By Shaun Keenan

When most people think of Hyundai, high performance isn’t usually top of mind. Some say it’s the great warranty while others would argue between consistently-improving quality and good value. Whether being frugal is the new cool or not, the 2010 Genesis Coupe delivers both of the above, and while other automakers continue their downward spirals of decreasing sales, the South Korean car maker is among the few gainers in this depressed market.

At AJAC’s annual TestFest event last fall, the 2009 Genesis sedan overcame stiff competition on route to becoming the Canadian Car of the Year ahead of Mazda’s beautiful “6” sedan and the top-selling Toyota Corolla. Being named the 2009 North American Car of the Year didn’t hurt either. But, is the coupe as good as the sedan?

It might even be better. It’s more fun to drive, costs less and pound-for-pound (if you don’t need four doors with a big back seat or a V8 engine) few rear-wheel drive sports coupes are more economical than the Genesis coupe.

The base 2.0T starts at $24,495 with a six-speed manual and $25,595 with a five-speed automatic. A GT trim is available for $30,445, adding a limited slip differential, suspension upgrades, Brembo brakes, 19-inch alloy wheels and more premium upgrades to an impressive list of standard goodies.
My mule ($34,795 as-tested) had the bigger, naturally aspirated 3.8-litre DOHC V6, which produces 306 hp at 6,300 rpm and 266 lb-ft of twist at 4,700 rpm with paddle shifters to roll through the six-speed automatic transmission. Going the six-speed close-ratio manual route shaves $1,800 off the sticker, while stepping up to the 3.8 GT trim adds the $1,800 back on. Rated fuel economy is 11.9 and 7.3 L/100 km, city/highway.

I didn’t get to take it out on a track, but I did put a couple of hundred klicks on it on some of my favourite local roads in Halton Hills Ontario recently, where not even heavy April showers could put a damper on the whole experience.

The coupe did everything I asked of it and more…with a big smile on its fascia! Power from the V6 comes on smoothly and the six-speed ZF automatic is simply great! The car is well-balanced and composed for the everyday driver, though it’s also capable of some hair-raising performance when presented the task.

A manual sport mode allows Shiftronic stick movements, though I prefer the paddle shifters on the back of the steering wheel at nine-and-three o’clock. Either way, the rev-matching is done automatically to prevent jerky downshifts that could upset a chassis.

A Torsen rear limited-slip is standard on 3.8 models, though only the 3.8 GT gets the factory Brembos, tuned suspension and such. I haven’t driven one, but the Macpherson front strut and five-link independent rear suspension on the base 3.8 is fairly sporty and the chassis already quite stiff.

With 18-inch aluminum alloys and Bridgestone rubber on the corners, the coupe is very responsive. Not overly so to the point where it’s twitchy or unpredictable – but rather it responded with a quiet confidence that handled all the curvy and vertically challenging roads I could throw at it. She’s also composed in the braking department, having withstood a barrage of full ABS stops on some empty dead roads during the height of the rainstorm without event.

Electronic stability (ESC) with traction control (TCS) comes standard, and while I spent most of my time in the car with it switched off, it does what it’s supposed to do: meaning, it keeps the back end from walking out on you and reduces wheel spin. When turned off, I found the rears will spin in first gear only (even in the wet) before the tires grab in second and you’re off to 100 km/h in about five-and-a-half seconds.

Weight distribution is 55 to the front and 45 in the rear, and, while this might make the Genesis a touch nose-heavy, it does impart precise and accurate turn-in response. Steering is direct and linear and the wheel itself feels good in the hands while offering a nice amount of feedback for the driver.

Inside, the driving position is good and the leather heated front buckets are worthy of praise for their comfort, support and adjustability. You get a great-sounding six-speaker audio system with Infinity AM/FM/XM/MP3 and CDC capabilities, auxiliary and USB inputs in the centre armrest/storage console, plus Bluetooth handsfree phone operation via the multifunction steering wheel, as well as a 5.6-inch LCD information display. I do however have a few small gripes now that we’re in the cockpit. Not having telescopic steering won’t be an issue for all but… there’s also not a lot of head or legroom for most average-sized adults in the rear seats. While the seatback does fold down to accommodate longer cargo objects, there is no split-seat (meaning it’s two or four people) and the pass-through is somewhat limited due to structural reinforcements back here. Overall fit and finish is decent, though they didn’t shy away from hard plastic surfaces in here – no doubt to keep price in check. As is common with many coupes, rear visibility is not the greatest, but I guess what it boils down to for me personally is that the interior just doesn’t feel quite as refined as the 2004 Tiburon GT Tuscani I fell in love with some five years ago.

Now in terms of the exterior in the style department, the 2010 Genesis Coupe has definitely got the look. I actually think it bears more of a resemblance to the first-generation Tiburon than it does the current G-sedan. Its classic coupe silhouette features short overhangs, a long, wide wheelbase, unique grille and an “emotionally-sculpted Z-line” that runs down both sides of its nicely sculpted body. Fog lights are standard on all trims, but on the 3.8 you also get a power sunroof, auto-leveling HID headlights, mirror-mounted turn signals and a few chrome dress-up items.

Overall – this new offering from Korea affords outstanding driving dynamics and an excellent price-to-performance ratio. It also offers up a nice selection of creature comforts, conveniences, technologies and safety features (like six airbags) that when coupled with its very stylish appearance – help make a strong case for putting the 2010 Genesis Coupe on track to keeping the Car of the Year honours in the Hyundai family….for at least another year. Exhilarating.

Story and photos by Russell Purcell

Owning a car or truck is a significant investment, and as such, proper steps should be taken to preserve its value. While most consumers recognize that regular oil changes and scheduled service calls are important to ensure the reliable operation of their vehicles, very few people pay much attention to the maintenance of the car’s external surfaces or interior. Most believe that the occasional visit to the car wash should suffice, and if they have any change leftover, they may vacuum out those errant fries that have been under the seat since last summer. In reality, detailing is one of the most valuable services your vehicle requires.

