I as an Automotive Journalist, I’ve had many people tell me how they think I have the greatest job in the world. Granted, my line of work is rather rewarding, but who do I think has the best job in the world? Well that would be the test drivers who work for the manufacturers. Earlier this month, I was in Munich to talk to BMW’s head of Chassis and Brake testing, Andreas Lichte, to find out what a test driver does for a living.

RPM: So Andreas, what makes someone want to be a test driver?

Andreas Lichte: Well, it was something I always dreamed of doing. Right from school, I wanted to be a Test-Drive Engineer for a German car maker, either Porsche or BMW. After University, I was recruited by BMW in 1991, and have been working here ever since, now holding the position of Chassis and Braking project manager.

RPM: How does one become a Test-Drive Engineer?

AL: In my case, I took Automotive Engineering in University for six years back in Hanover. It is very important that you do well here, as BMW only looks for the best engineers available. However, it is also important to have good driving skills such as a background in motorsports. It is very important to have good communication with the car you are driving to search out possible problems and to fine tune how the car feels. So BMW also puts all potential test engineers through a strict driving program before being entrusted to drive the cars, as some are prototypes.

RPM: So then, are only high-level Engineers allowed to drive these prototypes?

AL: Yes, there is another skills program that we must take before we can drive a prototype on public streets. Some of these cars are one-of-a-kind, and worth millions, so only the best get to drive the prototypes.

RPM: So, what responsibilities are you entrusted with when you receive a new project?

AL: In our particular department, we work with the feel and driving nature of the car, something very important to BMW. We call our cars “The Ultimate Driving Machine,” and so it is my job to ensure that this is the truth. By proving the chassis and brakes, we ensure that the engine’s power is kept under control. When we get a new car, the Engineers have done all the calculations to put the right parts on the car. For instance, for the braking systems, they calculate the size and weight of a car to figure out how large the brake rotors and the caliper pistons need to be to bring a car to a stop from top speed. We then go out and test these parts mounted to the car under a variety of conditions and return a list of modification we feel necessary to the Engineers.

RPM: Sounds like there is a good rivalry there between the Chassis and Engine teams?

AL: Well, the Engine teams like to think that they have the most important part of the car. So yes, there is a friendly rivalry there, but as I said, we are the ones that make the power controllable.

RPM: Do you have a set standard you usually try to achieve, or a list of objectives?

AL: Yes, each time we go out, we have a manual of objectives we want to see in the car, and we record each system’s performance. For instance with brakes, we test for chatter, noise and proper sizing for optimal performance. However, every model gets its own characteristics. Sports cars should feel more aggressive and responsive while large sedans need to be more comfortable and quiet. But in the end, all cars must give the customer the feeling of confidence, safety and comfort. This is something we must do with every car, from Mini Cooper to the BMW 7-Series.

R

PM: What does your average workday consist of?

AL: It is separated into three different sections usually, unless we are out on a trip. The first third of the day we are in the office, talking to engineers and part suppliers, setting up schedules and such. The second third is spent at the dyno. This is where we bench test suspension, steering and braking components for durability and wear. And the final third of the day we are out in the cars testing the components in real-world conditions. However, sometimes we will have extended field-testing sessions for two or three weeks at dedicated testing facilities or in real world conditions, usually conducted on Alpine passes like the Grossglockner in Austria or Stelvio in Italy.

RPM: It all seems quite exciting, but does it ever get monotonous? Are there days when you just don’t want to come in to work?

AL: Well, everyone has good and bad days, but with this job we have a large variety of tasks to keep us busy and motivated. We are always testing different systems on new models, so there is always a new facet to our work.

RPM: So it seems like you are quite happy in your current position. Is this common among your peers?

AL: Yes, I am very happy where I am today. I’ve worked with BMW for fifteen years now, and I plan to be here a long time. As for others in this field, it is quite common for people to work for the same employer for their entire careers. And careers tend to be quite long as well. I see and know quite a few of my colleagues, and this is a common feeling.

RPM: Current trends have meant that spy photography of upcoming models has become quite popular with the automotive enthusiast. With all the camouflage and work that goes into hiding a new car’s design, is this a game you enjoy playing with the media?

AL: No, we really don’t like it at all. And to be honest, I really don’t understand why the public would want to see the cars before they are unveiled anyways; it’s like cheating. It takes away from the auto show unveiling if everyone already knows what the car is going to look like. It’s like peeking at your gifts before Christmas; it takes away from the special moment when you are supposed to see what it is.

Review by Russell Purcell

The emergence of both television and film over the last half-century helped cultivate a segment of the car culture that attracts some of the most talented and creative individuals to ever draw a sketch, engineer a solution, or turn a wrench. Most of us have heard of George Barris, and the proliferation of cable television and the two-hundred-channel universe is giving similar star power to men like the late Boyd Coddington and Chip Foose. All three of these men are masters of self-promotion. Marketing machines. While this may be beneficial for their bank accounts, it also tends to detract from the work that initially put them on the map. By many accounts, the greatest custom car builder of them all is a self-educated native Californian named Dean Jeffries. A man who is often overlooked due to his desire to enjoy a private life, but who is lauded for his drive to think outside the box and really explore the depths of his imagination.

