6-speaker stereo system (includ-ing steering-mounted controls), climate controls or manual shift mode (more on that later). We blasted Josh Groban at close to full volume and were pretty impressed with the system’s overall volume, tonal range and decently clean sound. If anything, the stereo would make this car great for traffic and longer drives. There were also enough beverage holders to keep us stocked with coffee, tea and Red Bull all day long.

27 • Zorce

What impressed even more was the abun-dance of space within this seemingly tight and compact little car. Our rear-seat passenger had no complaints about legroom, even as we were quite stretched out in our supportive and well-bolstered front seats. Taller passengers might find the rear-seat headroom in short supply but at least their knees won’t be bumping into the front seats. We were even more surprised when we opened the trunk. While the trunk aperture was fairly modest, it revealed a cavernous trunk that should easily swallow a pair of suitcases, as well as carry-on luggage.

The true test of the Kia Cerato Koup’s character would, of course, be on the road. Off the line, the Koup’s 1.6 four-cylinder engine feels pretty ordi-nary. Its automatic transmission shifts at around 6000rpm but it feels as though torque begins to trail off by 5000. Things liven up a bit when the transmission is placed in ‘manual’ mode where you begin to feel a bit of a punch, but nothing as awe-inspiring as the car’s styling would imply. We were left longing for the thrust of the 2.0-litre en-gine and a robust manual gearbox. The 1.6 brings 122hp@6300 to the table along with 113ft-lb of torque at 4200rpm, while the 2.0 boasts of 154hp

and 143ft-lb of torque. With the 1.6, 0-60 took almost 12 seconds while the 2.0 covers it in just 10.5 seconds with the automatic. Top speed on the 1.6 is estimated at 113mph or 182km/h. Aver-age fuel economy is 35mpg.

We found the handling characteristics of the Koup very interesting. While not nearly close to being a hard-core corner carver we were hoping for, we think Kia’s engineers have developed a winning formula. By that we mean they have dialled in a well-balanced compromise between firm and compliant, leaning more towards firm.

“The Cerato Koup is perfect for anyone who loves a bit of trouble-free sportiness, a good sound system and plenty of style...”

Article by: Kevin Singh and Narend Sooknarine • Photos: Bruce Anton

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At a Glance0-60(s): 12HP: 122hp@6300Ft-lb: 113@4200Km/h: 182Mpg: 35Price: TT$190KVerdict: More swanky than sporty.

While there is a certain amount of body roll and softness to the damping, it’s not the nauseating wallow that we have come to accept from most modern economy cars from the Far East. The suspension is just firm enough to remind you that this is a sporty car, but not in that aggressive manner that makes you flinch over every bump, ripple and washboard repair that make up most of our roads. Surprisingly, cornering remained neutral, even when pushed hard, although the cornering limits were lower than we expected on tighter turns. Perhaps the H-rated tires may be a limiting factor here, but they are probably fitted

in the name of real world practicality and good fuel economy.

As far as looks go, the Kia Cerato Koup is definitely a winner from any angle. Its practicality as a daily driver is complemented by its ride and handling. All that’s missing from the package is that 2.0-en-gine, an aftermarket turbocharger bolted on in that more-than-roomy engine bay, and coilover suspension in each corner. Unfortunately, the manual gearbox (which allows the 1.6-litre to do 0-60 in 10 seconds and 190km/h on top) will not make it to our shores. Such a pity! Not many own-

ers will be willing to void their warranties for the sake of aftermarket performance.

The Cerato Koup is perfect for anyone who loves a bit of trouble-free sportiness, a good sound sys-tem and plenty of style– without the penalty of heavy fuel consumption and high maintenance associated with most sports cars, particularly used ones. Driving the Kia Cerato Koup undeni-ably dials up your cool factor. Zorce anticipates that its test drive popularity will only increase. The Kia Cerato Koup is on offer from Southern Sales & Service Co. Ltd for around TT$190K.

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Suzuki Celerio 1.0

From the time our team set eyes on this car it was instantly deemed adorable and nicknamed “Pink Pizazz”. Mind you, this was

before we even looked inside or took a drive. The Suzuki Celerio, amazingly, is available on the road for around TT$100K. This is made possible thanks to the 1.0-litre engine that manages to attract minimal taxation.

Now before you go off in a hurry thinking that the 3-cylinder Suzuki engine is too small, consider this– it makes similar power and torque to many 1.3-litre engines on the market today but with much better fuel economy. On paper at least, this formula seems quite good, but how is it on the road? We’re very happy to report that the vital statistics are accurate, as our Celerio had no trouble reaching 140km/h on the highway with four passengers on board. It was eager to climb even further, despite the fact that we had more than satisfied our top speed curiosity. The engine does sound a bit tuned and slightly strained but we liked that. We also liked the pod-separated

tachometer, which seemed to communicate sporting intent, in a motorcycle kind of way.

With 12 valves (four per cylinder) the naturally aspirated inline 3 manages 68hp@6000rpm and 66ft-lb of torque at 4800rpm and is mated to a 4-speed automatic transmission and is front-wheel drive. Just for reference, the 1275cc four-cylinder 70s Mini Cooper with its 4-speed manual gear-box made 60hp@5550rpm, 67ft-lb of torque at 3000rpm, ran 0-60 in 11 seconds, had a top speed of 148km/h and weighed in at 1532lb. It also de-livered 35-40mpg. The 2017-lb Celerio offers more room and similar performance with economy, safety and reliability that is virtually unmatched. In fact, it does 0-60 in about 12 seconds with the automatic, and a staggering 53mpg owing to its low weight and multi-point fuel injection.

In the handling department, we suspect that this might make an interesting entry at solodex if it were fitted with broader tires. Although grip is not lacking, the 14-inch tires seem to be chosen

in favour of fuel economy, which for this car is a key attribute. Braking was adequate and the turn-ing circle was especially tight, perfect for those hairpin turns at ’Dex or for getting into tough city parking spaces. The design team seems to have put careful thought into aerodynamics as well, especially with the raked windshield and rear bumper styling, resulting in a drag coefficient of 0.30, which is better than a Lamborghini Murcié-lago and a host of other vehicles you would not expect. Inside, there are split folding rear seats that maximise cargo room and plenty of pockets and spaces for holding your goodies. Of course, there is air conditioning and a basic stereo sys-tem, and it even has factory-installed fog lights.

We found our test car’s bright pink paint to be quite cheeky and amusing. With dual front and side airbags, surprising performance, 5-door practicality, tight turning circle, hybrid-class fuel economy and affordable price, we know that owners of this car will definitely have the last laugh. Save the planet! Go Pink Pizazz!

Article by: Rae Singh • Photos: Lyden Thomas

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Chevrolet Aveo 1.6

Meet the new Chevy Aveo. With a new interior instrument panel, redesigned interior and other upgrades, including

increased sound dampening, there is significant improvement in this updated version. On the exterior, the new face is a welcome change that gives the car a much more European look and heralds the coming of the new model due later on this year.