I recently paid a visit to the shop (www.autowerkesexclusive.com) of master detailer Ken Wilson in an effort to get a better understanding of what it takes to keep a vehicle looking its best. Ken is an automotive enthusiast himself, so he knows how much his clients enjoy their automobiles. As a result, he is meticulous in his work, and the end results are truly stunning. Over the course of an afternoon, Ken and I discussed his industry, various products, the needs and wants of his clients, and most importantly, how the average consumer can detail his own car with far less effort than expected in a couple of hours.

Once you get familiar with the various steps involved in a thorough detail, it will become a regular part of your car’s maintenance plan, and you may find you even enjoy it. There are basically four steps to detailing the outside of the car: washing, claying, polishing and sealing/waxing. Washing and vacuuming should happen at least every two weeks, while the other three are required as needed based on environmental conditions and/or time factors. Interior detailing should also be a regular activity to reduce the effects of exposure to the sun, dirt and dust, as well as prevent the intrusion of odours, moisture and mould.

Washing

Washing requires two buckets. One is your rinse bucket, while the other is for your soapy water. A sheepskin mitt is your best bet, as the grit moves away from the surface and gets in the pile, but is easily removed in the rinse bucket water. (Please see side-bar for Ken’s detailed wash tips). Wash in sections from front-to-back, top-to-bottom.

If you need to use a wheel cleaner, read and follow the instructions, then do one wheel at a time. Ken sees evidence of wheel damage caused from the misuse of these products everyday, and it tends to be expensive to fix. He suggests you spray on the cleaner and give it a little time to work before rinsing it off. Finish the job with the soapy microfibre mitt and rinse.

“Use a product like Simple Green, diluted in water, to clean the wheel wells. Spray them down with the solution or an all-purpose cleaner, agitate with a brush, then rinse.”

Cleaning windows can be a chore, but Ken finds that an alcohol-based cleaner and a waffle weave microfibre towel make this job quick and easy. Steel wool (000 grade) can be used to get heavy residue or stickers off in a hurry, and can be found in the painting section of your local hardware supply store.

Completely dry the car’s surface using waffle weave microfibre towels to prevent water spots. Cotton towels should be avoided, as they are quite abrasive.

Claying

After you have washed and dried your car, it may not be completely clean. The paint may contain surface deposits and contamination, so special clay is used to pull the impurities from the surface, leaving it perfectly smooth. A dedicated lubricant spray provides a slick surface to rub the clay on, and just like with the washing process, the motion should be back-and-forth on a horizontal plane, not circular. Ken recommends that this process be done once a year, preferably in the spring, as it would clean the paint of all the grime and pollutants that come with winter road conditions. It also works on glass.

Polishing

Polishing is used as a means to rid the car of surface imperfections such as scratches and oxidation, but it also helps bring out the colour of the paint.
There are two categories of automotive polishes – chemical and abrasive. A chemical polish is used to clean the surface and remove oxidation. An abrasive polish removes a small portion of the clear coat, and is usually employed to remove heavy oxidation and deep scratches, and is typically applied using a rotary or random orbital buffer. Abrasive polishes are classified by how abrasive they are, ranging from “rubbing compound” to “finishing polish.” A variety of different application pads are available and all should be carefully matched to the abrasiveness of each compound.

“There is a misconception that regular polishing strips the clear coat off your car. When I am working on a high-end car, I use a paint thickness gauge to tell me how many microns of paint is on the car. This will help me decide what my plan of attack will be. This Ferrari has 250 microns of paint on this fender. If I work on this fender with a one-step polish to bring the paint out, I might, at most, take one micron of paint off the car. A three-stage polish might knock two microns off the clear coat. The amount of clear coat you take off with polishing is so insignificant. In general I would recommend that you have your car polished once a year.”

I should point out that Ken has noted some pretty significant variations in OEM paint thicknesses lately, and some were concerning enough that one customer was having his brand new car sprayed with another coat of clear for protection. As a result, you may still want to leave the polishing step to a professional.

“All the clear coats are different, so it is important to know what you are dealing with at the outset. For example, shops in England won’t work on Hondas due to the softness of their paint, but we do not have that issue. Porsches have very sticky paint, whereas Audis are very hard. Modern Mercedes-Benz vehicles have ceramic clear coats, which are also very hard, so getting scratches out is very time consuming.”

Sealants

After having polished your pride and joy, you need to protect it. Synthetic sealants provide a more durable finish than wax, and are easy to apply.

“For consumers, I prefer sealants over waxes any day of the week. They last longer, they take abuse better, and they are very easy to apply. In short, they are quick and easy, and that is what the Average Joe is looking for. There are some quick spray-on products available that can be applied in an hour, yet offer six months protection.”

A wax will bond to a sealant, but a sealant won’t bond with a wax. This means that if you choose to use a sealant and wax combination, it is necessary to apply the sealant first.

Waxing

A good carnauba wax product should be applied every 3 or 4 months to help protect your car’s finish from the likes of acid rain, dirt, bird droppings and bug splatter. It also helps repel water which can leave spots.
“Most waxes should last 4-6 weeks, but some of the better ones can last months. With these products, you really do get what you pay for. Many of the decorative waxes look phenomenal when you get done, but they have poor durability.”

Waxes come in liquid, paste or cream form. Ken suggests that you apply your wax super thin, because when it dries, it dries really hard and becomes very difficult to get off.

“Be careful to read the instructions for any product you use, but for carnauba waxes especially, as you should be buffing it off immediately after applying it to the car. Just do small sections at a time, like a door half or fender.”

Ken also pointed out that most waxes advertise that they provide a high-gloss look, but in reality, carnauba waxes tend to mute metallic flake. He also stressed that you should be careful if you choose a product labeled as a “cleaner wax,” as they can be quite abrasive.