Automotive writer Tom Cotter tackles the biography of American automotive icon Dean Jeffries in his latest book, Dean Jeffries – 50 fabulous years in hot rods, racing & film. Jeffries is, without a doubt, one of the most influential characters to ever turn his attention to the automobile. His designs like the GTO-based Monkeemobile and the Green Hornet’s Black Beauty became stars in their own right, almost overpowering the actors whenever they rolled onto the screen. His Hollywood shop attracted celebrity car guys like Steve McQueen, James Dean and James Garner. If these three liked what you were doing, you knew you were on the right track.

Speaking of tracks, Jeffries’ business exploded onto the grid at Indianapolis in the 1960s and 1970s, as his unique paint schemes, striping and lettering helped make the cars look quick even while standing still, as well as bring a sense of marketing and flair to a sport that would take off with the emergence of television. This wouldn’t go unnoticed, and soon he was painting cars from other racing disciplines like Carroll Shelby’s Cobras and the awesome Scarabs of the same generation.

Unlike some of his more flamboyant rivals, like George Barris, Jeffries has always let his body of incredible work speak for his many talents rather than a corporate marketing machine. This may be part of the reason his name is less known by the masses, but his expansive body of work, huge list of famous clients, and prominent place in automotive history prove that if you have the skills, you can pay the bills.

After leaving school early to join the army, Jeffries found himself in Germany for a year, using his skills as an artist to draw maps for the military. While overseas, Dean purchased a pre-World War II Horch for $25, as every California-born teenager needed something to cruise in. Utilizing the mechanical skills he had learned from his father, he hot-rodded his obscure German ride to the point that its raucous straight pipe exhaust almost landed him in jail. A desire to give the stalwart-looking Horch some extra curb appeal led young Jeffries to befriend an older German gentleman who taught Dean how to pinstripe, adding to the toolset that would eventually make Dean Jeffries one of the most sought-after customizers in the business.

Upon his return stateside, he would find work in a machine shop at night, which proved beneficial as he became familiar with many of the tools that would become a big part of his trade. During the day, he would hang around the shop of local legend Kenneth “Von Dutch” Howard, from whom he would learn to hone his artistic talents. This led to a job at Barris Kustoms, where Jeffries would sub-lease space in an effort to further educate himself and collaborate with George on a number of significant projects. Eventually, demand for Jeffries’ work required a need for more space, but it also signaled that he had outgrown his partnership with Barris, and needed to set up his own shop before the two found themselves competing for business under the same roof.

Dean would land in Hollywood, where a small shop on Sunset Boulevard would become his base of operations. Dean Jeffries Automotive Styling became the go-to shop for many of the big studios (and stars) when the script called for automobiles to play a role, or any type of vehicle for that matter. This would fuel the four decade-long rivalry between Jeffries and old chum George Barris that has gotten so ugly in recent years that Barris takes credit for many of Jeffries’ cars!

Aside from his one-off custom work, Dean utilized his knowledge of fibreglass to develop and produce a line of dune buggies that could be mated to the chassis of a Volkswagen Beetle. The Kyote was a success, and at its peak, Jeffries’ shop was producing two a day, while a licensing deal with an English firm delivered bodies to European customers looking for some California style.

The second half of the book focuses on some of Jeffries’ most notable creations, but I most enjoyed reading about the one that truly set him apart form his peers and rivals, that being the Mantaray. Instead of modifying an old Ford, Chevy or Chrysler, Dean chose to make this storied hotrod using a donated pair of pre-World War II Maserati Grand Prix cars, a high-performance 289 Cobra engine delivered from his pal Carroll Shelby, and a fish-inspired aluminum body. The completed car helped Jeffries garner national attention when it was unveiled on the Steve Allen Show (another perk of locating in Hollywood), and shortly after it went on to win the Tournament of Fame prize at the Grand National Roadster Show in Oakland, California. Dean had arrived, in a big way. The car was on tour for a period of almost five years, and its unique asymmetrical design garnered him awards everywhere it went.

This book brings together a collection of stories and photos that offer us a look at the unique life of a man who had the passion and drive to make his living turning his boyhood dreams into rolling realities. This book is a keeper.

www.motorbooks.com

ISBN-13: 978-0-7603-3346-4

CAN$ 49.99

Story and Photos by Nigel Matthews

Storied Italian sports car-maker Alfa Romeo built just five 8C-2900 Type B Berlinetta Coupés in 1938. And two of the powerful 2,900cc cars with a significant racing history have had strong B.C connections.

As an Alfisti (Alfa nut), I recount that fact with sadness, but as a classic car insurance specialist who would have undoubtedly been involved if, heaven forbid, either of these two cars was involved in any kind of accident or claim, I am somewhat relieved that they have both left the province!

Ian Davey, Mike Taylor and Rob Fram, from the renowned RX Autoworks of North Vancouver, said goodbye to both cars, having been connected to one of them for a number of years and the other during a mammoth restoration that took about one year to complete. That same car was recently shipped back to Vancouver from Florida, to have a small fender bump rectified and painted.

First, some history so that you can fully appreciate the pedigree of the magnificent specimens the local company was charged with restoring and caring for mechanically.

