An 850hp 1997 Eagle Talon literally built to perfection.

The tuning world is a little more reasonable, where enthusiasts will drop loads of cash on the best possible parts available to attain their performance goals. But what if they don’t meet your standards, or worse, constantly break down, which can often be the case? Well, if it makes you happy, make your own. This is exactly what Ron Korolak from northern Alberta did. He has invested six grueling years into his 1997 Eagle Talon TSi AWD, completing nearly all the work himself along with a few select friends.

“Everything on the car was only designed to take 200 crank horsepower, and putting out well over 850 hp (on the dyno) hasn’t been easy on any of the engine or drivetrain components.” Ron continues, “this car has broken almost every part imaginable over the last six years. From low quality rods, to clutches, to ripping the rear end clean off the car on more than one occasion. People see cars like this but don’t realize the ton of hours, time, money, and heartache it takes to get to this point.” For those who don’t realize the effort that goes into a project like this, let’s break it down (so to speak).

Tackling the engine, Ron wanted parts that would give him the most results. Realizing the parts were not available, he made his own. The real challenge, however, was finding the clearances that would allow him to make well over 730 whp and still remain reliable. “I broke several aftermarket rods until I found the strongest ones,” he states. Over the years, he kept a record of all the clearances, motor specs, and other relevant measurements, until attaining the right combination that allowed him to push the Talon’s limits. Using an uncommon displacement motor for a DSM, the Talon put down 730 hp to the wheels with 600 lb-ft of torque, achieved running medium boost levels only and no nitrous.

The drivetrain was upgraded and reinforced to deal with the excessive power. For instance, the stock syncros within the gearbox would constantly wear out, resulting in the car not slipping into gear under power. The solution was a DogBox transmission supplied by John Shepard Racing. Ron explains, “I was dealing with destroyed syncros in the tranny for years, which resulted in missed shifts. Since I installed the DogBox gears from John, I have never missed another shift or had another tranny-related failure.” Switching to a twin-disc clutch over the regular single-disc also helped. With the help of friend Will Lacelle, the two have recently fabricated a new rear-differential housing to replace the stock differential, which was apparently being ripped apart upon launching at the track.

This DSM has seen more fabrication than Joan Rivers. So it’s worth listing some of these items: the downpipe, the exhaust and intake, intercooler piping, valve cover, oil filter housing, intercooler end tanks, the rear differential, the battery and intercooler hold-downs, the oil cooler, fuel system, the alternator relocation to the back of the engine, removal of all wiring under the engine bay, and the list goes on.

Ron’s first two cars were both early-model Honda CRXs. And both were all-show no-go. To avoid this path again, all of the Talon’s exterior parts are for performance purposes while maintaining a clean overall style. All moldings have been shaved off, including the antenna. The stock turbo wing and all emblems are removed to retain the clean look. The paint is custom, and the VIS carbon fibre hood, VIS carbon fibre hatch, and roof are all painted to match. Other exterior parts include M3-style mirrors and a custom air vent in the front bumper.

The clean and simple theme carries into the interior, where a majority of the parts have been custom-fabricated. This includes the dash, the seat mounts, and turbo timer pod. The largest interior fabrication, and certainly the largest headache, was the ten-point cage. Dave from Trimble Performance helped with this one-off, and the challenge they had was getting the cage into the car without compromising too much interior space. The A-pillars on the cage consist of 14 individual bends, proving to be the toughest bit of fabrication on this project. A healthy list of high-end I.C.E. components once weighed this beast down, but has been replaced with the old tuner stand by: basic CD system with door and rear speakers. It’s probably worth noting this DSM ran the quarter mile clocking 10.4 seconds at 144 mph – with functioning heater, lights, wipers, windows, sunroof, etc.

The mandate for the suspension was optimal traction, and the JIC suspension was the clear choice. All the stock bushings were removed, which proved to be a painful yet worthwhile process in the end, and replaced with urethane bushings. The wheels are 18-inch OZ Racing Superleggera, wrapped in 245/45-18 BF Goodriches, front and rear. “Putting that much power down on 18-inch tires….thanks to BF Goodrich, I was able to find a street tire that could harness over 730 whp” Ron explains. “The Wilwood brake setup is incredible…this car can turn and brake with some of the best sports cars out there.” The front brake assembly includes Willwood four-pistion calipers with 13-inch rotors. The rear is fitted with 12-inch AEM rotors. Establishing a 9-second pass on these 18-inch street tires, Ron’s next move is to throw on some slicks to produce even quicker time slips (in addition to upgrading the turbo, fuel system, and increasing the boost).

So whether you’re getting a nose job, a new 9-5 job, or a custom paint job, do what makes you a happy man. The old adage, ‘if you don’t like it, do it yourself’ certainly rings true for Ron and his incredible ’97 Talon. Unsatisfied with the parts available, or lack thereof, he set out and created his own. From a simple turbo timer pod to a rear differential, he invested the time and energy into something others would never even consider. But hey, whatever makes you happy.

Eagle Talon Specifications:

Details
1997 Eagle Talon

Engine
4G63T (2.3L Stroker)

Engine Modifications
First-Gen 4G63 Engine Swap with 2.3L stroker, JE pistons, Pauter rods, 4G64 crank, ACL bearings, balance shaft removal, ARP main studs with girdle, custom head studs, ARP flywheel bolts, Supertech dual valve springs, Titanium retainers, 1mm stainless steel intake valves and 1mm enconel exhaust valves, AEM cam gears, 1600cc Inj, JM Fabrications intake manifold, Revolution Motorsports Stage 5 head, custom solid motor mounts, custom 3-inch aluminum intercooler piping, custom 4-inch downpipe and exhaust, custom intercooler, B&M oil cooler, coil-on-plug conversion, alternator relocation, GSC custom cams, 75mm throttle body, Aeromotive fuel pump, filters, and FPR, custom engine wiring harness

