Presented by your local OK Tire Dealer

RPM: Who was it that first labeled you with the handle Johnny Mopac?

John Duda: Boy, I’ll be honest with you…I’ve been hearing that term for twenty years, and I don’t know if it was one of my own employees or a customer. I’ve had them both call me that….which of the two I honestly can’t remember.

RPM: For our readers who may not know, how did Mopac get its start?

JD: Mopac was started back in 1973 by my older brother George with a partner as a small sized 700 square foot store on Kingsway in Vancouver. Basically a one-man operation kind of deal. Back then, they were really into racing Mopars….they thought of themselves as a pack of Mopars and so that’s how the name came about.

RPM: When did you get involved?

JD: A few months after it opened, I started working there part-time on Saturdays, while I was going to school. About six months into going to SFU, I decided that I really liked doing this…so I ended up buying out my brother’s partner… and so George and I ended up being partners. That was January ’75.

RPM: What are some of the biggest changes that you’ve seen occurring in the industry since when you first got involved in it?

JD: The industry has gone away from being total hard core performance; there is much more accessories business going on, and that overlaps heavily into trucks… in our business as well. Twenty years ago, we would never have dreamed that we would be servicing as much performance stuff for trucks as we do today. From a manufacturing

standpoint, unfortunately more and more of its going offshore; there’s a lot of “me too” product out there. You’re also seeing a proliferation of big-name brands being built offshore for less, creating pressures within our industry. We consider the industry to be a mature one. As a result, it’s more and more important that every business owner out there finds their own little niche, and does something very well. It’s more difficult than ever trying to be all things to all people in terms of the area you service, because there’s so much competition out there.

RPM: What do you make of what’s currently going on with the loss of some notable players on the manufacturer’s side of the equation?

JD: Generally speaking, we don’t like to see these big corporations going away. We lost Crane Cams recently and they haven’t re-surfaced yet…but apparently they will, under the ownership of Scorpion Performance, one of our other vendors. A lot of the consolidation that’s occurring in the industry is brought on out of necessity, and not because it’s doing well. Our industry is having the most difficult time that it’s had since its inception….along the lines of what’s going on in the car industry.

RPM: In terms of innovation, what have been some of the biggest changes to have occurred?

JD: The switch over to fuel injection, and subsequently the electronic component add-ons and things to enhance air/fuel delivery, has been big. As far as vehicles that are out there right now, there have been a lot of changes. Vehicles come typically with stainless steel exhaust systems now, so there’s no replacement business, but there is upgrade business for people going the performance enhancement route….

Editor’s note: our interview was interrupted at this point, and we never got back to completing this particular topic.

RPM: Where does the future of the industry lay, in your mind?

JD: We still very much like the vehicles being produced today, and feel that most of them are conducive to performance upgrades. We are concerned about potential legislative changes, especially now that the U.S. Government owns 60 percent of General Motors – that they’ll have control over content. That is the big concern that they may dictate that V8-type performance cars and SUVs become a smaller portion of the overall sales. Obviously, the fuel prices are a big concern and have a negative impact within our industry. Don’t get me wrong, we haven’t got a problem with more fuel efficient vehicles – we wish every vehicle got twice the gas mileage that it does today. No, the big concern is that it forces the consumer towards vehicles that may not lend themselves towards modification.

RPM: What does Johnny Mopac like to do when he’s not working?

JD: Well, my wife and I like to travel. We like going to Vegas a couple of times a year, but we like to travel two or three times a year. Yeah I still work seven days a week, but away from work… well my most recent hobby is photography. That’s very recent. I also enjoy driving performance cars… my Corvette Z06. The kids are all grown up now…so we’ll probably travel a little more.

RPM: So your daily driver is the Z06. What would be your dream car?

JD: Dream car, well that’s a tough one. I’d probably like to drive a higher end Ferrari, a 430 or maybe the 599, but in

terms of what I might consider as a daily driver, my ultimate car would probably be just a twin turbo Porsche.

RPM: What about the future of Mopac.  You have several family members working with you. Will it always remain a family-run business?

JD: Well, it is a family business in that I have two brothers working with me now, both in very important capacities; I also have two nephews working here as well. My position in terms of family in this business…I’ll be giving opportunity within the Duda family to come on board and move up within the organization, but even with my own children, I’ve never made the suggestion …I mean if they came to me and said they wanted to get involved, I’d say fine, this is where you start – at the bottom.

We don’t actually truly look at it as a family business in the sense that, the way I’ve structured the business, anybody who comes on board Mopac has the eventual potential to run this company one day, all things being equal. I would like people to feel that they have as good an opportunity as anyone for advancement. That’s certainly not to say that family members don’t or wouldn’t make good business partners…I just never want nepotism to take over the company.

Review by Russell Purcell

Recently, the hobby of building custom cars has regained its momentum and popularity, largely due to the proliferation of television programs, magazines and websites dedicated to the wants and needs of the automotive enthusiast. For the gear-head looking to make the boldest statement on four wheels, there is only one solution, the creation of an over-the-top street rod by a top builder.

