Story by Budd Stanley

Easily the most popular Anglo-American automotive venture was the Shelby Cobra. The mating of a 427 V8 to a pint-size AC Ace proved to be devastating to any other competition. However, in 1964, Shelby America was also connected to another British classic sports car, the Sunbeam Tiger.

The Tiger started out life as the Alpine, a stereotypical ’60s British sports car. It had a small lightweight roadster body with raised headlight lines that carried all the way to the rear taillights, with nothing more than a windshield on top. The original Alpine was powered by a 1.6L four-cylinder that produced 80 hp with single Solex carburetor. It was in 1963, that Rootes (the British Group that built the Sunbeam) West Coast Sales Manager for America, Ian Garrad, thought that the Alpine was not living up to its sports car title, and was viewed more as a tourer. So he and Western Service Manager, Walter McKenzie, set about trying to add a little more excitement to the little Alpine.

It was at this time that Shelby’s Cobra was setting the world alight with the novel concept of inserting huge American muscle into a small British chassis. So both Garrad and McKenzie measured out the Alpine’s engine bay, and several V8 options they felt would work. The ideal candidate was the 260-cubic inch Windsor V8 from Ford. It fit nicely between the frame rails and gave a much needed power injection, to the tune of 164 hp. With a good working theory, Garrad took the project idea to John Panks, Director of Rootes in America. The two set up a meeting with Carroll Shelby to discuss if the Alpine had the same potential as the Cobra. Shelby agreed, and engineering began on a working prototype at the Shelby workshop.

Under the supervision of Shelby’s Phil Remington, the 260 was indeed fitted, with a Borg Warner T-10 4-speed transmission sending power back to a Salisbury rear-end. Only a slight relief was needed on the firewall, while a dual exhaust, rack-and-pinion steering and the upgrading of the coolant system was added. This working prototype was shipped back to the Rootes HQ in Britain. With British pride getting the better of the engineers, the initial response to the Americanization of their beloved Alpine did not go over well at first. This all changed once the car was taken out onto the road. Lord Rootes himself drove the car and was immediately impressed with its abilities, despite driving with the hand brake up the entire time.

With that, an agreement was reached with Ford for an order of 3,000 units of the 260 Windsor V8, while the factory started their own development to turn the prototype into a mass production vehicle. Wanting to keep the new car unique from the four-cylinder Alpine, Rootes took the name Tiger, which spawned from the Sunbeam Tiger World Land Speed Record car that topped 150 mph in 1925.

Pre-production testing was entrusted to Jensen, another company known for its Anglo-American relationships. The Jensen factory was then commissioned to build the car, and a total of 7,085 units would leave the West Bromwich plant. Production began in 1964, and in ’67, a Mark II was produced, upping engine displacement from 260 to 289 cu. These highly-coveted 200-hp versions are quite rare, as only 536 examples were ever built. This was due to the tragic killing of the cat in ’67, when Chrysler bought out the Rootes Group. Chrysler noticed after the acquisition that a Ford engine powered the Tiger. Owning a company that used the enemy’s power was never going to stand in the Chrysler camp, and since Chrysler did not have a suitable replacement to the Windsor, the Tiger was shot dead.

Today the Tiger lives on as a well-loved collectors car. The car’s short life, impressive performance and Shelby influence make the car a truly special breed, while the production numbers mean that the car is attainable by the common man, very much unlike the Cobra, which can only be realistically acquired as a kit car replica. Original examples typically sell between $15,000 and $25,000.

Imagine how proud you would be if your car was declared a national treasure. You would likely be less than thrilled if the government then removed it from your garage and returned it whence it came.

That’s exactly what happened to Seattle classic-car collector Charles Morse recently when the U.S. government seized his 1919 Turcat-Mery and returned it to France.

Duc de Montpensier, the last descendant of the French Bourbon dynasty, once owned the very rare roadster. He died in 1924 and his wife inherited his royal estate, which included a chateau in Randan, France.

In 1991, the French government deemed the entire estate a French national treasure since it contained “goods of public historic interest.” According to the French Code du Patrimoine, (the Heritage Act) this designation prevents the export of any part of the estate.

Nevertheless, in 2004, a relative sold the roadster to a dealer in the Netherlands. In July 2005, Morse says he purchased it for $927,518 and exported it to his home in Seattle.