Engine Management
AEM ECU, AEM CDI 2, 8 Autometer gauges, FJO wideband

Drivetrain Modifications
5-speed Dogbox Gearset (John Shepard Racing), Twin carbon/carbon clutch, Driveshaft Shop driveshaft and rear axle upgrade, and transfer case upgrade

Suspension Modifications
JIC coilovers, urethane bushings all around, front and rear strut tower braces
Wheel, Tires, Brakes
Wilwood 4-piston calipers and 13-inch front rotors, AEM 12-inch rear rotors and pads, 18-inch OZ Superleggera and BF Goodrich 245/45-18 front and rear

Interior Modifications
Sparco FIA race seats and steering wheel, custom dash with 8 Autometer gauges, custom 8-point Chromalloy cage with 5-point harness, Alpine CD player and speakers, custom turbo timer pod on steering column

Exterior
VIS carbon fibre hood and hatch, M3-style mirrors, custom metallic grey paint with matching roof and rear centre tail section, moldings and wiper shaved, custom air vent in front bumper

Numbers
10.4 sec at 144 mph (on 18s at 3,250 lbs)
726 whp on low boost

Review and photos by Russell Purcell

Regular readers will recall that we took a first look at Chevrolet’s Camaro in our July issue, but interest is so high in this new car that I chose to use my week with the car to gauge the reaction of the public to GM’s latest hope, a car that really needs to succeed to help rebuild the company’s bruised reputation in the marketplace.

In a typical week, I may be approached by two or three people who have a question about whatever vehicle I may be driving, but I was not ready for the reaction that would be caused by the new Camaro (and a V6 one at that!) I lost count at twenty-six. Thank goodness I wasn’t in an SS!

The big question was usually about power. Everyone wanted to know what was under the hood. The Victory Red test unit was a 2LT-trimmed V6 RS which possessed similar curb appeal to its ‘SS’ big brother, as it came equipped with 20-inch wheels, high-intensity discharge headlights, and the subtle trim and styling tweaks of the Rally Sport package. But this was no sheep in wolf’s clothing. The V6-equipped Camaro is surprisingly racy.

When discussion led to the car’s handling and performance, most were surprised by my obvious satisfaction with the V6 power plant. I spent several days behind the wheel of this car scouting for photo locations, and the mix of backcountry roads, twisty canyons, and arterial highways revealed that this car offers a wonderful mix of capabilities. It is quiet and civil when putting about or cruising happily on the freeway, but when you want to have some fun, the car is equally at home hard charging through fast corners and gobbling up long stretches of asphalt at triple-digit speeds.

I live in an area where original first-generation Camaros are quite abundant, so almost every individual who stopped to chat with me about the car’s design would point out which styling cues they thought hearkened back to the cars of the late 1960s. The wide grille, big fender shoulders, twin taillights and curvaceous lines of the body all earned high praise with the man (and woman) on the street.

The consensus seemed to be that the exterior styling was a home run. The one major complaint was that the shark gill-like stampings just aft of the doors weren’t actual cut-outs, leaving the car looking unfinished. The interior styling was a contentious issue for some observers. Some thought it looked cluttered, while others didn’t think the shapes and quality of the materials were very well matched to the sexy bodywork. On the other hand, everyone liked the retro gauge cluster. I found myself warming up to the overall look of the interior as each day passed, but at 6’2” tall, I found myself wanting more headroom. The chopped roofline also made visibility an issue for me, a problem compounded by rather puny side mirrors and the massive blind spots created by the wide C-pillars. I had to remind myself that this is a muscle car and that these are elements that come with that designation.

The 3.6-litre V6 engine features variable valve timing and direct fuel injection, resulting in a healthy 304 horsepower and 273 lb-ft of torque. Owners of manual transmission-equipped cars will relish in the knowledge that they are driving the most fuel efficient V6-powered car in the country. Although my test car had the six-speed automatic, by using the steering-wheel mounted controls and “sport” mode, I was able to satisfy most of my enthusiast needs. Acceleration is quite strong, but the power band of the V6 doesn’t seem to come to life until the car is in second gear.

The stiffness of the body is evident as soon as you hit a slalom course or toss the car into a series of cornering manoeuvres. Body roll is minimal and the chassis does an excellent job of keeping the tires planted and the car tracking where you want it to go. GM’s proven StabiliTrak electronic stability control system and 4-channel ABS brakes with hydraulic brake assist are on board as a safety net should your enthusiasm outstrip your driving skill.

The suspension, steering and brakes all provided excellent feedback to the driver, and when driven hard it was easy to forget that the car only had a V6 under the hood. That is, of course, until you heard the exhaust note. Noise has been so well-isolated from the car’s cabin that it proves an excellent listening chamber for music or conversation, but I found myself hungry for the angry sound of a big V8 and free flowing exhaust.

Unlike their counterparts at Ford (Mustang) and Dodge (Challenger), Chevrolet’s marketing team is casting a wider net with this car, hoping that as many as two-thirds of Camaro sales will be to what they refer to as “Life Enthusiasts,” those people looking to express themselves through the car’s styling and design, rather than the typical muscle car buyer (Performance Enthusiasts) who seek power and performance. They know that members of the latter group will no doubt take a look at the Camaro, as many former Camaro owners have been salivating for this car since the demise of the fourth generation in 2002, but it is this new group of customers that will make or break the success of Chevrolet’s re-born pony car.

