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ContentsZorce17: Contents J a n u a r y 2 0 1 2 – M a r c h 2 0 1 2

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 SooknarinePhotographers Devi Nath Bruce Anton& Video Crew: Joe Cool Gerrard WilsonRyan Ramsaran Aaron Achan Lyden Thomas Dewayne Thomas Roger Edwards-Barran Nicholas La Touche Alain Ramdeen Kendall LayneChristian Ramnarine

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) 623-8752Avind 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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Boost Factory Silvia at Night Drags

Porsche sneaks in the newest 911 Carerra S; Rally Barbados has record entries; Rally Trinidad is launched; Valvoline visits T&T, DMack tires launch locally; and we take a first look at the Tokyo Motor Show.

Sheldon receives FIA Award of the Americas in Panama; John Powell and Nick Telfer win RJ11; we interview John Powell; look at F1 for the coming year; and finally, review Round 1– the Australian GP in Melbourne.

Enjoy the first drives of the new Honda Civic Sedan,VW Golf GTi, Suzuki Swift Sport, MINI Cooper S and the rugged new Mahindra Scorpio PikUp.

A priest shares some car-related adventures, and we share a flashback of last year’s Father’s Day Exotic Car Show at The Falls at Westmall.

T&T’s Dominic De Leon wins Rookie of the Year in England and Red Bull’s Aaron Colton tours Trinidad and Tobago and has an amazing time stunting.

Zorcerazzi News

MotorSport

Test Drive

Z-Scene

Moto-Z

We bring you highlights from the last SEMA show courtesy Meguiar’s, who are keen to sponsor a local team to represent T&T next year.

We try the SuperClean line of products; take a look at Bosch Super 4 spark plugs; and Kevin tries to build an English scale-model car.

AudioZorce

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ZORCE travels with

Boost Factory’s Silvia ran a provisional 10.5s 1/4-mile e.t. at TTASA’s Night Drag meet on March

17, 2012 in Camden, Trinidad. There were some issues with the timing system. We look forward to a backup run at the next meet.

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Editor-in-Chief Narend Sooknarine is getting ready to take pictures in the dust and mud of Rally Trinidad 2012. At some point late in the evening on a rally stage, Red Bull and something will be had– this rally will be some pace! Until then, Ford has invited him to Panama to test drive the newest Ranger!

It’s March at the time of writing this and as promised, this is Issue#17! We hope that you will enjoy this issue as much as the last one. Feel free

to join our Facebook fan page and check zorce.com for your daily dose of Zorceness and updates on upcoming motorsport events.

We start this issue with a sneak preview of the new Porsche 911, due to be officially launched in less than a month. The car is a completely new platform with a host of changes and improvements. The Germans continue to perfect the art of evolution alongside separate efforts to create new niches with interesting vehicles like the VW Cross Coupé that you can find in our Toyko Motor Show coverage. The famous ‘Toyobaru’ project has finally panned out into two separate unveilings– the Toyota GT86, or simply 86 as it will be called Japan and the Subaru BRZ. For Subaru it is a digression from their signature 4WD configurations and for Toyota, a return to their sporting roots with the inherent benefits of boxer engine packaging.

Two regional rallies are off to a great start in terms of organisation and logistics. Rally Trinidad is literally days away and all of our photographers are anxious to hit the gravel stages and bring you all of the action! Rally Barbados has also gotten more attractive to

regional spectators thanks to the new packages from Going Places Travel for the spectacular motorsport vacation weekend. See their ad in this issue for the details. We will be booking early before the prices change, since Rally Barbados is absolutely not one to be missed! In this issue we also have coverage of Rally Jamaica 2011 where we would like to extend further congratulations to the team of John Powell and Nicholas Telfer on their victory after some ten years of persistence. We managed to catch up with ‘Pentti’ at the launch of Rally Trinidad 2012 for an interview.

Our test drive section starts with our cover car– the brand new, ninth-generation Honda Civic, which will probably turn out to be one of the easiest cars to live with thanks to its fuel-efficient technology, quiet cabin and smooth ride. It’s apparent that Honda realises that the market has matured and thus their needs and priorities are changing. The Civic still has lots of sporty potential as seen with the various factory-modified and tuner versions exhibited at the last SEMA show. After this, we move on to some truly exciting hatchbacks of different flavours and prices– the Golf GTi, the Suzuki Swift Sport and the new MINI Cooper S. We round things up with the new Indian-built Mahindra Scorpio PikUp, which looks set to be a durable performer. Of course there’s lots more in this issue but only one way to find out– read on, and may the Zorce be with you...

In the next issue: Trinidad & Tobago’s First Lamborghini Gallardo!

Ever since this pristine Lamborghini Gallardo LP560-4 arrived in Trinidad and Tobago, news of it

immediately went viral. The internet practically blew up and Facebook went wild along with a slew of Blackberry updates, iPhone pictures and text messages asking, “Did you see the Lamborghini?”

If you’ve been following news of the car, you’re probably wondering why feature it? We are happy to inform you that the car survived its minor crash and the owner assures us that all necessary parts are readily available and are being shipped for a relatively simple repair job right here in T&T. He also says that he will consider wearing smaller, racing-oriented shoes to avoid hitting the gas along with the brake. Now you know what they actually say about guys with big feet :) Stay tuned for a full feature on this amazing machine that has captured the attention of the nation.

Above, photo by Ashmir Ali of 360tt.com • Below, photo by Lyden Thomas

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Spied! : Porsche 911 Carrera S!

Zorcerazzi News

We got the call as the car was being unpacked and inspected and promptly made our way to the Lifestyle Motors

dealership. Covered in dust, as it had not even been washed yet, the sleek black Porsche 911 Carrera S was ready as always for action.

This model is based on the all-new 991 platform, with a longer wheelbase, shorter overhangs, lighter weight and loads more power with significant improvements in fuel economy. A new coasting function in the PDK gearbox now allows the engine to idle when off-throttle and resume as usual at a matched rpm when you press the accelerator. An engine start/stop function and brake energy regeneration has also been integrated with both the manual and PDK versions along with a new electrical power steering pump.

The front track has also been widened for more

sure-footed handling and better roll stability. Larger 21-inch wheels have also been fitted. The result is a car that laps the Nürburgring’s Nordschleife a full 14 seconds faster than the outgoing model.

The new Carrera S also comes with PTV or Porsche Torque Vectoring as standard, while cars fitted with the PDK gearbox get PVC Plus. This electronically controlled fully variable differential system is capable of doing full lockups and in Plus trim, adds application of the inner wheel’s brake to synchronise wheel speeds during cornering. In the cockpit, the gearshifter positioning takes a cue from the Carrera GT and is positioned much closer to the steering wheel allowing faster driver access.

This new version’s prowess certainly shows up in the numbers, almost matching the old 911 Turbo S 0-60 time with a 4.1-second blast. This

particular Carrera S was fitted with the 7-speed PDK gearbox and the sport chrono package that improves on the regular Carrera S PDK’s time by 0.2s. The regular manual version will do the deed in 4.5s. This is thanks to the new naturally aspirated 3.8-litre boxer engine that generates a full 400hp. The standard 911 Carrera is no slouch packing a 350-hp, 3.4-litre boxer engine and can run a top 0-60 time of 4.4s with the PDK and sport chrono package. The 911 Carrera will run on to 287km/h (178mph) while the Carrera S will top out around 302km/h (188mph).

Having experienced the launch control feature in the old 997 Porsche 911 Carrera Turbo S, which is capable of a 4.0s 0-60 we can confirm that the new Carrera S feels almost identical in initial acceleration. Porsche has undoubtedly raised the bar and we can only imagine just how fast the new 911 Turbo and Turbo S models will ultimately be.

Article and photos: Zorce Vader

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With entries for Sol Rally Barbados 2012 easing past 110 mid-way through March and records being equalled or

broken by the week, pundits around the region are predicting the hottest competition in the 23-year-history of the Barbados Rally Club’s (BRC) blue riband event.

Ten cars are confirmed for the front-running Modified 8-WRC class– there’s at least one more announcement in the pipeline– with healthy line-ups for M8-A and Production 4 (‘Bajan’ for Group N) pushing the four-wheel drive total towards 30 cars, against the previous best of 25 (in 2008 and 2009).

Other potential records, assuming only limited fall-out, include the highest number of international crews (the notional cap of 30 has been surpassed for the first time) and the largest number of overseas participants (currently 79 individuals, driver or co-driver). This year, they are travelling from as far afield as Dubai and Kenya, while regional support includes a trio of Group N cars from Trinidad.

And it’s not just the cars that excite, but the quality of driving talent. As ever, the man to chase is Roger ‘The Sheriff’ Skeete, whose back-to-back victories for the past two years in his Subaru Impreza WRC S12 brought to 12 his total since the event first ran in 1990.

The Barbados season opened recently with a double-header tarmac sprint, Skeete’s first outing since remedial work after a crash in last September’s Rally of the Sun & Stars, and all did not go to plan– a left-front tire puncture caused a minor brush with the notorious Malvern wall, which left him third in the morning event from his only run, but also trailing in the afternoon, second by just three hundredths.

The morning winner was Paul ‘Surfer’ Bourne (Ford Focus WRC ’07), enjoying his first run since Sol RB11, while afternoon honours were claimed by Sean Gill (Suzuki SX4 WRC), runner-up in Rally Jamaica last year. Bourne has won the island’s premier event before (2003 and 2007), while Gill still yearns to steer a car to victory after winning as co-driver for Ulsterman Kenny McKinstry’s second win in 1996.

For the past two years, the top four in Sol RB have been the same: Skeete and Bourne heading home the best of the overseas competition, Britain’s Paul Bird (Focus WRC ’08) and Jamaican John ‘Pentti’ Powell, who rallies under the flag of his adopted homeland, Trinidad. ‘Birdy’ has comfortably the best record of the International influx, whose two third places added to finishing second to Kris Meeke in 2008 and 2009.

Powell debuted his Impreza WRC S14 in Barbados last September, finishing third to Bourne and Gill in the Rally of the Sun & Stars, then went on to win Rally Jamaica for the first time. Having won Rally Trinidad in 2010, he will be keener than ever to add victory in Barbados, where he twice finished second in his earlier Toyota Corolla WRCs– he would be able to claim the hat trick as Panton has already done.

Bird’s fellow-countryman Steve Perez (Focus WRC ’07) has switched back to the WRC class this year after finishing top historic last year in a Porsche 911 RSR, while many consider Rob Swann the dark horse from Europe this year. Tidy and consistent, he is currently the only driver to have won Group N in Barbados and Jamaica in the same year. Last year, he stepped up, finishing fifth in a rented Impreza WRC S12 and is due to test his new weapon of choice around the end of March. His former Impreza N14 has been stripped to a bare shell, lightened, dipped and resprayed, then fitted with a WRC build spec engine, six-speed sequential gearbox and active centre diff.

Having claimed his second consecutive Rallye Sunseeker National victory last month, Roger Duckworth will be enjoying a repeat all-expenses paid trip, presented by the BRC, in association with the island’s private-sector Tourism Development Corporation (TDC). Like Bird and Perez, he is a former UK National Rally Champion. Seventh on his first visit last year in his early Impreza WRC, he claimed the weekend’s final stage win at the Shell V-Power SuperSpecial.

The story of the event will not just revolve around the overall battle, however, thanks to a growing number of stunning two-wheel drive pocket rockets. Last year’s battle between Neil Armstrong (Toyota Starlet) and Ian Warren (Suzuki Swift) saw stage wins swapped back and forth, until Warren was caught out by unexpected rainfall mid-way through the braking area for (that same) Malvern Wall!

Expect even more players to have leading roles in the drama this year, including brothers Roger and Barry Mayers (their Starlet retired with accident damage early on last year), former CMRC circuit racing Champion Stuart Maloney (he failed to start RB11, after his Peugeot 306 Maxi developed engine problems), Josh Read (Starlet), James Betts (Renault Clio), Brett Clarke (Citroën C2 S1600) and more BMWs than you can shake a stick at (currently nine, likely to be led by Logan and Rhett Watson).

Among a raft of TDC-supported overseas promotions, the BRC has partnered with a local travel agent for the first time to create travel packages for regional visitors. Going Places Travel has three hotels and a rental car business with great deals on offer. Check out the print or online ads or, contact them at the websites below.

www.rallybarbados.bbwww.going-places.tv

Article: Robin Bradford

Sol Rally Barbados on Record-Breaking Form

Photos: Devi Nath, Lyden Thomas, Himal Reece, Nicholas Bhajan

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Rally Trinidad kicks off from Friday 30 March - Sunday 1 April, 2012 with 162km of stages planned. Some 35 competitors from

Barbados, Jamaica, UK, and Trinidad and Tobago are expected to enter. The high-speed stages will begin at the Hasely Crawford Stadium and then move to central and south Trinidad to Cedar Hill, Bronte and Reform with the grand finale in Saith Park, Chaguanas.

WRC Lineup (in no specific order):• John Powell/Nick Telfer 2008 Subaru S14 WRC - TRI

• Jeffrey Panton/Mike Fennell 2006 Ford Focus WRC - JAM

• Gary Gregg/Hugh Hutchinson 2005 Ford Focus WRC - JAM

• Sean Gill/Michael Cummins 2006 Suzuki SX4 WRC - BDS

With this lineup, who can really predict the winner? ‘Pentti’ is fresh off a huge win at Rally Jamaica in 2011, and seems very comfortable in his new ride. This will be the first time this machine touches down in Trinidad, so the local crowd is guaranteed big action. Panton is the defending champion and is in a new ride. That with his experience on the tricky south stages could mean stiff competition for Powell. Sean

Gill may be the biggest threat yet after coming second to Powell in Jamaica by the finest of margins, and with Gregg having won both Rally Jamaica and Rally Barbados in the Focus, this will be one of the most competitive fields ever seen on the gravel in Trinidad. Rally fans are going to have a very tough time picking the top three out of this field.

The Other Hot Picks:• James Betts - Group A Mitsubishi Evo V - Betts will be back after a four-year break from Rally Trinidad. He is an extremely talented driver and he is coming in a fast machine so he could very well be knocking on the leader’s doors.

• Stuart Johnson - Group N Subaru N12 - ‘Sobby’ started off the season with a well earned second place to Powell and has come a long way in his relatively short two-year stint in local rallying. Watch out for this blue machine.

• David Coelho - Group A Mitsubishi Evo IX - David is well known for his fastest stage times making for a surprising leaderboard. The deciding factor will be his ability to keep these ‘surprise stage wins’ consistent. He has a fast car and a very good team behind him.

• Cristian Bourne - Group A Mitsubishi Evo VII - Many rumours have started with this team and you may see Cris in something new for

this year’s rally. If this plan does come to pass, his competition could be eating the dust. The other question is if Bourne is in a new car, who is driving the old Evo VII? Stay tuned to find out.

• Mark Williams - Group A Mitsubishi Evo V - After a very solid year in Group N, Williams stepped up to Group A by increasing the size of the inlet restrictor on his car. But an engine failure on the first TTRC High Speed Rally Stages event for 2012 set him back some seat time. If he can repeat last year’s consistency, this talented driver will be a tough act to follow.

• Harold ‘Doc’ Morley - Harold will be back in his Subaru N14. Forget trying to guess how old he is, rather worry about the fact that he is beating guys half his age and smiling about it.