In 2008, it went up for auction at Pebble Beach. Auctioneers Gooding & Co., likely aware of the French government’s interest in the car, dropped it from the catalogue.

Three months later, the U.S. government filed a civil forfeiture complaint for the vehicle. The subsequent investigation concluded it was a ‘historical monument’ and its removal from France was illegal so it was returned to France.

Morse retains ownership as long as it is kept in France and he must inform any potential buyer of the car’s historic significance.

The case aroused my curiosity as to what would happen here in similar circumstances. I talked to Mike Fairburn, one of the principals of RM Auctions, the world’s leading classic-car auction house.

Fairburn told me: “We do not question the involvement of both governments and agree that if the shoe was on the other foot we would whole-heartedly agree with protecting similar Canadian heritage artifacts.”

In early 2007, there was a similar situation involving the oldest Ford Motor car in Canada, a 1904 Model C built in Windsor, Ont.

When it was sold to a U.S. collector, Heritage Canada stepped in and got an injunction preventing the car from leaving the country, having deemed it a “cultural artifact.” However, it seems the car was just driven across the border to Florida.

Text and Photos by Jeremy Allan Glover

The Ford Mustang is arguably one of the most popular muscle cars out there. Almost every generation of the car has its own huge following, and with the insane number of companies that make aftermarket parts for them, it’s easy to make them fast for not too much money… making the ‘bang for the buck’ value of these machines one of the reasons why they are so popular.

This beautiful 1995 Mustang owned by Alex P. of Montreal is a prime example of how you can build a crazy car without busting the bank. This car started life as a V6 automatic. It wasn’t long before Alex realized that the V6 was not really up to where he wanted it to be in the power department, and so he started wrenching on the car himself, tweaking it a bit by changing gears, pulleys and adding little things to try and help out. Sadly, his efforts did not help much, so a nitrous oxide system was installed. That did improve the go of the car, but the need to refill the bottle constantly was a bit of a hassle, so Alex finally came around and realized that he needed to go for a 5.0L engine swap.

With the new powerplant in the car, things were looking a lot better for this Stang, but Alex was not done yet with the heart of his car. With some savvy internet searching, he started finding a lot of parts to add onto his engine. A few of the engine mods were a Paxton SN89 supercharger, Diablosport performance chip, Ford Motorsport polished tall valve covers, Cobra 65mm throttle body and polished intake with a 1-inch spacer, Walbo 255 high-flow fuel pump and a Vortech FMU. With all the go-fast goodies this engine received, it needed a good set of pipes to let it all out and make it scream, so a set of Flowmaster 40-series mufflers were installed…and boy, does it scream!

Now with a lot more power than the original V6 engine, the stock automatic transmission was not coping too well, so next on the list was a manual transmission swap. After more searching around online, a five-speed tranny out of a ’92 Mustang was found and swapped in. Since Alex was going though the trouble of the swap, he was not just going to put in a stock wimpy clutch, so a nice beefy Centerforce clutch and a B&M short shift kit were installed. Since this pony started off as a V6, there was no limited-slip diff, so thanks to eBay, Alex found a T-locker assembly. He was able to install it right into his stock differential and that helped to make sure that all the power he has was going to both rear wheels.

After adding both a new engine and transmission, it was time for some interior work. A full leather interior out of an ’03 Mustang GT was found and deposited in. To help keep an eye on the vitals of the engine, Autometer boost and air/fuel gauges were added.

On the entertainment side of things, this Mustang does not fall short, either. A JVC 3d stereo system with JVC 12-disc changer pushes out tunes to two 12-inch JBL subwoofers powered by a Memphis amp. As a special touch, Alex had some cool billet parts custom-machined for his car by his brother Mark, including brackets, wheel spacers, pulleys, and my favourite – the knob of death…a custom knob that is so pointy and sharp, you could slice a piece of paper with it….

Wanting his car to look as mean as it could, Alex painted and installed a Saleen body kit and a Cervini ram air hood. The combo really gives this car a muscled look. If you look closely enough through the ram air vents on the hood, you can see the supercharger sticking out a bit, so the hood is also very functional in keeping it all at a cool temp. This car has the look and the power, but Alex also improved the stance and ride of the car with some BBK lowering springs riding on 17-inch Cobra R mags wrapped in Falken F451 rubber. On the braking side, Alex did a Mach 1 brake conversion with 13-inch rotors and dual-piston calipers, so now the car can actually come to a stop after having some fun with the power….always a good idea.