Specifications:
2010 Chevrolet Camaro V6

Base price (MSRP): ————————————————$26,995
Price as tested: ——————————————————$36,235
Type:——————————————-2-door, 4 passenger coupe
Layout:————————————Front engine, rear-wheel drive
Engine: —————————————————————–3.6L V6
Horsepower: ———————————————304 @ 6,400 rpm
Torque: ———————————————-273 lb-ft @ 5,200 rpm
Transmission: ——-6-speed manual (optional -6-speed automatic with TAPshift)
Brakes: ————————————————————–disc / disc
Fuel economy (L/100km): ————————–11.4 City / 6.9 Hwy

[PSGallery=145yc7u10tr]

Mercedes-Benz Drivers Enjoy Better Road Safety

The evidence is now clear: drivers of Mercedes-Benz vehicles are safer on the road than drivers of other car brands, says a study conducted by Mercedes-Benz. The accident research is based on official, anonymous data samples from the Federal Office of Statistics. Having looked at 18,748 accidents resulting in personal injury during the period from 2003 to 2007, the study found that the risk of being seriously or fatally injured as the driver of an E-Class, is 10.4 percent lower than for comparable vehicles of other brands. The study did not even allow for the fact that Mercedes-Benz vehicles are involved in accidents less frequently than the vehicles of other brands – primarily because, among other reasons, Mercedes-Benz was the first manufacturer to introduce ESP® across the board. The study of accident severity only took into account accidents resulting in personal injury. The criteria were initial registration from 2002 onwards, as well as a performance and weight class corresponding to the E-Class. The result represents evidence of the contribution made by the passive safety systems of Mercedes-Benz to reducing the consequences of an accident. The systems include adaptive front airbags and belt-force limiters which can adapt to the severity of an impact, rollover sensors, curtain air bags, and an intelligently designed body structure which provides occupants with excellent protection even in the event of severe collisions.

Politicians Demand Canadian Auto Consumers’ “Right to Repair” Their Vehicles

Members of Parliament from the NDP party say Canadian auto consumers deserve choice and competition when it comes to repair and maintenance of their vehicles. They made the statement at a news conference earlier this month held at a Midas Automotive and Tire Service in Halifax along with members of the auto aftermarket industry, to advocate for their Private Member’s Bill C-273 that passed second reading the in House of Commons on May 13 by a vote of 247 to 18, to ensure consumers the “Right to Repair. On-board diagnostic capabilities (OBD II) were introduced by the automobile industry in 1998 and are contained on approximately 59 percent of the 18.4 million vehicles on the road in Canada. As cars and trucks become more advanced, the use of these computer control units is essential for the proper maintenance of emissions, safety standards, and operations. The tools and software required for repair are increasingly complex, thus creating a need for accurate disclosure and fair access to these technologies. Difficulty in obtaining this information and equipment has created significant consumer concern. The bill contains provisions that balance the need to protect proprietary information while at the same time creating a mechanism to keep robust competition in the auto service sector. The Canadian Automobile Association represents five million motorists across the country and says its main concern on the “Right to Repair” issue is to make sure that automobile owners get the best possible service at a fair price. This bill will benefit the consumer by allowing for increased competition and consumer choice. The Bill has been endorsed by the Automotive Industries Association, the CAA, Pollution Probe, the Retail Council of Canada, and numerous other automotive and consumer organizations.

BRP Adds Touring Model and Trailer to Can-Am Line-up

BRP has introduced the new Can-Am Spyder RT roadster in response to specific consumer demand for a touring platform. The 2010 Can-Am Spyder roadster line-up now includes the Spyder RS (roadster sport) and the Spyder RT (roadster touring) models. The Can-Am Spyder RT roadster will be powered by a Rotax 991 engine with Electronic Throttle Control optimized for touring. The RT features the same acclaimed Bosch-engineered Vehicle Stability System (VSS) as found in the Spyder RS roadster, which includes anti-lock brakes, traction control and stability control systems. The VSS, coupled with the inherent stability of the roadster’s ‘Y-architecture’ and overall ease of use reinvents riding for enthusiasts of all skill levels. BRP is also introducing an industry-first optional RT622 trailer package, providing an additional 622 litres (22 cu. ft) of storage, designed specifically for the Spyder RT roadster and compatible with the vehicle’s stability system.

Cobo Center in Detroit Gets Much Needed Upgrades

A long road of continued success is receiving some resurfacing for the North American International Auto Show. Newly enacted legislation includes a $300 million deal to enable Cobo Center in Detroit to receive much-needed improvements, ensuring the show’s future home. The bill states Cobo Center will remain the property of Detroit, with a regional authority leasing it for the next 30 years. Additional support will come from the state’s 21st Century Fund and Health and Safety Fund, state cigarette taxes, hotel, liquor and county taxes. “Cobo Center has been the home of the North American International Auto Show for 44 years and our goal has always been to keep it there, at the heart of an automotive-driven community,” said Doug Fox, 2010 NAIAS senior co-chair. “This bill ensures we will be able to give our customers some immediate improvements for 2010 and continue renovations over the long term to offer a world-class facility to our exhibitors.” The North American International Auto Show is entering its 22nd year as an international event; it is among the most prestigious auto shows in the world and is one of the largest media events in North America. The NAIAS is the only auto show in the United States to earn an annual distinguished sanction of the Organisation Internationale des Constructeurs d’Automobiles, the Paris-based alliance of automotive trade associations and manufacturers from around the world. The show runs January 16-24, 2010.

GM to Close All Canadian Saturn Dealerships by Year End

Canada’s Saturn dealerships will close down by year end due to the pending sale of the brand to automotive entrepreneur Roger Penske.  “After careful and thorough analysis, it was determined that the business case did not support distribution of Saturn vehicles in Canada,” says GM spokesman, Stew Low. GM and Penske jointly made the decision, said Penske Automotive Group Inc. spokesman, Tony Pordon. “There was a study done, essentially, in terms of a thorough and careful analysis on a business case in Canada,” Pordon said. “We decided, both General Motors and Penske, that we can’t go in Canada.” GM sent out word of the decision last week to all 46 Saturn dealers in Canada and said the company will move Saturn’s customer service, parts and warranty operations to other GM dealerships. Penske, whose automotive group operates over 300 dealerships worldwide, signed an agreement in June while GM was in bankruptcy to purchase Saturn by the end of the third quarter as GM had made the decision to reduce its eight North American brands to four by selling Saturn, Hummer and Saab and discontinuing Pontiac. Through the end of July, Saturn had sold 5,816 vehicles in Canada, which was down 50.2 percent from last year, and experienced a total Canadian vehicle sales decline of 16.7 percent through July.