Interior Cleaning

Slide the seats all the way forward and back to get everything from underneath with a vacuum. Use a crevice tool to get between the seats, and always look under the floor mats.

“Look in the seams and welts of the seat cushions for debris as items like sesame seeds and dirt will eventually cause the threads to rot.”

There are lots of brushes made for detailers, but Ken finds certain commonplace paint brushes to work very well.
“I like to use a 2.5-inch natural bristle sash paint brush to get into vents, around door trim and gauges. Unlike the natural bristles, polyester brushes don’t bend back when you bend them. The natural bristles also don’t scratch or mar surfaces.

And don’t forget to dust around the steering wheel emblem!”

There are a host of interior shampoos out there, but the trick is they need to be mild enough to not damage the materials and fabrics. If you are sensitive to odours, it may be wise to unscrew the cap and smell the product prior to purchase to see if you can bear it should it linger for a few days after you perform the detail.

Leather interiors require a two-step treatment that includes both a cleaner and a conditioner. Light scrubbing with a microfibre towel will help direct the cleaner to heavily-soiled areas. After buffing the cleaner off with a towel, carefully apply the conditioner as directed on the label. This is vital, as is a final buffing with a towel, otherwise you will get streaking. Ken suggests you condition your leather every 3 to 4 months.

“If you need to use a UV protectant on your interior or trim, try to find a water-based one as the silicone ones tend to dry out the plastic. Use a micro-fibre pad to apply the product, and spray it on the pad rather than on the surface to prevent further clean-up due to overspray.”
Do Your Research

It is important to do your research. Don’t just fall for a flashy label or clever marketing hype. Find the products that best meet your needs and budget. Many of the product manufacturer websites have detailed application instructions and guidelines posted for their individual products.

“I would suggest that your readers search the web for detailing forums. There are usually experts out there who will help answer your questions, or you might find individuals who have posted information that can point you in the right direction.”

Conclusions

The typical clearcoat finish on the modern automobile is very soft and less durable than paints of the past. As a result, it is more important than ever to protect your vehicle’s finish with either a wax or sealant. Regularly washing and detailing will extend the life of your vehicle, make it more attractive, and protect it from depreciation.

Story and photos by Budd Stanley, additional photos courtesy of BMW

Late November 2007, I found myself lapping BMW’s Performance Driving Centre in the driving rain behind the wheel of the all-new BMW X5. With one of the head engineers guiding me around the track, he claimed to me that this new “SAV” or Sports Activity Vehicle as BMW insisted on calling it, could handle a corner as well as its 3-Series sibling. After about ten laps, I believed him, with the aid of the direct-injected 4.8L V8 heaving the 2,380 kg SAV out of the corner with the utmost of ferocity. As a performance car enthusiast, I’ve never really been a big fan of this segment of vehicle, but the new X5 gave a good smack in the face that told me a versatile vehicle can also be fun to drive.

It was at this global launch that BMW teased us with the diesel version as the European media were also in attendance. While the gasoline powered X5s impressed, the diesel-powered version had me quite intrigued, although at the time, there were no plans to bring the diesel to North America. The truth of the matter is that North Americans (mostly Americans) just don’t like diesel vehicles, unless it’s a work truck. Well, a lot has changed in the last couple of years. Fuel prices, along with environmental and economic concerns, mean that people are now looking to spend their money in a much smarter way. And thus the market is beginning to look at diesel in a whole new way.

And so we have it, the X5 diesel is here, now named the BMW X5 xDrive35d. Yup, it’s a mouthful. This new line in the X5 breed features BMW’s award-winning 3.0L turbocharged straight-six with the new BluePerformance Advanced Diesel technology. So, what is BluePerformance, and what does it mean to you? Well, this technology will likely make you think diesel rather than buying a smaller gasoline powered car.

BluePerformance is BMW’s achievement from the Bluetec development project. This was the research into making diesel technology cleaner and more socially acceptable. In other words, you get a diesel-powered vehicle with excellent mileage and huge power, without the noise, smoke or smell of a conventional diesel-powered vehicle. This is done by utilizing direct injection from its common rail-type fuel system that contains fuel pressurized to 1,600 bar or 26,000 psi. Two turbochargers, mounted sequentially, keep turbo lag at a minimum, while providing effortless power throughout the rev range, and giving the mid-size vehicle 265 horsepower and a massive 425 pounds-feet of torque to complete the performance side of the equation.

On the environmental side, the diesel’s exhaust uses urea injection to lower NOX emissions. After being injected into the exhaust gases, the urea solution creates ammonia that then converts the nitric oxides (NOX) in the exhaust into environmentally friendly nitrogen and water vapour. Like similar systems, the urea supply must be refilled occasionally; however, by equipping the X5d with 23 litres of urea capacity in a pair of tanks, one of which is heated to ensure a fluid urea solution in temperatures below -11 degrees Celsius, BMW has managed to fit the urea refilling periods within the standard scheduled maintenance stops, and will cover the cost of the refills and solution for the first four years or 80,000 kilometers.

So this technical talk is all well and good, but does it make diesel a more seductive fuel alternative? In a word, yes! The result is that you have a vehicle with all the versatility of an SUV, the class and handling of a performance luxury sedan, the power of a large V8 matched with the economy of a small V6 sedan. I don’t know about you, but that sounds like a winning combination to me. And that’s exactly how it feels on the road.