Under the hood is a new, larger 1.6-litre, twin-cam, 16-valve, four-cylinder engine that produces 103hp@5800rpm and 107ft-lb@3600 connected to a 4-speed automatic transmission with over-drive, sending power to the front wheels. With a moderate 9.5:1 compression ratio, standard unleaded fuel can be used and fuel economy is around 30mpg. For this 2546-lb car, 0-60 comes up in around 12.2 seconds, with a top speed of 176km/h. These improved specifications ensure snappier performance for urban driving and enough power to cruise the highway compared to the old 83hp 1.5-litre.

Handling was solid and while we experienced some understeer when the car was pushed, the Aveo never felt unsafe or out of control and was very easy to drive. Braking was adequate. The Aveo comes with a 4-channel ABS system to manage the front discs and rear drum brakes. The front suspension uses McPherson-type struts, while the rear is a torsion beam axle with gas shocks. We would like to try fitting this little car with larger wheels, lower, stiffer springs and an aero kit to match the bold front-end styling and its nicely integrated fog lights. In fact, to us, the exterior styling abounds with interesting details like the rear hatch spoiler with third brake light, honeycomb inserts for the bumpers and the faux vents ahead of the door mirrors that set the Aveo apart from other cars in its class. Structurally, the car felt good and even with four adults inside the Aveo, it continued to surprise and impress.

The quality of the interior was also better than expected, having got a refreshed design. The basic black with brushed aluminium-esque accents

were a mix of modern and utilitarian. We par-ticularly liked the styling of the shifter assembly and the overall waterfall shape of the dashboard. Thankfully, no part of the car felt absurdly cheap, despite the generous use of plastics. We would ar-gue that quality is comparable to any recent Japa-nese economy car. The factory sound system with Clarion head unit is better than average although we did detect some minor distortion at higher volume levels. The tachometer and speedometer were easy to read with green backlighting and a digital odometer. Air-conditioning comes stan-dard, along with front and rear power windows.

There is an upcoming 2011 model, based on the Aveo RS Tuning Concept with a 138hp, 1.4-litre turbocharged engine that we can’t wait to drive. But until then, there’s lots of custom potential for this version. As a first car, the Aveo will give its owner practicality, economy, reliability and more style than the market is used to. On-the-road prices start at around TT$124K, which is excellent value for a 1.6-litre car. Get it while you can.

Article by: Alistair McCormick • Photos: Bruce Anton

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Volvo XC60 2.0T 2WD

The Volvo XC60 concept was first shown at the North American Auto Show in 2007. It was the first vehicle

to show off Volvo’s new design DNA that has now reached most of the model range. As a crossover vehicle that is closer to the SUV, there is an emerging term that we might as well get used to calling CUV, short for Crossover Utility Vehicle.

Our initial impression of the Volvo XC60 was that despite an attractive exterior de-sign, it was somewhat insipid on the inside compared to the glitzier S60 we drove earlier. A few days later, we came back to spend some time behind the wheel only to realise that there was much more to what we saw at first glance. Once settled behind the wheel, everything seemed to come to life and it was easy to appreciate the great driving position and ease of reach of all the controls. The seat was comfortable, yet firm and supportive. So we strapped in, cau-tiously made our way out of the Neal and Massy compound and headed up the hill on Lady Young Road.

At this point we realised that with the extra weight of the vehicle there is a bit more turbo lag, but once it spools, the power is explosive and thankfully managed by Volvo’s excellent traction control. Needless to say, the XC60 quickly whisked us up the hill. Acceleration then was excellent for this crossover-type vehicle. The engine in the XC60 is the same 2.0-litre power plant from the S60 making 200@6000rpm and 221@1750-4000rpm with the help of a turbocharger (with overboost), direct fuel injection and dual variable-valve timing. With this engine, the XC60 will do 0-60 in 9.6 seconds and continue on to a top speed of 205km/h. Our test unit was front-wheel drive mated to a 6-speed automatic dual-clutch (Powershift) gearbox. As far as we could tell, gearshifts remained very smooth,

regardless of driving conditions. Average fuel economy is estimated around 27mpg. For our market, four-wheel drive with hill descent control is an available option. There is also the 3.0-litre turbocharged 6-cylinder engine, which is good for 281hp@5600rpm and 295ft-lb@1500rpm, resulting in a 0-60 time of 7.1 seconds, a top speed of 210km/h and fuel economy rating of 22mpg.

The upcoming corners proved to be no trouble either as the XC60 remained flat through most of the corners, aided by the road’s natural banking. When pushed, we experienced some understeer as would be expected with a vehicle this size and with the specifications of the tires. As we headed downhill and eventually to the Queen’s Park Savannah, we experienced more of the same excellent cornering manners as the XC60 displayed its car-like agility. The speed-sensitive power steer-ing system also varies the level of assist based on vehicle speed for more natural steering feel. Lane changes were easy and mid-speed corners were free of drama and were a little beyond our expectations for a vehicle of this height. Of course, we do not recommend trying to drive any crossover or SUV at sports car pace, but the Volvo XC60 proved to be safe and composed even when doing the hustle.

Like the S60, the XC60 is equipped with Volvo’s City Safety features. The system is described as a driver support system with the goal of preventing or minimising the damage in vehicle-on-vehicle collisions below 20mph. It does so through the use of a closing velocity sensor that helps deter-mine whether a collision is likely. Depend-ing on the speed, if a collision is likely, the Volvo’s computer will either prepare the car to brake or automatically brake the vehicle in an effort to avoid a rear-end collision.

At a Glance:0-60(s): 9.6HP: 200@6000rpmFt-lb: 221@1750-4000rpmKm/h: 205Mpg: 27Price: TT$545KVerdict: Car-like handling, quick for CUV, practical

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We continued on to the Chaguaramas area where we were able to complete our regular road tests and enjoy a bit of fresh air. Thankfully, the sunroof is quite large, practically double size in our books. With one-touch operation for each stage, various modes of open and closed can be selected, allow-ing you to choose your combination of ambient light, sound and airflow. Perhaps this is designed to cater for temperate climates where airflow, for instance, can be harshly cold at times.

Along the way we found that many other pickup, SUV and crossover drivers took notice, in addition to the boy-racer driver of a red turbocharged 323 hatch, who was quite surprised at the XC60’s sporting pace. We were able to take long sweep-ing highway corners at around 140km/h, which is probably the near the limit for this crossover. Most people will probably take highway corners at close to 100km/h but it was a testament to the crossover’s car-like manners. Two SUV driv-ers even slowed down to say hello, seemingly stunned at the XC60’s abilities.

Through the lower-speed corners in Chaguara-mas, the XC60 exhibited neutral handling where we expected understeer. Of course, smaller humps and potholes were no problem. And while the XC60 has an appreciable level of ground clearance and available four-wheel drive, our

front-wheel drive version seemed to be up to the task of light offroading.

Braking was excellent and drama-free, much like the S60. In our minds at least, Volvo has got some of the best ABS systems in terms of feel, stop-ping power, tire noise and lack of drama in the business. For our panic stop, the XC60 had a small amount of tire slip, lightening-fast ABS engage-ment and modulation and the hazard lights were automatically engaged to let other drivers know the vehicle was coming to a very abrupt stop. Through our 60km/h wiggle test, which is meant to simulate accident avoidance at 60km/h, the XC60 went exactly where we pointed it and only showed a little understeer with the rear end stay-ing in line and never threatening to step out.