Roy Brizio is one of the best hot rod builders in the world, and his designs and level of craftsmanship are unrivaled when it comes to building a truly special, one-of-a-kind automobile. Author Bo Bertilsson’s latest work – Roy Brizio Street Rods: Modern Hot Rods Defined – offers the reader a unique look at the legendary builder’s beginnings, concepts and ideas. What makes Roy Brizio special is the fact that he embraces the hot rod culture wholeheartedly, and unlike many of his rivals, he soldiered on through the hobby’s rough patches and continued his quest to develop the best cars in the business.

In the book’s forward, Vic Edelbrock explains that “a street rod is the car of your dreams,” and that men like Roy Brizio “become the dream makers.” Brizio has completed eight “dream” projects for Vic and his family over the years, which says a lot about the quality of workmanship on Brizio cars, as Mr. Edelbrock has the resources to have just about anyone build him a car. The author contends that Roy Brizio’s San Francisco-based shop “produces more great-looking driver hot rods than any shop in the business.”

Roy’s love for hot rods was passed down to him by his father Andy, whose love for automobiles led him to open a shop (Andy’s Wheels & Tires) and develop a T-bucket kit known as Andy’s Instant T. Roy became immersed in his father’s business and quickly learned to weld and fabricate, as well as how to put a hot rod together. With these new skills, Roy would begin a lifelong journey of shaping metal, fibreglass, and dreams into some of the most stunning custom cars the automotive community has ever seen.

As the business grew, so did his father’s client list, and young Roy was able to make lots of contacts that would pay off in the future. However, the 1970s brought a poor economy, tight emissions standards, and out-of-control gas prices, in effect, putting the brakes on the hot rod hobby. Eventually, Andy Brizio had to close his chassis shop due to the lack of demand, and his focus became catering to drag racers through his other business, the Champion Speed Shop. Roy refused to listen to his father’s recommendations to close the hot rod business. Instead, Roy forged ahead by performing repairs on customer cars, as well as purchasing and revamping existing hot rods in an effort to keep the hobby alive. Through the potent mix of hard work and dogged ambition, Roy soon had his own shop. A lucrative partnership led to the production of replica 1932 Ford stamped steel frame rails, which eventually led Roy to develop complete frames under the Deuce Factory name. He followed this up with a deal to sell Westcott fibreglass roadster bodies, enabling his new venture, Roy Brizio Street Rods, to build very high-quality complete cars for a growing clientele.

Quality leads to a reputation, and for Roy, this meant he attracted big corporations looking for show cars on which they could display their products at the big trade shows such as SEMA (Specialty Equipment Manufacturers’ Association). It also meant that a long line of affluent (and celebrity) customers looking for cars capable of winning awards and turning heads was forming outside the shop’s door.

Brizio’s shop is one of the most respected in the United States, and his team of fifteen builders creates about a dozen cars a year. Everything is done in-house except paint and upholstery. One thing that sets Brizio’s team apart is that they try to use as much of the donor car’s original steel body as they can, but to ensure safety, they like to use new frames and modern (or new) components. Having a modern drive train and suspension fitted makes for a more reliable car, as well as one that is more fun to drive. It is also evident that when it comes to a Roy Brizio car, beauty is not only skin deep. The expansive gallery of images that accompanies the text proves that his craftsmen take as much care in the engine bay, undercarriage and other hidden recesses as they do with the paintwork, upholstery and shiny bits up top.

The book is divided into chapters based on the model and year of the original cars used to create Brizio’s stunning creations. It is obvious that he favours Fords, as we get to see Roy’s take on a selection of Model A’s and T’s, as well as 1932 Fords in sedan, coupe and roadster form. Chapters five and six will introduce you to some of the shop’s greatest Ford projects, beginning with a stunning 1933 coupe powered by a blown Hemi and draped in a blazing, flame-licked paint scheme. A six-page feature on rocker Eric Clapton’s 1940 coupe will no-doubt be a favourite, especially when you learn that Eric claims that the car is so beautiful that he goes unnoticed behind the wheel. Now that is one hell of a compliment for an automobile.

Unlike some builders, Roy is open to suggestions from his customers, and seems to be willing to experiment with odd combinations when it comes to fitting engines under the hoods of his largely Ford-bodied machines. While some of the subject cars stay loyal to the blue oval, others derive their motivation from Chevy crate engines and donor Corvettes. For a little European flair, we get to see cars built around engines from the likes of Alfa Romeo and even Jaguar. Others are sourced from specialty suppliers like Edelbrock, Ford Motorsports and of course, Roush Engineering. This is the beauty of building a hot rod, or any custom car for that matter, as traditional restrictions and design parameters can be shelved, allowing you the freedom to create your own road-going dream.

The only criticism I have for this book is a technical one. The collection of photographs used to showcase Mr. Brizio’s cars was shot by Steve Coonan, Geoff Mills, and the author himself. Most of the images are well composed and beautifully lit, but the overuse of creative filtering, and a reliance on the Photoshop colour saturation tool, make some look unnatural and cartoonish. Unfortunately, the strange colour palate of these latter images draws the reader’s attention away from the hot rods that should be the obvious point of focus.