The sheer amount of low-end torque means both nipping around town and passing on the highway are near effortless and more civilized acts. A gasoline-powered vehicle requires downshifts to put it in the needed power band, and the engine revs hard to pull you past slower traffic. With the diesel, you only have to press the throttle, and allow the mountain of torque to thrust you forward. When matched to the xDrive AWD drivetrain, the usefulness of all this lowdown torque made the X5 surprisingly competent off the beaten path. The xDrive system includes a centre diff with a collection of clutch packs to provide torque to either front or rear axles, with a static distribution of 60 percent rear, 40 percent front, and the capacity to send full power to either end. With the DSC on, traction was maximized, and the lack of wheelspin got the BMW up a steep and slippery grade with ease. Conversely, with the DSC off, the diesel’s low-range torque and excellent six-speed automatic transmission kept the wheels spinning to power out of sticky situations. For a full report on how the X5 compared to its luxury SUV competition in off-road conditions, be sure to check out the Spring issue of Trucks Plus Magazine.

The only downside that I personally found with the diesel, was that it wasn’t gasoline. I love a great sounding engine, and the BMW gasoline straight-six does play a magical tune. Also, I love shifting gears and playing in the rev band, and you really just don’t need to with this vehicle. So, the diesel is almost too efficient for me, as high revving and gearshifts are simply not needed. For the average consumer looking at getting into an X5, this will likely not be a problem, and to be honest, it is something I could easily live with.

By Shaun Keenan

If you’re one of the over 28-million Internet users in this country and frequent a lot of automotive blog sites, you may have stumbled across this exotic-looking concept car when it began appearing online in February.

It’s called the Lamborghini Insecta Concept and if you’re a fan of the Italian super car brand like myself, it most likely got your attention for a few reasons. First, its buggish name flies in the face of the company’s long-standing tradition to use bullish ones to identify the mark. Second, it looks like real. As real-looking as the Gallardo it’s based upon at least.

For me, April’s Fools Day came early this year. But, eventually I too came to accept the reality that this vehicle exists only in the virtual space and will likely never see the light of day. Though, to look at some of the renderings, you’d swear it has seen the Sun.

Anyway, to be a bit different this month with the Design Showcase, I was so moved by the fact I’d been duped, that I wanted to grill the 27-year-old Romanian designer Iulian Bumbu with a few burning questions. One blog had his e-mail on it, so I fired one off not sure what to expect. A few days later, our man replies, willing to answer any questions I may have.

In 2008, Bumbu completed a one-year Transportation Design Masters Course at the renowned Scuola Politecnica di Design in Milano, Italy – the Capital City of Design – which included a three-month internship at the Centro Stile Alfa Romeo. He’s also received a degree from the National University of Art Bucharest for Product Design in 2004 and has three years experience as a 3D modeler and texture artist for AMC Studio – a leading video game developer – in Romania’s capital Bucharest.

“The original purpose of my design was to try something different for this brand,” explains Bumbu, who lives some 70 kilometres north of his hometown of Bechet, Romania in a larger city called Craiova. “It was an experimental project. I was really interested what people’s reactions to this car would be.”

Judging by the response so far, I’d says it’s been a success. Though, it’s still important to point out the Insecta is not an official Lamborghini design concept. While Bumbu does not work for the super car maker, he claims his design has generated some positive feedback from them.

When I asked Iulian about his name choice for the concept, he calmly replies: “What can I say; being an atypical project and more of an experiment, I thought why not break away from the bull names tradition and use the name related to the inspiration source instead. I know that many people hate it, but my goal was not to please everybody.”

To this end, the Order Coleoptera – or common beetles – should feel proud of the distinct design they have inspired. The choice to design a Lambo was a matter of inspiration too, according to Bumbu. “I simply considered that, in that moment, this is what I wanted to do, and I didn’t think about it too much.”

The Insecta is such a departure from traditional Lambo designs that it was very important to include the trademark scissor doors. Were it not for these, the angular and tough-looking shell could be easily construed as anything but a Lamborghini, though still something thoroughly bred Italian.

His concept sits lower, is wider and has a wheelbase that’s slightly longer than a Gallardo. Length is about the same, and power comes from the same five-litre 90-degree V10 mill as in a 2008 Gallardo, which when combined with Bumbu’s lightweight full carbon-fibre body, makes 500 hp and 380 lb-ft feel more like 550 hp and 420 lb-ft of torque – a significant power-to-weight boost. Theoretically, of course.

“Though this project is focused more on the exterior, three cool things about the interior are the virtual appearance of the watch panels, the shape of the dashboard more related to a Star Wars ship than a car, and the centre panel, which integrates another (navigation) screen with an unusual shape.”

Sporty bucket seats, a U-shaped sports steering wheel and the unique greenhouse, which seamlessly blends into the glass engine to provide a striking view of the mid-mounted engine, are some other nice touches. Personally, I think he should have considered a three-seat centre-drive setup like the mighty McLaren F1.

Like it or not (I’m for the former), it took some time to put this design together. How long, you ask? “It typically takes me about one month to complete a 3D rendering for this type of car,” says Bumbu.

As for specials. “Really, I only need a pen or pencil and some paper for the sketches and the 3D software to complete the work.” At this point, a stylus and digital sketch pad are also quite handy.

“There can be anywhere from just a few views to 10 to 20 sketches in some projects before I start working with them in the computer. I use a program called Maya,” he clarifies, adding “I started using this software when I was working in the video game studio. This is where I perfected my skills.”

On the topic of Lamborghini’s latest official concept – a four-door sedan with a high-powered hybrid powertrain no less – “I think the Estoque is a really nice car and I really like the way they’ve integrated the muscular appearance into the geometrical style of the brand. I think it will be a success.”

To date, none of Bumbu’s masterpieces has seen the light of day. But, who’s to say that it won’t happen? “Right now, I’m collaborating on a few projects for some small car companies,” he says. “Ever since I was a little boy, I had a great passion for cars, but I also like to design home interiors and science fiction characters and vehicles.”

And, who knows where all this will take him? Maybe he’ll end up at BMW like his favourite automotive designer, American Chris Bangle, did. Perhaps he’ll be asked to move to Sant’Agata Bolognese near Bologna to continue his work crossing insecta with bovine.