When we came up to a bit of traffic, it was time to try out the excellent stereo system that man-aged to handle any type of music we threw at it with little or no distortion, even though we were close to maximum volume. There is a 12-speaker 910W system from Swedish experts Dynaudio that is available with Volvo’s multimedia pack-age and which includes an iPod/USB port and Dolby ProLogic II surround sound system. Many will appreciate the built-in subwoofer to get the party started, no matter what your musical tastes are like. Rear passengers will delight in the dual-

zone climate control. There’s also good news for parents of young children– the rear seats have a built-in booster that effectively stacks the seat on itself, allowing the child and short adults to safely and easily use the regular seat belts and get a better view out the window. In the trunk area, there’s a cargo separator, a retractable cover, tools and spare tire.

Euro NCAP evaluated the XC60 in 2008, awarding it 5 of 5 stars for adult occupant protection. The XC60 scored 16 of 16 points in the front test and 16 of 16 in the side test. The car received 2 of 2 points available in the pole test and an additional 3 points available for seat belt reminders. The XC60 received a total of 37 of 37 points and there-fore five stars (33-37) in Euro NCAP’s evaluation. The XC60 was one of only three cars to receive 37 of 37 available points under Euro NCAP’s points-based evaluation. The other two were the Nissan Qashqai and the 2008-onward Renault Mégane.

For those who want the ultimate performance and luxury, the fully loaded six cylinder 3.0-litre turbo is the best option at around TT$690K. And there’s great news for the well-heeled enthusi-ast– R-Design options are also available on the XC60! Pricing on the Volvo XC60 for the 2.0-litre turbo 4-cylinder like the one we drove is on an introductory special of TT$545K.

Article by: Narend Sooknarine • Photos: Bruce Anton

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What if they Zorced it up?Volvo XC60 R-Design OverviewExterior:• Grille in silk metal finish with R-Design badge• Door mirror housings in silk metal finish• Five-spoke 18-inch aluminium wheels– Cratus (20-inch optional)• Sill mouldings in aluminium look• Twin chromed tailpipes• Colour-matched lower body mouldings• Chrome-plated rear skid-plate with black mesh• Sport chassis• 7 body colours to choose from, including the R-Design unique colour Passion Red

Interior:• Sport seats for great cornering support and comfort• Unique upholstery in smooth leather with a choice of two colour combinations: off-black with soft beige inserts or vice versa• Embossed R-Design emblem in the front backrests• Watch dial instrument with blue gauges, unique to the R-Design model• R-Design sports steering wheel trimmed in perforated leather; sports pedals in aluminium• R-Design centre stack trim with a new décor pattern• Gear selector trimmed with perforated leather• Off-black sports mats

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Sheldon shatters IHRA World Top Dragster record again in 2011!

MotorSport

The first IHRA Nitro Jam event for 2011 kicked off at Palm Beach International Raceway in Florida, where Methanex-spon-

sored Trinidad Rocket Sheldon Bissessar entered the Top Dragster competition. The first pass of the day yielded a 5.87-second time putting Sheldon Bissessar in the number one qualifying position. Melissa Hutson came close in the first qualifying round with a time of 5.89 seconds, tak-ing the number two spot with her Snyder Motor-sports Top Dragster– their first five-second pass ever! With a benchmark run established, track conditions at near perfect, and ambient tempera-

tures in the high 50s (F), crew chief Aaron Sipple decided that it was time to turn up the power and see how fast The Rocket could go.

Round two would bring the desired result with The Rocket shattering the IHRA World Record by a full tenth and some amazing incremental stats! The previous World record held by Sheldon Bis-sessar was 5.78, now blown away with a 5.68-sec-ond pass at 238mph. Equally as astounding was his 1/8-mile time of 3.69@200mph– also another record. The announcer acknowledged that this was the fastest Top Dragster pass in history and

track officials eagerly anticipated the mandatory backup run, which had to be within 1% of the elapsed time. This meant that Sheldon had to run at least a 5.74 at the same race meet for the record to become official. According to IHRA top official Aaron Polburn, this run could be achieved during the unrestricted qualifying passes or dial-up elimination rounds.

On Sheldon’s return to the pits however, the oil catch can was full, indicating a loss of compression. When the checks were complete, crew chief Aaron Sipple confirmed that a cylinder was blown. With

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Article and Photos by: Narend Sooknarine, Party Time Racing Team

roughly one hour before the third and final qualify-ing run, an engine rebuild was necessary. Within the first 15 minutes, the supercharger assembly was removed and one of the heads unbolted. A grim discovery awaited them. One piston was cracked and partially disintegrated, rupturing the rings and damaging the cylinder sleeve walls. Components were feverishly replaced and the engine was ready to be fired up as calls were being made for the Top Dragster class.

On the first attempt, the engine came to life as the team breathed a huge sigh of relief. The Party Time Racing Team and crew chief Aaron Sipple of Ironman Chassis/ASE were especially grate-ful to Tom and the Lil’ Pup Racing Team for their assistance with rebuilding the engine in time for the race that followed.

Round three brought agony with it when a timer (delay box) malfunction resulted in the car failing to launch at the starting line, well after the lights came down. Although the run could have been made, the track officials signalled to cut the en-gine and back the car off as too much time had already passed and the race was over. Sheldon had just one more shot in the first elimination run to back up the World Record pass.

The night wore on with the IHRA Nitro Jam show and remaining competition passes where the jet trucks, prostalgia cars, injected alcohol and top fuel cars excited the packed stands. But by the time the runs were all made, track temperatures were dropping, making it dangerous to attempt any further competition rounds.

Despite the pressure of the day before, the team was unusually calm in anticipation of what could have transpired in the next few hours. Day two began with the first round of elimination passes and this time The Rocket was ready. After a quick check with the technical staff, the starting ladder revealed that Sheldon was given the bye run since he qualified number one.

Technically, this now meant that he would have two additional chances to back up the IHRA Top Dragster World Record. Aaron Sipple was confi-dent that the engine would hold together and dialled in a 5.70-second limit and to everyone’s astonishment and relief, Sheldon pulled off a 5.71 pass to complete the World Record process, thus validating the 5.68-second Top Dragster run as the fastest in history.

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Between races the team headed back to Palm Beach International Raceway (PBIR) for an NHRA Invitational Practice meet. At this event, Sheldon and the team met the legendary John Force and Champion Top Fuel driver Tony Schumacher, who were both quite pleased to hear of Sheldon’s performance and records. In fact, John Force even conducted a mini interview on camera with Sheldon for the benefit of T&T’s Synergy TV’s I Love My Ride show.

The next round of competition was at the first 2011 heads up event at the NHRA-recognised

Sunshine Dragstrip held on Saturday 19 February. The weather cooperated very nicely with temps in the 70s and low humidity. Thanks to these workable conditions, the engine made good power. Sheldon Bissessar set the track record with a 3.79-second pass in the Open Outlaw class to take the number one qualifier spot.

He then followed up with a massive 3.76 in the semis, followed by a 3.75 at 197mph in the finals, taking out veteran Mark McElwee in the process and lowering the track record again. Sheldon never looked back while earning the victory.