For anyone interested in the history of modern hot rodding, this book is a must have, but I enjoyed it more for its ability to convey the true love and passion Roy Brizio obviously has for the subject matter with which he works. We all work towards finding a way to get through life doing the things we are most passionate about. Roy Brizio has managed to achieve that dream, and it shows in each and every car that rolls out of his California shop.

ISBN-13: 978-0-7603-3544-4

www.motorbooks.com

CAN$38.90

Story and Photos by Nigel Matthews

I am no stranger to wrecking yards, having scoured more than my fair share since the early 1960s. A recent trip to Phoenix, Arizona unearthed the holy grail of wrecking yards which is laden with brand-new old parts; the sun-blasted area makes it a restorer’s paradise.

Hoctor’s Hidden Valley Auto Parts is located in Maricopa, about a 30-minute drive south of Phoenix. This is truly a family-run business managed by Jeff Hoctor, whose father opened it back in 1961. Hidden Valley is the largest old-vehicle dismantler in the west and one of the largest in the entire U.S., with more than 10,000 hulks on the 65 hectares.

Before I began to wander around the yard, I asked Hoctor if I should be concerned about rattlesnakes. “No problem,” he replied, “they only come out in the early morning and late at night in the summer months.” As it was mid-morning, I think that made me feel better!

There are 79 rows of vehicles on the domestic side of the yard, so there’s a lot to pick over. The intense sun shows no mercy; in many cases, the paintwork has been baked off and the upholstery is dried out and cracked, although the condition of the sheet metal was generally incredible.

It is, without question, a restorer’s paradise. A light sandblasting or a trip to the acid bath and you have brand-new old ones!

Before I even got to the first row, I found a pickup truck full of carburetors, school buses full of tail light assemblies, racks of hubcaps and air cleaners.

The business end of a catering truck, like the ones you often see on a construction site, was a library full of owners’ manuals removed from glove boxes of the cars now resting in the yard.

I spent five hours strolling around, constantly amazed at what I found. One surprise was a Chevrolet Vega in excellent condition, finished in grey primer with the interior door, trunk and hood jambs pre-painted in the striking lime green of that era. This was obviously an abandoned restoration project begging someone to complete it.

There were many failed custom jobs, including a 1950 Ford which had been cut in two and shortened to make it a two-seater special without any doors.

A Corvair had its doors welded shut and the top of the doors reshaped, obviously someone’s idea of redesigning the car that Ralph Nader deemed unsafe at any speed. The import-car area across the road proved to be a treasure trove. Jaguars, BMWs, Mercedes and the usual staple of European cars were well represented.

There were also some gems to behold. One was a 1960 Simca pickup from France, which reminded me of the Austins of my youth. There were rows of small English Fords, the type that have been used to create some very interesting hot rods; the small Thames van comes to mind. A host of Vauxhalls and not one but two London taxi cabs built by Austin; one was in exceedingly good condition.

Also lining the rows of the European section were forgotten models from Alfa Romeo, Fiat, Opel, Citroen, MG, Land Rover and even the odd Yugo. I have never seen so many Peugeot 403s and 404s in one location. The 403 was an indestructible car. A farmer friend of my father’s had one in England. He had driven it over 320,000 kilometres and had never changed the oil; he just kept topping it up when it was low.

As I made my way back to the office, I chuckled at the sign above the door, “NO SNIVELLING.” I know the clientele of this type of business well, because I am one! No matter how good the deal, some will always whine about the price.

Hoctor told me that every vehicle is for sale as a complete vehicle, if one wanted it that way – using the term loosely. They sell for approximately $2,500, and there’s no shortage of takers. Many find their way overseas or head north to Canada. The backbone of his business is small parts, and Cadillac parts are in most demand.

If you are going to be in the Phoenix area and fancy a half-day side trip, drop the significant other off at one of the many shopping malls and head for the auto graveyard. You can download a map with directions at www.hiddenvalleyautoparts.com .[PSGallery=itjnnno6q]

The spectacle that is Le Mans

Story by Budd Stanley, photos courtesy of Porsche and Audi

As I write this history of one of the greatest racing spectacles of all time, the wee Scot Allan McNish in his all-conquering Audi is being swarmed by a flock of Peugeot 908s, hell bent on victory at their home event. The 24 Heures du Mans is an annual celebration of speed, endurance, technology and great rivalries between great marques. This 2009 race represents the 77th running of the event since its inception in 1923.

History

Back in 1923, the first running of the 24 Hours of Le Mans race was planned to be a mega event by which the winner would be the car that had driven the farthest distance in three annual 24-hour races. Therefore the competition would take place over three years, instantly giving the event a level of prestige that would rival the Olympics or World Cup. The race became an instant classic, so this idea was abandoned in 1928 and overall winners were declared for each single year depending on who had covered the farthest distance by the time 24 hours were up.