The 2WD class is a big toss up, with Ryan Peyrau in the Lifestyle Motors Suzuki Swift Sport, Devi Nath, and Ricky Bobby set to toss it up with Bajan Jamal Brathwaite; it’s anybody’s guess for the top spot here. A couple other names to look for are Reyaz Mohammed (who has taken over the title of Mr. Consistent), Shelford Robinson and Ansel ‘Tarzan’ Ali in his 323.

The ultimate rally in T&T is almost here! Check out all updates and the full entry list at rallytrinidad.com. Click ‘Like’ on the TTRC fan page on Facebook.

Rally Trinidad 2012 Officially Launched!

Photos: Devi Nath, Gerrard Wilson, Lyden Thomas, Bruce Anton, Narend Sooknarine, Kavita S. Fonseca

Article: Trinidad & Tobago Rally Club

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Valvoline Pays a Visit

DMack Tires Now in T&T!

On January 25, Roberto Fuentes, General Manager– Latin America Distributors & Mexico and Federico Granados– Regional Sales Manager of Valvoline made

their first market visit to Trinidad and Tobago. They met with Valvoline’s authorised distributor for the country, Caribbean Power Solutions Limited. Their visit included a presentation by the marketing team at CPSL, as well as visits to some of the local retailers and garages. The visit concluded with a dinner at The Rise restaurant in Chaguanas. While in Trinidad, the Valvoline officials commented that they were pleased with the effort from the local team and reaffirmed their commitment to making Valvoline a major player in this market, as well as the wider Caribbean region.

Known the world over, particularlyin rally circles, DMack tires arenow available in Trinidad and

Tobago. At a soft launch in the popularMOSPORTT/Bubba’s Bar in FrederickSettlement, Caroni, South American SalesManager Paul Handal, along with localagent Adrian Charles, showed off the vastarray of available tire specifications andsizes DMack has to offer. With customsize options featuring treads and studs suited for tarmac, dirt, mud, gravel, snow and ice, DMack has rally covered. Visit http://www.dmacktyres.com for more info.

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Automated Valet Parking (AVP) enables PIVO 3 to drive, locate a parking space and park without

driver assistance in a future AVP parking lot. It can recharge and return to its driver at the AVP exit via smartphone. Its compact 3-seater body is under 3m long using in-wheel motors for motion. A wide steering angle allows PIVO 3 to make a U-turn on a road only 4m wide.

The Mirage focuses on compactness, affordability, high fuel efficiency and low-CO2 emissions. The Mirage also features good maneuverability and

easy drivability while also providing a comfortable interior space for five adults. MMC has targeted top-of-class fuel efficiency (JDM version) of 70mpg through weight reduction, reduction in rolling resistance and higher efficiency of the engine, transmission, brakes and tires, and an aerodynamic body that reduces air resistance and drag. The car will be powered by a 1.0L, 3-cylinder MIVEC engine with start/stop technology. The new Mirage is due to go on sale first in Thailand in March 2012.

Up to Speed: Tokyo 2011 Highlights

Isuzu presented its new 2012 Isuzu D-Max mid-size pickup truck that was developed in collaboration with GM. The Isuzu D-Max is a sister model to the

new Chevy Colorado, also made in Thailand. The body-on-frame pickup comes in single- and double-cab configurations. There are three turbodiesel engines, including a pair of 2.5L units producing 115hp and 136hp, and a larger 3.0L powerplant rated at 177hp, linked to either 5-speed manual or 5-speed automatic transmission. Full-time AWD is also available.

The EV-STER is an electric RWD two-seater convertible sports car. Light carbon materials allow a range of about

160km. The twin-lever steering is easy to use and the driver can also make adjustments to motor output and suspension settings. The instrument panel features a vehicle info display, plus a network display used for the audio, navigation systems and internet access. Zero to 60mph is around 5s and top speed is 160km/h. Charging times vary between three to six hours depending on voltage.

The BMW i3 Concept is an electric vehicle designed for urban areas. The

electric motor over the rear axle produces 170hp and 184ft-lb of torque from rest. A small turning circle combines to deliver crisp driving characteristics. The BMW i3 Concept accelerates from 0-62mph in less than 8s.

The BMW i8 Concept is a vision of a sustainable contemporary sports car brought to life. Its innovative plug-in hybrid concept combines the

modified electric drive system from the BMW i3 Concept, fitted over its front axle, with a 3-cylinder engine producing 220hp and 221ft-lb at the rear with 50/50 weight distribution. Zero to 62mph is done in under 5s with fuel consumption of around 78mpg. Range is up to 35km on electric power alone. The 2+2-seater offers enough space for four people. The so-called Life module of both cars has a roomy feel and select materials lend the open and airy cabin a lounge-like character.

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This youthful car is essentially a five-door hatchback

supermini version of the Prius using a new, smaller hybrid drive system built around a 1.5L Atkinson cycle engine. Projected city fuel consumption is expected to be over

50mpg. Toyota-owned Kanto Auto Works also showed two brightly coloured tuner versions of the car, each with a unique body kit and larger wheels. The Aqua is expected go on sale in Japan immediately.

The Swift EV Hybrid is a compact electric vehicle with an

engine-driven generator, which is projected to be driven 20-30km per day in Japan. The EV Hybrid can cover such distances on battery power alone then extend its range using an

engine-driven generator. Compared with an electric vehicle that depends entirely on battery power, the Swift EV Hybrid has a smaller battery that’s quicker to charge, weighs less, uses fewer resources and costs less.

The hotly anticipated Toyota GT86 is an entirely driver-focused sports car, designed to recapture the

fundamental joys of driving. That means precise, instant response to the smallest throttle and steering inputs and the kind of performance that appeals to those for whom driving is a passion, not a necessity. The compact four-seater sports car, with a very low centre of gravity and excellent power-to-weight ratio, signals a return to Toyota’s sporting roots, with a front-mounted engine and rear-wheel drive package. The 2.0L flat-four boxer engine with direct injection generates 197bhp at 7,000rpm and maximum torque of 205Nm at 6,600rpm. In Japan the car will simply be called the 86. Co-developed with Subaru, their version is known as the BRZ.

Following teasers and videos of the fully functional Juke GT-R custom prototype, the Nissan Juke Nismo Concept gives a first glimpse

of Nismo’s future starting with this niche vehicle and its unique combination of strengths. The Juke Nismo’s purpose-designed body kit enhances looks and aerodynamic efficiency. More power comes from a tuned 1.6L direct-injection turbocharged engine. Stiffer chassis and larger tires provide even better handling, while distinctive sporting interior treatment and Nismo signature exterior colours will set this model apart. Nismo will now officially be responsible for mainstream factory-modified versions of select Nissan models.

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VW’s new Cross Coupé is an all-wheel drive, plug-in hybrid vehicle. It’s a crossover that’s part four-door

coupé, part compact SUV. It is the first vehicle from Volkswagen’s new modular transverse matrix (MQB) platform. The four-seater SUV is powered by a front 54hp 133ft-lb electric motor, a rear 114hp 199ft-lb motor, and a direct-injection, turbocharged TSI engine making 148hp and 155ft-lb of torque through a 7-speed DSG gearbox. It can drive up to 25 miles on electric power, has regenerative braking and is designed for on- and off-road use. Twenty-inch alloys with 265/45 tires enhance the sporty look. The designers have merged the twin bi-xenon headlamps, turn signals and DRLs with the radiator grille’s chrome-plated fins. Behind the 3-spoke steering wheel is a user-programmable instrument cluster. A rotary knob selects between Sport, City,

and Offroad. The display varies according to the mode: for instance, Offroad mode features a compass and a topographic map. The Cross Coupé weighs 3,854lbs, distributed 58 per cent front and 42 per cent rear. The payload is 992lbs.

The battery is mounted in the transmission tunnel, providing a low centre of gravity and is charged either via 230V external sources or the TSI engine and front- and rear-axle regeneration. The driver can also continuously charge the battery from the TSI engine to prepare for driving through zero-emission zones. With a 14.5gal. fuel tank, the theoretical range in hybrid mode is 506mi. Add in the electric range, and the Cross Coupé can do 531mi. Zero to 62mph takes 7s and top speed is 125mph. In electric-only mode, the top speed is 75mph while the overall drag coefficient is just 0.329.

Subaru unveiled the production version of its highly anticipated BRZ sports coupé. With 200hp and

151ft-lb of torque in a car weighing just 1,220kg, the BRZ has been designed for maximum driving fun, exceptional handling, reliability and safety. The boxer engine is positioned lower than ever before. The joint development programme allowed Toyota’s ‘D-4S’ direct injection and port injection technology to be incorporated into the BRZ’s power unit, improving efficiency. A visually striking diffuser dominates the lower edge of the BRZ’s tail, with twin exhaust pipes. Inside, the compact steering wheel ensures the driver can fully enjoy the BRZ’s lightning-quick responses. The instrument binnacle features a tachometer with a digital speedometer at its centre, for a quick look

at the vitals. The 6-speed manual features a short-stroke gear lever, which is optimised in rigidity, shift accuracy and weight. The 6-speed auto has a Sports mode for immediate shift response. Its Manual mode allows the driver to use the steering wheel-mounted paddles and features rev-matching. The aluminium bonnet helps to minimise the BRZ’s weight, while the structure is also designed to maximise pedestrian protection. The front suspension employs struts for optimum rigidity, while a double wishbone layout at the rear provides superb shock absorption and compliance. The 215/45R17 tires are mounted on lightweight and highly rigid 17-inch multi-spoke alloy wheels. All BRZ variants are equipped with electronic stability control. Subaru also showed its prototype GT300 racing version of the BRZ.

The Mitsubishi Concept PX-MiEV II is Mitsubishi Motors’ idea for a mid-size plug-in hybrid PHEV model that offers a long cruising range demanded

by mid-size (and larger) vehicles. The plug-in hybrid system fuses EV technology from the Mitsubishi i-MiEV with a small conventional engine that features MMC’s latest efficiency technologies. This combination provides fuel efficiency of more than 141mpg and a cruising range of over 800km, with over 50km in all-electric mode alone. Depending on remaining battery charge the system will start the engine automatically as a generator, or for driving the wheels as necessary. The driver can select Battery Drive Mode to drive quietly and emissions-free (at sufficient battery levels) using pure EV power, or switch to Battery Charge Mode while on the move. A socket allows the drive batteries to be used to power electric appliances when camping, or in other outdoor pursuits or, provide an emergency power source. In addition, the quick-charge port is vehicle-to-home (V2H) compatible. A newly developed twin-motor 4WD system mated to Mitsubishi’s S-AWC (Super-All Wheel Control) advanced traction control system (based on the Lancer Evolution X models) delivers pure driving pleasure. Off-the-line torque provides acceleration comparable to that of a 3.0L V6 engine.

Mazda announced its new Takeri concept car and CX-5 that are full-scale implementations of Skyactiv Technology and the new design theme ‘Kodo :

Soul of Motion’. The Mazda Takeri is a new-generation mid-size saloon concept with styling that inherits the vision of the Mazda Shinari, the embodiment of the essence of Kodo design; the new-generation Skyactiv-D, clean diesel engine and Mazda’s new proprietary regenerative braking system, i-Eloop. It demonstrates Mazda’s conceptual priorities of strong design, driving pleasure and impressive environmental performance. The new-generation Mazda CX-5 compact SUV is the first commercially available model to employ Skyactiv Technology from the powertrain to the bodyshell, while also fully embracing Kodo design. The CX-5 is due to be introduced in Spring 2012 as a new model in the Mazda model line-up.

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Honda Civic 1.6: All-new and Eco-friendly

Honda’s most popular worldwide model has to be the Honda Civic. People everywhere love them for

their outstanding fuel economy and the great handling that usually accompanies a lightweight car with a low centre of gravity. Over the years the car enjoyed immense popularity thanks to the Fast and the Furious movies and the sport compact car sub-culture, which sent it down a performance road driven by owners and tuners. Now these people have grown up and although loyal to the brand, they are quietly looking at cars that offer smoothness and refinement. This ninth-generation Civic hopes to provide them with a familiar option.

If you speak to most new enthusiast parents they will tell you that their priorities have shifted. They have traded in all the hardcore tendencies for defensive driving or “Driving Miss Daisy” driving habits that will be friendly to pregnancies, maintain minimal spills of food and drink and send kids off to sleep on the way home. For those without children, they also appreciate not having their spine or dental fillings shaken with every rut or bump, along with constantly filling the fuel tank or changing parts, at least not every day. It is usually a case of replacing the project car or adding another vehicle to the mix that brings balance to life’s progress. From the standpoint of someone moving away from a performance-oriented car there also needs to be a few

distinguishing features that set the car apart from the mainstream, at least a few options that still make the car appeal to the custom tuner niche. To this end, Honda displayed a few special editions and concepts at the 2011 SEMA show.

Our drive in this ninth-generation car began at the Classic Motors dealership. While we are still getting used to all the new styling cues, the headlight treatment is reminiscent of the Acura TSX. The car’s profile is very similar to the eighth-generation car but the representatives assured us that there were many changes that we could not see just by looking at it. For starters, the car is 7 per cent lighter than the outgoing model, uses 5 per cent more high-strength steel

Test Drive Article: Narend Sooknarine •Photos: Bruce Anton

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and still preserves Honda’s ACE body system, which transfers shock energy in the event of a crash throughout the structure to preserve the occupant cabin and driver and passengers. Work was also done to the underbody of the car using lightweight plastic parts under the engine and fuel tank to create a flatter surface, along with low-drag side mirrors, resulting in 3.4 per cent less drag compared to the 2011 car.

Inside, the car ushers in a new era of quiet. The cabin is well isolated and feels more refined than you would expect for a car in this segment. High quality plastics and soft touch material in the doors combine with futuristic shapes to make the interior feel advanced. We especially

liked the two-tier dashboard, which allows you to observe your speed and fuel economy with very minimal eye movement. The upper display has a three-dimensional look and is flanked by two fascinating bars that turn green to indicate that your driving style is eco-friendly and blue during normal driving. This lends some video game appeal to the driving experience making it fun to try to save fuel. There is also an ECO button that allows the engine to save fuel by reducing torque, changing the shift patterns and the a/c compressor intervals. The steering is also well isolated, transmitting vibrations from the road surface but never harshness from minor potholes. It’s a bit smaller

than usual but thanks to the new motion-adaptive electric power steering the right amount of assistance was always provided at any speed. At just over three turns lock to lock, the ratio was not abnormally quick but thanks to the smaller wheel, it felt more responsive to inputs.

Ride quality was unusually smooth. Diving hard into the corners resulted in the economy-oriented tires howling and eventually going into understeer when pushed. The grip limits are lower but when you stay within them, the Civic’s turn-in is crisp and neat. If we were looking for performance-oriented handling then a simple change of tires on the existing 16-inch alloy wheels will do the job. On slightly rougher tarmac

At a Glance:0-62mph (s): 12.4HP: 125@6500rpmFt-lb: 113@4300rpmKm/h: 190Mpg: 35Price: $239KVerdict: Smooth, reliable; InOne deal is great.

15 • Zorce

surfaces we did notice some tire noise, again due to the harder, spring-loaded beads being built into the tires that offer the best fuel economy. If this car were a Jaguar, we would take issue. But since the Civic’s first mission is to save gas, we’re all for it.