The first of the two cars produced (Alfa chassis # 412035) has the longer association with the province of B.C. having lived there for 14 years. One of its early owners was Frank Griswold who raced it in 1948 to its first victory in the Seneca Cup, the race that was to become the U.S. Grand Prix at Watkins Glen.

Seven owners later, a gentleman in South Africa purchased it during the early 1980s and shipped it to restoration specialist Tony Merrik in England. In 1991, the owner moved to British Columbia, where the car could often be seen driving the local streets and at the occasional car show.

Its slightly younger sibling, in purely manufacturing terms, (Alfa chassis #412036) had a relatively shorter brush with B.C. However, it actually achieved a racing victory a year earlier than the Vancouver car.

This Berlinetta was the 1938 Paris Salon show car. Having survived the war, stashed away safely on an estate, it was time for a new home. Second owner Emilio Romano entered the car in the 1947 Mille Miglia race in Italy, with teammate Clemente Biodetti, who had won the race in 1938 in an Alfa Romeo.

Modifications were required, as this was a twin-supercharged car and superchargers had been outlawed for the race (they just kept winning). With the help of the factory, the car was fitted with four Weber carburetors. Despite very tough competition, it went on to win the race.

In 1948, the car left Italy and ended up in Argentina, where it raced for a little longer in the hands of two different owners. After a crash it ended up in a scrapyard, where a couple of junkyard dogs made it their expensive kennel!

Lucio Ballaert heard the story—largely dismissed as a myth—tracked it down and purchased it for $2,000 in 1966. In 2000, the car was offered for sale at the Brooks auction in Carmel, California where a Floridian collector paid in excess of $4 million.

The two cars were reunited in early 2004, at RX Autoworks. The craftsmen in this shop are no strangers to turning out Pebble Beach winners and have a clientele on a waiting list to have their car restored.

The Florida owner is only interested in 100 percent correctness. It has to be this way if the car is going to be invited to Pebble Beach and eventually end up in his magnificent private collection, sharing floor space with some of the other masterpieces of automotive history. RX stripped the car of every single nut, bolt, mechanical component, body panel, glass and piece of upholstery. Get the picture?

Taylor explained how they used the first Vancouver car to help ensure their workmanship remained faithful to the original factory car. “The items on the Florida car that required rectification or refabrication, were removed form the Vancouver car, documented, disassembled, measured, and photographed one piece at a time. “The door handles are a perfect example… the ones fitted to the Florida car when it arrived in our shop were completely wrong. I had to copy the original design and fabricate new ones from scratch.”

Unfortunately, half way through the project in the summer of 2005, a new custodian purchased their “modeling” car and it was whisked away to a new home in Washington State. Without their research and resource material, the restoration of the Florida car became even more challenging.

The list of rectifications is too long to quote. Here are just a few of the tasks performed. New grille fabricated, sourcing and refitting the missing driving lamps, contouring the fenders giving them back their flowing form and correct shape, assembling a new wiring harness, fabricating new bumpers, fluid reservoirs and rebuilding the entire chassis behind the seats. Assisting Davey and Taylor, the company principals, are an incredible team—Rob Fram (master mechanic), Dave Gallagher (upholsterer), and Lanny Hussey (paint refinishing). Unfortunately, due to a few glitches, the car was not completed and did not make it to Pebble Beach in 2005, when Alfa Romeo was the featured marque.

The owner was probably disappointed at the time, but it all worked out well in the end. The following year, the car was invited to Pebble Beach and absolutely shone. It placed first in its class, won the Strother MacMinn Most Elegant Sports Car Trophy and was one of the three finalists summonsed to the holding area for the coveted Best of Show award.

The 2008 Best of Show Award went to the ex-Vancouver Alfa now owned by John & Mary Shirley.

During the Concours’ 58-year history, Alfa Romeo automobiles have only won the best of show award twice, once in 1988 and again in 2008. Surprisingly, their Italian cousin Ferrari has never received that honour.[PSGallery=5rgu3100e4]

The rise and fall of the Bricklin SV-1

Story by Budd Stanley

Malcolm Bricklin, a millionaire entrepreneur from New York, had an exceptional dream in 1972 – to build the world’s safest and most economical sports car. If anyone could do it, it was Bricklin. He was on the A-list for LA’s hottest parties, called Hugh Hefner a good friend and was blessed with both ambition and showmanship qualities to get what he wanted. Previously, he was instrumental in bringing Subaru into America, but was now looking to build a car of his own despite having virtually no experience in the automotive manufacturing industry. His dream was to build a futuristic looking sports car that would not only be incredibly fast, it would also be one of the most efficient and safest cars drive.

Designated the SV-1, standing for “Safety Vehicle 1,” Bricklin threw together a team of designers and engineers to make his dream a reality. However, this was where the problems already began to start. In an effort to increase profits while keeping the cars lightweight, Bricklin wanted the cars’ body panels to be built from fibreglass bonded to acrylic plastic. This plastic coating on the outer surface would act as a smooth surface while also giving the cars their colour without the use of paint. It was a good idea at first, and meant the colour would never fade while scratches really could be buffed out with a little polish. But at the time, bonding acrylic to fibreglass had not been perfected, and there were huge faults in the manufacturing process.