“My goal is to one day own my own design studio,” he says. “That would be great!”

Review and Photos by Gerry Frechette

Electric cars have been around as long as the car itself, over 100 years. The issues with electrics have always been major ones. Things like cost, range, cold-weather performance, speed, weight, and charging time all go to the heart of the ownership experience. But, as in most fields, modern technology has a way of making large concerns into smaller ones.

The lithium-ion battery is the game-changer for the auto industry, and while we hear mostly about plug-in hybrids that will deliver the range of a gasoline-powered car, many people only need a city car for commuting, with a shorter range. A car like the Mitsubishi iMiEV (pronounced eye-meev), which stands for Mitsubishi Innovative Electric Vehicle.

Based on the gas-powered i model sold in Japan for a few years, the iMiEV is a pure electric, powered by Li-I batteries which are lighter, more powerful and take much less time to charge than the old-tech batteries. Charging time from full discharge ranges from 14 hours at 110V, through 7 hours at 220V, right down to 30 minutes via a “Quick Charger” that will be supplied.

Driving the iMiEV is much like any other sub-compact car, with the exception of instantaneous, maximum torque right from rest, which is the feature that all electric motors have always delivered. Given that torque is crucial for overall performance in real-world conditions, the iMiEV is well-suited for a city environment, which it is designed for.

With a projected range of 120 km (depending on terrain and temperature) and top speed of 130 km/h, the iMiEV would be an ideal commuter car from the close-in suburbs to the downtown of any Canadian city. The cost of a charge-up would be about $2.00.

On the other hand, the projected cost of the car when introduced in Japan this year will be nearly twice that of the gas-powered version, about $35,000 or so, illustrating that Li-I batteries will cost a lot when they come to market. But if you are saving $10 or $15 per day just in fuel, the numbers just might add up over the life of the car.

Look for the iMiEV to be launched here as soon as late 2010.

Specifications:

MSRP: ————————– Unknown
Vehicle Layout: —————– Rear motor, RWD
Engine: ——— Permanent magnet synchronous electric motor
Transmission: ——————- Direct drive
Horsepower: ——————– 63
Seating Capacity: ————— 4
Curb Weight: ——————- 1,080 kg
0-100 km/h: ——————- 10 secs approx
Maximum Speed: ————— 130 km/h
Fuel Economy L/100 KM city/hwy: - 0.0/0.0

Review and Photos by Gerry Frechette

One of the hottest market segments these days is the premium-branded mid-size crossover vehicle, which give you the cachet of the sedans on which most of them are based, with the added room, utility and commanding driving position of a small SUV.

Hard on the heels of its new A4 sedan, Audi now offers the Q5, and the parameters listed above pretty much describe this latest effort from Ingolstadt. Beyond that, it is essentially an A4, which is no bad thing.

Under the hood is the familiar 3.2-litre FSI V6, smoothly delivering 270 hp and 243 lb-ft. It would be nice, though, to be able to choose the other engine from the A4, the 2.0-litre turbo four, which has even more torque and economy, to say nothing of the 2.0-litre diesel available in most civilized parts of the world. Maybe next year…

Backing up the V6 is a six-speed Tiptronic automatic and quattro AWD, so nothing here is unexpected in a mechanical sense. Ditto the hardware at the four corners, which is all-independent suspension, big disc brakes and 18-inch wheels.

Audi has been impressing a lot of folks with its interiors, and the Q5 keeps up appearances. It not only looks high-quality, it is a very pleasant place to spend hours in. Eight-way power heated leather front seats are standard, and they are very supportive and comfortable.
Drivers of these premium vehicles want technology, and the Q5 has as standard or available the latest Multi Media Interface system with hard-disk Jukebox, Bang & Olufsen 505-watt audio with Virtual Surround Sound System and 14 speakers, and HDD-based navigation with voice recognition and choice of 2D map, 3D terrain model, or bird’s eye view. This stuff is really getting into the realm of what would have been considered science fiction only five years ago…

The Q5’s over-the-road capabilities are no fiction at all, though. Considering its size and weight, it handles well by any measure, completely on a par with the A4 sedan and any other similar CUV, if not better. The engineers have done quite a job putting a “lighter” feel into the steering and brakes than one would expect from a vehicle like this.

The Q5 will be a big hit for Audi.

Specifications
MSRP: —————————- $43,400
Vehicle Layout: ——————– Front engine, AWD
Engine: —————————- 3.2L DOHC V6
Transmission: ——————— 6-spd automatic
Horsepower: ——————— 270
Torque: ————————– 243 lb-ft
Brakes: ————————– 4-whl disc, ABS, EBD
Curb Weight: ——————– 1,895 kg
0-100 km/h: ———————- 7.2 sec
Fuel Economy: —————- (L/100 km, city/hwy) 11.5/9.0

This year’s class of motorcycles will focus on British bikes built through 1959, and collectors with unique and storied examples are invited to request an entry application (contact Sean Jacobs at sjacobs@pebblebeachconcours.net).

Future motorcycle classes are also likely to focus on bikes from specific countries or regions. “International interest in collecting classic motorcycles is on the rise, and we want to celebrate them and do all we can to support their preservation and restoration,” said Sandra Kasky Button, Chairperson of the Pebble Beach Concours. “These motorcycles will both complement and contrast the automobiles on our field. In a very real way, they expand on the history of the car; many early automakers started by making two- and three-wheelers — and some still do!”