At highway speeds the Civic is very stable and easily executes lane changes and passing maneuvers. As is, the Civic is ready for suburbia, everyday traffic use and family trips, which in our opinion was quite refreshing and in tune with what the maturing market is and/or will be looking for, i.e. a good-looking ‘put gas and drive’ car that is smooth, quiet and reliable. In our 60-wiggle test (which simulates accident

avoidance at 60km/h) the car fared well for the first few yanks of the wheel. More than that and inertia will take over and serve a bit of oversteer. Smoothness is the key to driving this car properly.

Panic braking from 60km/h was stellar but take it to 100km/h and the time and distance increases significantly. Bear in mind that this test was done with four adults on board. In both cases, the ABS system was activated and performed as expected. Light braking around corners was also seamless thanks to the standard EBD or electronic brake force distribution system and VSA or vehicle stability assistance. The Civic also has a total of six SRS airbags with the upper curtain airbag

running the full length of the cabin to protect both front and rear passengers. There is also a front passenger’s side airbag with an occupant position detection system to prevent unnecessary deployment. The 2012 Honda Civic sedan models have also received the rating of Top Safety Pick from the Insurance Institute for Highway Safety (IIHS) under its more stringent testing guidelines implemented this year.

The engine is a 1.6-litre i-VTEC unit that is very smooth and torquey at higher revs unlike most engines in the class, which offer mid-range punch but get thrashy in the upper rpm region. Everything seems to happen at 3500rpm and

“Inside, the car ushers in a new era of quiet. The cabin is well isolated and feels more refined than

you would expect for a car in this segment.”

Zorce • 16

around 5000rpm there seems to be some VTEC action all the way to redline. This is reflected in the engine’s specifications: 111ft-lb@4100rpm and 125hp@6500rpm. These peaks occur at a lower, more usable rpm range when compared to the older, high-revving SiR engines that peaked closer to 7800rpm. On our drive we felt like there was more torque in the low-to-mid rpm range than the old eighth-generation 1.5, which took its time to move the car.

No such complaints for this 1.6 i-VTEC unit and there is also an available 1.8-litre engine packing 142hp@6500rpm and 128ft-lb@4300rpm, matching the 1.8-litre VTi-S specification that was

quite popular for its 9.2-second, 0-60 time and 203km/h top speed. Our test car proved to be capable of a 0-60 time of approximately 12.4s and top speed is estimated to be around 190km/h. The car seems more eager above 60km/h since at this speed the higher rpm ranges where the engine makes power and torque are accessible. We also noticed that on downhill sections of road, the transmission was gearing down accordingly. Honda calls it Grade Logic and this was also a feature of the automatic SiR Civic that is now standard in this new model.

Other notable features include a speed-sensitive 160W four-speaker stereo system that is USB/

auxiliary-ready, hands-free Bluetooth and folding rear seats. Another interesting point to note is that you can change the image on the i-MID centre display to show whatever you like, for example, a picture of your family or your next dream vacation.

The new Civic comes in at TT$239K with the popular in-One package, which means that you get three years of free service and full comprehensive insurance. When you look at what the competition offers in terms of price, space, styling, amenities, economy or performance, the in-One package makes the new ninth-generation Honda Civic an even sweeter deal!

17 • Zorce

What if They Zorced it Up?

The Civic Si Coupe and Sedan models prioritise handling and performance with a sport-tuned suspension and a 2.4-litre

i-VTEC 4-cylinder engine. More powerful than the 2.0-litre engine in the previous generation, the new engine produces 201hp@7000rpm and 170ft-lb@4400rpm, an improvement of 4 peak horsepower and 31ft-lb of peak torque compared to the previous model. A sport-minded 6-speed manual transmission with a helical-type, limited-slip differential (LSD) is standard. The LSD helps the Civic Si accelerate powerfully when exiting corners as both wheels can deliver more equal torque distribution to the road compared to a conventional open differential. The tall sixth-gear ratio allows for relaxed highway cruising. Unique Civic Si exterior features include fog lights, 17-inch alloy wheels with 215/45R17 tires (summer tires available), a body-colour deck lid spoiler with an LED centre brake light, and a chrome exhaust finisher. Inside is an exclusive aluminium shift knob with leather,

textured aluminium pedals, and firmly bolstered perforated cloth sport seats with suede-like trim and red stitching. The steering wheel is leather-trimmed with red stitching. The i-MID on the Civic Si includes a new sequential rev-limit indicator and power monitor.

Seven modified 2012 Civic Si Coupes and Sedans were featured prominently in the Honda booth at the 2011 SEMA Show.

The all-new 2012 Civic Si Coupe and Civic Si Sedan emphasise the performance potential of the Civic lineup and represent great platforms for vehicle personalisation. Several significant vehicles are being unveiled at the show, including a 2012 Civic Si Coupe equipped with a limited edition Honda Factory Performance (HFP) package, the Honda Performance Development, Inc. (HPD) Compass360 Racing HPD 2012 Civic Si Coupe Racecar, the Accord Coupe HFP Concept, and several vehicles equipped with Honda genuine accessories.

“The Honda Civic was instrumental in the first import-tuner movement in the USA during the ’80s,” said Bruce Smith, vice president of Service and Technical Operations for American Honda Motor Co., Inc. “The all-new Civic Si builds on that proud history by offering inspiring performance, improved fuel economy and a great platform for personalization.”

Show-goers got the first look at the 2012 Civic Si Coupe fitted with a limited-edition HFP package. Limited to only 500 complete kits available at Honda dealers in the USA, the package includes: high-performance springs, reducing ride height by 15mm; high-performance dampers tuned for enhanced road handling and decreased body roll; 18x7-inch HFP alloy wheels; full HFP aerodynamic body kit; HFP carpet floor mats; red ambient interior illumination; and, HFP emblems. All of the painted parts will come colour-matched to each of the seven available Civic Si Coupe colours.

Source: Honda

Zorce • 18

After unveiling the Compass360 Racing HPD 2012 Civic Si Coupe Racecar, HPD provided details about its new racing performance parts programme for the all-new Civic Coupe. Earlier this year, HPD began sales of Civic bodies-in-white, also on display. For builders of racecars, starting their build with a body-in-white represents significant cost and labour savings when compared to the purchase and conversion of a fully equipped production car. Sales of the body-in-white began in July, and HPD has delivered a number to licensed race teams thus far, priced at US$3,500 each.

Additionally, HPD will soon offer HPD-designed parts and branded racing components for the new Civic through the Honda Racing Line. These racing parts are tailored for use in the SCCA

World Challenge and Grand Am’s Continental Tire Sports Car Challenge. The racing parts are already available, as well as full details and pricing.

Sporting available Honda Genuine Accessories, the 2012 Civic Si Sedan shows that performance and style can come with four doors. It features 18x7-inch HFP alloy wheels, all-season floor mats, trunk tray, cargo net, cargo hook and splash guards. All Honda Genuine Accessories, including HFP components, offer a three-year/36,000mi warranty like the Civic itself, if they are purchased and installed at the time of new vehicle purchase, and are engineered to be fully compatible with each Honda vehicle.

Reaching out to the import community, Honda invited three independent vehicle tuners to

build and display their Civic Si concepts at the SEMA Show. Tuners were asked to push the limits of performance and style with their builds, and the vehicles on display demonstrate the personalised potential of the Si Coupe and Sedan. Following last year’s amazing CR-Z build, Bisimoto Engineering delivered a 1004hp version of the Civic Si Coupe.

Having previously built two generations of Fit project vehicles, Tjin Edition brings its own take on the Civic Si Sedan, showing that style and performance can coexist with kids and a family. And making its Honda SEMA Show debut, Fox Marketing pulled out all of the stops to create a wide-body, turbocharged version of the Civic Si Coupe.

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VW Golf GTI: The Perfect Stormtrooper

The 2012 Volkswagen Golf GTI has a lot to live up to. Part automotive icon, part cultural revolution, and more recently,

part track day warrior, the benchmark for this latest generation GTI is its outgoing predecessor. With that in mind, we also recognise that in this country, there are only a handful of lucky souls who can lay claim to the title ‘former Golf GTI owner’, so we decided to review this car from the perspective of a new buyer.

First off, the new GTI is a two-door hatchback, which will seat four, including driver in surprising comfort; five in a pinch. There is also a four-door version which has yet to arrive. Once through the generous door aperture and nestled in the back

seat, the GTI proves reasonably roomy. The front seat passenger has ample legroom and there is a generous cargo area. All seats are outfitted with fine leather. The front seats are supportive, well bolstered (more on this later), and feature lumbar support for a truly tailored fit.

The small leather-wrapped steering wheel features audio and Bluetooth controls, as well as gearshift paddles. The centre console, which also houses the touchscreen driver information centre is well thought out and intuitive, as are the controls for the multi-zone climate controls. The eight-speaker audio system also features seamless iPod integration via a dedicated iPod input cable, as well as a standard audio input

jack. The speaker system maintained perfect clarity and tone, as we cranked up our Bossa n’ Marley test album.

Noticeably absent from this GTI is that third pedal on the left. As mentioned earlier, the steering houses gearshift paddles. That is to say, this little monster hides Volkswagen’s DSG (Direct-Shift Gearbox) under its hood. Designed by Borg-Warner, the DSG delivers the performance and economy of a true manual transmission, but without the need for a traditional clutch pedal. You might be forgiven for confusing this system with automatic transmissions that offer a ‘manual’ mode, commonly referred to locally as ‘steptronic’

Article: Kevin Singh • Photos: Lyden Thomas, VW

Zorce • 20

At a Glance:0-60(s): 6.9HP: 210@5300-6200rpmFt-lb: 206@1750-5200rpmKm/h: 240Mpg: 25 (31hwy/21city)Price: TT$363KVerdict: Hot hatch with perks and a great ride.

transmissions. Instead, gear change is done electronically, and make no mistake, this is a true manual gearbox, not a slushbox with boy-racer aspirations.

With 210hp@5300-6200rpm and 206ft-lb@1750-5200rpm of torque from the rev-happy 2.0 turbocharged engine, we were quick to put the GTI through its paces. Straight off the line, the DSG won our enthusiastic hearts, with millisecond gearshifts. Left in S-mode, the car executed perfect redline upshifts. Downshifts were a sensory treat, with perfect rev-matching, and an audible exhaust pop that had all of us giggling foolishly and using the paddles just to hear it even more. On the long downhill stretch of the Lady Young Road, those pops reminded us so much of the anti-lag system on a modern rally car that we were wondering if there was a muffler-delete option!

The engine felt much more powerful than its indicated 210hp. Even with four adults, the car never struggled, as we revelled in the awesome acceleration (0-60mph in 6.9s) of what some might call the ultimate hooligan’s car. Top end performance was also very strong with the GTI easily sailing past 210km/h (130mph) en route to an estimated 240km/h (149mph) top speed. Even though the GTI was equipped with stability control (which we managed to engage on more than a few occasions), it never felt intrusive, and for the most part, worked its magic without us noticing.

The true nature of the GTI though, would be felt on the corners. With so many hot hatches on the market claiming to carve up the corners, we had to see if the GTI would remain king of the hill. Handling was impressive, to say the least. In the dry, the GTI hides its front-wheel drive nature remarkably well. We struggled to find

the upper limits of cornering, and even when the front tires began to protest, the car always held its line, with no indication of understeer. Whatever the limits of cornering on this car, they were so high that we concluded you might only find out on the track. Even more amazing was the car’s composure with the stability control off. Rather than display typical front-wheel drive push when challenged round a tight corner, we were able to let the rear end step out, with just a hint of complaining from the rear tires. This is a car that begs to be pushed and pushed. Even with our 60-wiggle test, which simulates accident avoidance and lane changes at speed, the car never felt it was being pushed. We were impressed by how well the bolstered seats kept us in place, so we could focus all our attention on the lefts and rights. Similarly, our ABS test, which was done in the wet, was executed with no drama whatsoever. We can only speculate as to the sensation of an 80-0 braking test in the dry!

“Downshifts were a sensory treat, with perfect rev-matching, and an audible exhaust pop...”

21 • Zorce

Even more surprising was the GTI’s handling and composure in the wet. The car always felt composed and stable, even through high-speed corners, even under heavy braking, with an unscheduled lane change thrown in for good measure. Through lower-speed tighter corners, the GTI ultimately understeered in the wet, as would any front-wheel drive car; but the amazing part is that we could still move relatively quickly before reaching this point. This is definitely a car you would want to be driving when things get tricky.

The surprising thing about the GTI was its Jekyll-and-Hyde nature. With such handling prowess and low profile 225/40VR18 tires, the ride quality was remarkably refined and compliant– we even wondered at times if we were in the Jetta. Even

when hustled across the choppy waves of the Barataria roundabout, at no point did the car feel as bumpy as you would expect from something that just a few seconds before, was cornering like a go-kart with air conditioning. You could let your non-automotively inclined spouse drive this car in ‘automatic’ mode all day and they would never suspect the GTI was leading a double life as a track car. Off throttle, the engine is as quiet as any upscale family sedan– almost mundane. However, nail the throttle, and you are rewarded by what could best be described as twin Webers muffled under a thick blanket. The best of both worlds? We certainly think so. In that regard, when we opened the hatch and folded the rear seats, the cargo room was simply gargantuan. A few chairs and small table could easily be placed inside. Airport runs will be stellar.

We had more than our share of glances and stares while driving both our red and our carbon steel test cars. The arc of LEDs that frame the standard (for this market) bi-Xenon headlights give the GTI a menacing stare. The side profile is unmistakably GTI, which is nicely accentuated by the Detroit alloy wheels (affectionately called ‘cheese cutters’), which might not be to everyone’s liking, but definitely make a strong statement.

Volkswagen has done a fine job keeping its formula for the modern hot-hatch on the cutting edge in terms of performance, refinement and practicality. The styling of this new GTI continues to deliver and considering that it will outperform all comers in its price range, TT$363K is a relative bargain.

“...nail the throttle, and you are rewarded by what could best be described as twin Webers muffled under a thick blanket.”Zorce • 22

23 • Zorce

Suzuki Swift Sport:Ready for Road and Track

At a Glance:0-60(s): 8.1HP: 136@6900rpmFt-lb: 118@4400rpmKm/h: 200Mpg: 36Price: TT$183-193KVerdict: New version is better in every way.

The much-anticipated, all-new 2012 Suzuki Swift Sport is finally here! The old Swift Sport was such a great success that Suzuki

has wisely chosen not to change their formula, but that did not stop them from improving it in every way.

The changes made in the new Sport are evolutionary rather than revolutionary. The front fascia has received a more aggressive look with blacked-out grill treatment, HID headlights and integrated fog lights in metallic grey pods. The engine bay features a new engine cover and factory thermal shielding on the exhaust manifold that lets spent gases out through a dual exhaust system. The twin tail pipes fit nicely

into a metallic grey rear diffuser, which along with body-coloured side skirts and a rear spoiler completes the sporty look.

The dashboard and centre console have received a serious update that is on par with its Japanese competition, with large readable dials and modern-looking controls for the radio and climate control systems. There are the usual complement of storage bins and spaces along with vanity mirrors and a map light. Racy red stitching is standard on the seats, steering wheel and gearshift boot, while the word ‘Sport’ is embroidered into the front seats, which were very supportive throughout our drive. Of course, the rear seats fold down for additional cargo

room. The leather-wrapped steering wheel also features controls for the six-speaker audio system, which can play CDs, MP3 files and has a USB port that can connect to and even recharge your iPod. Instead of the usual turn-key process, the Sport features a start and stop button for the engine. You will, of course, need to have the key inside the car and depress the clutch pedal to get the car started in the manual version.