While the fibreglass bodies were light, they did not produce the safety Bricklin was looking for. So a heavy steel roll cage was integrated into the fibreglass structure, along with a massive amount of steel reinforcement to the body and chassis. The car was also built with 5-mph bumpers front and rear that featured shock absorbers to protect from impact, while the very cool gullwing-styled doors weighed 90 pounds each to protect from side impacts. The car was even designed without a cigarette lighter or ashtray, as Bricklin himself was a non-smoker and felt that smoking while driving was a dangerous act. Soon, Bricklin’s dream of a lightweight sports car was dashed with all the safety measures and, ironically, the SV-1 would become the heaviest sports car of its time, weighing in at a hefty 1,574 kg (3,470 lb.)

Despite manufacturing its own bodies, the rest of the SV-1 would be a collection of parts pulled from other manufacturers. The first engine used would be an AMC-sourced 360 V8; in fact, pretty much the whole front end was AMC. Bricklin signed a deal with AMC to buy 1,000 360s. However, with the popularity of the Javelin, AMC kept all remaining 360s for themselves, forcing Bricklin to look elsewhere. In the second year of production, the SV-1 would be powered by the popular Ford Windsor 351 V8.

Production would begin in 1974 at an assembly plant built in Saint John, New Brunswick, with a manufacturing plant in Minto, New Brunswick. Bricklin had made a deal with New Brunswick Premier Richard Hatfield for the government to help finance the project. Both men were ambitious and looking to make a name for themselves. So with that, the government would invest $2 million to build what should have been one of the greatest car concepts, while at the same time creating employment for locals.

The second set of problems arose when the manufacturing process began. Bricklin’s inexperience in the industry began to shine through as design and manufacturing problems meant that the production line could not produce enough cars to actually make a profit. With problematic vehicles leaving the factory, the dealers were finding it hard to sell the cars. The doors, in particular, had a tendency to fail. The heavy gullwings were operated by compressed air, and opened with the touch of a button. Electrical problems and leaks plagued this setup and the factory did little to correct the problems.

With the company experiencing so many difficulties, the New Brunswick government was routinely called in to throw money at the problems. Their initial $2 million investment rose to $4.5 million, ballooning to $23 million by the end of 1975. In all the mess, it was said that it cost Bricklin $16,000 to build each SV-1, which then retailed for $5,000. With the company losing money hand-over-fist, and scandal plaguing Premier Hatfield, the government cut funding in 1975, sending Bricklin into receivership.

Once the assembly line was shut down, Consolidated Motors, an automotive liquidator, bought the company, used spare parts to finish whatever chassis were still on the assembly line, then sold them all off as 1976 models. In total, 2,854 SV-1s were built between ‘74 and ‘76, 137 models from 74 featuring four-speed manual transmissions. At the time, Malcolm Bricklin was cursed for his mismanagement of the company, while the New Brunswick government suffered for losing over $23 million of taxpayers’ money.

Today, the SV-1 is a classic collectors car, thanks to its eccentric history and low numbers, despite the difficulty of maintaining such a car and the lack of parts. And what about Malcolm Bricklin? Well, he’s gone back to what works best for him, importing Asian vehicles. With Subaru being as successful as it is, Bricklin is now working with the Chinese carmaker Chery. Bricklin has signed a contract to bring the controversial low-cost cars to both Canada and the USA. With Chery’s questionable designs and build quality, we will have to wait and see if this business adventure blows up in his face as badly as the SV-1 did.[PSGallery=6xgkpy9db]

The benefits of having an onboard camera.

Story by Budd Stanley

Track days, while inherently fun, are rather costly, and you don’t get a whole lot of track time to master your ride or the track you are trying to conquer. Many times there are several tracks that are included in a year’s membership, making this task even harder. However, to help gain even more experience and to learn from errors made on course, we should look at what professional athletes have been doing for well over a decade. They have been doing homework to increase their skills.

Whether it be a hockey player, footballer or golfer, they all put in a huge amount of time analyzing video. Whether it be to break down an opponent’s characteristics or to work on strengthening their own weaknesses, video replay of the action can teach you a lot of things. In our case, this is where an in-car camera comes into play. A video recording of your time on track, or in the rally stages, can give drivers an added tool to improve driving skills, or course identification. GoPro, a California-based company, has been building miniature motorsport cameras for a couple of years now, and has just released its Motorsport Hero Wide kit, an in-car camera with a 170-degree field of view.

Built with motorsport in mind, this US$199.99 kit includes a camera and waterproof cover, measuring 44.5 x 58.4 x 31.8 mm. Also in the kit is a suction mount, handle bar mount, and roll bar mount as well as several adhesive mounts and adjustable knuckle arms. This allows you to mount the camera anywhere you want on the vehicle. I’ve had cars up to 130 km/h using the suction mount, and the adhesives will handle twice that.

The camera records 55 minutes of AVI video, at 512×384 pixels and 30 fps, or will take 5-megapixel 2592×1944 photos. Capable of shooting photo bursts, time-lapse photography and video, and even able to record upside down, this little camera gives a driver an impressive variety of placements and angles.

Pros

The Hero Wide has a wide field of view with great use of mountings and options. Playback is simple with both PC and TV hook-ups, so that you can spot your mistakes between runs. A 2-gigabyte SD card makes media storage easy.