This Methanex-sponsored dragster accelerates at an unbelievable rate going from 0-200mph in roughly three seconds. So what’s next for The Trinidad Rocket? Rumour has it that Sheldon is considering take a shot at top-class American Drag Racing League (ADRL) racing.

The Trinidad Rocket, Sheldon Bissessar and the Party Time Racing Team would like to thank their sponsors Methanex, Total Lubricants, VP Racing fuels, the Ministry of Sport and Youth Affairs and PSTL for their continued support.

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Rally Trinidad 2011: Jamaicans Panton & Fennel take Trophy

Article: Jackie Alexis PRO, TTRC • Photos by: Devi Nath, Gerrard Wilson, Bruce Anton, Lyden Thomas and Narend Sooknarine

First time rallying in Trinidad, Jeffrey Panton and co-driver Michael Fennell took the prestigious RT11 trophy back to Jamaica

with their WRC Ford Focus 2000. Panton is a very experienced and skilful driver of 24 years, four-time winner of Rally Jamaica and a consistent top finisher in Rally Barbados. The duo was very pleased with the win and Panton marvelled at our “… extraordinary stages and the right atmo-sphere to go with it.” “The potential for growth is

enormous and I look forward to your continued growth and our mutual support,” he added.

Barbadians Sean Gill and Michael Cummings were relegated to Overall second place by 21 seconds in their WRC Suzuki SX4. Gill, another very notable rally driver, is a top 2WD contender in his country and was actually faster than Pan-ton in four of the stages in Bronte and Cedar Hill on Saturday afternoon and Sunday morning.

Gary Gregg/Hugh Hutchinson, the other Jamai-can team in their WRC Ford Focus 2005 unfortu-nately experienced technical issues during the eighth stage on Bronte that threw them out of the competition. Nonetheless, Gary enjoyed com-peting in RT11 and said that next year, he would try to get more competitors to travel to Trinidad as he observed that Trinidad rally was growing from strength to strength.

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Overall third place went to John Powell and Jason Costelloe who competed in a brand new Shell Helix/Intercontinental Shipping-sponsored Mitsubishi Evo X Group N after damaging his WRC Subaru in Rally Jamaica 2010. Powell trailed Gill by just 21 seconds and is also the 4WD group, 2-N class winner.

Some new faces in winners’ row in the other class-es are worthy of mention. Cristian Bourne and Rikard Asbjornson who debuted in RT10, gave a very creditable performance in their CRISM/Castrol/Peak Performance/DHL/Mileage Mack/

Tint Specialist-sponsored Mitsubishi Evo VII and secured first place honours in the 4WD group, 3-A class. Ryan Peyrau and Simon Rodriguez who are in their second showing, captured third place in the 2WD group, 2-3 class. Peyrau is displaying great potential in their Shell Helix/Lifestyle Mo-tors/Monster Energy Drink/Websource/Venture Bodyshop/SAS Racing/Lange Trinidad-sponsored Suzuki Swift. Reyaz Mohammed and Sayyad Siddiq who also debuted this year in Rezan Mo-hammed’s ex-Shell Helix-sponsored Mitsubishi Colt, finished all the stages and took third place trophies in the 2WD group, 2-4 class.

Jamaican Bobby Marshall who has been vying for the Rally Club’s Championship since last year, continued his winning streak by copping first place in the 2WD group, 2-3 class in his Total/Subway-sponsored Mitsubishi Colt. Veterans Shelford Robinson and Rajesh Jairam took first place honours in 2WD group, 2-4 class in their Schaeffer’s-sponsored Nissan Sentra.

For each successive year over the last four years, Rally Trinidad has been showing tremendous growth. Rally Trinidad 2011 began with the open-ing ceremony on Thursday 1 April at the Hasely

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Crawford Stadium with two special night runs in front of a 2,000-strong cheering crowd. The rally action then shifted early on Saturday and Sunday to the southlands of Bronte and Cedar Hill. The Junior Sammy Group of Companies gave their invaluable assistance by prepping the high-qual-ity technical stages, which tested the mettle, skill and endurance of all 29 competitors.

RT11 ended on Sunday 4 April at Saith Park, Chaguanas as in previous years. This leg of the events was patronised by His Worship The Mayor, Orlando Nagessar and was well attended by an

enthusiastic crowd that lined the streets and every possible vantage point. While the Mayor’s Cup was being run, the final results for RT11 were being calculated. Fans were treated to some spectacular driving by Panton, Powell and Gill, who eventually captured the coveted Mayor’s Cup title and trophy.

Son of Chaguanas, Ainsley Lochan, who did not compete this year, brought RT11 to a finale by making an appearance in his colourful Mitsubishi Evo IX and delighted the fans with some skilful exhibition laps.

The Stag, Ultra, Dasani Water and Quick Service promotional girls assisted with the distribution of awards to the well-deserving rally teams at Saith Park and to the loud cheers of the exuber-ant spectators. The Trinidad & Tobago Rally Club thanks all sponsors, officials, marshals, media re-sources, the St. George County REACT Team 4928, 4x4 Trail Blazers, TTMMA and everyone who con-tributed in any way to the resounding success of this event. Look out for more updates on www.rallytrinidad.com as TTRC’s 2011 Rally Champion-ship continues on. Next up, Rally Tobago!

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OVERALL WINNERS1st Jeffrey Panton/Michael Fennell WRC Ford Focus 2000 1h 33m 39.62s2nd Sean Gill/Michael Cummings WRC Suzuki SX4 1h 34m 30.79s3rd John Powell/Jason Costelloe Mitsubishi Evo X 1h 34m 51.64s

CLASS WINNERSWRC group 1st Jeffrey Panton/Michael Fennell WRC Ford Focus 2000 1h 33m 39.62s2nd Sean Gill/Michael Cummings WRC Suzuki SX4 1h 34m 30.79s

4WD group, 2-N class1st John Powell/Jason Costelloe Mitsubishi Evo X 1h 34m 51.64s2nd David Coelho/James T. Harris Mitsubishi Evo IX 1h 41m 33.67s3rd Stuart Johnson/Lee Quesnel Subaru STI N12 1h 42m 26.13s

4WD group, 3-A class1st Cristian Bourne/Rikard Absjornson Mitsubishi Evo VII 1h 45m 31.10s2nd Kumar Ramdass/Matthew Russell Mitsubishi Evo III 1h 55m 57.81s3rd Latiff Khan/Kurt De Freitas Mitsubishi Evo VII 2h 8m 15.48s

2WD group, 2-3 class1st Bobby Marshall/Anand Awai Mitsubishi Colt 1h 51m 10.49s2nd Donald Gopaul/Michael Dinnoo Toyota Starlet 1h 53m 34.10s3rd Ryan Peyrau/Simon Rodriguez Suzuki Swift 2h 5m 15.20s

2WD group, 2-4 class1st Shelford Robinson/Rajesh Jairam Nissan B13 2h 6m 32.32s2nd Franklyn Seegobin/Shiva Maharaj Toyota Corolla 2h 12m 10.53s3rd Reyaz Mohammed/Sayyad Suddiq Mitsubishi Colt 2h 15m 43.82s

BEST TEAM: Subway/Total - David Coelho/James T. Harris and Bobby Marshall/Anand Awai

Rally Trinidad 2011 Official Results

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Festival of Sport & San Fernando Grand Prix 2010

In 1986, Trinidad & Tobago was treated to a spectacle of motorsport that many remember as one of the greatest events ever witnessed.