By Dean Washington

Equally, the auto industry marketing minds come up with some innovative ideas as well. Over the years, we have witnessed legendary TV commercials where dealership owners take sledgehammers to perfectly good autos to get our attention. Many are also willing to “eat a bug” if you get a better deal anywhere else, or, of course, offer the free TV, ATV and trip to Las Vegas just for buying a vehicle over this brief 96-month period at a favourable interest rate…what a deal!

But the go-to promotion used by virtually every dealer in the free world over the years has to be the push, pull or drag come-on to attract buyers into their showrooms. The concept is very simple – bring in your old clunker to receive money towards the price of a new vehicle. Makes perfect sense, you get a few bucks for that old gas guzzling chimney on wheels and the dealer makes a sale.

That’s why it seems weird that government and industry have taken so long to really ramp up this program. The Retire Your Ride Program (www.retireyourride.ca) is an initiative of the Government of Canada, Clean Air Foundation and its partners to retire models that are from 1995 or older with the goal of getting off the road 50,000 vehicles per year until March 2011. According to the Clean Air Foundation, on average, a 1995-model year or older car emits 19 times more smog-forming emissions than a 2004 or newer car. The government’s Retire Your Ride program offers $300, transit passes, discounts on bicycles and more to the owners of 1995 model year vehicles or older who turn in their clunkers to be permanently retired.

The program has been around for several years and has so far only managed to retire 14,247 to date, so the target seems mighty lofty if not unreachable. Regional programs like Scrap-It in B.C. have been in existence since 1996, and yet the first time I heard about it was at this year’s new car show in March where they had a booth set up. This program offers up to $1,250 in incentives for people making choices with the highest greenhouse benefit.

Many manufacturers such as Honda and Hyundai have also offered further incentives to these programs in the form of additional monies toward a new vehicle. In fact, our own Russell Purcell this year received $750.00 when he retired his old 1990 Honda Prelude for a new Ridgeline. And recently, Ford has upped the ante by introducing the Ford Recycle Your Ride program, in which you can receive $1,000 toward the purchase of a new car or compact truck, $2,000 toward the purchase of a new crossover or sport utility vehicle and $3,000 toward the purchase of a new truck or Lincoln vehicle.

Having manufacturers like these step up to support these programs may just be another way of selling more vehicles, but in the end we will all benefit from getting these old polluting and, in many cases, dangerous vehicles off the road. This is a push, pull and drag sale we should all support.
Until next month…Keep it Rollin’.

Review and Photos by Gerry Frechette

Can a diesel car be a performance car, too? That is not a question that has been posed very often, at least not in North America. Somewhere like Europe, where two-thirds of the fleet of cars are diesels, and speed is a way of life, oil-burners are pushed to perform every day.

Here, though, the few diesels we have ever seen have all been positioned as economical cars or towing trucks. But is there anything keeping a diesel from powering a performance car? BMW doesn’t think so, and the proof is in the 335d.

Certainly, the 3-Series needs little introduction, having been the gold standard of sport sedans for decades. So, there was a certain risk involved with mating a diesel engine to the car most responsible for BMW’s performance image. It would obviously be different from a gasoline-fueled 3-Series, but would have to be no less satisfying and dynamic to appeal to the brand’s fans.

At this, BMW has succeeded, and one can honestly say that the 335d is a real performance car in every measure – including one or two that even the 335i can’t claim.

Actually, the two have the same engine description, a 3.0-litre DOHC straight-six with twin sequential turbochargers. In diesel trim, it puts out 265 hp at 4,200 rpm, which of course is a lot lower rpm than a gas engine. On the other hand, torque is rated at 425 lb-ft at 1,750 rpm, with 80 percent of it available as low as 1,100 rpm! We can’t overstate the effect this has on drivability and acceleration, as this thing is a locomotive from rest right up to extra-legal speed. Zero-to-legal speed (100 km/h) takes about six seconds, so the 335d is no slouch.

Unlike most other BMWs, the only transmission available is an automatic, a six-speed with paddle shifters. Now, there is hardly any reason to have to downshift this torque monster out on the open road, but the optional paddles do make it more fun to play when the going gets twisty.

Any regular 3-Series is probably the dynamic equal of most of the other “Sport” sedans out there, but when you add the Sport Package to one, you get a four-door with very high limits. Included were great-looking 18-inch wheels and performance summer tires, lowered sport suspension, sport seats that adjust in all directions, leather sport steering wheel with the paddles, and a couple of trim items. Needless to say, this package is mandatory for the enthusiast, and at $2,400, is a relative bargain.

The 335d itself is no more or less of a bargain than any other 3-Series, as you do pay a premium for a BMW. Its base price is $49,700; most of the desirable features you’d want are available in packages, and our tester had all of them, pushing the price to $61,400. Of note, there are no cloth seats available, which are the ones I’d want. The choices are “leatherette” (okay, vinyl), or leather, part of the $2,800 Premium Package.

So, how is the 335d to drive? We were happy to be able to get it out onto the open road, specifically the Coquihalla Highway in B.C., which, for those not familiar with it, is about the hilliest, most limited-access four-lane highway in the country. Very early on a Sunday morning, we found ourselves alone out there, able to explore the capabilities of the car a bit. Needless to say, it was rock solid on the long, fast corners of the Coke, and it would happily pull fifth or even sixth gear up the long climbs at 110 klicks – or accelerate up them. Torque is an intoxicating thing.

So, on the run from Chilliwack to Kelowna and back, and not particularly driving for economy all the time (nudge, nudge), the 335d consumed 45 litres to go 670 kms. That, folks, is a consumption figure of 6.7L/100 km, or for you metrically challenged types, 42 mpg. Transport Canada says it can pull 5.3L/100 km, and at a steady 100 km/h on level road, we’d believe it.

And then, it came time to fill the tank. We hadn’t filled a diesel vehicle in some time, and therefore were pleasantly surprised to find that diesel was about 10 cents cheaper per litre than regular gas. What a bonus.