Cons

The camera has an inboard mic, so sound is terrible unless mounted in-car with the weather strip removed. Lack of rechargeable lithium-ion batteries requires the use of high-priced non-rechargeable ion-ion batteries. And they’re not included. Finally, the wide-angle lens makes hard turns look less spectacular.

Conclusion

While you’re not going to make any documentary movies with this camera, it is an extremely useful tool to find racing errors, or even record a little espionage when a faster driver gets in front of you. Yet the quality of video is still good enough to put together small online videos of your heroics. Either way, it’s a great investment for the money that will see you improve your lap time.

One of our clients imported a Nissan Fairlady into Canada. For those who don’t know, a Fairlady is a right-hand drive Nissan 300Z. It’s powered by a twin-turbo motor that puts out a lot more power then the North American version. He wanted to have a more modern and more accurate gauge package to be able to monitor his motor. For more information contact us at:

info@hzemall.com or (604) 888-6568[PSGallery=8ymglpoph]

Text by Dave MacKinnon (www.osmlabs.com)

Photos by the Manufacturers

A few issues back, we took our first look at subwoofers. This is a key subject in the area of car audio, since most systems, even some of the best high-end factory systems, often lack the ability to reproduce the bottom octave of the audio spectrum accurately. In this installment of Plugged-In, we’ll look at what you get for your money when you buy a high-end subwoofer.

Depending on your point of reference, there are two definitions of a high-end subwoofer. For musical purists, it would be a subwoofer that reproduces music more accurately with better low frequency extension. For those of you who are more enthusiastic, a high-end subwoofer would be one that could handle massive amounts of power and produce near-lethal amounts of output. We’ll look at both.

On the SQ front, when looking for a subwoofer, you want something that sounds realistic. A true SQ subwoofer is likely going to be used in a medium-sized sealed enclosure, and should be able to easily reproduce frequencies down to 10Hz with excellent linearity. An SQ subwoofer should also be able to play to beyond 100Hz – this typically means that they have excellent dynamic abilities – making your bass fast and accurate.

SQ subwoofers are all about linearity – that is to say, they reproduce adjacent frequencies with similar output levels. You don’t want a big bump in the frequency response. Typically, SQ subwoofers also offer reasonable power handling capabilities, usually around 400-1,000 Watts, mostly because you need significant amounts of power to drive these speakers to realistic output levels at very low frequencies. If the drivers are frail, they would fail.

You can’t really spot an SQ driver based on any specific set of parameters, since none of the conventionally accepted criteria describes how the speaker performs when being fed large signals. Test equipment from companies like Klippel GMBH and Smith & Larson are capable of analyzing the behavior of these drivers in motion. This lets engineers work to ensure the suspension operates in a linear fashion, as does the magnetic motor structure.

How do you pick an SQ woofer? The best way, of course, is to audition it in your car on your audio system. You want to listen for dynamics and control – bass should hit hard and be solid. It should also stop as fast as it starts. You don’t want a kick drum to linger on after the hammer has hit the skin – just a solid thunk. Where many companies fall short on their subwoofers is in the area of subsonics. It is my opinion that bass response should extend to 10Hz – did I mention that? Only about half of the great sounding, musical woofers I have reviewed over the past ten years were also capable of playing very low. You should be able to feel the deep fundamental vibration of a pipe organ note.

The flip side of the high-end subwoofer camp are the SPL subs. Having attended two or three dB Drag Racing World Final events over the years, I can attest to the incredible punishment these speakers have to withstand. This is the car audio equivalent of Top Fuel drag racing. Imagine more than 10,000W being fed to a single subwoofer and vehicles with 10, 20, 60 or more subwoofers in them hitting SPL levels over 181dB. The excursion requirements are incredible, as are the power handling requirements. Subwoofers designed to take this kind of punishment are incredible beasts, and often weigh in at well over 100 lbs each.

Unlike SQ woofers, it’s a little easier to spot an SPL ‘in the wild.’ They typically have massive motor structures (magnets), huge surrounds that allow for massive (3-inch plus) excursions and can be very expensive.

Because these subwoofers need to withstand massive stresses, they often require multiple spiders to be used to keep the voice coil centred. Very large diameter voice coil windings, made of large conductor wire, are also used to handle the huge amounts of power that are fed to these drivers. The cone assemblies need to be very strong as well, as they have to withstand huge g-forces.

In either an SQ or an SPL application, the design and construction of the enclosure is equally critical to the subwoofer you choose. Last month, we got some help from Matthew Gordash at Defined Designs and we went through the construction of what would be deemed a good-quality consumer-level subwoofer enclosure. When you decide that you want to take your bass to the next level – so should the design of the enclosure. Thicker materials, more exotic materials and much more bracing are just some of the criteria. You don’t want to waste any energy vibrating the panels of your enclosure when it could be used to make music. These vibrating panels add noise to the system. Some call it colouration; whatever you choose to call it, it’s bad. If you are looking to build an SQ enclosure, then 1-inch MDF and extensive bracing are my recommendation. When it comes to SPL enclosures, that topic alone is diverse enough to fill an entire magazine. You are best to research and consult with some of the many veterans in the sport of SPL competition for what works best for your subwoofers and the vehicle of your choice.