The effect was such that spectators rushed onto the roads and racing had to be stopped after the second race. So great was their excitement on seeing the streets of San Fernando come alive with the glorious sound of full race machines at full throttle.

On November 14, 2010, the City of San Fernando was once again privileged host to an historic circuit racing event. The Festival of Sport was the brainchild of Selwyn ‘Bunny’ Persad, past presi-dent of TTASA, current NACAM/FIA delegate, and

PRO Secretary General on the board of NACAM. The City of San Fernando and the Ministry of Sport and Youth Affairs granted all necessary ap-provals. In addition to being organised and put on by veteran motorsport enthusiasts, this event promised to give the people of San Fernando an indelible experience.

The programme included a 5K marathon, mul-tiple categories of cycle racing and a parade of 4×4s, exotic, V8 and historic cars, and Carnival costumes, in addition to kart racing and two classes of car racing. Prime Minister the Honour-able Kamla Persad-Bissessar, other government ministers, political dignitaries and Her Worship

The Mayor of San Fernando, Marlene Coudray were also in attendance.

The streets comprising and surrounding the popular Cross Crossing Intersection, a.k.a. ‘The Cross’ were configured to form the race course. For organising officials, safety considerations took paramount importance. While the cars themselves were capable of speeds in excess of 100mph, strategically placed chicanes ensured the overall course was rated for up to 70mph collisions. Along with these chicanes, water-filled and tire barriers were also used to maintain safety margins, as well as to create opportuni-ties for overtaking and braking maneuvers. All of

Article: Narend Sooknarine • Photos by: Devi Nath, Gerrard Wilson, Lyden Thomas, Duane Boodasingh and Narend Sooknarine

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this was certified by officials of NACAM, the FIA’s western hemispheric governing division, who were flown in two days before the event.

The rains came early, hampering the first few hours of the programme but in the afternoon, the weather began to change and allowed the track to dry off. The qualifying runs and first races of the two-run groups of under-1800cc and over-1800cc cars, as well as the karts, were all run under wet conditions.

In the under-1800cc group, Zak Waddell was the crowd favourite with his operatic 1000cc

motorcycle-engined Caterham replica. He led the race but midway through had to retire with a mechanical failure, much to everyone’s disap-pointment. For the next few laps, Jameer Ali took the lead but only to drop out due to a disinte-grated front right tire leaving TTRC’s Ansel Ali to hang on and take the win.

In the second group of cars over 1800cc, Castrol-sponsored Gerard Carrington battled his way through the field from last place. He started at the back of the pack after failing to make the qualify-ing run but in just four laps he quickly worked his way up to first place all the way to the end.

After that, former Mayor of San Fernando, Ian Atherley and friends lit up the streets with a few drag-style demonstration runs as the evening came to a close. The day was relatively incident-free except for two very minor injuries, which the medical team was able to promptly address after one of the cars spun into the tire barriers. It’s been years since the general public has seen real circuit racing action and from all indications, everyone was very pleased with the running of the Festival of Sport and San Fernando Grand Prix 2010. Fans can look forward to another spectacular event, which promises to light up the streets again!

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The apple is not supposed to fall far from the treeMoto-Z

International Trinidadian racer, Dominic De Leon was spawned by a generation of great racers in Trinidad and is now making his own

mark on the international scene. De Leon is cur-rently competing in the 2011 Michelin Power Cup, a competition held in the UK that attracts riders throughout the region, as well as from Europe.

Thanks to his dad, Hubert, who was a professional racer, De Leon has been riding motorcycles since he was a toddler.

“My dad bought me my first bike when I was four. I remember that we were driving past a dealership and my brother and I saw a Honda QR50. It was so pretty and we said that we wanted it. Our dad got it but I remember that when it was time to ride it, I didn’t want to because I didn’t like the way it sounded. I was scared of it. He threatened to carry it back the next day but we didn’t want that so we took it to the savannah. I remember it was raining and we rode and fell in the mud but I was hooked.”

Shortly after, De Leon’s brother Dexter taught him to ride with manual gears on a Honda CR80, hold-ing the bike at start and finish as De Leon’s feet could not yet touch the ground.

“As my dad was a racer, he was always into cars and I got my passion from him. When my dad was on the track, my mom and I would be in the car with him. So I suppose since that time, I’ve loved speed.”

De Leon’s father got him into competing in motocross, where he met Barry ‘Bim’ Rostant who taught him how to ride on the track. According to Shaun Gianetti, one of the founding members of the Off Road Motorcycle Association of Trinidad and Tobago, during the early 1980s Rostant was reigning motocross champion on a Suzuki RM125 for the better part of five years.

When the sport went into decline and the Santa Cruz track was demolished, De Leon sought new avenues to express his desire for speed. At 19, he started to fix bikes and was fortunate enough to have a Suzuki GSX-R600 on loan from a friend for the use of stunting. He had his own Yamaha RD350 at the time and only stunted occasionally. Then, serendipity sped past him, literally.

“There was a friend of a friend who asked me to teach him how to ride. I saw an enormous amount of passion in him; he had a spark for it so I agreed to teach him. Fast forward a couple of years and I’m riding on the highway and some guy speeds past me standing on his bike while he is doing a wheelie. When I finally pull up to him at a red light, I saw that it was the same guy I taught to ride! That was a good moment. After that, I started to take it seriously and at all hours of the night I’d be on the highway practis-ing and practising and practising with my crew, Triple D Stunting.”

Eventually, De Leon emigrated to the UK and all that bound him to his life as a rider was the helmet that he took with him. He started to work and although he didn’t need much impetus to get a bike, his frustration with public transporta-tion sealed the deal. De Leon purchased a Suzuki GSX-R750 SRAD and started to get his bearings as a rider in a new country. His compass eventually led him to the renowned motor racing circuit in Leicestershire, England– Mallory Park, where he did his first novice track day in 2007.

“I used to have dreams about my putting my knee down. I wanted to ride on a track so badly. When I finally did it, I was hysterical. On track days I was fly-ing down the track and eventually I decided to take my bike off the road and turn it into a track bike. I just fell in love with the freedom of being able to use my potential to the fullest. I did more track days in 2008 and 2009; when I saw the opportunity to actually race my bike, I could not let it slip away. In a nutshell, you can say I am a gas brain!”

De Leon progressed from the novice category, through intermediate and then into the fast group. After one year in the fast group, he decided to get his Auto Cycle Union (ACU) licence. Then in 2010, De Leon got his chance to compete in a major competition, the Michelin Power Cup 2010. Sponsored by Hottrax Motorsport Racing Club and with the support of London MOT Centre, Green Planet Design Engineers, Lab Rats Racing

Article: Aurora Herrera • Photos supplied by Emma Tourle and Dominic De Leon

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and Lab Rats Stunting, he entered the Michelin Power Cup with a Honda CBR600 R3.