So, the 335d answered our initial question in every way – YES. It’s quick and fast, handles great, has all the 3-Series features you’d want, and gets the fuel economy of a gas-fed sub-compact, with none of the downsides previously expected with diesels, now that low-sulfur fuel has joined with the latest engine and emission technology to produce eminently clean and civilized vehicles.

I don’t know about you, but I’d be willing to trade the high-revving horsepower of a gasoline engine such as in the 335i, for one with mega-torque and lower consumption of lower-cost (or even same-cost) fuel, and no other compromises. Diesel does indeed equal performance, and BMW proves it with the 335d.

Specifications:

MSRP: —————————————————————–$49,700
Price as tested: —————————————————– $61,400
Vehicle Layout: —–Front-engine, rear-wheel drive, 4-door sedan
Engine: ————————————— 3.0L DOHC I6 turbo-diesel
Transmission: ————————————————— 6-spd auto.
Horsepower: —————————————————————265
Torque: —————————————————————-425 lb-ft
Brakes: ——————————————-4-wheel disc, ABS, EBD
Curb Weight: ——————————————————–1,735 kg
Fuel Economy:—————————–(L/100 km, city/hwy) 8.5/5.3[PSGallery=13qml10287h]

Reviews and photos by Shaun Keenan

La GTS Sportback (MSRP $23,498) – For just $500 more than its four-door counterpart, the GTS can also be had in a more functional five-door body style called Sportback with 60/40-split rear seats and adjustable floor that combine to yield 1,492 litres of space  for cargo. That’s more space than top-selling five-doors – Mazda3 GT (1,229L), Subaru Impreza 2.5i (1,257L) and Toyota Matrix S (1,385L).

A naturally-aspirated 2.4-litre Mivec inline-four delivers 168 hp and 167 lb-ft of torque to the front wheels through a standard five-speed manual transmission that returns 10.4 and 7.4 L/100 km (city/highway). A CVT is also available for $1,300, though it has no significant effect on fuel economy.

Sitting between the lower (DE, SE and GT) and upper (Ralliart and Evo) trims, GTS has a nice balance of performance, value and utility. Four-wheel ABS disc brakes with EBD, 18-inch alloys with 215/45R18 all-seasons, a sport tuned suspension and rear spoiler are standard. Inside, it comes with Bluetooth phone hookup, power windows and door locks, automatic climate control, six speaker audio, front seat belt pre-tensioners plus seven airbags in the front, side, curtain and knee areas, and more.

Compared to lower trims, there’s a big performance jump! Since GTS weighs some 175 kilos less than the Ralliart version, it does zero-to-100 km/h in six-and-a-half seconds without being loud or obnoxious. Despite not having traction control or a front limited-slip differential, this hot hatch boasts excellent handling, doing everything the driver tells it to.

If you don’t want or need more performance than this, GTS sells for $10,000 less than Ralliart models. To get Mitsubishi’s award-winning dual clutch transmission (TC-SST) and/or Super-All-wheel Control (S-AWC) systems, however, you must step up to at least Ralliart.

La Ralliart Sportback ($33,498 MSRP) – As just alluded to, this (Ralliart) is the next step up and, it also comes in both four- and five-door layouts for the performance-minded-but-still-sensible buyer. Ralliarts don’t give you the full-out rally-inspired performance that Evolution models do but, for thousands less, they come pretty close.

With a turbocharged and intercooled two-litre Mivec four cylinder making 237 hp and 253 lb-ft, the Ralliart impresses with Evo-imitating performance and reasonable price tags. The S-AWC system is standard here along with the lightning-quick TC-SST six-speed with paddle shifters. Even the engine is the same one used in the Evos, though it comes de-tuned with a smaller turbo, smaller intercooler, different intake system and a less aggressive tune-up. Even still, Ralliarts are very well endowed!

Standard fare includes 18-inch alloys, dual exhaust system, rear wing, HID headlamps with four-position manual height adjustment, Recaro front seats, power windows and locks, heated mirrors, seven airbags, four-wheel ABS discs and one-touch 60/40 split-folding rear seats.

Instead of active yaw control (AYC), Ralliarts utilize a rear mechanical limited-slip differential to help enforce traction rules. As a result, total cargo space in the five-door variant shrinks slightly (versus GTS Sportback) to 1,320 litres as the adjustable rear floor is negated. The S-AWC system nets you tarmac, gravel and snow driving mode presets. Evo models get AYC plus a “Super Sport” transmission mode for greater fun.

The suspension is more forgiving than an Evo and, day-to-day, Ralliarts have more than enough bite for the average motorist. The performance-to-value factor is super high on these – the hot hatch especially – but, of course, RPM readers are by no means average. That said, the Evo X might be more up your alley.

La Evolution GSR ($41,498 MSRP) – Agree with that last sentence? Be prepared to part with at least $40 grand. The Evo GSR’s 2.0-litre Mivec turbo 4B11 engine makes 291 hp with 300 lb-ft of torque peaking just above 4,000 rpm. Fuel consumption is 13/9 L/100 km (city/highway) via the only available tranny – a five-speed manual.

Standard features of the GSR, which pays homage to Mitsu’s early rally car nomenclatures, include the S-AWC system, 18-inch Enkei cast aluminum wheels, grippy Yokohama Advan Sport tires, Brembo brakes with ABS, Recaro seats, seven airbags, automatic climate control, power windows/mirrors, cruise, fog lights, aluminum pedals and a GTS-style rear spoiler.

While there are some accessories, there are no option packages for this car. BUT, you do get the full S-AWC system, which (in addition to monitoring steering wheel angle, throttle position and wheel speeds in real-time) further benefits from active yaw sensors that detect longitudinal and lateral movements to better distribute torque to increase traction, enhance cornering performance and improve overall handling of the vehicle.