The track itself was a collection of local public roads that linked together the towns of Le Mans, Mulsanne and Arnage to create a racing circuit. In 1923, the first circuit was 17 km long and ran through the centre of Le Mans. Due to safety concerns, the track has been manipulated several times and shortened to 13 km, but it still consists heavily of public roads that are closed for the weekend during the race. The track’s name, Circuit de la Sarthe, is derived from its location in the Sarthe region of France.

Speed and Endurance

Before every manufacturer boasted about how fast their cars could lap the Nurburgring, it was a car’s top speed along the Mulsanne straight that was the crowning achievement of sports car builders. The Mulsanne is a special bit of racing ground, as it is a 6-km straight, using the rutted two-lane road of the D338, a road linking the towns of Le Mans and Mulsanne.

In the late ‘80s, Peugeot and Mercedes recorded speeds of 404 km/h and 399 km/h respectively. After much concern over these insane speeds being obtained, chicanes were installed in the famous straight to slow the cars. Despite the addition of two chicanes on the straight, today cars still reach well above 320 km/h. In fact, the circuit as a whole is very much wide open, as 85 percent of a lap is spent at full throttle. This puts a heavy workload on engine and

The-Porsche-917-is-easily-the-most-famous-of-Le-Mans-contenders-and-most-successful.tiff.jpg

drivetrains, bringing us to the endurance side of the equation.

It is a 24-hour race, of course, and these high-strung machines at the peak of performance technology have great demands placed on them. This, in particular, makes for a great marketing advantage to successful entrants. The endurance aspect of the race also demands teams to be extremely professional in everything from driving the car responsibly and pit crews being prepared for any problem that may arise, to having cars not only built to put in a competitive lap time, but to continue to be fast and reliable over the 24 hours of competition. Then there is the fatigue factor. While it is mandatory for each car to have at least three drivers, the demands of racing twice around the clock are heavy, as early morning hours usually see several accidents and mistakes caused by mental errors, both driver and pit crew. Post-race walks of the course often reveal tools that have fallen out of cars, left by a tired crewman.

Technology

It is this need for top-level professional equipment that has seen a great amount of technology created by teams in competition. Windshields, window wipers, disc brakes, ABS and fuel injection were all a result of Le Mans racers looking for an added advantage. The race is so prestigious that several teams dedicate their entire existence to this single race. Disc brakes were one of the most famous uses of new technology. With speeds becoming so high, stopping technology was lagging behind, and it was in 1953 that the Jaguar C-Type racers were the first to use disc rather than drum brakes. Then, of course, it’s the modern day Audis and Peugeots that run with diesel racing engines. Massive torque along with added durability and fuel efficiency have proven diesel engines to be ideally suited to this form of racing.

Great Rivalries

We are now four hours into the 2009 edition of Le Mans. It is the modern day rivalry of Audi and Peugeot who are battling it out for top honours. However back in the field, the storied rivalry of Porsche vs. Ferrari continues to tug at the heartstrings of national loyalists. This is one of the major contributors to the passion of this event, as racing cars not only represented the manufacturer fielding them, but the nation in which they belonged. In the first races back in the twenties, it was Bentley, Bugatti and Alfa Romeo who would battle for victory. After a ten-year hiatus in racing during and after the war, Ferrari, Aston Martin, Mercedes-Benz and Jaguar were standard sights on the Sarthe Circuit, each enjoying periods of dominance. However, one of the great rivalries came to fruition in 1966 when Ford took the first of four straight wins with the GT40, a car designed solely to take the title away from Ferrari out of spite from failed merger negotiations. However, one manufacturer that has always been, and will continue to be, a fixture at Le Mans is Porsche. Whether fighting for an outright win, or a class victory, in 911s, 917s, 962s or the RS Spyders of today, a car bearing the Stuttgart/Porsche coat of arms will always be found on the starting grid, and likely 24 hours later on a podium of some kind.

Danger and Tragedy

Anytime cars are traveling at close proximity to each other on public roads at speeds in excess of 200 mph, there is an incredible risk of an accident, injury and death. It was in 1955 when the Le Mans 24h witnessed one of racing’s all-time worst tragedies. Taking the name of his uncle who was also killed in a motor race in 1904, Pierre Levegh was at the wheel of a Mercedes 300SLR when he clipped an Austin-Healey at speed. His car was thrown into a dirt bank, and launched into the spectator area along the start/finish straight. Levegh was killed instantly when thrown from the car, while the disintegrating car killed 82 spectators. With over 100 more wounded, this accident saw the canceling of several top motorsport events and even the banning of motorsports in Switzerland. The pit straight at Le Mans would have to be redesigned and rebuilt, while safety measures were also upgraded in both cars and circuits around the world as a result.

Over the years, there have been several other fatalities in the race, but one of the most spectacular accidents that did not result in any deaths happened in 1999 when the Mercedes cars had aerodynamic problems that caused lift when traveling over the hill on the Mulsanne straight at speeds over 200 mph. Driver Mark Webber flipped his Mercedes GT1 twice, once during the test day and another during race warm-up. However it was Peter Dumbreck who launched his Mercedes six metres into the air and completed three back flips before landing in the forest at the side of the track. As spectacular as it was, no one was seriously injured.