Power in the 1.6-litre second-generation M16A unit has been boosted by 13hp, thanks to a variable-length intake system (that borrows a page from Porsche and other manufacturers) and revised VVT. The results are 136hp@6900rpm and 118ft-lb of torque at 4400rpm. What is even

Article: Narend Sooknarine • Photos: Bruce Anton, Lyden Thomas

Zorce • 24

more interesting is that 80 per cent of the engine’s torque is available from just 2000rpm–and never drops below this– all the way to the 7200rpm redline. Factor in as well that the new Swift Sport now weighs 1,070kg, which is about 30kg (66lb) lighter than the outgoing model. It’s bound to confuse the owners of cars running tuned engines with higher peak horsepower (but much narrower torque curve), with its continuous acceleration throughout the rpm range.

This is also backed up by a close-ratio 6-speed manual gearbox or available CVT transmission with 7-speed manual mode. The manual gearbox has now been fitted with triple synchros for first and second gear, which let the shifter easily slip

into place. With either configuration, passing maneuvers can be safely executed with minimal drama. Zero to sixty mph on the 6-speed manual is now a quicker 8.1 seconds, which means that the Sport will match or beat a few DSG-equipped, twin-charged German rivals in initial acceleration, depending on the driver. Fuel economy has actually been improved with the Sport managing a frugal 36mpg for the manual and 39mpg for the CVT. Under racing conditions the car will still achieve an impressive average of 28mpg!

Now let’s get to the handling. The new Swift Sport offers a much smoother ride than the outgoing model. That being said, there is some body roll when you throw the car into a corner

but thankfully there seems to be a higher level of grip from the 16-inch wheels and sticky 180-treadwear Yokohama 195/50R16 tires. These improvements in both ride and handling can also be attributed to upgraded McPherson strut front suspension components and redesigned solid beam rear suspension, while the shock absorbers have now been replaced with Monroe units. The front springs are also 15 per cent stiffer while the rear spring rates have been increased by 30 per cent.

The new Sport is quite eager to change direction, maintains better composure and displays higher grip limits than the old car. It will eventually understeer when pushed in tighter corners with

“...80 per cent of the engine’s torque is available from just 2000rpm and never drops below this all the way to the 7200rpm redline.”

25 • Zorce

the traction control off. With the system on, the car applies braking to mitigate understeer and maintain direction. On the highway, the longer wheelbase creates a more stable attitude with less dive, squat and little or no bobbing. There is also the bonus of a roomier interior that can now accommodate larger rear passengers with ease. Top speed is estimated at around 200km/h.

The four-wheel disc brakes were so great at stopping the car from 60km/h we decided to try them from 140km/h on a slight curve and were pleasantly surprised with the ABS and EBD performance. The Swift Sport also comes with ESP stability control and six SRS airbags– driver and passenger front airbags, front to rear curtain

airbags and seat side airbags to keep occupants safe in the event of a crash. There are also two ISOFIX mounting points for child seats and of course, front and rear seatbelts.

On the track, the car is brilliant, with its direct steering feel and excellent turn in, making it easy to stay on the racing line. Even with the traction control system off, traction and understeer can be easily managed with left foot braking and moderate throttle control. We drove the car on stock tires at CARS Solodex #2 and completely enjoyed the course both in the dry and in the wet. The gear ratios were nicely spaced and we found that for most of the course, we could leave the car in second gear. At the end of the day, the stock,

dealership-entered car placed first in the ESP class on stock tires and the following week, driver Ryan Peyrau also secured the Group1A win (and fifth overall) at Autosport’s Drag & Winding Meet #2 for 2012, riding on 15-inch wheels with racing tires. How is that for proof of great performance potential? We can’t wait to see the JWRC version!

The 2012 Suzuki Swift Sport five-door hatchback starts at TT$183K for the 6-speed manual and ranges up to TT$193K for the CVT version– these are introductory prices that may only last for a few months. Visit the new lifestylemotors.comwebsite, see Lifestyle Motors Trinidad and Tobago on Facebook or call any branch to arrange your test drive.

“On the track, the car is brilliant, with its direct steering feel and excellent turn in making it

easy to stay on the racing line.”

“The Swift Sport also comes with ESP

stability control and six SRS airbags...”

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27 • Zorce

MINI Cooper S: Next Generation Fun

At a Glance:0-60(s): 7.0 (M), 7.2 (A)HP: 184@5500rpmFt-lb: 177@1500-5000rpm,190@1700-4200rpm (OB)Km/h: 228(M), 223(A)Mpg: 41(M), 39 (A) Price: TT$315KVerdict: More MINI goodness. We like it.

The modern-day hatchback is largely a European phenomenon. These practical, small cars offer a great compromise

between interior space and ease of parking– a strong selling point in Europe, where roads are narrow and many urban centres are based in ancient towns and villages. Over in the USA, most consumers’ idea of a small car is a mid-size SUV. Small hatchbacks are something of a rarity on US roads. There is one exception, however. With over 2,000,000 units sold since its launch in 2001, the MINI Cooper has defied all logic in the USA and is

now a mainstream brand, rather than a specialty niche car. Everyone from racecar drivers to college students drive them.

Why has the MINI, in all its modern forms, remained so popular? We were set on finding that out. The second-generation MINI Cooper S is slightly larger than the ‘original’ R50 in all dimensions. It is only when you line them up side-by-side, however, that the differences become noticeable. The biggest change is to the nose, which has grown as a result of European

pedestrian protection legislation. Minor changes range from the aero blisters on the C-pillars to the headlights, which are now fixed to the body, instead of the bonnet. The car does retain its aggressive nose-down stance, with each wheel pushed as far out to the corners of the car as practically possible. Just like the original Mini, the MINI Cooper looks quick, even when standing still.

On the inside, MINI retains the signature whimsical interior treatment, dominated by circular retro touches. Still prominent in

Article: Kevin Singh • Photos: Bruce Anton

“The biggest challenge for the average couple will be deciding who gets to drive.”

Zorce • 28

the centre of the dash is the large, round speedometer, which now also houses the radio interface or Visual boost screen, which is optional on all models. Based on BMW’s iDrive interface, it is more icon-driven, as opposed to the Windows-style menus found in other BMW models.

Most of the controls are fairly intuitive, especially the climate control system and steering wheel control buttons, which control the stereo as well as Bluetooth integration. Mounted behind the wheel are a pair of shift paddles for ‘manual’

mode as well. The audio controls required a bit of fiddling to adjust the bass and treble. While there is an audio input jack for your MP3 player, iPod integration is available with the optional cable. For now, we were able to control the volume from the steering wheel, but still had to select tracks from the device itself.

The front seats are comfortable and well bolstered, if a little wide, which we suspect is a nod to the North American market. The adjustable lumbar support was excellent, allowing us to

tailor the backrest to our individual comfort levels. Rear seating is adequate for two adults of average size, provided that the driver is not over six feet tall. Storage in the hatch has increased over the original MINI Cooper, but you still need to fold the rear seat to get proper cargo space.

As with any two-door car, we do not expect most buyers to have an issue with any space limitations behind the front seats. The MINI is considered a lifestyle brand and reflects the free spirit of a young couple out for a quick blast to the beach

29 • Zorce

or a night out on the Avenue. With such compact dimensions, you won’t have much trouble parking on the Avenue either, not to mention very little risk of kerbing your doors as you open them. Not only do the MINI Cooper’s doors open wide, but they also open upward slightly, and are able to clear most sidewalks. Outward vision is excellent and adds to the relaxed, airy feel inside.

On the road, the MINI Cooper S delivers on the promise of performance that its racy good looks offer. With a twin-scroll turbocharger mounted up front, the 1.6-litre DOHC 4-cylinder engine pulls strongly, delivering meaty torque from as low as 1500rpm, all the way to the redline. On paper, the MINI’s N18B16M0 unit puts out 184hp@5500rpm and a very solid 177ft-lb of torque from 1600-5000rpm, which would explain the sensations we were experiencing. In addition, the engine also packs an overboost punch that takes peak torque

up to 192ft-lb between 1700 and 4500rpm for short periods of time. Although the engine’s compression ratio is a fairly high (10.5:1) the Cooper S can theoretically run on RON 91-98 fuel. Even in our test car, which was equipped with the 6-speed automatic transmission, acceleration is impressive, with no turbo lag, just instant response. Zero-to-sixty times are 7.2s for the 1,240kg Cooper S auto and 7 seconds flat for the 1,215kg manual version. Top speed on our 6-speed automatic MINI Cooper S is rated at 223km/h (139mph), while the 6-speed manual version manages 228km/h (142mph). Combined fuel economy figures are 37mpg and 41mpg for auto and manual, respectively.

With our car in ‘manual’ mode, we revelled in redline upshifts as the car chirped off the line, with just a hint of torque steer. Downshifts were equally entertaining, as we dropped three gears

coming off the Aranjuez overpass en route to the southern roundabout. We would have preferred fixed shifting paddles, rather than those mounted on the steering wheel. This made it somewhat awkward on occasion to select a gear while turning, so for the most part, we used the shifter for selecting gears.

The MINI Cooper S is not just about straight-line acceleration either. It’s when you hit the corners, that this car truly comes alive. No matter what the road threw at us, the car felt nimble and responsive, with a progressive power steering system that gave us just enough control at speed, while making three-point turns at parking-lot speeds a cinch. Steering wheel feel was excellent, giving us confident control of the car. Added to this is the setup of the Cooper S suspension. Firm yet compliant, the car always felt nimble and tossable, exhibiting less body roll than expected

Zorce • 30

when pushed hard. Sudden lane changes were handled predictably and without any drama, as evidenced by our ‘60-wiggle test’. While the Cooper S is not a hardcore track day car like its evil John Cooper Works twin brother, it still provides significantly better handling than most other cars in the hot-hatch segment and would definitely be a serious contender at local Solodex and Drag & Winding events.

It is only with Dynamic Stability Control (DSC) off that we realised how well the system worked at keeping things sensible without making us aware of its intervention. With the system off, we were able to push harder and generate some entertaining four-wheel drifts, where we had the room to do so. Unless you plan on some hard driving on the track, we suggest you keep the traction control on. You will still be able to out-corner most cars on the road, while still having a

dependable safety net should you forget what your driving limits are.

With the stereo off, the car was surprisingly quiet inside, especially given it was riding on runflat 195/55R16 Bridgestone tires (mounted on 6.5-inch width rims). Even under hard acceleration, the engine note sounded more family sedan than fire breathing pocket rocket. This disappointed us a bit, until we had a chance to follow the car with our windows down. From the outside, the Cooper S definitely sounds the part, with an aggressive, throaty blast coming out of the twin tailpipes under acceleration. We only wished we could hear it from inside the cabin too, but we suspect your significant other will be grateful for that.

As with all MINI Coopers before, the brakes on the Cooper S are excellent and have no problem repeatedly bringing the car to a stop from high

speed. Under heavy braking, the ABS engages with the usual rumblings to let you know it’s working, but the vibrations are well dampened and significantly reduce the drama. The front does dive a bit as you come to a halt, but not enough to raise eyebrows.

As a daily driver, the MINI Cooper S is more than up to the challenge, with a lot more real-world practicality than most would expect. The biggest challenge for the average couple will be deciding who gets to drive. Granted, the MINI is definitely styled on the cute side, leaving some guys feeling a bit self-conscious while driving it. This is quickly forgotten though, both when taking that first fast corner and from all the admiring female glances. At TT$315K, the turbocharged MINI Cooper S is a lot less expensive than most people realise and even more so when they realise the manual option is cheaper still.

31 • Zorce

Mahindra Scorpio PikUp: Ready to Take on the World

At first glance the Scorpio PikUp is brutish. There may even be some scorpion-like elements to its lines and styling. While

the original Land Rover could have never been called pretty, looks or lack of it never affected its popularity. In fact styling remained irrelevant since the original Land Rover, albeit slow and heavy, was simply great at what it was designed to do and insanely reliable. As a result, it became an icon.

Jumping into the PikUp, the first thing you notice is the height of the vehicle and the elevated seating position. As we drove out of the dealership it was readily apparent that we were sitting well above the mainstream 4x4s including

the Hilux, Navara and Ranger as we drove past them. As simple as this is, something about it is pretty satisfying. The Scorpio PikUp is loaded with a Euro II-spec 2.5-litre, 4-cylinder turbodiesel engine good for 105hp@4000rpm and 190ft-lb of torque at 1800rpm. The engine seems to be happiest at 4200rpm and below, although the small turbo does take a while to kick in. This may seem like a disadvantage until you look under the hood.

Anyone familiar with tractor engines, diesel pumps and priming systems will see a few familiar technologies. This is a very simple engine with relatively easy access and uncomplicated assembly. While the others fuss about with

common rail diesel injection and other technologies, the Mahindra Scorpio PikUp remains simple and extremely durable. Changing gears with the 5-speed manual will take some getting used to as shift action is a bit notchy and in fifth gear, the lever may touch the knees of larger drivers. The PikUp can be switched via a switch from 2WD to 4WD modes requiring a stop only to engage the 4WD low range for steep hills and heavy loads.

Handling was also remarkably good with the PikUp managing an indicated 50km/h around roundabouts and displaying car-like handling traits. On rougher roads we were equally impressed with the PikUp’s ability to soak up

At a Glance:0-60(s): n/aHP: 105@4000rpmFt-lb: 190@1800rpmKm/h: 160Mpg: 25Price: TT$135-165KVerdict: Simple, rugged and durable.

Article: Narend Sooknarine • Photos: Bruce Anton, Lyden Thomas, Calil Sooknarine

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“On rougher roads we were equally impressed with the PikUp’s ability to soak up bumps, making them seem far smoother than they actually were.”

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bumps, making them seem far smoother than they actually were. The rear suspension did seem to be designed for loads as it felt a lot stiffer than the front and a look below the PikUp confirmed five bars per leaf spring set. On the highway, we experienced minimal front-end bounce and it was nice to feel like we were not driving a beach ball at speed for a change. The PikUp easily cruised up to 140km/h and we think 160-170km/h would not be out of the question in terms of top speed. Cornering at 120km/h was also stable for a vehicle with a seemingly high centre of gravity. Also, after a full year of plotting rally stages and sweeping the course with the Trinidad & Tobago Rally Club, the PikUp has proven that it is ready for extended gravel stage use, potholes and rough access roads. The turning radius is 5.6m.

Inside, the quality of plastics used seemed economical but durable. The seats, however,

were surprisingly comfortable, even for long periods of driving. The seats in the new Scorpio have been designed after Mahindra’s research in body pressure mapping and we can confirm that they work well. The steering wheel has integrated controls for the double DIN stereo system and had a decent level of assist. The audio system is CD/MP3 compatible and also features an auxiliary input for your MP3 player. There are lots of convenient storage areas for shades, drink bottles and maps. The rear seats were also roomy and comfortable enough for six-footers with headrests for two rear passengers. This had us thinking that the PikUp would be perfect for site visits where around four people are heading out to survey an area or assess work in progress.