Steering is light, linear and precise and, with its mass distributed 59/41 over the front/rear, the GSR is as predictable and easy to drive as it is compliant. Acceleration is strong with almost no turbo lag. Gear shifts are firm and precise and the car just feels fast! The GSR has barely any rolling resistance, so you can feel it asking for more going into every corner.

About the only thing to complain about is the crushing exhaust note, which drowns out almost everything at normal cruising speeds. Some suitors may be able to overlook this, but I still think the GSR could benefit greatly from a six-speed manual. As is, there’s no real cruising gear (overdrive)…

Lancer Evolution MR ($47,498 MSRP) – This is where the Evolution MR comes in. You get the same engine and power figures as above and there’s only one tranny for this car too. Fortunately, it’s the TC-SST, which offers the best all-round performance and handling for daily-driving. Whereas the GSR feels like it belongs solely on the race track, the MR and its double-clutch transmission has the added benefit of being civilized (or perhaps just more civilized) for when cruising around town.

The other main difference over the GSR is the availability of more options. Specifically, comfort and convenience upgrades in the form of a “Premium” package that introduces a sunroof, nine-speaker Rockford Fosgate stereo with built-in navigation and 30GB HDD music server, seven-inch LCD screen, sunroof and other items.

Standard Evo MR features include 18-inch BBS forged alloy wheels, Brembo brakes with two-piece front rotors and better calipers, uprated Bilstein/Eibach suspension bits, leather, Bluetooth, Sirius satellite-readiness and more. A fully-loaded MR Premium sells for less than a AWD 2008 BMW 335xi sedan, but at this level is already above the 50K mark.

Mitsubishi Canada recently announced a new Evolution trim called “RS” that starts at $39,998. Basically, it’s the same as the GSR minus air conditioning and stereo – and will address the very small percentage of Evo buyers that will want to have a dedicated race car.

The Wrap – If I could have any of these cars, it would be the Ralliart Sportback hands-down. You got your Evo-like performance off the lot and, when it’s time, the perfect platform to soup-up for more power and performance with the least amount of effort. La-la-la-la, I can’t hear you!

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Review by Gerry Frechette

Luckily, there are several sport compacts on the market, a group which Mazda joined with the last generation of the Mazda3. Now, with the latest version of the 3 comes a new Mazdaspeed3, and just like the regular model, the “speedy 3” is an even more tempting proposition.

How could the power-hungry not like a small hatchback with 263 horsepower and, more importantly, 280 lb-ft of torque from a turbocharged 2.3L engine? On the face of it, the only reason I can think of is that the ‘speed3 is still available only with front-wheel drive, while a couple of its rivals now have all-wheel drive. But that is not something we would call a deal-breaker. The ‘speed3’s body structure is much stiffer than before, allowing firmer suspension tuning without affecting ride comfort, and that plus the torque-sensing limited-slip differential makes the ‘speed3 very capable, indeed, of generating traction from the Dunlop SP Sport 2050 tires in aggressive situations. A six-speed manual gets you up to speed, big brakes haul you down, and special shocks and stabilizer bars get you around corners, so this is a complete performance package.

The exterior design adds muscle to the basic 3, with the biggest change from both it and the previous ‘speed3 being the new hood scoop for the intercooler. The front bumper and fenders are exclusive pieces, as are the side skirts and rear spoiler. The lower stance and big 18-inch wheels complete what is a very hunky-looking car for its size.

Inside are very supportive sport seats with a red graphic design and stitching in red on seemingly everything, which contrasts with the attractive black-with-silver trim, the only combination available. A turbo boost gauge is the main addition to the 3’s dashboard, although if you are well into the boost, you aren’t likely to need a gauge to tell you and you shouldn’t be looking for it!

The ‘speed3 comes in one trim level – loaded, with no options, on a par with the top level of regular 3 equipment. Such niceties as self-leveling bi-xenon headlights, dynamic stability control, power sport seats, dual-zone climate control, navigation system, Sirius satellite radio tuner, Bose surround sound audio, and Bluetooth hands-free phone are all standard. Interestingly, a sunroof is not available, as it would add weight and reduce body strength, according to Mazda. Those are good reasons….

Add to that list all the Mazdaspeed-specific trim and performance items, and you have a quite a value at $32,995. The Zoom-Zoom guys have really turned out a car that allows the enthusiast to get most of the benefits of a compact hatchback (okay, minus some fuel economy) in a really capable and stylish performance car. Let them eat cake!

Specifications:

Base MSRP: ———————————————————$32,995

Vehicle Layout: –Front-engine, front-wheel drive, 5-door hatchback

Engine: ————————————————2.3L DOHC I4 Turbo

Transmission: ————————————————6-spd manual

Horsepower: ———————————————263 @ 5,500 rpm

Torque: ———————————————-280 lb-ft @ 3,000 rpm

Brakes: ——————————————-4-wheel disc, ABS, EBD

Curb Weight: ——————————————-1,461 kg (3,224 lb)

Fuel Economy: —————————(L/100 km, city/hwy) 11.5/8.0[PSGallery=11odj9lc1l]

Leaner and Meaner

Review and photo by Russell Purcell

When Ford rolled out the fifth-generation Mustang for model year 2005, its retro good looks and huge improvements with regards to both fit and finish had customers lining up to leave deposits. Fast forward to 2009, and most of the lustre was gone from the Blue Oval’s fabled muscle car. Dodge dealers now had the menacing-looking Challenger on the lot, and Chevrolet’s reborn (and much hyped) Camaro was entering production channels and hogging the spotlight. Something had to be done, and in short order, so Ford quickly revised the 2010 Mustang to ensure it would be able to maintain its hard-won share of the ‘sporty’ car market.

The most notable changes for 2010 are on the outside, as the car’s exterior styling has been tweaked to give it a more aggressive presence. The hood juts forward over the plexi-covered headlamps and wide egg-crate grill, and a pronounced “Powerdome” gives the car a track-ready look while delivering more cool air to the car’s engine bay. The rear of the car transforms from the previous model’s almost flat-back design to a wind tunnel-sculpted shape featuring sharply angled bodywork housing compact taillights, and a simple spoiler replaces the GT’s old wing design. The end result is a very slippery body to help improve fuel economy, and an increase in downforce to keep the tail in check at speed.