When it comes to high-end subwoofers, just like with high-end cars or good quality tools, they all do the same basic job, but the high-quality models do it better, with more accuracy, detail and control. The joy of moving from a regular consumer-level subwoofer to a true high-end SQ subwoofer and hearing all sorts of new and subtle sounds is fantastic. Likewise, if you are after every tenth of a decibel and you have lots of power, a high-end SPL subwoofer can be the key to winning the next round and taking home the trophy.

Story & Photos by Amee Reehal

We all work hard in some capacity. How hard we work, however, is really up for interpretation—training for a marathon, taking an extra job to make ends meet, or sweating it out in the final level of Call of Duty 4. But we can all agree that a serious tuning project is no easy task, inevitably requiring a good dose of sweat equity. From the planning stage, to setting budgets, to all the labour and everything in between, it’s clear: you had better expect some serious hurt and hustle.

Nic Chow, from Calgary, Canada, is one of these guys who claim to go over and above on his projects. Sure, who doesn’t? But a quick look at this featured silver 2001 S2000, his claims of countless hours and sleepless nights are obvious. This goes for his last two projects as well: a stunning 1992 Prelude turbo, and a white JDM Integra Type-R.

Having a good group of friends to help with labour, and establishing some decent hookups working at one of the top shops in the region, SpeedTech Racing Development, may have eased the pain, though. It is Nic’s persistence to build only the best car he possibly can, without any compromise if he can help it, that declares all this extra effort—working another shift to pay for the better seats, or hanging back on the weekend if this means a few extra bucks for those perfect wheels. It’s this tenacity and hustle that allows Nic to raise the bar with each project he reveals, keeping the masses in suspense for ‘the next one.’

After selling his ’92 Prelude, Nic was after a newer Honda model with healthy aftermarket support. He explains, “But the thing was, I would have to gather enough funds to purchase the car and modify it to how I wanted it to be. On a very tight budget, I purchased my S2000 for a good deal from a friend, which really helped.” The focus was to build a great track car doubling as a daily-driven demo vehicle for Nic’s own enjoyment.

Working closely with Ben Leung from AJ Racing in Vancouver, B.C., this AP1 was headed for JDM bliss, including an engine bay crammed with J’s Racing and T1R goods. Using reputable brands, coupled with Ben’s help, everything fit perfectly without any real challenges. “The F20c responds great even to minor modification,” Nic explains. “I looked to J’s Racing again using the titanium 60RS exhaust system matched with T1R test pipe. The back pressure was relieved but adding a T1R header, J’s Racing intake and throttle body, I noticed a better mid- to high-end power band. A much better throttle response as well.” To better handle the new power adders, an Exedy clutch was installed with a Rick’s rear gear set for a preferred gear ratio.

Suspension and overall handling, Nic feels, is the most critical part in building his vehicles. This explains why he wentthrough three sets of wheels before settling on a size and model he liked: Volk Racing CE28N wrapped in Falken FK-452 245/45/17. In addition, having just ordered the new J’s Racing wide fenders, he needed to run a wider wheel/tire with a lower offset for more traction, thus, settling with Volk Racing. “I opted to go with a non-stagger because this offered a more balanced setup with the S2000, as opposed to the conventional stagger setup,” Nic continues. “Along with that, the Seidoya brake pads matched to Spoon calipers and J’s Racing brakes lines and rotors offered a great braking setup, which was very important to me.” T1R comprised the vital suspension components including a front cross strut tower bar, drive shaft spacers, and both front and rear anti-bump steer kits. He states, “The anti-bump steer allowed me to be more comfortable with the car, not having it pull and jerk along uneven surfaces when riding at such low ride height.” A few other parts include a Spoon front x-brace, Spoon rear lower arm bar, and J’s Racing slotted rotors. The aforementioned J’s Racing fenders not only accommodate the wider wheel setup, but serve an aerodynamic function as well. In fact, Nic chose the J’s Racing Type-S Aero System because he learned it provides optimal aerodynamics having been tested on the company’s JGTC vehicle. “If their demo vehicle uses this aero for JGTC, it would work great for my track use and look great for daily driving too,” he says. The Mugen hardtop also offers sleeker airflow opposed to the OEM soft top, while the J’s Racing GT wing provides greater downforce while minimizing unwanted oversteer.

Undoubtedly, with all these styling parts combined, Nic can feel the difference in drivability. But more so, he believes he can now truly appreciate and understand why manufacturers make these parts and the impact they really make. Other exterior fittings include ’00 spec JDM OEM headlamps and J’s Racing Type-S carbon canards up front, JDM OEM sidemarkers on the sides, and a J’s Racing Type-V carbon fibre hood up top. The interior is kept simple while retaining the racing theme. The Bride seats are chosen for more aggressive track use, coupled with an aesthetic appeal for the streets. These include both a Bride Gias that uses the Low Max system, and the popular Bride Ergo 2. A Bride RO seat base, MO seat base, and seat slider round things out. The cockpit also sees a T1R Bmax titanium shift knob, a JDM AP1 cluster, and a Zoom carbon Kevlar rear view mirror.

In-car-electronics are also kept simple with just the essentials, including MB Quart components, a Compustar alarm, Sirius satellite radio paired to a Pioneer/Premier head unit, and a T1R LED interior lamp.