And so we have it, this great race has completed yet another great feat of endurance, with the upstart Peugeot team finally getting its first win with the 908 diesel-powered LMP1 car. The giant known as Audi finally met its fate with only its #1 car finishing on the bottom step of the podium after nearly a decade of domination. Porsche and Ferrari continued the epic battles that once dominated the top classes, with the F430s proving that Porsche, like Audi, can be beaten. The race is over, and thousands are finally getting some sleep – all but the engineers, already hard at work finding the winning combination for the second weekend of June, 2010.[PSGallery=jk42fn2ib]

Who says you can’t have fun in a diesel.

Story by Budd Stanley

As regular readers may have gathered, I do not go into much detail about power-increasing modifications in these performance pieces. I am of the firm belief that power is the last facet of performance modification to be explored when looking to gain a faster time at a track day, or to give your ride a little more excitement. Therefore, I’ve concentrated on suspension, brake and chassis tuning to get the most out of what the factory has given you. However, this month, I will finally be diving into the engine, but it won’t be something that the majority of you may think. I’m talkin’ diesel power tuning!

As an Auto Journalist, I have the good fortune to test out the latest vehicles each manufacturer has on tap, and a popular segment that has recently caught my attention is that of the modern diesel.  The recent introduction of the BMW 335d and X5d, VW Jetta TDI, and Mercedes E-Class BlueTEC are good examples, as well as some great potential sleepers in older VW, Mercedes and Volvo diesels that were available in the ‘80s and ‘90s. These modern-day diesels have given me an entirely new outlook on the performance potential of these cars, while being economically cheaper to run and more eco-friendly.

So, we are going the diesel route. I expect the other three aspects (chassis, suspension, brakes) to be worked on first, but there is not a lot of info out there to get power out of these torque-oriented diesels. Personally, I am one of those people who hates the bang-for-buck modification of simply slapping a nitrous oxide kit on a performance car. It just seems amateur to me, almost cheating. I believe in getting your hands dirty, getting inside an engine and machining a better performance. However, I recently discovered an interesting mod out there for the diesels that intrigued me.

While NOS works great with petrol engines, it is detrimental to diesels. This modification I talk about is popular in the trucking community as well as with Europeans, to whom 50 percent of the vehicles sold are diesels. The injection of propane into the fuel mixture in the same way NOS is injected into petrol engines yields some impressive figures. But first, why propane and not NOS? Pretty simple, it all has to do with compression. Petrol engines use a spark to fire the fuel mixture, while diesels use heat from compression. Because of this, NOS would pre-fire, essentially stopping the piston before the diesel was supposed to ignite. Propane, on the other hand, is a compression-friendly substance that burns slower, better suiting the operational characteristics of a diesel engine. By adding a propane mixture, power can be increased from 25-60 percent, depending on mixture ratio, while fuel economy can also be increased as much as 10 percent. Propane’s cleaner burn has also been known to help clean carbon and soot from the combustion chamber and runners.

The typical system is rather simple, including lines, fittings, clamps, a pressure regulator (usually adjustable) and a solenoid valve to turn on and off the gas. It works by properly mounting a propane tank (BBQ units do work) to a solid surface, ideally in the trunk of the vehicle. Connect lines with a solenoid and a pressure regulator, then plumb a feed line into either the airbox, bypass valve or tapping the intake pipe to the intercooler. It is important to start on the lowest mixture so as not to ping the engine. To find maximum efficiency, slowly increase pressure until the engine starts to ping, then back it off slightly. While this will give you the biggest increase in power without damaging the engine, it is recommended to back the propane off an additional 25 percent to decrease the risk of damaging pistons under hard driving conditions.

The nice thing is that there are already several system kits on the market for turbo-diesel trucks. This makes adding this system to a diesel-injected car fairly simple and straightforward. Costs usually run between $700-1,200. However, the systems are quite simple, and fabricating a homemade unit shouldn’t pose a problem to those who are comfortable working on fuel systems. Materials needed usually run in the $100-200 range.[PSGallery=kqqorrf9k]

By Tim Baillie, Owner of HzEmall Customs

A few months ago, a client of ours wanted to have his Dodge Dakota redone. We stripped the entire interior down and either rebuilt, replaced or refinished every inch of it. We built a custom stereo system, all new gauges and even installed a PS2 game console. For more information, contact us at info@hzemall.com or (604) 888-6568.[PSGallery=ljejg8i7t]

Text and Photos by Dave MacKinnon

(www.osmlabs.com)

While building a subwoofer enclosure might seem as simple as cutting a few pieces of wood and screwing or nailing them together, in actuality there are a lot of different considerations that must be evaluated to achieve a desirable result. I teamed up with industry veteran Matt Gordash at his new shop, Defined Designs in Concord, Ontario, to help walk us through the steps of how to construct a quality subwoofer enclosure.