Included among the British motorcycles heading to the 18th fairway will be two legendary Vincent HRD V-Twins — the famed 1947 works racing machine known affectionately as “Gunga Din” and a 1948 bike built for U.S. sportsman John Edgar and often nicknamed the “Bathing Suit Bike” due to the scant attire of its primary rider, Roland “Rollie” Free. The show that goes August 16th this year was first conducted in 1950 and has grown to be the world’s premier celebration of the automobile. Charitable donations raised by the Pebble Beach Concours d’Elegance to date now total over $12 million. For more information on this year’s show visit www.pebblebeachconcours.net

Mickey Thompson TV
If you are a fan of Mickey Thompson Performance Tires & Wheels, here’s something for you. The company has launched a branded online video site called MickeyThompsonTV.com. This online video player, produced by PowerTV, is stocked with a variety of video content on Mickey Thompson drag, truck, motorcycle, off-road, and Bonneville racing that includes recent video as well as some vintage Mickey Thompson video footage. Video will also include product information, company news, event coverage and more. Any video on MickeyThompsonTV.com can be viewed, selected, and then embedded into other web pages, forums or blogs so the video can be shared. Mickey Thompson enthusiasts and fans will also be able to upload their own video content. Members will have the ability to share comments, and participate in related forums, and will also be able to access Mickey Thompson product information, company news, apparel and much more.

“We are very excited to introduce a customized online video player to the friends and fans of Mickey Thompson”, said Ken Warner of Mickey Thompson. “This new site has been designed and developed with the input we have received from the loyal Mickey Thompson fans and racers from around the country. It will be a lot like having the Mickey Thompson version of YouTube!”

Ottawa to Fund Automotive Research in Canada
Tony Clement, Minister of Industry, recently announced the establishment of an automotive research fund designed to keep the Canadian auto industry competitive and sustainable. “Automotive Partnership Canada will enhance our automotive research capacity, fueling made-in-Canada innovation, increasing our ability to compete internationally and bringing long-term benefits to this important sector,” said the Minister.

The program will support R&D projects in specific areas, including alternative fuels, next-generation manufacturing, advanced powertrains and lighter or more sustainable materials. All proposals will be selected through an independent peer review. “Engaging industry to this extent will ensure that innovation moves quickly from the lab to the plant to the showroom,” said Dr. Suzanne Fortier, President of Natural Sciences and Engineering Research Council of Canada (NSERC), speaking on behalf of the five funding partners. “We want international automakers to realize that Canadians aren’t just good at building vehicles; we are a great place to conduct leading-edge R&D.” The program is set to begin this year and run through 2014 and will receive $145 million in funding over that period.

All-New Acura ZDX Goes On-Sale This Fall
A prototype of the provocative built-in-Ontario Acura ZDX luxury four-door sports coupe made its world debut at the recent New York International Auto Show. The production version of the dramatically styled prototype is set to go on sale this fall.

“The ZDX is truly a luxury performance coupe – plus,” said Jeff Conrad, vice president of Acura sales. “The emotional coupe styling coupled with a luxurious and dramatic interior and surprising versatility, allows the ZDX to define its own segment and attract an entirely new customer.”

The ZDX will go up against models in the segment such as the BMW X6 and Infiniti FX. Like its competitors, the ZDX features a coupe-like fastback profile in combination with the versatility of four doors. To maintain a smooth two-door illusion, the rear door handles are concealed in the C-pillar. The all-glass tailgate opens to reveal innovative storage solutions under the cargo area floor. The 2010 ZDX will get its power from what Acura calls a powerful, yet-to-be-disclosed V6 engine mated with a six-speed automatic to send power to all four wheels in Acura’s Super-Handling All-Wheel Drive system.
Features include an all-new blind spot information system, which will help drivers change lanes more confidently. A new multi-view rear camera makes parking even easier with the added enhancement of both a wide angle and top-down view. Features also available are technologies such as Acura Navigation System with Voice Recognition™, AcuraLink Real-Time Traffic and Weather™, Acura/ELS Surround® premium audio system and Bluetooth® connectivity.

GMC Adds New Crossover to Line-Up
The 2010 GMC Terrain is the newest model to join General Motors stable of crossover SUVs. Set to replace the Pontiac Torrent and GMC Envoy, the Terrain is positioned below the full-size Acadia and shares its architecture with the new Chevrolet Equinox.

One of two engines available on the Terrain is a new 2.4-litre four-cylinder engine with direct injection, expected to deliver highway fuel economy of 7.8 L/100km. Peak fuel economy is achieved in part with an “ECO” mode that is activated via a console-mounted button. When engaged, it lowers the torque converter lockup speed to 1,125 rpm to help save fuel on models equipped with the motor. The other is a 3.0-litre DOHC direct-injected V6 engine delivering an estimated 264 horsepower. Both engines are mated to a six-speed automatic transmission. Terrain’s rack-mounted electric power steering system provides greater fuel efficiency on four-cylinder-equipped models.

“The new Terrain brings GMC’s history of innovation and engineering excellence into a smaller, fuel-efficient package for today’s buyer,” said Susan Docherty, Buick-Pontiac-GMC vice president. “The capability attributes that make a vehicle a GMC are ingrained in Terrain, making it an appealing choice for existing traditional SUV customers who are looking for distinctive styling and increased efficiency.”

The 2010 made-in-Canada Terrain with front-wheel drive and all-wheel drive models offered in SLE and SLT trim levels goes on sale later this summer. A list of standard and available features includes rear vision camera, programmable power rear liftgate, Bluetooth hands-free phone capability, MultiFlex sliding rear seat, remote vehicle start, USB audio connectivity, MP3 playback, seven-inch touch-screen navigation system, 40GB hard drive, DVD-based rear-seat entertainment system with two independent screens, and standard OnStar and XM Satellite Radio.

Ontario to Ban Hand-held Devices While Driving
New legislation that could be in effect by as early as this fall could spell the end of hand-held devices for Ontario drivers. Like motorists in Quebec, Nova Scotia, Labrador and Newfoundland, Ontario drivers will be prohibited from using hand-held cell phones or other hand-held electronic entertainment or communications devices. Hands-free devices would be permitted, along with emergency calls, such as to 911.