In terms of safety, the PikUp comes with SRS airbags, P235/70R16 tubeless tires, optional ABS and a full-size spare tire, all available on our test vehicle. Braking was excellent for this type of

vehicle using twin-pot caliper discs at the front and drum brakes in the rear. The rear tray is also quite deep, moreso than some dump trucks that we have seen on the market. For those requiring a larger tray, the single cab version offers almost twice the length. Given the fact that this is a fairly heavy, utility-type vehicle we would definitely recommend getting the optional ABS system, especially for wet and slippery conditions.

Pricing on the Mahindra Scorpio PikUp starts at just TT$135K for the basic version 4x2 single cab (no airbags, no ABS, special order only). Next is the nicely equipped 4x2 double cab with ABS and airbags at TT$146K; then there is the double cab 4x4 without ABS and airbags at TT$155K and the fully loaded 4x4 model with ABS and airbags at TT$165K. Visit lifestylemotors.com for more information or call any branch of Lifestyle Motors to arrange your test drive.

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MotorSport

Bissessar Receives the Fédération Internationale de l’Automobile (FIA) Award of the Americas

Sheldon Bissessar, also known as ‘the Trinidad Rocket’, was recently nominated by the Trinidad & Tobago Automobile

Sports Association for the Award of the Americas for outstanding achievement in motorsport for 2011. Mohammed Ali, President of the TTASA, and Premanand Badaloo of the TDC and others made the journey with Sheldon to the Hotel RIU in Panama City, Panama where the official prize giving ceremony was held in honour of sportspersons from affiliated Latin American and Caribbean countries. The FIA’s top regional officials congratulated Bissessar on his international success in the field of drag racing. By the end of the night it was apparent that in this particular discipline there were no other competitors who had done as well.

While in Panama ‘the Trinidad Rocket’ also paid a visit to the famous Panama Canal’s Miraflores Locks near the Pacific side of Panama. The canal measures some 82km and connects the Atlantic Ocean (via the Caribbean Sea) to the Pacific Ocean, allowing ships from around the world to enjoy a shorter, safer journey. The Panama Canal has seen annual traffic rise from about 1000 ships when it opened in 1914, to 14,702 vessels in 2008. The system of water locks lets large vessels sail through, gradually being lowered or raised, despite the difference in water levels on either end. At the airport, Sheldon also stopped by to take a few photos with the models from luckypanamacar.com, which regularly raffles exotic cars internationally.

Bissessar’s most recent award has completed a hat trick of recognition for 2012 that started with the TV6 Viewers Choice Sporting Personality Award 2011. TV6 Sport’s Joel Villafana initiated the award in 2008, which saw a photo finish with Olympic silver medallist Richard Thompson edging former T&T cricket Captain Daren Ganga. Ganga reigned supreme in 2009, with Commonwealth silver medallist boxer Tariq Haqq, taking the top honour in 2010.

What makes this award unique is that the nominees are chosen based on sporting accomplishments and personality and are put out there for the fans to decide their winner. The votes are cast via text messaging. A total of 2,413 votes were cast during the month of

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December 2011. Here is the breakdown: in fifth place, with 35 votes, which was 1 per cent of the total entries was Kenwyne Jones. In fourth place with 125 votes, equalling 5 per cent was Lendl Simmons. In third place with 325 votes or 13 per cent, it was Kelly Ann Baptiste. In second place with 429 votes, making 18 per cent of the total was Anisa Mohammed. And so, the 2011 TV6 Viewers Choice Sporting Personality was Sheldon Bissessar with 1,499 votes. This was 62 per cent of the total, more votes than the other four nominees combined.

Sheldon was then nominated for the FCB Sportsman of the Year Award for the third time. In 2008, 2009 and 2011 he managed to make the Top 10 list for this particular accolade, a

rare achievement for any local sportsman. The award is bestowed upon an outstanding (male and female) athlete who has contributed to the development and recognition of their sport not only in Trinidad and Tobago but also on an international level. Sheldon is officially the fastest Trinidadian on the planet. In fact he is also the fastest human being in the world among IHRA competitors in the Top Dragster category. His current record is 5.68 seconds @ 232mph in a class that regularly runs a 6-second pass. It is for this reason that even the Top Fuel and Injected Nitro class competitors often make their way to the line any time Sheldon lines up for a potential record-breaking pass. Sheldon Bissessar and crew chief Aaron Sipple of ASE Engineering and Ironman Chassis, have earned the respect of

thousands of American racing fans. This has been achieved through Aaron’s high level of racecar building and preparation, careful tuning before and at the track and with Sheldon’s superb reflexes and fearless and unbridled driving abilities that have been well proven in Trinidad, the region and all over the USA.

The Party Time Racing Team would like to thank Sheldon’s sponsors and affiliates– Methanex, The Ministry of Sport and Youth Affairs, Total Lubricants, Mojo’s Restaurant & Lounge, RJB Building and Civil Engineering Contractors, PSTL, Zorce Racing Magazine, Trinituner.com, I Love My Ride TV, Arrive Alive and all the faithful fans for their unrivalled support throughout the last year.

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Powell and Telfer Snatch Maiden Victory at Rally Jamaica 2011

Rally Jamaica, the second longest running gravel rally event in the West Indies, kicked off its 20th anniversary on the weekend

of December 2-4, 2011 in New Kingston. The annual event led drivers through the increasingly gruelling stages of Bog Walk– loved by photographers and fans for its water splash; Bybrook and Wakefield; and Bernard Lodge, considered a foundation stage of Rally Jamaica, and reintroduced in RJ11 for its nostalgic appeal. It is popular for its high entertainment factor and for exacting the skills and talents of both driver and navigator with its sweeping straights and riveting chicanes.

Among the 29 entrant teams, there were representatives from Jamaica, Barbados, Trinidad and Tobago, Scotland, Ireland and Canada. Famous dynamic duos included regional crowd favourites like 2010 Champions Gary Gregg/Hugh Hutchinson of Jamaica in their WRC Ford Focus; Sean Gill/Michael Cummins of Barbados in their 2003 WRC Suzuki SX4; John Powell/Nicholas Telfer repping Trinidad and Tobago in their WRC Subaru Impreza S14; and international participants such as Allan MacKay/Maurice Downey of Scotland in their 1959 Ford Anglia; Glenn Campbell/Joseph Gallagher of Ireland in their 1995 Nissan Micra; and mixed-region team of Jamaican Spencer Whittingham and

Canadian Angela Cosner in their Mitsubishi Lancer Evolution V, among many other vying teams. The milestone rally event also featured no fewer than five women navigators– a noteworthy phenomenon in this male-dominated sport.

RJ11 began with scrutineering on Thursday 1 December 2011 at the Knutsford Court Hotel, Ruthven Road car park. The evening’s official opening ceremony and parc exposé (an area where all competing cars are parked together and put on display for fans to enjoy up close) were held at Knutsford Boulevard, New Kingston on Friday 2 (Day One). The stages exploded with gravel and dust on the following two days with

Article: Sabrina Vailloo, Narend Sooknarine • Photos: Nicholas ‘Dumplin’ Bhajan

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Leg One starting at Petcom Angel’s Estate and proceeding through Bybrook, Wakefield and New Works, and Leg Two originating at Tankweld Service Yard, Bog Walk and onward through Bybrook and Wakefield again. Teams crossed the finish line of the gravel leg of the rally at Bernard Lodge. The grand weekend event culminated with only one of the three scheduled street runs in downtown Kingston.

Of the 24 stages planned, 21 were run, with a Wakefield leg being cancelled. This was due to some controversy over the position of the flying finish of stage 14, to the dismay of spectators. Rally Jamaica, with its tagline “To finish first, first

you must finish” is renowned for its vicissitudes, so there is no surprise that nearly 50 per cent of the teams had a DNF result, with three copping a DNS.

The biggest battle of the weekend was squarely in the domain of Powell/Telfer and Gill/Cummins, both in the JA9 division, which features the WRC class cars. By the end of the first leg on Day Two, Gill and Cummins in the SX4 WRC were some seven seconds ahead of Powell and Telfer in the Subaru S14, despite having gearbox issues and losing third gear for the first half of the day. Top contenders Gary Gregg and Hugh Hutchinson in their Ford Focus WRC gave up the lead when

they introduced their door to an orange tree after lunch and moved to third position, while Jeffrey Panton and Mike Fennell Jr. settled into fourth after having a promising start in the wet driving a Group JA8 Mitsubishi Evo X. Harold Morely/Mark Nelson ran fifth in their Group JA8 Subaru Impreza.

Day three would see the team of Powell/Telfer turning up the wick ever so slightly for the second leg of the rally, increasing their pace with very few mistakes to make up the deficit and put some time on the Barbados-based SX4 team of Gill and Cummins. That happened to the tune of some 18 seconds by the end of the day

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for an 11-second lead overall. After a decade of audacious attempts, Jamaican-born John Powell was finally able to raise the first place trophy along with co-driver Nicholas Telfer, winning the 20th Anniversary Rally Jamaica 2011. Sean Gill and Michael Cummins would have to settle for second position after putting up a valiant effort. Gary Gregg/Hugh Hutchinson managed to focus their talents and maintain third overall, despite having a rough Day Three. Fourth and fifth spots overall went to Panton/Fennell and Morely/Nelson.

It is extraordinary, at least on paper, that two Toyota Starlets driven by Thomas Hall/Dmitri Dawkins and Matthew Gore/Raymond Farquharson finished ahead of seventh overall Leslie Madden/Sean Williams in their 2004 WRC-class Subaru Impreza, albeit due in part to a 30-second penalty awarded to them in the first leg of the rally. Madden/Williams did much better on Day Three where they managed to place fourth in Leg Two ahead of Gregg/Hutchinson. The Starlets led the 2WD class at the end of the first leg and demonstrated consistent pace until the finish for fifth and sixth place overall, respectively.

The regional battle resumes with Rally Trinidad, won last year by Jamaicans Jeffrey Panton and Mike Fennell in their Ford Focus WRC, which takes place from Friday 30 March - Sunday April 1, 2012. Strong contention is expected from John Powell in the Subaru S14, Sean Gill in the SX4 WRC, and Gary Gregg in the Focus WRC. Then it’s on to the famed Rally Barbados on June 9 and 10, 2012 for another scintillating event. For more information on these exhilarating rallies, visit www.rallytrinidad.com, www.rallybarbados.bb and www.rallyjamaica.com.

Rally Jamaica 2011: Overall ResultsPOS. COMPETITOR NAME COUNTRY 4WD/2WD MAKE CAR CAR # CLASS ELAPSED TIME LEG1 LEG2 PENALTY OVERALL

1 John Powell/Nicholas Telfer Trinidad 4WD Subaru Impreza S14 WRC 3 JA9 01:32:03.742 00:57:21.752 00:34:41.990 00:00:00.000 01:32:03.7422 Sean Gill/Michael Cummins Barbados 4WD 2003 Suzuki SX4 WRC 2 JA9 01:32:14.934 00:57:14.343 00:35:00.591 00:00:00.000 01:32:14.9343 Gary Gregg/Hugh Hutchinson Jamaica 4WD Ford Focus WRC 1 JA9 01:36:12.457 00:57:54.349 00:38:18.108 00:00:00.000 01:36:12.4574 Je�rey Panton/Michael Fennell Jr Jamaica 4WD 2010 Mitsubishi Evolution X 11 JN8 01:38:05.565 01:00:59.661 00:37:05.904 00:00:00.000 01:38:05.5655 Harold Morley/Mark Nelson Barbados 4WD Subaru Impreza 8 JN8 01:48:12.322 01:08:04.375 00:40:07.947 00:00:00.000 01:48:12.322

6 Thomas Hall/Dmitri Dawkins Jamaica 2WD Toyota Starlet 15 JA4 01:50:39.448 01:08:35.637 00:42:03.811 00:00:00.000 01:50:39.4487 Matthew Gore/Raymond Farquharson Jamaica 2WD Toyota Starlet 27 JA2 01:50:51.943 01:09:05.317 00:41:46.626 00:00:00.000 01:50:51.9438 Leslie Madden/Sean Williams Jamaica 4WD 2004 Subaru Impreza WRC 4 JA9 01:51:03.541 01:13:43.698 00:37:49.843 00:00:30.000 01:51:33.5419 Alan Chen/Marcia Dawes Jamaica 2WD Toyota Corolla 17 JA4 01:51:53.858 01:09:22.949 00:43:30.909 00:01:00.000 01:52:53.85810 Christopher McFarlane/Wayne Piper Jamaica 2WD Mitsubishi Lancer GT 23 JA3 01:56:53.422 01:12:24.279 00:44:29.143 00:00:00.000 01:56:53.422

11 Glenn Campbell/Joseph Gallagher Ireland 2WD 1995 Nissan Micra 30 JA1 01:57:42.810 01:16:06.752 00:42:36.058 00:01:00.000 01:58:42.81012 Macklin Peterkin/Wayne Chuck Jamaica 4WD Subaru Impreza JN8 6 JA8 02:07:07.636 01:26:05.137 00:42:02.499 00:01:00.000 02:08:07.63613 Jason Lawson/Katryna Lawson Jamaica 2WD 1986 Toyota Corolla GT 29 JN2 02:25:33.051 01:30:49.793 00:54:43.258 00:00:00.000 02:25:33.051

D.N.F. Richard Rerrie/Winston Dawson Jamaica 4WD 2002 Subaru Impreza WRX 5 JA8 D.N.F. - - 00:00:00.000 D.N.F.D.N.F. Andrew Balbour/Derrick McDowell Jamaica 4WD 1989 Mitsubishi Mirage Cyborg 7 JA8 D.N.F. 01:36:29.772 - 00:00:50.000 D.N.F.D.N.F. Peter Jaggon/Victor Handal Jamaica 4WD Subaru Impreza 9 JN8 D.N.F. - 00:46:26.740 00:03:40.000 D.N.F.D.N.F. Spencer Whittingham/Angela Cosner Jamaica 4WD Mitsubishi Lancer Evolution V 12 JN8 D.N.F. - 00:42:21.050 00:00:00.000 D.N.F.D.N.F. Roan Jones/Walton Small Jamaica 2WD Hyundai Excel 16 JA4 D.N.F. - 00:56:55.611 00:00:00.000 D.N.F.D.N.F. Leroy Spence/Jason Bailey Jamaica 2WD Honda CRX 18 JA3 D.N.F. - 00:54:07.566 00:01:20.000 D.N.F.D.N.F. Allan MacKay/Maurice Downie Scotland 2WD 1959 Ford Anglia 19 JA3 D.N.F. - - 00:00:00.000 D.N.F.D.N.F. Dion Gardner/Ivanna Kenny Jamaica 2WD Mitsubishi Mirage RS 20 JA3 D.N.F. - 00:44:40.186 00:00:00.000 D.N.F.D.N.F. Bobby Marshall/Michelle Laidlaw Jamaica 2WD Mitsubishi Mirage RS 22 JA3 D.N.F. 01:11:10.646 - 00:00:30.000 D.N.F.D.N.F. Daryl King/Rameses McGregor Jamaica 2WD Toyota Starlet 24 JA2 D.N.F. 01:33:34.726 - 00:01:50.000 D.N.F.D.N.F. Kyle Gregg/Peter Clarke Jamaica 2WD Honda Civic 25 JA2 D.N.F. - 00:42:05.187 00:00:00.000 D.N.F.D.N.F. Ainsley Lochan/Robert Cadiz Trinidad 2WD Mitsubishi Mivec 26 JA2 D.N.F. - - 00:00:00.000 D.N.F.D.N.F. Troy Bernard/Roger Brown Jamaica 2WD 1989 Toyota Starlet 28 JA2 D.N.F. - - 00:10:00.000 D.N.F.