This Mustang has it all, but Alex is still not 100 percent finished with it yet. An 8.8-inch differential and an engine tuner, among others, are on the list of things he still wants to do. This is a great example of how, with some serious searching online (and a lot of work), you can transform something that’s somewhat ordinary… into something truly extraordinary!

Story by Gerry Frechette, Photos courtesy Hurst Shifters

Does everyone remember the 1960s? Okay, maybe you are a little young to. Back then, in the heyday of the muscle car, THE aftermarket status symbol and performance improvement on a four-speed car was a Hurst shifter, with either a big white shift knob, or the contoured T-grip. Some cars, like the Pontiac GTO, even had Hurst shifters from the factory, in both manuals and automatics. Remember the Dual-Gate, with a manual shift gate? Some ideas really aren’t so new.

Hurst was the big name in the industry back then, and the company levered that notoriety by partnering with various auto manufacturers to produce limited-edition performance cars that had unique paint jobs, special interiors and wheels, and various other modifications that added value and desirability. The most-often Hurst-modified model was the Oldsmobile Cutlass, and even the Rambler American got the treatment. Race cars, too, were built by Hurst. Remember the Hurst ‘Hemi Under Glass’ wheelstanders, and the ’68 Hemi Barracudas and Darts built for NHRA Super Stock racing? The latter cars are still on the track, forty years later.

The last Hurst-modified car appeared in 1988, and in the interim, the Hurst brand got shuffled around from owner to owner in the industry, and no cars were produced. But 21 years after the Hurst name last appeared on a car, the newest owner (B&M Performance) has decided it is time to get back into the business, and the cars chosen to carry the distinctive “H” logo are Dodges. The Hurst/Hemi-Challenger and Hurst/Viper were unveiled at the SEMA Show in November, and by this summer, selected Chrysler dealers in Canada should be taking orders.

The Viper celebrates the 50th anniversary of Hurst, and only 50 of them will be built. Given the limited numbers and the expected cost of the Viper, we don’t expect a lot of them to find their way to Canada, and the Challenger will definitely be the one to spearhead the Hurst thrust back into the muscle car market.

Hurst is certainly giving the Challenger enthusiast a lot of choice, producing cars based on both the R/T (with ‘regular’ Hemi) and SRT8 models, and in a few different stages of modification. In the U.S., where the cars are available now, Series 2 Challengers are available through selected Dodge dealers, while the Series 3, 4 and 5 models are available only through Hurst directly.

So just what do you get in the Series 2? A long list of special Hurst trim and top-line performance equipment, such as Hurst “HARD-DRIVE®” shifter, unique Hurst 20-inch polished forged wheels, rear spoiler, leather interior with gold top-stitching and embroidered logos, exterior graphics and badges, and limited-edition sequentially numbered dash badge. Performance equipment includes Goodyear Eagle F-1 performance tires, Magnaflow stainless-steel cat-back exhaust, K&N Air Filter, and Eibach Coil-over Adjustable Suspension. Colours are the traditional Black or White with Hurst Gold racing stripes, with a matching colour car cover.

In the U.S., this package on the R/T costs $18,350, and $17,450 on the SRT8 (less because the SRT8 already has the Goodyear tires), on top of the car itself, of course. Prices for Canada have not been announced, but that should give you some idea.

The Series 3 R/T ($26,750 US) and the Series 4 SRT8 ($25,120 US) add a Vortech supercharger to the above list, while the Series 5 SRT8 ($33,150 US) adds to the Series 4 a custom white pearl paint job. Hurst has not yet jumped through all the regulatory and business hoops to sell the supercharged cars in Canada, so there is no word yet on the time frame for their availability, but the Series 2 is mechanically stock, and as soon as Hurst concludes arrangements with the Chrysler dealers they are talking with (including, at this time, in Toronto and Vancouver), it should be ready to order. Hurst works directly through dealers, and not through parent company Chrysler.

Of course, Hurst doesn’t plan to stop with just the Challenger and Viper, as they plan to apply the Hurst treatment to other Chrysler vehicles, including Ram and Charger. Look for further announcements in the near future, and soon, you’ll be able to head down to the nearest Chrysler dealer carrying the Hurst cars, to see for yourself the latest in a long line of collector muscle cars with the legendary Hurst touch.

Story by Nigel Matthews

Wooden shipping crates and automobiles date back to at least 1908.