Transport Canada estimates that driver distraction is a contributing factor in about 20 per cent of all collisions, and drivers who use cell phones are four times more likely to be in a crash.
“We want drivers to focus on the task of driving,” said Transportation Minister Jim Bradley. “Driving safely must always be a driver’s primary task and responsibility; anything less is unacceptable. Eyes on the road, hands on the wheel — it is one of the basic tenets of safe driving.”

Once the law is in place, drivers who text, type, email, dial or chat using a prohibited hand-held device could be fined up to $500. The law will also prohibit drivers from using portable video games, or viewing display screens unrelated to the driving task, such as laptops or DVD players while driving.

The law does not affect cell phones with an earpiece or headset using voice dialing, or plugged into the vehicle’s sound system; a global positioning system (GPS) device that is properly secured to the dashboard or other accessible place; or portable media players plugged into the vehicle’s sound system. Hand-held devices can only be used when the vehicle is safely pulled off the roadway, and not when stopped in traffic or at a red traffic light.

Kumho to Introduce New Tires to North America
Kumho is about to introduce quite an array of new tires to the North American market. Following its most recent dealer meeting, we learned that the manufacturer will soon launch a premium all-terrain tire, the Road Venture SAT, five medium truck tires including a wide-base model, and an eco-friendly tire, the Solus KH-16. The company announced that it now has the highest production capacity ever achieved (64 millions units a year) and it expects to increase it to 77 million soon.

You enjoy bike riding with your family, or maybe the thrill of racing down a mountain on some bike trail. This type of activity takes away the daily stress everybody seems to encounter in tough economic times, but what about the stress of getting the bikes to where you want to ride without any damage?

Swagman Industries has a complete line of bike racks with hitch, trunk, towing, tire or roof rack mounting options. The hitch mount option gives you a variety of choices. Each rack mounts onto the trailer hitch via the trailer ball or the receiver hole. Some models fold down with the release of a pin so you can access the cargo area of the vehicle, which is especially important if you drive a SUV. The prices on these types of racks run from $80 to $350. The trunk model carries up to three bikes. Six tie-down straps provide maximum stability and safety and the unit folds for easy storage and comes assembled. Heavy foam-padded cradles provide maximum support and protection for bikes. A trunk mount rack should cost about $80.

The towing option is the perfect solution to carrying up to four bikes while towing your boat or trailer. Assembly is minimal but is available in a two-inch-receiver model only. Cost is $245. The two-bike, tire-mount rack incorporates individual rotating cradles. The big advantage of this rack is that the backing plates are available in different widths to accommodate standard and off-road tires. It is also available in a model designed for vehicles with off-set mounted tires to better position the bikes to the centre of the rear of the vehicle. This rack is $200. The roof-rack version is available in different styles including the universal mount that attaches to the front fork of bicycle once the front wheel is removed. Quick release and a tie-down strap for the rear wheel are included.

The upright roof-rack tray has a universal mount that fits original manufacturers’ roof racks, as well as Yakima and Thule roof systems, and is completely lockable. The Barracuda bike rack has a unique design that makes bicycle transport very easy. The bike wheels locate firmly into a specially-molded profile that holds the bike steady in an upright position. This great new feature allows you to use both hands when securing the wheels and frame. The bicycle holder comes completely assembled with locks included. It is secured to the roof rack when the frame holder is positioned to the bicycle frame.

The holder costs $186. For all campers or motor homes out there, consider the pop-up rack. This rack provides the solution to the problem of how to bring your bikes with you on your camping excursions. The frame is constructed of lightweight aluminum and the legs have foam bumpers to help protect the camper top. This rack carries up to four bikes out of the way until you need them.

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 year was 1956. The Suez Crisis meant that fuel rationing was once again put into place in the UK, and German Bubble Cars (the Messerschmidt KR175, KR200, and FMR Tg500, as well as the BMW Isetta 300) were beginning to be a popular choice of affordable transportation. Furious that the British did not have a car to combat this swing to miniature cars, BMC (British Motor Corporation) head Leonard Lord uttered the words, “God damn these bloody awful Bubble Cars. We must drive them off the road by designing a proper miniature car.” And thus, the framework was laid down to produce what would become one of the world’s most iconic and identifiable cars – the Mini.

The project was charged to Greek-British designer Alec Issigonis, a Greek native who moved to the UK after the Turks re-possessed his hometown after the Greco-Turkish war in 1922. Issigonis’ task was to design a car that would fit in a 10 x 4 x 4-foot box, with 80 percent of the floor plan designated for cargo and passenger space. A tall order indeed, that would require some modern thinking. Issigonis developed an engine compartment that was extremely efficient at doing more with less. He went with BMC’s 34-hp A-Series 850cc four-cylinder and mounted it transversely in the engine bay. The car’s gearbox was also built into the sump of the engine, allowing both to run on the same oil reserve, and keeping a compact package. The drivetrain would be FWD and the radiator would also be mounted transversely, taking air from the driver’s front wheelwell. The suspension was of an all-new design for space saving. Instead of springs, the Mini would use rubber cones fitted to the front and rear subframes. Not only did this system save space, but it also gave the car a firm sporty ride that would later make the car an ideal candidate for motorsports, but more on that later.

To make the most out of the interior space, the wheels were limited to 10-inches tall and pushed out to the corners as far as possible, allowing space to seat five adults. Anyone who has sat inside an original Mini will attest to the car’s amazing use of space, which just doesn’t seem possible in such a small car. In turn, the small boot fitted behind the rear seats was designed with a hatch that opened downward rather than up. This was done so that it could remain open during travel allowing owners to over pack. No space went unused. Storage hollows were added to the doors, thanks to sliding windows, and were said to be designed to fit a bottle of Gordon’s Gin. Storage could also be found in the front dash and under the rear bench with added cubbies on each side. Even the door and boot hinges were mounted externally. The car truly was a marvel in its time and proved that the British could compete with the Germans.