Sliding behind the wheel of this new steed, I was immediately impressed with the amount of room I had in the cockpit. Visibility is excellent when compared to its rivals the Camaro and Challenger, but there is a definite blind-spot created by the B-pillar. Fit-and-finish has been improved to the point that Ford vehicles in general are among the best in this department. The leather-clad seating in my test vehicle was taut and supple, and both front seats did an exceptional job of holding passengers in place during hard cornering manoeuvres. The rear seating area in vehicles of this type is a novelty, but would suffice for children or short adults with small feet.

My test vehicle benefited from optional 19-inch alloys wrapped in sticky Pirelli performance tires and the addition of a body-stiffening front strut tower brace. The “Track Package” was also on the build sheet, adding high-performance dual-piston brake calipers and uprated pads, recalibration of the stability control system, and a performance-oriented 3.73 rear axle ratio and limited slip differential.

Ride quality is comfortable enough to leave you refreshed after a long commute, but when you hammer the throttle the roar of the engine and rumble of the exhaust quickly awaken the enthusiast within. The car will sprint to 100 km/h in just a tick under six seconds. As you row through its 5-speed manual, you will recognize the positive feedback of both the gearbox and clutch pedal. The 4.6-litre SOHC V8 is now rated at 315 horsepower and 325 lb-ft of torque; both numbers represent a slight bump over those of the outgoing car, and gains were largely made with the addition of a new cold air induction system.

Despite its solid rear axle and relatively soft springs, the Mustang GT tracked very precisely and hustled out of corners with very little tail wagging. Under hard braking, the nose would tend to plough a little more than I expected, but distances were short and the process drama free.

Ford has done an excellent job of maintaining its retro styling cues throughout the vehicle. The attention to detail extends to facets as small as the shape of the numbers on the faces of the large speedometer and tachometer. Modern elements include trendy blue ambient lighting throughout the cabin and a built-in USB port, as well as 12-volt and auxiliary ports for all your electronic gear. A long list of optional luxury goodies are now available including touch-screen navigation with an integrated rear camera, Microsoft’s cool Sync audio and communications system, a 10-gigabyte music hard drive, and a fixed glass sunroof that stretches from one corner to the other.

MSRP pricing is similar to that of the 2009 model and seems reasonable when you consider the quality and performance of the car, but with Chevrolet’s ultra-aggressive pricing structure for the new Camaro, there may be some room to move should you wish to put a new pony in the corral.

Specifications:

Base price (MSRP):————————————-$37,499 (GT-V8)

Price as tested:——————————————————$45,079

Type:—————————————— 2-door, 4-passenger coupe

Layout:————————————Front engine, rear-wheel drive

Engine: ——————————————————-4.6L SOHC V8

Horsepower: ——————————————– 315 @ 6,000 rpm

Torque: ———————————————-325 lb-ft @ 4,250 rpm

Transmission:—–5-speed manual or optional 5-speed automatic

Brakes: ————————————————————- disc / disc

Fuel economy (L/100km): ————————- 12.7 City / 8.2 Hwy[PSGallery=10pdvqgbhg]

Story and photos by Budd Stanley

BMW’s last version of the Z4 had two different variants, a ragtop roadster and a hardtop coupe. With the second iteration of the Z4 now upon us, BMW has taken a slightly different path. The two different versions have now been merged into one. A hardtop roadster that can be a coupe when the weather turns nasty, or an open-top roadster when cruising under the sun.

Now, there are several problems that usually come with employing a retractable hardtop. The first is the look. Retractable Hard-Top Vehicles, or RHTV’s as I will call them, tend to look good in one guise, and look a little off when transformed. I must admit that the Z4 seems to have pulled off an exception to this trend, as it looks great top up or down. Not to mention both the interior and shapely new exterior styling are quite captivating, and intriguing. The new design gives the car a more stylish and refined look to match its sporty character.

The second problem with an RHTV is storage space. That big roof has to go somewhere, and trunk space is almost always the sacrificial lamb. The Z4 is no different here as the 310L of truck space is reduced to 180L with the roof packed away. Now, for two people packing light for two weeks, we were just able to get the roof down. However, lazy in packing and some souvenirs soon meant the roof was stuck in coupe configuration.

Finally, the third problem is body rigidity. So often, convertibles fail miserably here, but the Z4 was an impressive surprise. With the roof up, the body felt as rigid as any coupe, but the big surprise was with the roof down. Without the support of the roof reinforcements, the increase in body flex was nominal, and barely noticeable. And body rigidity is an important part of the performance of this car. It is BMW’s only real sports car, after all. So how does it go down the road, you ask? Well, like a bat out of hell, I say!

I had the great fortune to be able to test the Z4 in just about the greatest place possible, the Alps. Pulling away from Munich on the A8 Autobahn, it seemed a good time to find out the car’s top speed. With the 300 hp 3.0L inline 6 of the sDrive35i at full howl with both turbos glowing red, 256 km/h is what the dash told me as we gobbled up tremendous amounts of terrain per second, the car always giving a planted and confident feeling. All well and good, but a sports car is all about the curves. While I was already impressed by the car’s curves, I am now talking about the ones in the road.

Entering into the Alps, I headed off to sample several famous passes, riddled with dangerous corners and life-ending drops. Child’s play for the Z4. The car’s balanced chassis and brakes are magnificently tuned to absorb any kind of abuse the Stelvio or Furka could throw at it. Interaction and communication between car and driver needs no translation, as the Z4 quickly becomes an extension of your own extremities. However, the biomechanical feeling seemed to short circuit when it came to the electrical side of the equation. Now I am one who likes to have full mechanical control over a car, but the Dual-Clutch 7-Speed automatic and electronically controlled limited-slip differential did tend to dull driver control when approaching the vehicle’s limits, despite their inherent increase to the vehicle’s performance. That being said, the Z4 sDrive35i still represents one of the most complete sports cars available today.