There you have it, the tale of a young man who has worked his butt off, building an exceptional S2K. In turn, providing you, the reader, with inspiration to go out and work just as hard. Whether this entails getting off your ass and mowing the lawn, cutting your hair and getting a real job, or investing that extra effort into your car that yearns and deserves so much more, the lesson is simple: hard work will always pay off. You just can’t stop the hustle.

I recently had the chance to travel to Denver, Colorado to test drive one of Ford’s newest offerings. I was very surprised that it was a 2010 Ford Flex. After all, this vehicle was just introduced last year, so what could they possibly do to improve on it?

By Ian Harwood

I recently had the chance to travel to Denver, Colorado to test drive one of Ford’s newest offerings. I was very surprised that it was a 2010 Ford Flex. After all, this vehicle was just introduced last year, so what could they possibly do to improve on it?

Looks:

The styling of this vehicle is very unique. Scalloped door panels, two tone roof and body paint, and refined grille and headlight assembly make it stand out over the rest of the Crossover crowd.

In The Cab:

The MyKey system is a new technology that Ford developed to allow parents of teenagers to encourage them to drive safely. The system can be programmed by the parent through the vehicle message centre. When the key is inserted into the ignition, the system reads the transponder chip in the key and immediately identifies the code, which enables certain default driving modes such as limited top speed, earlier low fuel warning, traction control system that cannot be deactivated to limit spinning the tires, seat belt reminders that continue to chime and audio system is muted until seat belts are buckled.

The interior is very spacious and comfortable. With the front passenger seat folded, the second row buckets folded via the one touch power release and the third row 50/50 bench folded into the floor; you can carry some very long loads, 2,356 L of cargo in fact. The Flex Limited features heated second-row bucket seats. There is a lot of natural light inside thanks to the multi-panel vista roof that provides skylight views to all three rows of passengers. The optional navigation system has been improved, and it features a home screen that can be customized to include your favourite photos. The system can store up to 32 jpeg files up to 1.5mb each. The digital jukebox can store approximately 2,400 songs and enables users to browse their music via the screen or through voice activation.

Power:

This is where we really notice the deference between the ‘09 Flex and the ‘10 Flex.

Ford is now offering (optionally) a lighter-weight, all-aluminum 3.5-litre EcoBoost V6 engine that delivers the performance of a V8 with the fuel economy of a V6. This motor is twin-turbocharged with direct injection, and produces 355 horsepower and 350 lb-ft of torque.

Pump frequency:

Flex AWD 13.5 l/100 km City, 9.1L/100 km Hwy

Flex FWD 11.8 l/100 km City, 8.1L/100 km Hwy

Flex AWD EcoBoost 13.1 l/100 km City, 9.2 L/100 km Hwy

Roadworthy:

The trailer sway control found on the Ford F150 has been introduced to the Flex. Basically, if your trailer sways in one direction, the system applies selective braking pressure on the tow vehicle’s opposite side. This creates counter moments to the forces applied on the vehicle from the trailer, dampens the yaw motion and helps to reduce the sway. Electric power-assist steering with pull drift compensation (EPAS) greatly improves the drivability of this vehicle. A pull or drift sensation in steering can be caused by crowed streets or steady winds. This new technology enables the system to gradually increase steering compensation in these conditions. The driver does not need to make an extra effort to help maintain driving comfort straight down the road. The other cool option available on this vehicle is the active park assist. I have experienced this technology with a Lexus vehicle before but had some trouble with it. This system worked every time and flawlessly. It uses ultrasonic sensors to parallel park the vehicle in a minimum slot of 1.2 times the vehicle length. Once the system is activated, it scans available parking and notifies you if a suitable space has been found. Simply put the vehicle in reverse and the system takes over.

Sticker price:

SE FWD                 $32,699

SEL FWD               $35,999

Limited FWD         $41,999

SEL AWD               $37,999

Limited AWD         $43,199

Limited EcoBoost   $46,599

Verdict:

The test drive involved a toll highway through the suburbs of Denver to a town nestled up against the Rocky Mountains called Boulder. From there, I drove a very twisty steeply-graded road to about the 3,000-metre level. This gave me a chance to test out some trailer towing exercises. Although I found it a little difficult to breathe at this altitude, the vehicle’s turbos did not. It power up the hills towing a trailer with a quad in it with little effort. I am impressed. The self-parking capabilities blew me away, so I had to try it several times just to make sure nothing was staged. It worked without fail. When this option is available on other Ford vehicles, I would strongly recommend it.

I found driving the 2009 version to be very good, but this latest version offers more options that I did not think I would see for a few years. Technology sneaks up on you very quickly and if you embrace it, it can make life a lot easier.

Ian Harwood is the manager of Custom Truck Parts in Surrey, BC and has over 20 years experience in the truck accessory business.  You can contact him at ian@rpmcanada.ca

The Mountain Goat Gets More Refined

Review and images by Russell Purcell

Since its debut as a replacement for the Land Rover Discovery in 2005, the LR3 has earned a loyal following of affluent buyers who have embraced the model for its prestigious nameplate, luxury trappings and proven all-terrain prowess.

For 2009, the LR3 remains unchanged mechanically, but continues its evolution with regards to appearance and equipment availability. Styling refinements include body-coloured bumpers and fender flares, new door and tailgate handle finishes, clear turn signal lenses, new wheel designs, and options such as Sirius satellite radio and a heated steering wheel.