In 1959, BMC brought the car to market, being sold as both an Austin Mini Se7en, (Se7en paying homage to the Austin Seven that represented Britain’s Model T in the 20’s and 30’s) and the Morris Mini Minor. While initially the Mini’s sales were slow, by the end of the ‘60s, nearly 1.2 million units had been sold. This gave birth to several different variants of the car. The Wolseley Hornet and Riley Elf built from ‘61 to ‘69 would be Mini shells with small trunks and Wolseley grilles added to the front. These would be considered the higher-end Minis. In the same period of time came the Traveler and Countryman, which were long-bodied Minis with dual rear doors. The Mini Van would be a commercial panel van sold from ‘60 to ‘82, along with the Mini Pick-up, which is exactly what you think a Mini Pick-up would look like.

One very unique version of the Mini was the Moke. This was a design project for the military to build a lightweight air-transportable jeep. The Moke had no roof or sides and used flat fenders so that the cars were stackable inside a large transport plane. The prototypes utilized a 4WD drivetrain using both front and rear-mounted engines, enabling it to climb 1-in-2 gradients. However, due to its low ground clearance and small wheels, it would be impractical for military duty, as the Land Rover would prove to be the ideal candidate. Nevertheless, BMC built just over 90,000 Mokes for civilian duties as the car made a great beach buggy and on-site complex transportation.

However, the most famous variants of the Mini are easily the Cooper and Cooper S. Formula 1 and Rally car builder John Cooper saw the Mini’s potential as a race car from the very beginning. The car’s small stature, light weight, unique suspension and wheel positioning made it ideal for competition. Cooper and Issigonis collaborated together to build the first Cooper in ‘61. This was a regular Mini with a 54-hp 997cc engine with twin SU carbs, front disc brakes and a close-ratio gearbox. One thousand units were produced to meet Group 2 rally homologation. And off to the races they went.

In 1963, an even higher-performance version was designated the Cooper S, with an 1100cc engine, and a 76-hp 1275cc unit in ‘64 helped such drivers as Irishman Paddy Hopkirk, and Finns Timo Makinen and Rauno Aaltonen take victories in the ‘64, ‘65 and ‘67 Monte Carlo Rallies, with a win in the ‘66 event that would be disqualified after a controversial judging in the use of headlights. While the Cooper was the darling of the world’s rally stages, it was also a fixture in many saloon series as well. Many a race fan has seen either a Ford Galaxie or Lotus Ford Cortina being stalked by a flock of angry Minis, like bees chasing a bear from the hive. They were quite the little annoyance as drivers chose the Mini over just about any other car to race, rally or compete in several other forms of motorsport.

The impact the car had on the world meant that it would be recognized as the runner-up in the 1999 Global Car of the Century, while winning Autocar’s Car of the Century. It was so popular, the designer Alec Issigonis was knighted in 1967 by Queen Elizabeth II for his contributions to British heritage and industry. In all, 5.3 million original Minis were built from 1959 to 2000 by three different manufacturers. Despite four different re-stylings over this time, a 2000 model still had the exact same appearance as the original prototype. However, the story doesn’t stop there.

In 2000, BMW would take over commercial rights to the Mini name, and would introduce an all-new version of the Mini. British loyalists were skeptical that BMW would tarnish the character of the original car. The new car was released with a significant increase in stature, less efficient use of space and now featured a much more luxurious environment than Mini drivers were used to. However, despite this, BMW did infuse the car with the most important characteristic of all, its absolute fun-to-drive character. Like the original, you can’t help but grin every time you get behind the wheel, and also like the original, it is a FWD that drives like a RWD car. While the most fanatical of Mini loyalists still look down at the new MINI, the fact is that the 1959 design could not succeed in the modern world of 3-5 year design turnovers. In fact, the new MINI has already received a re-design. Now fifty years on, and the world is experiencing similar issues that brought about the birth of the Mini. The economy, the environment and the cost of fuel have seen the new MINI continue to be a success, and hey, it’s still built in Britain.

Story By Nigel Matthews

How many more rare cars are lying in wait under dustsheets in little used garages and tumbledown barns? It seems to be the season of amazing finds, in which people discover cars left behind by deceased relatives and put them up for auction.

Let me fill you in on the unbelievable story of the find and sale of a 1963 Pontiac Tempest LeMans that unravelled on eBay.

It has an astonishing ending.

Many years ago, an elderly man had asked his neighbour to store the Pontiac in his garage. The owner died and the neighbour managed to convince a department of motor vehicles to transfer the title of the Pontiac into his name.

It seems the government office agreed the money he could have charged over the years for storage was much more than the car would ever be worth.

The new owner had a feeling that the car had some racing history; the dash plaque, Plexiglas windows and an unusual suspension set-up tipped him off. He did not know that it was a very special Tempest LeMans Super Duty Coupe, once raced by Detroit’s Stan Antlocer.

The opening bid for a car, described as having an original interior, no engine, some rust, dents in the body, and something in the trunk but no key to open it, was $500 US. Within 24 hours of posting, the site had received more than 2,000 hits.

The seller, a man from Harrison, Mich., became very uneasy and stated publicly on eBay that he was going to remove the car from the site. He received a reply from someone telling him that he had hit the lottery; the car was identified by its VIN number as one of only six examples ever built.

Despite receiving a buy-it-now-offer of $160,000 on the condition that he remove the car from the auction, he declined.

With just six minutes remaining, the high bid was $95,000. Should he have taken the $160,000? It would appear not.

Suddenly things took off with bids coming in right down to the last seconds. When the virtual gavel fell, it was at $226,521.63.

To view detailed photos, visit: http://www.autoblog.com/photos/1963-pontiac-lemans-tempest-on-EBay-motors.