Henry Ford was a firm believer in wasting nothing. He specified the type of wood and the dimensions of wood for use in the crates in which his suppliers shipped parts to his factories.

When the crates were empty, they were dismantled and the wood was used in various areas of the Model T car he was manufacturing. Ford also produced charcoal from the waste wood under the brand name Kingsford – still a leading brand today in the U.S. and Canada.

Wooden crates and the shipping of automobiles from the U.K. led to Billy and Reggie Rootes venturing into the car-manufacturing business. They began taking control of struggling British car manufacturers and built a huge empire producing vehicles under the names Hillman, Humber, Singer, Sunbeam, Talbot, Commer and Karrier.

In 1920, the Rootes brothers were the largest distributors of cars and trucks in Britain. Their U.K. distribution methods were so successful that they moved into worldwide distribution.

By 1927, 6,000 wooden crates were leaving their distribution centre located in Chiswick. The majority of British car manufacturers were using Rootes to export their products, living up to their advertising slogan “cars packed, shipped and delivered to all parts of the world.”

The practice of shipping cars in wooden crates continued until the mid-1960s.

In 1973, Japan’s K Line shipping company built the European Highway, the first roll on-roll off, (RORO) purpose-built car carrier capable of carrying 4,200 automobiles. Today’s car carrier vessels are capable of carrying 8,000 vehicles.

Review and Photos by Gerry Frechette

Put yourself in Mazda’s shoes. You have one of the most popular compact sedans on the market in the first-generation Mazda3 sedan. Most of its owners wouldn’t think it needed to be replaced. But, after the usual five years of its life cycle, and even in these uncertain times for the auto industry, it is time to launch a new version. Can the old one be improved upon in any significant way? Can its sales success be continued?

The answer has to be an unequivocal “yes” on both counts. The new 3 is here, and those who considered the old one to be about as good as it can get will have plenty to be impressed with. As you might expect, Mazda has made an even more “Zoom-Zoom” compact car.

Newly available in the 3 is the big 2.5-litre four first seen in the 6 sedan, replacing the previous 2.3, and its 167 hp and 168 lb-ft are certainly plenty for a compact. Standard engine is still the 2.0-litre four, and in the lighter sedan, it proved to be more than adequate, especially with the five-speed manual. The 2.5 gets a six-speed, and both are available with five-speed automatic.

The suspension and braking systems are basically carry-over designs with improvements for strength and firm feel. Driving the 3 will certainly make you forget you are in what is, after all, an economy sedan, such is its sporty demeanour.

Also making you forget that is the 3’s interior, a strong point in the last generation that has been upgraded even more on the new one. For example, the front seats are larger in key areas, and more supportive than before. The Multi Information Display, including navigation if so equipped, is located higher up on the dashboard for easier viewing. The interior lighting system is creative and multi-dimensional.

Of course, the engineers never stop trying to improve their cars, and the 3 is more rigid for better crash-worthiness and handling, and more quiet for increased comfort. Changes to the intake and exhaust systems yield more pleasant engine sounds in both acceleration and deceleration.

As before, the Mazda3 is available in both Sedan and Sport (hatchback) body styles, and in GX, GS and GT models. Even the base GX sedan (for $15,995) is nicely equipped with power windows/locks/mirrors, tilt/tele wheel and auxiliary input (but not air conditioning) at that price. From there, of course, the choices are extensive, and a loaded Sport GT will set you back most of $30K, although with all the packages on it, it will have the likes of stability control, moonroof, leather seats, navigation, ten-speaker Bose audio with satellite radio, and adaptive bi-xenon headlights. Quite a list…some economy car.

And, oh yes, we haven’t forgotten to comment on its “happy face” front end. Some might consider that big grin of a grille to be a bit overdone, but it is, after all, better than a “sourpuss” look, and suits the car. Someone in the aftermarket will offer a big set of plastic teeth to complete the look….

The Mazda3 builds on its previous success and should easily be able to hold its position at the top of the Canadian car sales charts.

By Shaun Keenan

The Design Showcase is off to a rolling start in 2009. We’ve already checked out a sporty little Dodge/Lotus concept that runs on battery power and a flagship concept for Toyota’s “Scion” urban sport compact vehicle lineup that’s bound for Canada next year. It’s high time we take a look at this small, quirky-looking Nissan that you don’t have to wait a year for.