D.N.S. David Lee/Colin Chambers Jamaica 4WD Mitsubishi Lancer Evolution VIII 10 JN8 D.N.S. - - 00:00:00.000 D.N.S.D.N.S. Orville Johnson/Matthew Isaacs Jamaica 2WD Toyota Tercel 14 JA4 D.N.S. - - 00:00:00.000 D.N.S.D.N.S. Keith Saunders/Sean Pierre Jamaica 2WD Chevrolet Chevette 21 JA3 D.N.S. - - 00:00:00.000 D.N.S

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10 Minutes with John Powell

“I used to swim for Jamaica

when I was younger. I do

the rallying now. I’m very competitive.”

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John “Pentti” Powell is affectionately known as the ‘Caricom’ driver, not because of his business activities but because he is a

Jamaican who has adopted Trinidad as his home and competes throughout the Caribbean. He has raced in Jamaica, Barbados, Trinidad and Tobago and Guadeloupe. In 2011 he became the only English-speaking driver to win Rally Guadeloupe. He also finally won Rally Jamaica after almost a decade of attempts and is usually in near the top in Rally Barbados. We caught up with him at the media launch of Rally Trinidad 2012 and got some insight into his passion for the sport of rallying.

ZORCE: Tell us how you started rallying.

JP: I think it was in the early 90s. I watched a rally with Rod Millen, from New Zealand, Peter Moodie, David Summerbell, Jeffrey Panton, Gary Gregg. All of the guys I race with now, I watched them rally first.

ZORCE: So they were really your inspiration?

JP: Yes.

ZORCE: Were there any other international drivers you looked up to?

JP: Yeah. Pentti Airikkala…I looked up to him.

ZORCE: That’s where you got your nickname from?

JP: Yes, that’s where I got the name from. He passed away a few years ago. Didier Auriol, I look up to a lot. Mark Higgins I look up to. I’ve had the privilege of knowing quite a few drivers. So I’ve had a lot of people to look up to and try to achieve by learning to drive like them.

ZORCE: So when you first started racing, was it in Jamaica?

JP: Yeah. I was driving a Mazda 323– a four-wheel drive at that time. That was the same kind that Rawle Mahabir used to have– the old GTX. I moved from that to another 323– the GTR model– that was an 1800cc four-wheel drive, and then I went into the Evolutions. From the Evolution I, all the way up now to X. I’ve raced all of them. And the Subarus… well– before the Subarus were the two Corollas– the version one and the version two. Those were WRC Corollas and then we went on to the Subarus, which were the S9, the S12 and now the S14.

ZORCE: What would you say is the difference between the Mitsubishis and the Subarus? Now lots of fans look at the rivalry between the two cars. Would you say that there’s a difference in how you drive them?

JP: Yeah. I find that the Evolutions have more grunt. A little bit more torque down in the bottom, but the Subarus handle better, so it’s a trade-off on what you want– a better handling car or a car with more power. The Subarus– I

find that you have to drive them with a little bit more finesse. With the Evolutions, you really have to manhandle them [laughs] and throw them around the place. If my co-driver, Nick, were here, he could tell you better what to do with the Evolution. With the WRC cars, there are differences between the S9, the S12, and the S14. The S9 was a very nice car to drive– a very, very easy car to drive. The S12 was more ignorant. The most ignorant car I’ve had to drive was the S12. It’s either all or nothing– there was no in-between. And then came the S14. Funny enough, the S14 is faster than the S12 but you don’t feel it. It delivers the power a lot easier. You still have to drive it, eh… It’s not a car you can just jump in and think you will win. You still have to drive it very well. But it’s an easier car to drive than the S12. The S12 was a brute.

ZORCE: What would you say was your earliest turning point? Your first taste of success that made you want to go on and do more things with rally?

JP: Wow, that’s a good question. I’ve always been competitive. I used to swim for Jamaica when I was younger. I do the rallying now. I’m very competitive. I like it very much. Just being determined that I wanted to be at the top– to compete with a Jeffrey Panton, a David Summerbell, a Gary Gregg, a Roger Skeete from Barbados, a Sean Gill– wanting to be up there to race with them has been my motivation. Driving against Jeffrey, to me, is just an honour.

Interview: Narend Sooknarine • Lead Shot: Devi Nath • Photos: Devi Nath, Gerrard Wilson, Bruce Anton, Nicholas ‘Dumplin’ Bhajan, Christian Cozier, Narend Sooknarine, Wayne Lee

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I’ve told many people, “This year is the rally (Rally Trinidad 2012). I wish I were watching this rally.” Cos Jeffrey’s in a good car; Sean Gill’s in a good car; Gary Gregg will be there with a good car. It’s gonna be hot, really hot at the top.

ZORCE: Over the years, in terms of training and preparation, have you done things like rally school and have you done other rallies just for the sake of practice?

JP: Yes, I’ve gone to a couple rally schools. My first was with Pentti Airikkala.

ZORCE: So you actually learned under Pentti?

JP: Yeah. Actually Pentti showed me how to drive a car at 80 miles an hour going straight but sideways, so he used to set up the car sideways from 80 miles an hour when we drove, so he was the first one to teach me. Simon Jean-Joseph, I’ve driven with. And some tips from Didier Auriol and I’ve gotten a lot of tips and a lot of help from Mark Higgins, who’s a phenomenal driver as well. So those are the people I’ve done training with. Here, I just keep pushing myself, so for the event last weekend (TTRC Rally #1 - 2012) I knew that it was the only event that I’d have to practise before the international, so I tried to push myself, drive smoother, drive quicker with the car.

But a lot of it also, I play out in my mind, eh. You know what the car is gonna do and you know

how she is gonna feel. And I replay it over and over in my mind. How am I gonna be smoother? How am I gonna be quicker? What do I have to do? When do I brake? When do I turn in? So it’s a lot of things that you get accustomed to with the car. I know people like Ainsley Lochan, who loves the sport, Stewart Johnson, Mark Williams, David Coelho, I mean, I could go on and on with the list. I’m sure they do the same thing and play it out in their mind. [They might say to themselves,] “You know, well, I could have done this or that better.” You just think about it and then you execute it in your next event.

ZORCE: Do you think video games help?

JP: [Laughs] I’ve tried to play a few video games and haven’t been very successful with it. Yeah, I’m sure it does. Once you can get the feeling of the car, you know what she’s gonna do. I think it will help as well.

ZORCE: How would you describe your relationship with your navigator and the various navigators over the years? Any preferences or is there anything that you would say that you like in a navigator?

JP: I had the privilege of driving with Mike Fennell for the last event. And that’s just the preparation for the NACAM Championship next month, actually. The first event is in Mexico. He’s by far the most experienced co-driver I’ve ever

driven with. The way he takes his notes, the way he will sit down and talk about the stage after. He’s very, very good– by far.

ZORCE: So he puts a lot of analysis into it?

JP: Yes, he does. And there’s a lot of feedback from him: “John, I think if we do this this way, the car would pick up more speed in certain corners,” –and it did that. Nick Telfer has been with me for quite a few years. He started with me, and I’ll tell you, I really saw his experience, his calmness and his levelheadedness come out in Rally Jamaica (2011). He was phenomenal in Rally Jamaica. He really was. I wish I could take all the credit for winning that rally, but I’d give at least 50 per cent to Nick– [chuckles] a good 25 per cent even for just sitting in the car with me. He was really calm, cool, collected. We spoke about the stages and on Sunday morning I was just gung ho, ready to come back and try and go all out to catch back Sean. And Nick was there tempering it and we took time off of Sean throughout the day. Nick Telfer is really great. And another up and coming [co-driver] is Jason Costelloe. He loves the sport. He’s really enthusiastic about the sport and he’s very competitive.

ZORCE: So he’s one to look out for?

JP: Yeah, man. If he gets behind a good driver, he’ll be great.

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2012 Formula 1: Season Preview

The Formula:

The regulations for the 2012 season have been revised more than rewritten, in an attempt to restrict complicated exhaust

designs, outlaw blown diffusers, and reduce negative air pressure under the rear of this year’s machines. In layman’s terms– slow the cars down by capping the speeds achieved by the amount of downforce the cars were generating under braking.

Also new to the regulations set by the FIA, is the requirement for the lowering of the car’s front section from 625mm to 550mm in order to increase safety, primarily to lessen the chance of the car’s nose intruding into the cockpit of another in the event of a side-on collision. This technical regulation has had an aesthetic effect on the cars in the form of ‘step’ noses, most notably seen on the Ferrari.

The established order of F1 teams doesn’t seem to be all that different from that of last year’s. However don’t be convinced that it will be another year of Red Bull domination, as the cars have already been unveiled, driver line-ups confirmed and the teams have been attacking the testing circuits of Jerez and Barcelona since February and have wrapped up their respective programmes in preparation for 2012’s inaugural Grand Prix in Melbourne, Australia.

The time sheets from the testing sessions have

let on that there will be a lot of action not only at the front of the grid but as well for the mid-tier teams and the back markers.

Austin, Texas debuts later this year in November as it’s carded to host the United States GP. The track has been designed by Herman Tilke, who is also responsible for tracks such as Yas Marina Circuit (Abu Dhabi, UAE), Marina Bay Circuit (Singapore) and Shanghai International Circuit (China) just to name a few. The track features 20 turns in all, high elevation changes and fast flowing corners– a recipe for an exciting race.

The Teams:The new teams coming of age are going to be interesting to see the progress made by Caterham, Marussia and HRT in 2012 after a lacklustre 2011.

Caterham is looking strong and are set to appear regularly in the midfield if testing is anything to go on. They have a decent number of races under their belt and two competent and experienced drivers. The ban on the blown diffuser could also be very beneficial to them as it evens the playing field a little more.

Marussia had a dismal time last season but positive changes were made during the season. They have a technical partnership with McLaren and ex-Renault engineering guru, Pat Symonds is serving as a consultant. They have also changed

their philosophy of a car based entirely on CFD (Computational Fluid Dynamics) and have opted for wind tunnel simulations.

HRT has decided to go for long-term, in-house development and head to the first race with no full track testing to speak of with their latest car. The team only unveiled their challenger on March 5, ten days before the season opener in Melbourne.

Red Bull Racing began a solid start to their test programme and data collection, although not doing as much mileage on the RB8 as some other teams, RBR seemed satisfied and optimistic with how everything has unfolded so far. The team has also had some new parts flown in from its factory just for the testing session in Barcelona, leading one to think that either all is not as it seems. You can read way into this but based on RBR track record, it usually is a good thing.

McLaren seems to be on the pace of the Red Bull or within striking distance, as times would suggest throughout the testing sessions. The true pace of these machines has been proven as evidenced by Round 1 of Qualifying and by Race Day’s results on Sunday 18 March at Albert Park.

Ferrari has been struggling continuously with its 2012 challenger. The radical design apparently has created more problems than it has solved and the behaviour of the car has made its

Article: James Vailloo • Photos: www.f1pics.com • Background Illustrations: Charles Scarborough

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handling very twitchy, unpredictable and not creating enough downforce through high-speed corners. The team seems to be encountering so much trouble with its design that it has barred the media from speaking to their drivers, Felipe Massa and Fernando Alonso.

Toro Rosso’s pre-season programme has largely been impressive, aside from a few days when the STR7’s systems quit out on track. A strong development programme during the second half of last season has followed through into their 2012 car, but despite this, the Red Bull junior outfit is off to a rocky start, as they managed to scrape a meagre two points in Australia.

Force India’s competitiveness looks to be on the rise with the team making strides in every department, the VJM05 appears to be a totally different design than its predecessor, something refreshing for the team, as most of their designs have been more evolution than revolution. Their two drivers, both in their second seasons, Nico Hulkenberg and Paul di Resta, showed some consistent long-run pace during testing.

Sauber F1’s C31, like most typical Swiss-engineered machines, head into the first race of a new season knowing that their car is solid and reliable. After a few early teething problems, the team put the Ferrari-powered Sauber through its paces and apparently caught the eye further up the pitlane, with Red Bull having apparently taken inspiration from Sauber’s exhaust design when redesigning the rear of the RB8– quite the compliment for a team that operates on just a fraction of Red Bull’s budget.

Williams’ FW34 has been ultra-reliable and both Brazilian Bruno Senna and Venezuelan Pastor Maldonado have enjoyed many kilometres of track time. However, one word that hasn’t been synonymous with the team’s car is ‘fast’. Testing so far hasn’t shown any reason to believe that Williams is on the path of its former glory days. The good news is that the team shows promise and seems to be steadily making progress, especially in the area of the Hybrid Energy/KERS (Kinetic Energy Recovery System), which they have licensed to Porsche for their 918 RSR and 911 GT3 racecar.

Lotus F1 Team, formerly known as Renault, started out on what would have seemed to be a back step for the team due to them having to scrap their innovative, but later deemed illegal reactive ride height suspension. However the team managed to recover quickly after investing its resources heavily into the project, as it would have clearly given them an advantage. Lotus has been impressively consistent across the stints they have laid down during testing with the team appearing to suffer from relatively manageable tire wear.

Mercedes AMG Petronas’s Silver Arrow W03, subject of much speculation, has had more developmental changes, rather than a major overhaul, when compared to its rivals. However, both Michael Schumacher and Nico Rosberg believe that their updated aero package has paid dividends, despite having to run last year’s car, the W02, at the first test in Jerez. Generally a strong performance in testing and a powerful Mercedes V8 powerplant touted to be the most reliable and efficient on the F1 grid, set Mercedes to re-emerge as serious rivals this year.

With so many strong pairings in F1 at the moment, the duels between teammates will have never been more exciting. All eyes will be on the McLaren camp as Lewis Hamilton is in his final year of his contract with the team. Lewis and his teammate Jenson Button both won three races, however, Button scored more points overall, coming in second in the championship, resulting in Hamilton’s first ever defeat at the hands of a driver in the same car. This will be the third year of this partnership of the two former champions. It may perhaps be the most exciting and the most critical year for both men in their careers.

At Ferrari and Red Bull it will be interesting to see if Felipe Massa and Mark Webber can make a bigger impression on their teammates than they did last season. Can Rosberg beat Schumacher for the third year in a row? The battle between Paul Di Resta and Nico Hulkenberg is also going to be very close and have major implications for the futures of both men.

F1 2012 looks set to be a stellar season!

Who’s on the Grid for 2012: Drivers

• There are six World Champions on the grid this year, five of which are in top teams with the most experienced and talented engineers and managers.

• Two of those drivers are the youngest Double World Champions, both of whom have won the title consecutively: Red Bull Racing’s resident German hero Sebastien Vettel (2010-2011) and Ferrari’s Fernando Alonso of Spain (2005-2006).

• Britain’s all-star duo from McLaren-Mercedes back-to-back World Champions (2008-2009) Lewis Hamilton and Jenson Button.

• For Mercedes, the’other German’, Michael Schumacher–’The Red Baron’ himself, a seven-time World Champion (1994, 1995, 2000-2004).

• The joker in the pack, returning from a two-year sabbatical, Finland’s Kimi Räikkönen (2007) races for the Lotus F1 Team.