I invested some additional time into this build by first taking an MTX Thunder Square TS5512-44 12-inch dual 4-ohm subwoofer (provided courtesy of Norm Ross at Mitek Canada) and breaking it in overnight with a 10V, 21Hz sine wave from my bench amp. This softens the suspension and ensures the woofer will sound good as soon as we bring it to life. In that I wanted a guarantee that this enclosure would perform, I also took my own set of Thiele-Small parameters with my Woofer Tester 2. Thiele-Small specifications are measurements that allow for woofer performance simulation using specific software or mathematical formulae. I designed an enclosure with a two cubic-foot net internal volume that was tuned to 33Hz. Based on my calculations, this should provide a nice balance of deep bass and good booming capabilities.

My final step was to design the enclosure from the width, height and depth of rear seatback measurements Matt provided to me. Designing the enclosure in AutoCad let me ensure I had the exact net air volume I wanted. A spreadsheet I made up a few years back let me subtract the volume of the subwoofer and the volume of the vent from my measurements to ensure I had everything calculated perfectly. You will also see that we built a square vent. This is because I wanted more vent area than a three-inch diameter round vent would allow, but we didn’t have the mounting depth for a four-inch round vent. This 3×3-inch square vent split the difference nicely.

So, why not choose an off-the-shelf enclosure? A custom-built enclosure can be constructed to maximize the available space in your trunk – giving you much more room for your hockey gear, beer or whatever. A custom-built enclosure can also be tuned to match your musical preferences – loud and boomy or deep and rumbly. Finally, most custom-built enclosures are made of better quality wood, so they perform better. They may cost more – but it’s well worth it. Think of it like a purpose-built race engine as compared to the factory offering. Both work, but you get what you pay for.

Follow along as Matt builds a great looking, great sounding subwoofer enclosure.

The Record-Seeking GT9R

Story By Shaun Keenan, Photos by US2.be

The Need For Speed and the desire to go faster than anyone or anything else in this world can’t be faked. Motives could be, but not results. This edition of the Design Showcase looks at a German-engineered speed racer that’s poised to rewrite the record books for fastest road-legal production cars.

Before introducing you to this bona fide certified ‘bahn-burner, rewind first to 1998 when the McLaren F1 reset its four-year-old record for fastest production car (231 mph) by reaching 386.4 km/h (240.1 mph) on Germany’s Ehra-Lessien test track near Wolfsburg with the speed limiter gone. Powered by a midship-mounted 627-hp 6.1-litre V12, the 1,140 kg (2,513 lbs.)-McLaren F1 is still considered the fastest naturally-aspirated car in the world. It’s also one of the rarest vehicles ever built with 106 examples total.

Seven years went by before the Bugatti Veyron blew the doors off the the F1’s record in spring 2005 by reaching an average top speed of 408.47 km/h (253.81 mph) on the same nine kilometre-long straight. Truly amazing for an 1,888-kilogram (4,160 lb.) Italian stallion with permanent all-wheel drive, which needs all of its 1,001 horses and 920 lb-ft of gallop from the eight-litre quad-turbo W16 to pull it off.

Since October 2007, the world’s fastest production car title has been held by the Shelby Supercars (SSC) Ultimate Aero TT. This American-made thoroughbred weighs just 1,250 kilos (2,750 lb.) with an SSC-developed 6.35-litre twin-turbo billet aluminum block V8 with 14 pounds of boost that makes 1,183 bhp and 1,094 lb-ft. It tore up 19 klicks of closed Nevada desert highway on route to a whopping average top speed of 412.28 km/h (256.18 mph) and an official Guinness World Record.

Fast forward to 2009 and allow me to introduce the 9ff GT9R – the fastest production car in the world that nobody’s ever heard of. Even Nigel Matthews somehow missed it in his recent report on the 1,000 horsepower club (May 2009, p. 37), but, in fact, this once-Porsche is clearly a member with its twin-turbo flat-six engine making 1,120 hp and 774.44 lb-ft of twist.

An earlier, less-powerful version of this car (called the GT9) actually went faster than the Veyron – with its engine making only 987 hp and 711 lb-ft – in April 2008 at a Mercedes test track in Papenburg, Germany when it clocked its fastest ever top speed of 409 km/h (254 mph) on a banked oval.

Jan Fatthauer, the father of this German hypercar and founder of the company that builds it in Dortmund, not far from Frankfurt, plans to build no more than 20 units total with pricing well out of the reach of anybody but the richest speed freaks. The GT9R commands 695,000 (Euros), which besides instant entry to the 400 km/h club, also gets you engine technology that 9ff has been secretly developing for the last nine years.

“We have been developing and testing this car for over three years now,” says Fatthauer. “The GT9R is the final version, which will be delivered to our customers in a much higher quality than our prototype,” which, in fact, is what you’re looking at. The final version was shown at the Essen Motorshow last November.

The 9ff GT9R is based on a Porsche 911 GT3 (997) that’s been revised and re-done almost entirely. For starters, the wheelbase is 30 cm longer than the normal wheelbase of a 997, which, Fatthauer says, is necessary “…to get maximum drivability above 400 km/h.”