Specifications:

MSRP: —————————————————————$61,900

Layout: ——————————-Front Engine, Rear-Wheel Drive

Engine: ——————————————3.0L Twin-turbo Inline-6

Transmission: -7-Speed Automatic Dual Clutch with manual shift

Power: —————————————————————–300 hp

Torque: ————————————————————– 300 lb-ft

Brakes: ————————————————— Four-wheel Disc

Curb Weight: —————————————————–  1,585 kg

Towing Capacity: ——————————————————–N/A

0-100 km/h: ———————————————————-5.2 sec

Fuel Economy (city/hwy): —————————12.2/8.2 L/100km

Story and photos by Budd Stanley

About The Route:

Best time to Go: Weekdays during May, June, September and October

Places To Stop: Old hotel and restaurant at the pass’s peak, a view of the Zapporthorn as well as a high alpine lake. Excellent exploring opportunities, here and throughout the alpine area region.

Total Distance:  48 km

Altitude: 260m – 2,066m

Starting Point: Beginning in Castione, Switzerland, head north on highway #13 Blue. The highway follows the Mesolcina valley over the mountain, and on to Hinterrhein, Switzerland.

Road Type: Flowing smooth road surface with a variety of changing topography.

Warnings: Watch for cyclists and hikers as this area has many trails. Pass closed in the winter due to the amount of snowfall.

Review: Our next great road was suggested to us by the Head of Testing for the new Mercedes S-Class, Uwe Hörnig. Mr. Hörnig’s favourite strip of tarmac is the San Bernardino Pass in southern Switzerland that links the Hinterrhein and the Mesolcina valleys, offering great challenges to both driver and car while driving through some of the most beautiful scenery and spectacular countryside in the Southern Alps. The San Bernardino is part of an extensive route on which Uwe and his colleagues test the new S-Class, a course that features a wide variety of road conditions to ensure the car meets Mercedes’ high standards. When asked what he would drive on the San Bernardino with access to the Mercedes fleet, Hörnig replied that the S400 Hybrid would be his choice. He noted, ”The S400 Hybrid makes driving easier, more comfortable and, above all, safer without a shortage of driving pleasure. New technology and lithium-ion batteries means the car is as close to standard weight as possible while at the same time being both powerful and fuel efficient.”

With Mr. Hörnig’s advice in hand, I made my way to southern Switzerland to experience for myself what the San Bernardino had in store. Now, when he mentioned that he would have chosen the big S-Class to drive a narrow alpine pass, I had the distinct feeling that he must have been getting the evil eye from a Public Relations person to plug Mercedes’ latest offering. However, his choice started to make sense as I lumbered into the alpine of the pass. The San Bernardino really does offer a great amount of variety in terrain, and its smooth and fairly wide lanes (for an Alpine pass) changed my way of thinking. Driving the Grossglockner and other technically challenging passes with my hair on fire, the engine bouncing off the rev limiter, tires screaming in pain at the loss of adhesion and eyes dried out from the concentration required to safely navigate such roads open to oncoming traffic is a magnificent experience. But it’s also extremely taxing on you both physically and mentally. A great Alpine pass can also be enjoyed by simply cruising through at a sane speed and the San Bernardino definitely calls for an easy cruise to soak up not only this great road, but the spectacular scenery as well.

The beauty of the San Bernardino is that it’s a two-headed beast. There is the new autoroute, (A13 Red) which is a faster direct route through the valley, and slips into a 6.6-km tunnel that bypasses the summit. Unlike many pass upgrades, this route is still only a two-lane highway, still fairly windy and offers great views of the towering Alps above. However, it will be the old route (13B Blue) that I will be talking about here. The pass has been used since the Roman era, with several sections of an ancient path visible to the curious and energetic hiker. But it wasn’t until 1823 that a proper road was built, with a painstaking rebuild in the 1990s.

Starting at the south point of highway 13B in Castione, the road is quite tame, and slow for that matter as it meanders up the valley through farmland and several small villages. Once you get past the sleepy villages, the road begins to breathe some life as it rises into the forested highlands. It all starts with a couple of hairpins, then the road begins to climb into the hills, cutting a path through the thick forest while adhering to nature’s law of following the terrain. It is here that you get great views of the A13 as it does its best to break those rules, crashing through mountainside and using bridges to keep everything on the level. After quite a while of this very pleasurable driving, I came across the village of San Bernardino itself. It’s a deserted ski village rammed full of ski lodges, hotels and restaurants, all but shut down here in the summer.

After San Bernardino, the pass starts to climb into the alpine. Here, trees become extinct, the terrain becomes tundra, and the road blossoms into a winding mess of gloriousness. Above the tree line, you can see well down the road, allowing speeds to become interesting without fear of the unknown around a blind corner. Also, the lack of stupidly steep drop-offs means one can start to use the entire road, even dipping a wheel off if one is so inclined. It’s a fluid road that winds around a glaciated landscape with knobs, mires and small lakes. The San Bernardino’s alpine section is a driver’s dream, like a race course that has been placed atop a mountain. It really gives back in ways a Canadian driver could never imagine. Of course, there are still a good number of hairpins thrown in to keep everything interesting, but perfectly placed sporadically along the route. The summit represents both a cultural and drainage basin border with locals speaking Italian in the south and German in the north.

Like most passes, falling down the other side reveals a much different environment. In the case of the San Bernardino, the terrain became much steeper, and the road slows with tighter turns and narrower passages. From the wide open alpine, 13 Blue falls down a steep rocky gulley. The hairpin fans will love this section as the road slowly steps itself down the mountain, hugging the side of the cliff. At the base of the steep cliffs is rich farmland, full of the stereotypical Swiss cows. Take a rest break at the bottom, and listen to the echo of hundreds of cow bells bounce off the valley walls, for a scene equally as impressive as the road above.[PSGallery=y38pujyk2]