Immense talent and fierce competition in the form of both familiar and new faces, as always, have filled the rest of the race seats this year from the Formula Renault and GP2 feeder series into F1. Whenever a new driver comes into F1 it’s always interesting to see how well they do. Could they be the next Hamilton or Vettel?

• Charles Pic of Marussia and Jean-Eric Vergne at Toro Rosso have been thrown into the mix and are said to be promising talents. Vergne’s only F1 driving experience has come from testing, and like other Red Bull protégés, has skipped the GP2 category completely. If he is everything he is touted to be, then it’s a move that won’t be seen as premature. For Pic it will be hard to make an impact at the back of the grid. To stand out he will need to beat his more experienced teammate, Timo Glock.

• Australian Daniel Ricciardo and Frenchman Romain Grosjean start their first full seasons in F1. It’s clear that Red Bull thinks Ricciardo is their next star. Will he live up to the hype? Grosjean undoubtedly shows talent after winning both GP2 and GP2 Asia Series Championships. He’ll be Kimi Räikkönen’s teammate at Lotus. Will he be able to serve up a challenge for ‘the Iceman’?

• Ayrton Senna’s nephew– Bruno Senna finally gets a decent crack at proving himself at Williams. His progress will no doubt be followed with keen interest bearing the legendary Senna name.

49 • Zorce

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Formula 1 2012: Round 1 - Melbourne, Australia

The inaugural race weekend (Friday 16 - Sunday 18 March) was action-packed Down Under throughout the entire field from start

to finish. Friday’s practice sessions gave us a sneak peek as to what the new order in F1 would be, but only just, as not even Saturday would reveal the true pace of this year’s machines.

Saturday’s Qualifying Session saw McLaren lock out the front grid, with Lewis Hamilton in Pole Position and Jenson Button in P2, and Lotus’ Romain Grosjean snatching P3 from a very on-the-pace Michael Schumacher. There was not much between the rest of the grid, aside from Kimi Räikkönen’s elimination from Q1 due to his miscalculation in time remaining. Other shocking eliminations were both Ferraris from Q2. Felipe Massa took P16, and Fernando Alonso, spun out

of control and ended up in a gravel trap having to settle for P12. (The F1 gods must’ve been having a bit of sport.) Rounding up the last grid spot was HRT, which did not qualify for the race.

Sunday saw some quality driving, especially from the six World Champions. Kimi Räikkönen, reminded F1 how he won those 18 races under his belt. And the style and pace of Michael Schumacher was outstanding, sadly only to be taken out by gearbox gremlins. Sebastian Vettel’s pass on Nico Rosberg around the outside of Turn Nine was a highlight for many. Then we saw the sheer determination of Fernando Alonso trying to rectify a race weekend after a dismal qualifying. Conversely, on brilliant display throughout the weekend, was the trademark raw speed and consistency of Jenson Button

and Lewis Hamilton. Button ultimately took the top step after the dust had settled, getting the jump on Lewis into Turn One. The sister McLaren piloted by Lewis ultimately sandwiched Vettel’s Red Bull in second place.

Oz GP saw brilliance but also plenty of bad luck. Grosjean started from third but dropped to sixth after a poor start and then had his steering broken during the race after some mid-field jostling. Venezuela’s Pastor Maldonado had a heavy impact with his Williams into Turn Seven’s inside wall on the last lap; he escaped unscathed and jumped out of the wreck almost immediately. Along with Williams, we can include Sauber, Force India and Toro Rosso in this group of teams that exhibit a very solid pace and an ability to nurse the Pirelli tires well.

Article: James Vailloo • Photos: McLaren, Red Bull, Caterham

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Rookie of the Year in the UK Michelin Power Cup was a great triumph in late 2011 for international Trinidadian racer, Dominic

De Leon. We first met him in May 2011 when he began his season. Now, in 2012, after earning the rookie title by winning trophies at every round, De Leon is focused on making his mark as a sophomore. With this decision, De Leon underwent some substantial changes, biggest of all, a new bike.

“After the 2011 season, I told Rhalf Lo Turco, owner

of SBKCity Racing that I wanted to ride the 1000cc bike but he was concerned that I wasn’t ready. I tried to convince him that I was,” he mused. “Then when I was in Australia, he called me and said, ‘I have a big bang for you to ride.’ I was ecstatic! When I returned to the UK, I went to the shop in London and saw it there waiting for me. It was lovely– a Yamaha R1. I just knew that I could jump on that 1000cc bike and wring the balls out of it.”

De Leon’s new chariot has a 4-cylinder inline four engine with a crossplane crank. He tested it

for the first time on the Snetterton track earlier this year and loved it. “After the first corner, I dropped my visor and accelerated, then popped a nice wheelie. At that moment I realised that this season was going to be good. It felt like I’d been riding this bike all the time,” noting his surprise at how natural riding the R1 felt compared to the CBR. He asserted that for him it was more than just the speed because a rider on a 600cc could do the same times as someone on a 1000cc bike. De Leon’s best time last year was 57.8 seconds around the track.

Article: Aurora Herrera

‘Rookie of the Year’ De Leon Driven to Ascend Grid at SnettertonMoto-Z

In terms of strategy, De Leon is sticking to the one that works. “I came out with the most points last year by keeping a steady pace throughout the season. So it’s not that I was coming first but that I was consistent. There are guys who are very fast who have been doing this a long time and who are at the top level and it has been great to compete with them. I learn a lot.”

Also, in preparation for this season, De Leon’s faithful sponsors hosted a launch party to introduce the new bike. “I also did some motocross and over the winter I trained in the gym a lot to get myself ready to put Trinidad’s stripes on the map,” he added. March 10 and 11, at the beginning of the Michelin Power Cup, that’s just

what he did. This year at the free practice he was doing 55 seconds on the R1.

Come race day in the Michelin Power Cup, he proved his mettle. “When I qualified on Saturday morning, I did 53.7(seconds) and out of 31 riders, it put me in the 18th place, fifth row on the grid,” he said excitedly. “At the start of the first race my nerves were kicking in. I had never done a standing start on this bike so I didn’t know what to expect. It was good! I was so pumped that I was ready to launch as soon as the lights came on. I actually let go of the clutch and by the time I grabbed it back, everyone had already started off and I when I pulled off, I found myself at the back of the pack.”

De Leon was able to fight his way back through that pack to 16th place with a time of 51.7 seconds. In the second race he started 18th again on the grid and finished in 11th place. The races at Snetterton in this leg of the Cup consist of 15 laps on a circuit length of 1.2079 miles. His experience just got better, as on Sunday morning, he qualified at 51.6 seconds, placing him at 13th on the grid, fourth row. In his first race, he finished tenth and he rounded off the day by placing 11th in the last race with a time of 51.4 seconds.

“This last weekend was great for me. I’m getting closer to the front men so that’s good. I rode with a few rivals for the first time this weekend,” he

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Photos courtesy: Dominic De Leon

shared. “I’m keeping on the attack, using the same strategy as before: keep consistent, learn as much as I can, keep trying to push boundaries and better my pace.”

De Leon also spoke highly about the important role his support group played. “It means a lot that my old sponsors stuck by me. SBK City, London MOT Centre, TAD Ward Contracts, ACE Fusion and Ecowashme helped to get me here and also to attract even more support,” he said. “Optimum Group Services recently came on board. I want to validate their faith in me and I want them to enjoy the atmosphere and the show that we put on. It should make them feel good.”

While De Leon is focused on the track in front of him, his thoughts are never far from the

attendant problems of motorsport in Trinidad, namely our lack of tracks. “I really that wish there was a racetrack in Trinidad. It’s sad that the environment doesn’t allow a person to enjoy bikes,” he said. “They aren’t just for speed on the highway. There are so many fellas with talent in our country. Eventually I will become prime minister of Trinidad and Tobago and build a wicked racetrack and drag strip; most of all I will provide a controlled and safe environment so that everyone can enjoy it. Even if I don’t become PM,” he joked. “This is what we need in our country– a safe space. Also, the public has to support it as much as the government. Everyone has to put in their two cents and invest and look after it to make it function properly. As always, we need to be cautious and keep the vibes alive.”

An eager and conscientious Dominic De Leon will be competing this year in the MotorGrande/SBKCity 1000cc championships at the Snetterton Motor Racing Circuit and other locations in Norfolk, England. Here is the list of remaining events:

• April 20 & 21 - Snetterton 300• June 2 & 3 - Anglesey International• July 14 & 15 - Cadwell Park• August 25 & 26 - Pembrey Circuit• September 15 & 16 - Mallory Park• October 20 & 21- Snetterton 200 (Final Round)

Catch all of the updates and information on the official Michelin Power Cup website: www.michelinpowercup.co.uk.

53 • Zorce

Red Bull stunt rider Aaron Colton recently visited Trinidad to show off his tricks and tour our twin-island republic.

Colton is from the Midwest– Shakopee, Minnesota to be exact. He has been competing for eight years in the street bike freestyle sport and has earned a slew of trophies. The twist? He’s only 20 years old. Colton started competing when he was 13.

This prodigy had his first motorcycle at age two, a Yamaha PW50. It was birthday a present which he rode until he was five. Then he quit riding until he was 12 when his dad got him his first dirt bike, an interest that eventually evolved into street bikes. He would watch his dad and his friends ride and he would practice on a mini bike to learn and refine the basics.

One day, Colton asked his father if he could ride the big bike, a Honda F4i standard 600cc sport bike.

“He thought I was going to ride it around the

parking lot but then I started doing some wheelies on it and 45 minutes later, I was able to scrape the tail on the ground,” he said. “It was kind of a shocker to a lot of people but from that point on is when most of my competition stuff started. It’s been really interesting because I started competing when I was 13 in a sport not fitting for people underage.” Starting at such a young age, Colton made sure that he learnt the sport well.

“The easiest way to describe what I do is to split it into four different categories,” he said. “You have wheelies where the front wheel is in the air; stoppies where the rear wheel is in the air; burnouts and drifting (which is more slow and controlled), which is more one category; then you have acrobatics, which is standing on the gas tanks, jumping off and around.”

Colton’s biggest tip to riders interested in the sport is to start small.

“A lot of people get really confident with themselves and don’t take the mini bike seriously,” he said. “They have no idea how crucial it is because it is all

the same– as in the throttle and brake control. Of course there is no clutch on smaller bikes but you learn the point of balance and [that’s] the thing that gets people confused. When you do a wheelie, the front wheel gets a foot or two off the ground and your natural reaction is to let go or chop it down but you’re not even 15 per cent of where you need to be, so if you can learn that on a smaller bike, you’d do better because it’s the same on a larger bike. It just feels a little different.”

The seasoned rider, who got picked up by Red Bull in 2007, looks forward to new challenges. Surfing on asphalt is his new favourite thing to do, that is, drifting on a motorcycle at speed.Colton actually got the chance to do some drifting in a car when he was here.

“There was a drift car on the island and before the owners could show me I just got in, ripped out and decided to go for it. They were quite impressed.” he said. “I’ve never been in a drift car before. It was super awesome but the thing is that in a car you can’t really fall but on a bike, it’s like the school of hard knocks.”

Red Bull’s Aaron Colton Has a Blast in T&T!

Article: Aurora Herrera • Photos: Lyden Thomas, Devi Nath, Narend Sooknarine

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In terms of hard knocks, Colton has had broken legs, ribs, hand bones and wrist bones but declares that if you don’t love the sport you would quit at some point. He has now had all of the metal plates removed that had been surgically implanted in his body to heal his broken bones.

“I think being young, you also have to be smart with the long-term injuries because even though my most competitive time is going to be when I’m young, I’m not even in my prime yet as far as competing goes and taking a couple months off to remove the hardware is a better choice than waiting a couple years to do so.”

Colton’s biggest concern in stunting is that it is done in a safe and controlled environment.

“Even though I love motorcycles and riding is awesome, I do not condone any sort of freestyle while commuting or on the street,” he said. “I consider it a closed course sport. Obviously it’s fun, that’s why I do it but even though it’s cool to see on the streets, I think that in a controlled environment,

not only do you learn faster but its much, much, much safer.”

He insists that a rider can find safer ways. At 20, Colton has been riding for eight years and still does not have his street legal motorcycle endorsement. He maintains that he does not commute on a bike; he just rides on a closed course.

Red Bull sponsored Colton’s trip to Trinidad where he got the chance to meet with local riders and go to practice sessions and share tips and tricks.

“As far as Trinidad as a country goes, I’m amazed,” he said. “People here are super cool and welcoming. They’re wild and they do what they want. The rider base here is very cool. I didn’t expect there to be this many riders on the island and especially motorcycle enthusiasts. It’s very, very popular. Wherever you live in the world, the potential to be a great rider is the same, so there is definitely a lot of potential for this sport to grow here and possibly move from the side of the street. I would love to see that happen here.”

Looking forward, Colton is set in his direction. This decorated youngster (for his age) has no intentions of slowing down any time soon. One of his major goals is to receive full factory support from the manufacturer sometime in the near future and then show that he can win a championship on a machine no one else has won on.

He also has some video projects coming up. “I would also like to do more video projects on a more mainstream basis so I can grow the sport as a whole because I can become bigger as a sports personality amongst the people but without the sport growing too, it’s hard to give back what’s been given to you. That’s what I hope to do with the XDL circuit, which is the main US competition circuit. For now though, I’d like to give a big shout out to Red Bull. Thanks for bringing me to an awesome vacation spot and a really cool place to ride for the week.”

Find out more at www.aaroncolton.comFacebook: www.facebook.com/ac93Twitter: twitter.com/#!/AaronColton

55 • Zorce

Spiritual Lessons from my First Car

Z-Scene

Hindus believe that God is present throughout the universe, even in material things like cars. This philosophy holds for humans too, which is why it is customary to say “Sita Ram” or “Ram Ram” among other names of God, hailing the divine presence in each of us. Very often you will see a Rosary hanging from a rear-view mirror, a Palm Sunday cross, made from the slender palm leaves at Lent or a miniature Hindu murti. We don’t usually tackle religious or political notions here at Zorce, but a Presbyterian Minister, Reverend Sieunarine offered to share car-related some spiritual lessons,

My first car was a Vauxhall Victor, bought even before I was a licensed driver. I learnt about driving a car, engines, car

parts and car maintenance through friends and mistakes. Isn’t that how we learn many things? We depend on the kindness, patience and honesty of others and we learn the hard way from our carelessness and our errors.

One night, as I was returning to St. Helena, Piarco from Sangre Grande I saw the gas tank indicator point to ‘E’. I thought I had enough to reach home but right in the middle of the then dark and lonely Wallerfield, the engine shut down and caused me to cruise to a stop at the edge of the road. There was no cell phone of course in that era and the chances of getting a taxi were slim. But in a few minutes something wonderful and memorable occurred– a truck en route to Sangre Grande stopped and the driver asked what my problem was. “No gas”, I admitted, a little ashamed. He told me to get in the truck, turned around and told his employee to have the empty can ready when he reached the gas

station. The driver then took me back to the car, had his employee fill my tank, made sure the car started ok, and wished me well. I insisted on payment and getting his name and address but he forcefully refused, saying “Good night” and drove off!

Did God send an angel unaware? Why would a truck driver at night choose to turn direction to help an unknown stranger, a stranded driver in remote Wallerfield? I learnt to be kinder to those inexperienced drivers who are too optimistic about warnings from the dashboard panel. Later, I read a story about a young driver who thought ‘E’ meant ‘Excellent’ in gas consumption!