The body’s also stretched  300 mm and is now made from carbon fibre and Kevlar finished off with some aluminum and titanium pieces. The roof has been chopped by 120 mm to help maximize downforce at high speed, while the side and rear windows are made from Makrolon, which is 60 per cent lighter than the glass it replaces, to help keep the GT9R’s weight down to 1,375 kg (3,031 lbs.).

9ff engineers have made substantial changes to the aerodynamics package. Most noticeably, the open rear end has been closed off and given a carbon fibre spoiler and full size diffuser to improve high speed stability and downforce even more.

Another significant change is engine position. Here, engineers moved it from the rear to midship and mounted longitudinally. As for the engine itself, 90 per cent of it has been re-engineered and re-manufactured by 9ff. From forged aluminum pistons that swing on titanium connecting rods, dry sump lubrication and upgraded cooling system (compared to the GT9) to a 24-karat gold-plated air intake system and side-exit exhaust, for example, the whole mechanical package is totally revised. Even the water-cooled turbos “…are our own developments,” Fatthauer points out, with a max boost of 1.7 bar (almost 25 psi) to keep it reliable.

Naturally, the cars are delivered with upgraded brakes for maximum performance – 380 mm ceramic composite brakes to be exact – but, to ensure a total visceral driving experience, there’s no traction control, no DSG gearbox or any other assists for this rear-wheel drive German monster.

To date, 9ff has built three GT9/Rs, including the proto, with three more currently in the works. It takes roughly six months and a 50 percent deposit to get one built. But, besides being one of the most exclusive sport cars in the world, Fatthauer also wanted it to be “…a machine that gives the customer a driving emotion like no other car. People who’ve driven say, 380 km/h, and say it’s nearly the same are totally wrong!”

So, what can the 9ff GT9R do? It does everything but light your hair on fire! From  zero-to-100 km/h, it’s about 5.5 seconds, which is respectable. Numbers-wise, the bigger story is that from zero-to-300 km/h (186 mph) it only takes 17.6 seconds (about a second quicker than a Veyron) and, from 201 to 300 km/h, those lucky enough to find themselves behind the wheel, have said it feels much faster than a Veyron in this range. I hope to one day find out for myself, but for now will have to go on the word of others.

As for who exactly has the fastest production car in the world, clearly Jarod Shelby’s Ultimate Aero TT (no relation to Carrol Shelby) is number one with the bullet! And, that quite frankly, doesn’t sit well with the Germans at all, who still claim this to be the “world’s fastest street legal car” in spite of SSC’s accomplishment. In fact, Fatthauer is openly confident the GT9R will reach 418 km/h (260 mph). The problem, he says, is finding a suitable location, for to do this isn’t easy.

I say, neither is backing up a claim like these! One also must overlook the fact that production volumes seem to have little to no impact on what makes a “production vehicle” even eligible for a record like this in the first place (SCC plans to produce 50 Aero TTs). That said, Fatthauer revealed nothing about any record-breaking attempts anytime soon. For now, he’ll have to settle with obscurity and hope that when it’s time to put his money where his mouth is, that everything will go as planned. Being the fastest in the world at anything is only temporary, so let’s get down to it boys!

By Ian Harwood

Towing a trailer requires that extra care be taken before setting off, and out on the road.

Check your hitch ball, coupler, and safety chains every time you tow. Many people with long-time trailer experience use a check list to be sure all equipment is hooked up and in good condition. Damage can happen quickly when something goes wrong. For example, safety chains can be worn through very quickly if they make contact with the pavement.

Never allow anyone in or on your trailer while it is being towed.

Speed limits for trailers are generally lower than for other vehicles. Trailers present unique safety problems in cornering, rough roads and windy conditions. The first goal for any trip is to arrive alive. Be sure to schedule the extra time needed for slower travel, especially if those plans are for traveling over bridges or roads that are normally heavily-congested.

Leave a little extra room between you and the vehicle in front of you. Even if you are using trailer brakes, you will not be able to stop nearly as fast as you can without a trailer. A good general rule is to double the two second rule, making sure you maintain at least a four-second gap between your vehicle and the vehicle in front of you. For heavier trailers, you will need to leave even more space.

The longer the trailer, the farther you will have to drive straight into intersections before beginning your turns. Your first time with a trailer will be a learning experience. Watch your mirrors carefully and go extra wide, at first, until you get used to it.

For the beginner, backing up a trailer can be a headache. To develop your skills, go to a large, empty parking lot and practice. Basically, the trailer will move in the opposite direction of steering input when backing. Many people find it easier to position their hand at the bottom of the steering wheel; the trailer will go towards the same direction their hand travels. Also, it is best not to rely on your mirrors; turn around and look at the trailer. When there is any chance of damage, use a spotter who can tell you to stop before damage occurs.

Trailer sway can be a scary experience, especially if it is a large trailer. Ask my wife, who will not drive with me anymore due to an improperly loaded trailer. If this happens, do not panic. Take your foot off the accelerator and coast to a slower speed; avoid sudden movements of the steering wheel. Apply the brakes slowly when you are down to a safe speed. Once you are stopped, determine the cause of the sway. Often the problem is insufficient tongue weight. If this problem, move some weight forward on the trailer.