Enter the Cube. Well, sort of. This is actually the third iteration of this small multi-purpose utility vehicle. The first two gens have been available in Japan for over a decade. This year, it enters the North American market and goes on sale this April or May.

Looking a lot more like a traditional hatchback, the first gen (’98 to ’02) bears little semblance to the vehicle you see here. The second generation (’02 to ’09) Cube was a more upright and boxy vehicle. It looks a lot more like what you see here, but something was still missing.

Exterior designer Hirotada Kuwahara had been working on Cube sketches featuring asymmetrical design elements for years, but none had been taken seriously until John Sahs took charge of the Cube exterior when the third generation was in development. These two are largely responsible for how the Cube looks today.

The second gen was a hit in its home market. So, when the decision to start selling it globally came down, there was still work to do to ensure it would it appeal to a vastly larger audience. The goal was to create a unique vehicle with a very spacious, lounge-like interior where you could fit your friends, travel comfortably and chill out without giving up the functionality and convenience of a utility vehicle.

As such, today’s Cube was designed around the concept of maximizing interior space and pairing it with a very interesting exterior. It was not designed as a car, but rather as a vehicle that reflects a way of thinking about what a car should be and what it should do.

After rolling out onto its display stand at the 2009 Canadian International Auto Show packed with no fewer than five pro CFL players from the Toronto Argonauts, Ian Forsyth, Director of Corporate and Product Planning for Nissan Canada, took time to walk around the vehicle with me.

“It’s a bulldog with sunglasses,” he begins, pointing to the grille and headlights. “The upper grille is a lot like the underbite of a bulldog’s mouth. Note how the headlights project a bit forward and are masked by this greyish grille. It’s very unique and distinctive.”

This is not accidental and Sahs has said, “When I made a full-scale model to look at its proportions, the wide stance reminded me of a dog with four paws firmly grounded. After chatting with my colleagues, we agreed that a bulldog best fits the unique, charming image of the Cube. We put sunglasses on the bulldog to add charm as we expanded on this image.”

Standing 65 inches tall, 66.7 inches wide and 156.7 inches long, it was important for the Cube to be attractive and extraordinary. There’s a lot of surface area on the vehicle, yet there’s motion and dynamism to the sheet metal rather than it simply it being a series of flat planes intersecting one another.

Look at the rounded-off leading edge of the hood and the way it flows down into the grille area. The masking here gives a nice 3D effect and, with the protruding front bumper adding more depth to the lower fascia, the look is certainly pugnacious.

“You get the same feeling down the sides of the vehicle thanks to the pronounced wheel arches. It’s not dull and boring and the wheel-centric form is very much part of Nissan’s design language,” tells Forsyth. “Even though they’re relatively small (15 inches) they’re pushed out to the corners and look very prominent on the vehicle.

“It helps give it stance and substance on the road. The wheels are also connected by the rocker panel area, which features an indent or character line that goes from the front wheel arch to the rear arch to provide a sense of unity and solidity without making the vehicle look huge, heavy or overwhelming.”

Another interesting design element we haven’t seen much of yet is the masking around the windows. Personally, this is what makes the Cube look so unique. “You still have the all utility and the visibility you need from the glass, but it provides this somewhat different look,” Forsyth adds.

“That circular shape is also mirrored in the tailgate area where the elements come together and make it look interesting. It’s a way of expressing a feeling for the vehicle – that it has some life and character – without making it very large or very bold.”

Another really unique design element is the asymmetrical side/rear window. Most vehicles have a definite pillar that separates the rear side glass from the rear glass. In this case, it wraps around (although the pillar is there to meet crash safety standards) the corner and creates a very unique feature without taking away from its functionality. Second gens didn’t have this.

Repeating the unique design elements and emphasizing them in logical organic terms helps to connect everything on the third generation Cube. It may be a bit unusual, but it’s part of its character and what makes the Cube different from other vehicles.

Then there’s the interior, which is just as interesting since its inspiration came from a jacuzzi lounge concept and memories of an old guitar made into a table, according to the designer, Tadamasa Hayakawa.

“Inside, they went with a water drop theme,” Forsyth elaborates. “If you look at the headliner, speaker grilles or even the cup holders, you’ll see these concentric circles that make it look like someone dropped something there.”

Meant to express the idea of human connection, the waves emanate outward from the dome light, which when turned on casts some interesting shadows on the headliner, adding depth where there’s traditionally none.