Unfortunately, De Leon suffered a shattered scap-ula at the second round in 2010. He continued the 2010 season finishing tenth in the champion-ship that year. However, the experience inspired him and he is back in this year’s Power Cup with the support of SBK City, London MOT Centre, ACE Fusion, TAD Ward Contracts, Ecowashme, his girlfriend Emma, and his family and friends to try to improve his 2010 results. This year he is riding a newer model, the Honda CBR, which has been built and prepared purposely for racing.

“My bike last year had all standard suspension and brakes. This year, the bike I am on has white powder suspension, an HMQuickShifter, a full Akrapovic exhaust system and Brembo brakes in the front.”

The Power Cup will come to a close in October. De Leon’s next races are set for May 28 and 29 and his only focus is to do his best. “In my racing, I just want to get as good as I can. I just want to emulate my dad. The apple is not supposed to fall far from the tree, so I think I might do ok. In any case, it is better to try and fail than to fail to try.”

De Leon does not have plans to return to Trinidad but would like to see the local bike scene reach its full potential. “We’ve come a long way from the beginning of the sport in the 1970s. There are now hundreds of riders in Trinidad and Tobago. However, there are lots of guys killing themselves because they want to go fast. It is easy go from having fun to having an emergency. I think if you have a passion you should follow it but you should also treat it with respect all the way. If you want to do it, do it in a controlled environment like they do professionally

and this will maximise your race potential.”He also advises new riders to maintain their throttle and stay the course. “Don’t let anyone tell you that you can’t do it. Once you love it, you will find a way to succeed.”

“I remember Dominic and of course, more so his father who was well known for his racing skills. What I remember of Dominic, (like he admits) was his pas-sion for motorcycling and his eagerness to learn new things. I am happy to have contributed as a positive influence in his chosen career path and wish him all the best in his quest for the title in the Michelin Power Cup race series!” – Barry Rostant

The Michelin Power Cup 2011 http://www.michelinpowercup.co.uk/

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T&T’s Largest Automotive WebsiteTriniTuner celebrates 10 years as T&T’s premier automotive online resource. The website has become the most subscribed automotive publication and the largest, most active online community in Trinidad & Tobago and arguably in the Caribbean. Celebrate with our 20,000+ registered members by placing this emblem proudly on your ride. Not a member? Register today at www.trinituner.com

All Rights Reserved © 2010

To order call 1-868-683-7742or visit trinituner.com/emblem

Distributed by:

REPRESENT

3NE 2NR®

Official TriniTuner™ Licensed Product

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T&T’s Largest Automotive WebsiteTriniTuner celebrates 10 years as T&T’s premier automotive online resource. The website has become the most subscribed automotive publication and the largest, most active online community in Trinidad & Tobago and arguably in the Caribbean. Celebrate with our 20,000+ registered members by placing this emblem proudly on your ride. Not a member? Register today at www.trinituner.com

All Rights Reserved © 2010

To order call 1-868-683-7742or visit trinituner.com/emblem

Distributed by:

REPRESENT

3NE 2NR®

Official TriniTuner™ Licensed Product

RCOTT’s R/C racers get serious about their sportArticle: Jerome Lum Hung, PRO RCOTT Photos: Sean Edghill

Acceleration and speed is a thrill. For some, the desire to push the limits of traction, test our ability to brake later and turn

tighter than the other person, and to go faster is a way of life. This holds true even in the sport of radio controlled racing. And it’s this passion to improve and surpass that fuelled the beginnings of the Radio Controlled Organization of Trinidad & Tobago (RCOTT).

What started out as a small lime with a few RC models on a bumpy and uneven car park over a year ago, has grown into a bona fide club. At that time, the group ran on oil sand, dirt, asphalt, terrazzo and just about any available surface. But with the number of participants growing and the quality of equipment improving, the group then realised that they needed a dedicated track where they could test their ability and improve their skills.

Motivated to establish a defined track, the group considered the Ato Boldon Stadium at Preysal, Couva, where they presented to management their plans, visions and goals for radio controlled sporting activities. It was found to be a comple-mentary fit for both parties and an agreement was made. Before the ink could dry, construction started on a track with little financial or man-power resources. The group’s common interest and passion for the development of the sport drove them to complete the first track in five

weeks. The next natural step was to formalise a name and a management team– RCOTT came into being.

Radio controlled racing aficionados finally have somewhere to come home to– a 16,000sq ft track with lanes 14ft wide, 12 jumps, and a 160ft-long straight that allows the model car to attain speeds of 60mph and over. RCOTT’s membership is now 70-plus members and growing. The club has begun hosting a seven-part Off Road Cham-pionships. So far two events have kicked off. The Ato Boldon Stadium welcomes an exciting third event on May 22, 2011.

Championship Categories:• Nitro Buggy• Electric Buggy• Nitro Monster Truck• Electric Monster Truck• 4WD Short Course• Truggy • Overall Champion

RCOTT invites anyone with an RC model, nitro or electric, to the track on Sundays. For a nominal fee, the course is available for you to get famil-iarised at your leisure. At the track, it’s likely you will meet a member of the official RCOTT team who can tell you how to become a member of the club.

RC racing is a fast moving sport in the Caribbean and RCOTT is currently preparing its member-ship for regional competition. Soon there will be an exchange of competitors from neighbouring islands to challenge Trinis, and vice versa. One of RCOTT’s main goals is to achieve endorsement by the regional arm of the global sanctioning body of RC racing.

RC racing has now come out of the car parks and into the hearts of many people. Owners of RC models can now race, socialise and share with their family and others in the sport of their choice. Soon, RCOTT will be on the fast track towards road RC racing, as plans are in the works for a concrete track built to specification, cover-ing an area of 11,600sq ft. Anticipation is high as club members patiently prepare their machines for a new level of competition.

The Executive Team:President: Michael WyattPRO: Jerome Lum HungMarketing: Sarah-Jane GopaulTreasurer: Sherlon BaldeoHead of Competition: Kyle SealyFacilities Coordinators: Vishal Bachoon, Akeel Ali

RCOTT can be contacted at:rcott2010@gmail.com

RCOTT- You’re In Control

Z-Scene

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Boyz ’N’ Toyz II Exotic Car Private Show

Article by Narend Sooknarine • Photos by Damian Luk Pat and Scully Studios • Model: Amanda Gosein

The second episode of the Boyz ’N’ Toyz series was held over the same weekend as Rally Trinidad 2011 and we were absolutely

not going to miss it. Once again, this was a closed access show held by Dirk and the team at EPI Events for owners and specially invited guests. This time the scene was set at Mobs2, Chaguara-mas, which was the perfect backdrop for all the special exotic and luxury supercars parked inside.

The girls from B&H also made a special appear-

ance while our own model Amanda Gosein helped showcase all the hottest machines. From the 700whp Mansory Bentley to the stunning new Maserati Gran Turismo and Aston Martin DBS there were cars to satisfy those with Autobahn tastes. A few special motorcyles punctuated the exotic landscape, while a Hummer and a few very unique Range Rover Sport SUVs, including a fully custom-ised one on its way to SEMA had all eyes capti-vated. Even the ultimate sports sedan, the 200-plus mph, V10-powered BMW M5 was present.