Remember that some vehicle/trailer combinations require anti-sway devices.

When approaching a hill, you will want to keep your speed consistent whether you are going up a hill or down. When descending, be extra careful not to overwork your brakes. Use a lower gear that will keep a consistent speed without constant use of the brakes. Pull off the road occasionally to let your brakes cool and to check your trailer brakes.

If you use your trailer occasionally, habit can cause you to make mistakes. Stay focused on your driving and do not try to perform other tasks. Remember to check your rear view mirror frequently.

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

Big, Brawny, and Efficient

Review and photos by Russell Purcell

The team at Audi Canada didn’t choose sunny Florida for its recent introduction of the Q7 TDI for the sunshine and fresh squeezed orange juice. Instead, the attraction was Sebring International Raceway, where the parent company’s stunning diesel-powered prototype race cars were set to trounce the competition yet again. The 12 Hours of Sebring is a world class race event where manufacturers like Audi, Peugeot, Porsche and Acura display the high-performance prowess of their latest automotive technologies while at the same time, testing their endurance and reliability. Audi has dominated top-flight sports car racing for the last decade, and for the past few years they have done so powered by diesel engines. It is this success that should translate to strong sales when the brand’s TDI clean diesel offerings soon roll into company showrooms.

The Q7 seemed liked the perfect candidate to spearhead Audi’s diesel resurgence in the Canadian marketplace as it is the company’s largest vehicle, and buyers of seven-passenger sport utility vehicles require plenty of torque for hauling people, cargo and perhaps, even a trailer. While only 3.0 litres in displacement, this relatively compact V6 develops 221 hp, and a stump-pulling 406 pound-feet of torque (the latter at a mere 1,750 rpm). Audi claims the Q7 TDI is 30-percent more fuel efficient than its 3.6-litre gasoline-powered brethren, a savings that makes the $3,500 premium (vs. the Q7 3.6) seem like a relative bargain.

Canadians have been reluctant to embrace diesel automobiles due to lingering misconceptions about smoke, smell, and poor cold weather performance. Other concerns include the perceived regional scarcity of filling stations, and due to diesel’s prominence in industrial and heavy equipment applications, the belief that diesel engines are low tech.

Audi’s latest TDI offerings should help dispel these notions. Unlike diesels of the past, there is no blue smoke or clatter of engine noise. In fact, other than the TDI badge affixed to the rear lift-gate, you would be hard-pressed to differentiate this new model from other Q7s. Twenty years of advancements have engineered cold weather starting issues out of the current TDI engine through the use of “quickstart” heater plugs, and the very precise delivery of diesel via a piezo injection system optimizes the efficiency of the engine. Low tech? I don’t think so.

Current emission standards mandate the use of low sulphur-content “clean diesel” in Canada, and Audi’s 3.0-litre TDI is an ultra-low emission engine that uses a process called selective catalytic reduction (SCR) to reduce emissions of oxides of nitrogen from the exhaust. A biodegradable liquid called AdBlue (which is a 32.5 percent urea solution) is sprayed into the catalytic converter where it reduces all the harmful chemicals into nitrogen and water. It is relatively slow release and is stored in a 24.6-litre tank that will be replenished by service technicians as part of the vehicle’s maintenance program.

I spent two full days getting acquainted with the Q7 TDI over a wide variety of road surfaces and in conditions ranging from bumper-to-bumper urban congestion, to sinewy, traffic-free back roads, with some long highway cruising in between. The Q7 TDI hustled from a standstill to 100 km/h in a tick over nine seconds, and power delivery from the turbo-charged V6 is strong and linear. The silky smooth six-speed Tiptronic transmission reacts intelligently to best match its shift patterns to the inputs of the driver, while the speed-sensitive, close-ratio power steering has been engineered with the enthusiast in mind. Handling is very good for a 2,500-kg vehicle, as the centre of gravity is quite low for a vehicle of this type, and my Calla White test rig felt planted on its optional 20-inch wheels and low-profile performance tires. Big, ventilated disc brakes, quattro all-wheel-drive, and a host of advanced driver aids kept this torque monster under control.

The 2009 Q7 TDI is available in two trim levels, and can be ordered in either the standard five-seat configuration, orwith an additional two-position third row. If luxury is the order of the day, then you can also replace the second row bench with a pair of individual seats separated by a console. Available equipment includes all the offerings from the Q7 menu, including navigation, premium Bose audio, a panoramic sunroof, and, as in the case of my test unit, the S-Line Sport package.

With recent arrivals of diesel-powered crossovers and SUVs from German rivals Mercedes-Benz and BMW, it is obvious that product planners see Canada as an untapped market for diesel platforms. The Q7’s natural rival is the Mercedes-Benz GL320 BlueTEC 4Matic as it is the only other seven-passenger model to currently offer a diesel. Both vehicles are pretty evenly matched when it comes to performance and technical specifications, but Audi’s Q7 TDI beats it substantially when it comes to pricing, and in our present economy, this will give the Q7 TDI an enormous advantage.[PSGallery=obkj6cimt]