Slipping behind the wheel, you will immediately be impressed by the fit-and-finish of the interior. The leather hides that drape the seating surfaces are supple and abundant, and all interior panels feature high-grade plastics and trim pieces that are appealing to both the touch and eye. The compact gauge cluster is simple and well-designed, and most vital switchgear and controls are within easy reach. I say most, as the window switches are poorly placed atop the door panel near the A-pillar. This requires even very tall users to have to lean forward or adjust their regular seating position to operate them. It also places them in the splash zone for raindrops when the window or door is opened.

The dash is dominated by a large, near-vertical centre stack that is capped with a navigation system, placing it within easy reach of the driver. This 7-inch touch-screen is recessed enough to protect its screen from glare, and is called to perform a host of secondary functions such as the status of the vehicle’s advanced four-wheel drive system. Audiophiles will enjoy the high-end harman/kardon audio system (AM/FM/CD/MP3), but I must admit that its controls are small, and can be difficult to operate while driving. Luckily there are secondary controls for the basic functions to overcome this on the four-spoke steering wheel. HVAC controls are glove-friendly, and the dual-zone climate control system, heated wipers, washers and mirrors should help tame Canada’s varied climate. Second- and third-row passengers won’t feel left out, as heating and ventilation have been very effectively routed throughout the cabin.

Unlike many SUVs that are basically glorified pickup trucks, the LR3 has been engineered to tackle some of the world’s most difficult terrain. As a result, the driver has the ability to dial the vehicle’s standard height-adjustable air suspension, transmission, centre differential and chassis settings to match the road surface, weather or angle of incline/decline. The Terrain Response System features a large rotary dial, and two thumb levers reside immediately aft of the chunky shifter, allowing the more adventurous driver to select the perfect parameters for whatever conditions may come along (settings include modes for gravel and snow, mud and ruts, sand, or rock crawling). Add to this the potent combination of Hill Descent Control, all-terrain ABS, and true low-range gearing, and you will find very few areas out of reach.

My test vehicle was a top-of-the-line HSE model featuring the potent 300-horsepower 4.4-litre V8 engine, but base model LR3 SEs come equipped with a 216-horsepower 4.0-litre V6. Both engines come mated to the same 6-speed automatic transmission and permanent four-wheel drive system. The V8 gives the LR3 the legs to sprint away with a healthy growl whether traversing a riband of asphalt or exploring hill and dale, but I did find it a bit anemic when the vehicle was fully laden with passengers and gear. Some buyers may want to wait for the upcoming LR4, as its engine bay will be filled with a 5.0-litre V8 that is rumoured to deliver 375 horsepower and 375 lb-ft of torque, a powerplant that will be better able to hustle the substantial weight of a vehicle of this type. The six-speed transmission is a smooth operator, and does a very good job of keeping the engine in its optimal range whether in stop-and-go city traffic or hitting the highway.

The overall driving experience is serene and civil, but don’t expect handling to be on par with the likes of a Cayenne or Touareg. The tall, long body and significant weight conspire to keep you on your toes when cornering at speed, as a relatively high centre of gravity promotes some body roll. Wind and road noise is minimal, and the cabin remains quiet as the air-suspension absorbs the effects of road surface irregularities, speed bumps, and post-winter potholes.

The interior is outfitted with five seats in most LR3s, but my HSE unit came fitted with a third row comprised of twin, compact rear seats. These seats are optional and are available in all models, but it should be noted that they are best reserved for agile children, as access is a challenge for lanky teenagers and adults of any size.

There is no shortage of cargo room in this vehicle and there are bins, cubbies and cup-holders throughout the cabin. The wide centre console also includes a small cooler box to keep your drinks chilled. The rear hatch is a two-panel design featuring a fold down tailgate as well as an upswing hatch to protect you from the weather. The second and third row seats fold perfectly flat, establishing a stable foundation for your gear (providing 2,557 litres of effective space), and an extended ceiling allows the LR3 to carry taller items than most.

Standard premium features on the HSE include 19-inch alloy wheels, dual-zone automatic climate control, Optikool privacy glass, Straight-Grained Walnut or Grand Black Lacquer, two-panel sunroof, eight-way power leather seats, heated seating in all rows, navigation, Bluetooth capability, and a 550-watt harman/kardon Logic7 audio system with 14 speakers. Additional safety features include front and rear park assist, an electronic parking brake, Bi-Xenon adaptive headlamps, and a full complement of airbags (including side and curtain units).

It will be interesting to see if new owner Tata Motors can maintain the high level of quality and reliability that Land Rover’s last two owners (BMW and Ford) worked so hard to achieve. With a host of competent rivals from the likes of Porsche, Volkswagen, Audi and Lexus available for similar money, Tata’s engineers have their work cut out for them. Hopefully, they will see the need to focus on preserving the unstoppable off-road capabilities of the Land Rover line, rather than trying to match the comfort and luxury levels of their marketplace rivals, as this is where their strength lies. I fear that Tata may already be headed down the wrong path, as my test vehicle arrived with significant damage to the now-painted rear bumper shroud after another journalist took it off-road, a situation that would not have been an issue on previous models.[PSGallery=4npjra8qu]