Reading or interpreting signs is always important in the journey of life. God spoke through signs in the Bible, for example: the rainbow, the burning bush, and the large fish that swallowed Jonah. The miracles of Jesus are called signs in the Gospel of John. I knew a driver (female, I admit) who saw the red warning light for oil suddenly illuminate on her instrument panel. I warned her (that was many years after my ‘E’ experience) that she should have her vehicle’s oil level checked immediately, but she firmly believed that she needed to see an auto-electrician to find out why the light should appear! The sign was a mistake, she thought. Needless to add, she informed me after the event that her engine broke down completely and had to be replaced. She blamed the sign instead of interpreting it. When God sends us a sign of disquiet or a troubled conscience, we do not need a good sedative or a good vacation but a rethinking, a replanning or a redirecting of our course. The word ‘repent’ means ‘to turn around’.

I was fortunate to have an uncle introduce me to my first mechanic who was patient, honest and devoted to his faith. He gave me one of the most beautiful, moving duets on a 78rpm gramophone record as a gift. He could have taken advantage of my ignorance about car engines but he chose to give me some free basic lessons in car maintenance.

We can be tempted to take advantage of others because of our position, our education and our competence. Thanks to God, no one human being can ever know or be qualified in everything. We need one another’s skills, talents and experience. We are blessed with gifts not in order to demean, discredit or defraud others but to assist and serve our fellow human beings as best as we can.

The licence plate of my first car– the Vauxhall Victor– was PF4720. What has remained a remarkable coincidence in our family home was that when Telco (now TSTT) installed our first telephone, the company informed us that the telephone number was the area code plus 4720! That perhaps was God’s strange and delightful way of keeping the spiritual lessons I learnt so early operating at peak performance! May God send you signs through your car and life to keep you and your vehicles operating at peak performance as well!

Ed: The four consonants of the Hebrew spelling of Yahweh are known as the Tetragrammaton. When the letters are arranged in a tetractys formation, the sum of all the letters is 72. The licence plate and phone number can perhaps be read as 4-72-0 or “For God or nothing”.

Article: Rev. Everson Sieunarine • Photos: Lyden Thomas, Narend Sooknarine

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57 • Zorce

Father’s Day Exotic & Luxury Car Show @ The Falls at Westmall

Article: Alistair McCormick • Photos: Lyden Thomas, Narend Sooknarine

Dads and their families enjoyed a complimentary treat in 2011 for Father’s Day at The Falls at Westmall. A number

of exotic cars, including the Maserati Gran Tursimo, Ferrari F430 and the Aston Martin DBS (normally only seen at the exclusive-access Boyz ’N’ Toyz private shows) were on display. The luxury and European car dealerships like Volvo, Volkswagen, BMW, MINI, Porsche, Jaguar, Land Rover, Audi and Mercedes-Benz also had their latest vehicles at the venue along with some beautiful models to help show them off.

Other highlights included the fully customised Dean Wheels Ford Truck. A number of tuner cars and muscle cars were also in attendance in the car park next to the main show area. We can’t wait to see what’s in store this year!

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59 • Zorce

SEMA 2011 Highlights

The largest of the SEMA events, held annually during the first week of November, is the SEMA

Show at the Las Vegas Convention Center in Las Vegas, Nevada. As part of this event, SEMA (Specialty Equipment Market Association) and other automotive aftermarket trade groups make up one of the single largest events on the Las Vegas calendar. This auto show is not open to the public. Registration as media, manufacturer, buyer or exhibitor is required.

Products in this US$27.8B per year industry include performance and racing components, cosmetic and functional accessories, wheels and tires, mobile electronics, safety

products, restoration parts, handling equipment, drivetrain parts, audio and related products and more. The industry covers muscle cars, classics, luxury vehicles, sport compacts, street rods, light trucks (off-road and sport trucks) SUVs and recreational vehicles.

Meguiar’s T&T is having an official Car Crazy event in Trinidad and Tobago. Out of all the cars entered, the field will be narrowed down to ten finalists that will be the absolute best in show. From these one team will be selected and sent to the SEMA show to represent Trinidad and Tobago at the Meguiar’s booth. Who will it be? Come to the show and be the first to know!

AudioZorce

Source: SEMA, Meguiar’s • Photos: Aaron Forbes

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61 • Zorce

SuperClean is a new line of quality automotive cleaners and enhancement products on the market. When we saw those

purple trigger bottles on the shelf, naturally we were curious. With a market already crowded with both premium and bargain-price car-care products, where would this new range fit in?

The SuperClean range promises all the usual solutions, including degreasing, glass cleaning, as well as wheel and tire cleaning solutions. With a fistful of dollars and a dirty Mazda BT-50 at our disposal, we set out to determine if these products worked as well as they looked!

Starting with the SuperClean Cleaner-Degreaser, we flipped the bottle around to see what we could attack first. The dirtiest part of our pickup was the chassis. Normally we try a wet scrubbing brush and some powdered detergent, but usually end up with a blackened, greasy scrubbing brush. According to the directions on the SuperClean bottle, we were expected to spray this stuff directly to the dirty area and let it soak. No pre-soaking with water. Despite this being a wetter-than-normal dry season, we still used a half bucket of water, rather than a hose,

to wash off the area. A quick dash of water left us amazed, as all the dirt and grease vanished. This was verified after everything dried off, with the foolproof finger-test– no dirt or grease on any of the surfaces we sprayed!

Next we moved on to tire care. We selected the SuperClean All Wheel Cleaner, a spray and rinse formula. As with most alloy wheel cleaning products on the market, we had to spray each wheel (while cool), let it penetrate for a minute, then rinse off. The results were immediately obvious after a splash from our bucket of water. Most of the grime was gone, but again as with most products of this type, some of the stubborn stuff was left in the crevices. However, all it took was a gentle wipe from a soft cloth to deliver excellent results.

The SuperClean Tire Gloss was next. We cheated a little and decided to really push the limits with this product. The instructions tell you to apply to a clean, dry tire. Who has the time to clean a dirty tire? Certainly not us. We sprayed one half of a dirty tire and left it to see what would happen. After a few minutes, the treated half looked brand new, as if we did in fact scrub at

it for several minutes. Needless to say, we LOVE SuperClean Tire Gloss!

Finishing out our Saturday afternoon test was the SuperClean AccuVision 2-in-1 Rain Repelling Treatment and Glass Cleaner. Again, with laziness in full swing and an empty bottle of SmartWax car wash staring back at us, we decided to spray this stuff onto a dirty windscreen. As they say, easy on, easy off, with a paper towel. Unfortunately, we had to wait a full two days for some rain to fall before evaluating the effectiveness of AccuVision. When the rains finally came, the proof was in the driving. The water simply beaded and blew off the windscreen in our 80km/h wake.

The SuperClean range will become a mainstay of our lazy man hamper of goodies for those days when we are either just too tired, or too lazy to take the requisite two or three hours to properly detail our vehicles. As for our neglected pickup, it will enjoy the SuperClean treatment every weekend. Compared to the second-generation RX-7 and the MINI, that thing is HUGE!For wholsesale and retail enquiries, contact: Advance Performance Concepts 387-0646/0647.

ZorceOlogy SuperClean’s Reputation Shines True

Article: Rae Singh • Photos: Rae Singh, Zorce Vader

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In this issue we turn our focus to Bosch spark plugs. Most people are not aware of the role of this small but essential accessory for all gas

engines. Here is a brief history of the Bosch spark plug.

Over 100 years ago, engineer Gottlob Honold, who worked in Robert Bosch’s workshop, revolutionised the motor vehicle with his invention. He had designed the first commercially viable high-voltage spark plug, combined with the magneto-based ignition system. On Jan 7, 1902, Bosch received this system’s patent. Since then, Bosch spark plugs and industrial production techniques evolved together in a revolutionary way and accelerated the development of the automotive industry.

As the worldwide leader in the manufacture of this component, Bosch works together with vehicle manufacturers to design spark plugs that are specified for a variety of engine types. In this way, it is possible to ensure excellent efficiency and durability under several operational conditions. Besides providing fuel savings, reduction in pollutant gas emissions,

and engine and catalytic converter protection, it also enhances the security of combustion. The Bosch commitment, together with 100 years of technological development, assures the highest quality standard both for original equipment and for the aftermarket.

In essence, the spark plug inserts energy produced by the vehicle’s ignition system into the ignition chamber, generating an electrical spark between its electrodes. This initiates the burning of the air-fuel mixture that moves the pistons, putting the engine to work.

The spark plug also absorbs heat generated in the ignition chamber and dissipates it, allowing the engine to work at a temperature appropriate for its power to be properly generated. Bosch has a range of spark plugs to fit the requirements of every vehicle, including the Bosch Super, Bosch Super 4, Bosch Super Plus and Bosch Platinum. At Sookhai’s Diesel Service Ltd, our best seller is the Bosch Super 4 spark plug, which works on all types of vehicles.

The Bosch Super 4 spark plug operates according to the surface air gap principle and it is the first spark plug with four ground electrodes and one central electrode sharpened and silver coated. This combination is unique worldwide and provides conclusive benefits for the perfect ignition and performance of the engine.

It features a shaped central electrode made of nickel-chrome with a copper core and silver coating, and four ground electrodes, which provide eight possible paths for the air gap and sliding gap sparks. This provides a number benefits including: higher electrical conductivity, faster starts, better performance of the engine, higher service life, better ignition, minimal risk of ignition failure and avoiding soot formation and spark failure.

Fancy yourself a DIYer? In many multi-valve engines, the spark plug must be installed between the two camshafts, which can be a difficult task. Using the appropriate hose, carry the spark plug up to its location and then tighten it properly.

Sookhai’s Diesel: Bosch Super 4 Spark PlugsSource: Sookhai’s Diesel/Bosch Centre

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As the eccentric English car nut in the family, I tend to get more than my share of fun gifts for Christmas and birthdays. This past

Christmas was no different, with no less than two do-it-yourself model kits from Airfix out of the UK. One of them was a daunting replica of the HMS Victory, which I had the pleasure of seeing up close and personal in 2005. While I am not a sailing vessel enthusiast per se, I do appreciate the fine craftsmanship that went into this old battleship, not to mention its stunning beauty. It is hard to imagine her in the heat of battle, taking cannon fire, under the command of Admiral Nelson. The other Airfix kit was an Aston Martin DB5, more commonly known as the ‘James Bond’ Aston Martin.

The name Aston Martin is as British as they come. Even as a child, it irritated me to hear adults talk about ‘Austin’ Martins. What? Did these people not read? Even the sound ‘Austin’ Martin sounded wrong, like trying to combine two hot doubles with a glass of a fine Chardonnay. The sad thing is people still continue to mix Austin with Martin, but I digress…

With what looked like maybe 2,000 individual pieces in the HMS Victory kit, I decided that I would get my toes wet with the Aston. If my previous attempt at building an English model car kit (Jaguar XKE Coupé) is anything to go by, the HMS Victory would end up dry-docked for the next five years. No such fate for this new kit. The DB5 is for many of us, the definitive Aston Martin. All the right curves and proportions are there, with that angry snarling grille poised to eat up many a country lane and motorway.

I set aside an evening just for separating the tiny components, sanding, scraping and painting, all eager to begin construction. This is where I began noticing a disturbing parallel between this small model of a British sports car, and the real-life experience. For those of you who have never owned an older British car, or had the joys of knowing a parts man behind a computer screen somewhere in Ye Olde England so well that you look forward to getting his post card every Christmas, I will now share some of the similarities I have found between building a British sports car and building a model of a British sports car.

Some Assembly RequiredMy long-suffering mechanic, Hammond, (a good English name if ever I heard one) has an old saying that goes, “Englishmen like to sell you a car and leave you to finish the job.” As the owner of one of the best examples of a MkII Escort I have ever seen, I suspect he may be on to something. While the Airfix model makes it clear right on the box that some assembly may be required, the British car dealer leaves this as a nice surprise for unsuspecting owners. Such was the case when my dad bought his Vauxhall Chevette HSR back in 1980. Nobody bothered to tell him that his thirsty 2.3 engine was still being fed fuel via a line designed for an anaemic 1.3. They also forgot to tell him that he needed to condemn the mechanical fuel pump and install an electric one. Someone also thought it was a good idea to mount the ignition coil under the twin Dellorto carburettors. This, we are advised, is why there are car clubs.

Some Body Modifications May Be NeededThis is fairly obvious on the Aston Martin kit. The moulded unibody shell is in need of some minor scraping and sanding to really do justice to the overall shape. Strangely enough, this is also the hallmark of good English cars. You are always advised when replacing body panels with new panels that some cutting and fitting may be required. What this really means is you and your repairman will spend hours fitting, fiddling, adjusting, filing, cursing, sanding, cursing, adjusting, fiddling, cursing and so on, until you either finally get it mostly right, or decide the old panel wasn’t so rusty after all. Funny enough, once you remove an original panel from the car, it magically takes on the shape of the new panel you just ruined, leading to more fiddling, adjusting, filing, cursing, sanding, cursing, adjusting, fiddling, cursing and so on.

Actual Model May Vary from Illustration on Box HA! Now there’s a disclaimer to send you off in search of a bigger hammer. Look back at old magazine advertisements for British sports cars, especially from the 1950s and early 1960s and you will notice many of them are illustrations and artistic paintings, rather than actual photographs. Illustrations, I have come to realise, hide such things as ill-fitting panels, uneven door gaps and

the smell of leaking petrol. In their defence, most of the cars of this era were mostly handmade, or at least, hand assembled. Even in MG’s modern Abigdon facility, there was the Rectification Department, where they would take new cars off the line in order to fix bodywork, engines, etc., before sending them on their way.

The Perpetual ProjectThis is not directly related to a new Airfix kit, but my experience with these kits seems to parallel real life. At least that was the case when I purchased the aforementioned Jaguar XKE Coupé kit I bought some six or seven years ago (back when Island Hobbies was in El Socorro). I had gotten as far as priming the body, when I decided I needed to sand down the primer and get it just right. After all, nothing ruins a good Jag like bad paint. Six years or so later, the Jag is still in primer, the engine is off to one side, that wonderfully complex bonnet is off to the other side, and I am now wondering if I should paint in some rust on the suspension and rocker panels, to make the whole sad scene more realistic. I may even go so far as to rename it project Humpty Dumpty, which is how my wife refers to the MGB sitting in the garage.

I suppose what really set me off on this comparison tangent was when I got to the point of installing the windows and headlights on the Aston. Try as I might, I could not find the sprue that held all the clear parts together. What were the odds, I thought, of buying a kit to build a British sports car and getting the one box that was missing some of the key bits. Quite high, I later discovered, as Airfix has a link on their website specifically set aside for customers who bought kits with pieces missing! The only thing more British than this was probably that scene from the British television series ‘The IT Crowd’, where Maurice Moss’s British-made fire extinguisher catches fire.

Some may find this business of living with a British car all too difficult, but ultimately it’s a matter of choice. Some of us live for the journey, some for the destination, while a select few of us are happy just to get out of the garage once in a while and savour the fresh air of accomplishment that comes from finally gluing that last, elusive piece into place.

Some Assembly Required... Article: Kevin Singh • Photos: Kavita S. Fonseca, Kevin Singh, Karen Pinheiro

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