Combine this with a three-person “love seat” in the rear and non-traditional dash area up front, and the result is a “compact-but-roomy” space that you can feel relaxed in. When you need to make use of the Cube’s interior space, the rear seats fold down and slide forward right to the back of the front seats.

“The rear cargo door is hinged on the left so you’re away from traffic on the curb side of the vehicle,” notes Forsyth. “The door holds itself open at about 11- or 12-degrees so you can still easily access it in tight confines. Space permitting, it can swing wide open to around 80-degrees.”

From a functionality perspective, there are two things about my Honda Element I would like to have seen done here. First, the two-piece clamshell-style tailgate makes loading and unloading cargo a cinch and, second, the rear seats in mine come right out to make room for even bigger cargo when needed. That said, the Cube sells for much less and should do well here.

Cube is powered by a 122-hp 1.8-litre four-cylinder engine with a six-speed manual as standard. The Xtronic CVT is also available.

Pricing was not available at press time, though Forsyth says “it will be competitive with other basic small vehicles.” I expect a starting price in the high teens. Watch for it to start arriving in dealerships any day now. They might even be there already.

The Nissan Technical Centre in Japan has done a fantastic job creating a social vehicle with character that is enjoyable to drive and be with, but also fuel efficient and economical to drive in today’s world.

That, my friends, is hip to be square.

2009 NISSAN MURANO SL AWD

Review by Russell Purcell, Photos courtesy Nissan Canada

The Murano has been a bestseller for Nissan since its debut as a 2004 model, but the crossover segment it helped create has swelled to include a long list of worthy rivals. In an effort to maintain its substantial share of this burgeoning market, Nissan has completely redesigned the Murano for 2009.

A quick look at the spec sheet reveals that the new model is a touch longer, taller and heavier than the model it replaces. Most of the Murano’s groundbreaking good looks are carried over, but a flashy new front-end treatment with twin chrome grilles and wraparound, projector headlights give the new model a futuristic look. Wider fender flares capping big alloy wheels help give the Murano an aggressive stance, while LED taillights, dual exhaust tips and an integrated spoiler help modernize the view from the rear.

I found the passenger compartment to be very roomy, even when packed with four adults and a load of luggage, and the ride was quiet and very refined. The large greenhouse offers excellent visibility, and all the switchgear and controls are well-placed and intuitive to use. The new dash layout and instrumentation made for a pleasant environment, as did the significant improvement in the quality of materials and fit-and-finish. Storage duties are handled by a host of bins and cubbies, as well as the carpeted cargo area easily accessed via the available power-operated rear hatch. A fold-away cargo organizer is a highlight design feature that will hopefully be copied by other manufacturers.

The engineering team were busy under the hood, as a revised version of Nissan’s proven 3.5-litre V6 makes its home here, now offering a healthy 265 horsepower (up 25 hp) and 248 lb-ft of torque. This proved more than enough to hustle this mid-sized CUV from stoplight to stoplight in congested city traffic, but it truly came into its own during a couple of 800-kilometre road trips. Runs from 0-100km/h take about 8 seconds, but the Murano loves to cruise at triple digit speeds.

Nissan is a leader when it comes to the use of continuously variable transmission (CVT) technology, and it shows in the Xtronic unit employed on the new Murano. Power is efficiently delivered to all four wheels, as required, based on driving style and engine load. The powertrain proved very smooth, even under hard acceleration.

Advanced systems like Vehicle Dynamic Control and Traction Control serve to help the all-wheel drive and CVT systems get the power to the ground. Should conditions get too slippery, a driver-selectable centre differential lock can be activated at the touch of a button to evenly split torque between the axles and maximize traction at slow speeds. Ventilated disc brakes featuring the latest anti-lock advancements are backed up by both Electronic Brake Force Distribution and Brake Assist technologies.

There are three trim levels offered for 2009, all employing the same engine, transmission and Nissan’s “intuitive” all-wheel drive system. Nissan has dropped the front-wheel drive variant for our market.

The entry Murano S starts at $37,648 and is well-equipped with the usual power accessories as well as 18-inch alloy wheels, power heated outside mirrors, rear privacy glass, push button ignition, dual-zone automatic climate control, in-dash six-CD audio system with six speakers and auxiliary input, tilt/telescoping steering wheel, rear cargo cover, and a full complement of airbags (front, side and side curtain).