While you can go to a regular car show and see one or two vehicles of this calibre, the Boyz ’N’ Toyz series manages to bring all of the owners together to fully appreciate each special vehicle without the massive crowds, chaos and unwel-come publicity– something we are very appre-ciative of. So, if you are thinking of acquiring an exotic or luxury supercar or custom bike, Boyz ’N’ Toyz has become the place to make your debut and you can look out for more coverage right here in Zorce!

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MK Car Show & Sound Off

MK Promotions had their Car Show and Sound Off at the Ato Boldon Stadium in Couva

in April. We popped in to check out the scene and found IASCA judg-ing in full swing for both SQ and SPL competitions with the new meter! There were lots of new custom cars on display and it was great to see many past champions still looking like brand new. Naturally, there were a few new competitors as well who were still get-ting their feet wet and we look forward to seeing these projects develop into full-fledged show cars.

In case you’ve never been to a car show, it’s the place to see and hear the latest automotive custom creations

of a serious group of car enthusiasts. There are those who like speed and various aspects of performance that typically resemble racecars. Stance fans, a.k.a. ‘hard parkers’, put form over func-tion to achieve the cleanest, yet most aggressive looks, despite the possible drawbacks of limited drivability.

The car show guys however, love their bling and the loudest sounds possible. We assume that they are quite versed in the art of sign language since many of these rides play music at well over 120db. They have functional transform-er-like swivelling doors, trunks and bonnets, huge rims, screens, speakers, amps and some of the wettest-looking paint jobs in the country.

AudioZorce

Article and Photos by Zorce Vader

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Red Bull X1 Prototype Virtual Car

Press release and images supplied by Red Bull

Z-Games

Sony Computer Entertainment has lifted the lid on a fantasy racing car built using technology and expertise from Red Bull

Racing. Presenting the Red Bull X1 Prototype: the world’s fastest road car to be driven on the virtual circuits of Gran Turismo 5.

The Red Bull X1 Prototype, seen here in Hangar 7 at Salzburg Airport in Austria, is the answer to the question, ‘What if you designed a racing car where the performance was not restricted by any sporting rule or regulation?’ Forged by Polyphony Digital, working with world-class racing car constructor Red Bull Racing and racing car design genius Adrian Newey, the result goes far beyond the surface of its startling good looks. The performance of test driver Sebastian Vettel in a shakedown run at the Suzuka Circuit, Japan proves that the driving experience, available ex-clusively through Gran Turismo 5 on PlayStation 3, is virtually unbeatable.

As with all grand designs, the Red Bull X1 has been through several iterations. The starting point was a low-drag, single-seat wing car with a glass canopy and covered wheels, powered by a forced induction engine. The early result produced some staggering figures: 1483hp @ 15000rpm, a top speed of 400km/h and up to 6G of lateral G-force. But that was before Red Bull Racing’s design guru Adrian Newey cast his ex-pert eye over the blueprints. Under his guidance, the X1 switched gears. He proposed using ‘fan car’ technology– last seen in (and rapidly banned from) F1 in the late 70s– where a fan is used to force air out from underneath the car, lower-ing the air pressure creating a huge amount of downforce.

The innovation showed its value on the track where traditional low-speed corners could be taken at significantly higher speeds. The new figures showed a maximum lateral G force of

more than 8G, pushing the limits for the human body, and a top speed of more than 450km/h. This result was achieved by a killer combination of a number of components. The aerodynamic body styling, glass canopies and full tire cowl-ings enabled low air resistance. Integrated fans increased low-speed downforce while front and rear wings and a rear diffuser stabilised the car at high speed.

For a nervous design team, the last stage of the journey was the shakedown test. Enter Sebastian Vettel who, on his first run, slashed more than 20 seconds off the course record on the Suzuka Circuit. “The results were thrilling. X1 is about evolution. Delivering the optimum combination of tested technologies in a single integrated design,” explained Newey, Chief Technical Officer of Red Bull Racing. “This would be the future of racing, were we not bound by regulations, but one that is achievable today. “And as Sebastian has shown, it

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is about devastating speed coupled with real handling control. Today thanks to PlayStation 3 and Gran Turismo, we can test drive the future.”

Kazunori Yamauchi, President of Po-lyphony Digital Inc. and creator of the Gran Turismo series said, “X1 sees the marriage of virtual and real worlds as we explore the boundaries of our technology and aesthetic senses.”

“The X1 Prototype Project has been motivated by curiosity and passion, powerful forces that brought together the best the world has to offer in design, physics simulation, racing car product

technology and driving.” Welcome to the personification of the Dream for Speed, to the marriage of imagination, of expertise and of technology. Wel-come to a unique combination of Gran Turismo and Red Bull realised in the X1 Prototype Project.

Gran Turismo 5 contains more than 1,000 perfectly recreated cars ranging from the latest supercars to the cars of NASCAR and WRC. Standing proud is the fastest car in the game– and one of the fastest to ever leave the draw-ing board– the Red Bull X1. And who knows? Perhaps a real car or a new F1 series may be in the works one day...

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Established in 1975, Sookhai’s Diesel Service Ltd was awarded the title of Bosch Diesel Centre in 2005, in recognition of their repair

capabilities for diesel technology. In 2010, they became the official agent for all Bosch parts in the region, expanding the brand locally from diesel spares to all automotive spares, including wiper blades, batteries, disc pads, fuel filters and other OEM parts for any vehicle. With a larger number of diesel vehicles being registered on the road today, the need for diesel repairs and servicing has sharply increased.

Bosch introduced common rail diesel systems in 1997. This ultra-high pressure technology offers a delightful driving experience and continues to play a leading role in the advancement of diesel ef-ficiency in passenger cars and commercial vehicles. Advantages include flexible injection to support every type of exhaust gas treatment, pre-injection, which keeps engine noise down, high pressure under part load for acceleration at low engine speeds and lower emissions and fuel consumption. Common rail injectors are high-tech components that only permit the lowest tolerances. In the com-mon rail diesel engine, the injector also assumes the function of the nozzle and the nozzle-holder assembly. Regular systems use a standard low-

pressure fuel pump to feed unit injectors. At pres-ent, most common rail systems run at 1000-1800 bars with future planned increases projected to run at 2200 bars. An exceptionally clean and pre-cise mode of working is required when executing a common rail system repair.

At Sookhai’s, a special common rail injector clean room facility has been built to manufacturers’ specifications. High-pressure common rail injectors are tested and remanufactured in this special area, free from any contamination. The CRI clean room consists of two test machines, ultrasonic clean tanks and specialist workbenches. The individual test steps largely proceed automatically after the Common Rail injector has been connected to the test bench. Each step of the test procedure can be seen on the computer via ESI(tronic) Software. Proper diagnostic scans are essential for fault location in these modern systems, thus reducing downtime and in turn cost. The customer is always assured of a fast reliable diagnosis and a profes-sional and cost-effective repair.

Today, Sookhai’s specialises in the repair of and parts supply for all makes of diesel fuel injection equipment, turbochargers, starters and alternators for heavy equipment and regular vehicles. They

also specialise in engine rebuilding services for Caterpillar and Cummins engines. Sookhai’s Diesel Service has the facilities and Bosch-certified and factory-trained technicians and staff to service and repair diesel vehicles of all kinds, providing complete cost-effective solutions for engine main-tenance, troubleshooting and solving rebuilding problems. The company is also an authorised dealer and distributor for Denso, Delphi, Zexel, Stanadyne, and many other brands.