The Murano SL (as tested) adds rain-sensing windshield wipers, a Bose audio system with 11 speakers, XM Satellite Radio, RearView back-up camera, power adjustable driver’s seat, heated front seats and power up rear seatbacks. Several option packages are available to bridge the gap between this model and the top-of-the-line LE.

For the buyer with deeper pockets, the Murano LE ($47,498) features leather seating, 20-inch wheels, a dual panel moon-roof, power lift-gate, Xenon headlights, Intelligent Key keyless entry and ignition system, driver’s seat memory, heated rear seats and Bluetooth phone capabilities.

Unit body construction and an independent suspension give the Murano the comfort and handling characteristics of a sporty sedan (the Murano shares much of its platform with the Altima), so it will continue to attract those consumers reluctant to get on the SUV bandwagon. Add to this the fact that the 2009 Murano offers more power, more luxury, and more room for less money than the first generation model, and demand could soon outstrip supply.

Let’s start with the interior. If you drive your Jeep off-road or maybe to the beach, think about protecting your seats with some covers. And not just any seat covers. I am talking about rugged seat covers that can handle dirt, grime, and sweat.

A company called Rampage offers canvas or neoprene seat covers that are designed for Jeep seats and have compartments for such things as suntan lotion, bathing suit, or cell-phones. These seat covers come in sets including the back seat, steering wheel cover, and seat-belt covers. Cost for this set-up would be $99. See www.rampageproducts.net.

After you finish the interior, dress up the outside. Start with a set of sidebars, available in black or stainless steel. They have a dual purpose. One, they can be used as an aid to get in and out, and two, they prevent people from opening their door into the side of your Jeep.

Bushwacker can dress up the exterior body with a set of Pocket fender flares, which are black plastic, but can be painted to match your Jeep. Bushwacker also offers a product called TrailArmor, which translates to checker-plate designed plastic that molds to your Jeep’s corners to protect it from scratches and give a custom look. The cost is $141 a pair. This cladding is installed quickly using 3m tape. TrailArmor is available for your front corners, hood and rocker panels. Look them up at www.bushwacker.com.

So, now you have dressed up your exterior, how about lighting up the night sky with some auxiliary lights? KC HiLites can take care of those needs. They offer a complete line of off-road lights that can be mounted in front, on the side of your windshield and on top with the use of a light bar. KC also offers screens to protect your headlights from stones. You’ll find them at www.kchilites.com.

Now, the only thing left would be storage. Kargo-Master puts out a roof rack and cargo basket called Congo Cage. This rack fits around your hard or soft top and has a 230-kilogram rating. The cost for this item is $757. For more details go to www.kargomaster.com.

If you do not own a Jeep and this does not make much sense to you, do not worry, it is a Jeep Thing and you would not understand.

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

The “Peoples Car,” as it’s been branded (sound familiar?), is the brainchild of Ratan Tata, the chairman of Tata Motors, the Mumbai-based conglomerate which just happens to be the largest corporation in India. His reason for pushing forward with the Nano was, of course, to make money for the corporation, but to also try and make travel safer for the billion-plus people that drive on the dangerous roads of his country. As Tata put it at the recent unveiling, “I observed families riding on two-wheelers – the father driving the scooter, his young kid standing in front of him, his wife seated behind him holding a little baby. It led me to wonder whether one could conceive of a safe, affordable, all-weather form of transport for such a family.” He went on to say “Tata Motors’ engineers and designers gave their all for about four years to realize this goal. Today, we indeed have a People’s Car, which is affordable and yet built to meet safety requirements and emission norms, to be fuel efficient and low on emissions. We are happy to present the People’s Car to India and we hope it brings the joy, pride and utility of owning a car to many families who need personal mobility.”

Unfortunately for many families, owning one of the first Nanos will take more than money, as it will also take some luck. There has been such a demand for the first allotment of 100,000 units scheduled to be delivered to 1,000 different cities on April 9th, Tata decided to conduct a lottery. They have been taking details of everyone clamouring to get their hands on the Nano, and a computerized system is set to draw the lucky names out of its digital hat. Winners of the first “People’s Car” will certainly have to consider themselves fortunate, as the odds of beating out one of the over 1.2 billion people in the country would have to be considered, well, long at best.

Maybe a lottery is the key to turning around slumping sales here at home. No, I don’t think that would work!

Until next issue…Keep it Rollin’.