General Manager Richie Sookhai and Assistant Manager Ronelle Sookhai are now following in their father Ramnarace’s footsteps at Sookhai’s Die-sel and have already invested personal interests in the company’s development. Richie explained the company ethos: “Our vision is to supply all compa-nies on the market with true and precise diagnostics for all new diesel technologies in terms of common rail and new high-pressure pump systems”. The family also recognises the importance of charity and giving back: “We understand that our business impacts on our surrounding community and we have developed policies to guide our participation in vari-ous activities that can be viewed as philanthropic in the central Trinidad area. At the moment, we support schools and a number of charitable and religious organisations.”

ZorceOlogy Sookhai’s Diesel: Fuel Injection Specialists

Press Release by Sookhai’s Diesel Service Ltd. • Photos by: Bruce Anton

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find your top ‘speed’. Similarly, the whole idea of acceleration is mostly pointless, which is why the British invented the term ‘motoring’. One does not accelerate away from a traffic light in an older British sports car. One selects the appropriate gear (usually first) and motors away. Cornering limits on these cars are also sufficiently low that even if you manage to break traction and leave the road, you still have time to fix yourself a cup of Earl Grey before you gently nudge that mango tree and hear your bumper fall off.

Older British cars also force you to become a more alert and defensive driver. While my MGB lacks

both four-wheel disc brakes and ABS, the knowl-edge that I cannot stop on a dime in a panic situa-tion has made me more alert. I am always vigilant of the traffic in front of me, keeping tabs on everyone, while maintaining a following distance that will allow me sufficient time to come to a stop without any drama. Luckily for me there is seldom a car in front of me for very long anyway. In any event, I tend to be more concerned with cars fol-lowing, as the rear bumper on my car would cost several cases of Old Speckled Hen to replace.

Of all the positive habits I have developed from years of driving older British cars, however, the

one I value most is mechanical sympathy. I have come to appreciate the complex systems that ensure that my car starts, runs, stops and corners. I pity those drivers who mindlessly turn their key and just drive. While there is a certain elegance to freeing oneself from the worry over mechanical components and how they function, I believe it is sad that it has got to the point where we are no longer even aware, nor care to learn about the simple details that keep us safe on the road. I for one am glad that my outdated car has instilled in me the desire to keep my knowledge current.

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A few years ago, I had a job that oftentimes required me to spend the day on the road. This was fine by me, as my daily driver

was my big sister’s silver and black MINI Cooper. I have always presumed BMW refers to the car as a MINI, as opposed to a Mini in order to prevent anyone from confusing their car with the much loved, if somewhat smaller original. I myself have often been tempted to sew on an XXL label to the rear windscreen of mine, to further avoid any confusion.

Back to the job now. One of my colleagues often accompanied me on these road trips, as we both saw the same clients, but for different reasons. Being stuck in a car for several hours a day with a total stranger tends to speed up the familiarising process. In a few short weeks, this young lady and I shared views on everything from politics to reli-gion to the vagaries of popular music. Despite our opposing views on many subjects, the in-car de-bates were quite amicable and entertaining– that is, until I made the classic mistake of mentioning I owned a car that was well over 30 years old.

My travelling companion it seems, had quite strong opinions on the whole idea of older cars, particularly those without three letters on their registration plates. Her opinion towards older cars echoed a wider public opinion that old cars are unsafe and need to be purged from public roads. Unable to help myself, I used my own cars to rally some sort of defense. I pointed out that my cars were both roadworthy, and maintained to a standard that ensured they posed no risk to me or to others. Not to be convinced, she insisted that there was no way that components that were 30 years old could ever be safe, and that everyone needed to drive modern cars. So far, the only person who had that idea in recent memory was Adolf Hitler, but at least his car for the people, the VW Beetle, was more interesting to look at and drive, than say a 2011 Toyota Corolla.

Having agreed to disagree, I let the whole subject sleep. On our next road assignment a few days later, we elected to use her car, which I presumed to be thoroughly safe, being all modern and all. The first thing I noticed as we left the office was that the fuel gauge needle was firmly set on the

letter E. I wondered if on these new cars, the E meant ‘Enough’. She casually corrected me, point-ing out that she normally drove with the needle on E and/or with the orange warning light hap-pily glowing away. Hmm… As we entered Port of Spain, we were greeted with a light drizzle. As my young companion flicked on her windscreen wipers, I began wondering if my contact lenses had suddenly fallen out. Having realised I did not wear contacts, I surmised that her wipers bore the same relation to their intended function as her air freshener did to actual fresh air. Needless to say, she was not bothered by all the streaking and blurriness and comforted my anxiety by assuring me her mechanic had a good pair of wipers wait-ing for her, whenever she decided to have him change them for her.

At the end of our trip, I got out of her car and casually glanced at the rear tire, which I noticed to be visibly underinflated. I pointed it out to her and mentioned that she needed to have the problem corrected as soon as possible. She casually mentioned that the tire had been soft for a while, and she hadn’t got around to fixing it. I didn’t bother to advise her on the dangers of driving a car with underinflated tires. Both her windshield wipers and her admitted inability to drive and navigate while talking (which I was traumatised by several times) convinced me that logic was not in the cards on that day.

The whole point of this somewhat long short story is that I am once again frustrated by the challenge of finding insurance for my ‘two letter’ car. The problem is getting more and more ridicu-lous. No insurance company I have spoken with can give me a valid reason for not wanting to in-sure an older car. There seems to be a consensus among the automotively illiterate that old cars are unsafe and add to traffic congestion. While there is no doubt that there are rolling heaps of disasters waiting to happen on our roads, they are not limited to old cars. My cheerful coworker was evidence enough of that, what with poor visibility and unsafe tires on what most insurers would consider a ‘safe’ vehicle.

The problem is worse for those of us who spend our hard earned dollars and spare time labouring over our old classics, ensuring they are properly maintained, as well as roadworthy. We tend to spare no expense in ensuring our cars are up to standard. As for traffic congestion, with around 30,000 additional cars on our roads every year, our beloved classics account for a smaller and smaller percentage of cars on the road every year, not to mention our cars typically spend more time in the garage than on the road anyway.

One only has to look at road accident statistics to see where the true risk comes from. When last did you read of the driver of an Austin Cambridge being fatally wrapped around a light pole? Or an MGA mysteriously crossing the median and slam-ming into a family of four in their Nissan Prairie? On the less gruesome end of the collision spec-trum, I am pretty sure these insurance companies are not inundated with claims from owners of cars that were made in Great Britain back when Percy Sledge was a hammer. Yet these cars are deemed a greater risk than all those PC-some-things on the road riding around on bald tires, cut springs, absent-minded windscreen wipers and UFO-esque headlights.

One of the safety merits of older British cars I have come to appreciate over the years is their perfor-mance, or lack thereof. It is virtually impossible to wrap your car around anything solid if your car can barely attain its maximum speed of 80mph. You tend to run out of highway long before you

Safety and The Older Car Article: Kevin Singh • Non-Kevin Photo by: Karen Pinheiro

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