By Gerry Frechette

Back in the early 1990s, things were much different at the Detroit Three. At Chrysler in particular, it seemed that anything was possible, and wild concept cars at the Auto Shows actually had a chance at production.

It was in this boundlessly optimistic era that Dodge launched the Viper in 1992. Those who remember that original Viper will recall a rather crude roadster, with minimal creature comforts, no wind-up windows, a strangely wimpy exhaust note for such a big engine, and a ridiculous little soft top that could be bolted on if you really couldn’t stand to get wet in the rain. It was described in various unflattering ways, such as raw, rough, uncomfortable, outrageous, uncivilized….you get the picture.

Over the years, customers must have liked that, as here we are in 2010, having driven the final edition of the Viper as we know it, and there are few concessions to modernity. There is a more normal folding top for the roadster, and of course, there has been a coupe for many years now, but all the adjectives still apply.

The rawness starts under the hood, as, like the original, the 2010 Viper is powered by a naturally-aspirated pushrod V10 engine which started life as a truck design. It has gained a little size and power over the years, to where it is now a mere 8.4 litres, pumping out 600 horsepower and 560 lb-ft of torque, pretty much at any RPM over idle. Also like the original and every one since, the only transmission is a six-speed manual. This powertrain in the relatively light Viper yields 0-to-100 km/h runs under four seconds, the quarter-mile in the 11s, and a top speed approaching 200 mph.

There are a few other cars with over 500 hp, and they have all manner of active safety equipment to help in the inevitable “stepping over the line” in spirited driving. But not the Viper. Its only concession to active safety is anti-lock brakes, which took several years to appear. No traction control, no stability control. Only driver control. And if you aren’t an experienced performance driver, ideally a race car driver, you need to have a lot of nerve and/or big cojones to drive a Viper at anywhere near its limit on public roads.

I may have some experience and nerve, but have never had the chance to drive a Viper on a track in anger. I have, however, had a few of them, including the 2010, out on country roads, in the rain even, and I can tell you that it commands all your attention if you apply the throttle injudiciously. It helps to be heading in a straight line, because the monster 345/30R19 rear tires will not hold the fury of this engine, even in third gear, unless they are warmed up and you are very smoooooth.

Those gears are rowed by a tall shift lever and big round knob sticking straight up out of the console, and each gear’s selection could be described as very firm. It feels like the transmission could be wailed on all day. The trouble is, the clutch pedal is just as firm, so driving the Viper in city traffic is hard work; at least you only need a couple of gears.

But if the Viper’s cockpit was a more welcoming place, that might not be so bad. Sure, it has A/C, power everything including pedals, a decent stereo, and nice leather trim, but it is cramped in there for the size of person you might expect to own most of these (read: bigger guys). The seats in particular could be an issue, as they are very snug on the sides. If you fit in them, they are great, very comfortable and supportive. But even if you do, there is not a lot of room for arms and legs, with the wide centre tunnel and narrow footwell that come along with the physically large engine and transmission, plus the low roof. Getting in and out of the Viper can be a bit of an issue with the bolstered seats and wide sills, too. You have to compromise your comfort to drive a Viper.

If it sounds like we are being very critical of the Viper, it is hard not to be based on the modern standards set by every other car, including its natural rival, the Corvette. Every Viper has been behind the times in that sense, and not a lot has substantially changed.

But, none of that matters. Cars like this are really judged on different standards, aren’t they?

That it goes its own way with no apologies is its appeal to the guys who buy these cars. It is an untamed beast. Immensely powerful. Brutish and macho. And you have to compromise a lot to get on a close, personal level with it.

Such intangible and subjective issues aside, the fact remains that the 2010 Viper represents the end of an era. There is word from Chrysler that we might see the Viper name on a new sports car in a couple of years, but given it will likely be based on something Italian, that sledgehammer V10 is probably at the end of the line.

The Dodge Viper SRT-10 has achieved iconic status, and this, the Final Edition of this design, is your last chance to grab this piece of automotive history.

Viper History

The Dodge Viper was conceived in the late 1980s as a modern take on the classic AC Cobra. Indeed, Carroll Shelby, then associated with Chrysler, played a big part in its design and early development.

The original concept car appeared at the ‘89 Detroit Auto Show, and the reaction was so enthusiastic that Chrysler decided to make it a regular production car. By the end of ‘91, the Viper was ready, and the car went on sale in January, 1992.

The heart of the car was, and is, the V10 engine. Originally designed for trucks, then-Chrysler subsidiary Lamborghini cast the blocks and heads in aluminum. Some factions wanted a “high-tech” engine with four-valve heads and overhead cams, but cost concerns kept it as a pushrod design, and that was probably the best decision for the Viper, as the brutish V10 was perfect for the attitude the car projected, if a little heavy at 711 lb! This original version was probably THE most difficult car to drive fast in the modern radial tire / disc brake era.

Further development of the Viper saw the introduction of the second-gen, Phase II SR model in 1996. This was the beginning of the Coupe, which had the same size engine but horsepower increased to 450 and a bit less weight. The chassis was completely redesigned, lighter and stiffer, the suspension was all-new, and the bodywork was more aerodynamic. The brakes, initially still without ABS, were considered the car’s weak link next to its rivals. This generation lasted until 2002.

The first major redesign of the Viper came in 2003, with the first SRT-10. The V10 was up to 8.3L and 500 hp, and down to 500 lb., and the chassis was again lighter and stiffer. The first three model years saw only a roadster, until the Coupe was introduced for 2006. No 2007 model Vipers were produced; instead, Chrysler extended production of the 2006 model while preparing the updated 2008 model.

The fourth generation came in 2008; an 8.4L V10 with ported big-valve heads and variable exhaust valve timing made 600 hp. The drivetrain was beefed up, with a stronger Tremec 6-speed and a limited-slip diff in the Dana rear end. The previous run-flat tires were dumped in favour of grippier Michelins (with no spare), and suspension tuning made for better handling.

Viper enthusiasts will now await word on what form a possible new Viper will take.

Review and photos by Russell Purcell

The first time I laid eyes on an Audi TTS was at the Automobile Journalists Association of Canada’s annual Car of the Year Test Fest event a couple of years ago. The car was there in roadster form to compete for the title of Best New Convertible. The TTS I sampled stood out like a traffic cone, as it was cloaked in an almost luminescent Incandescent Orange colour that affectionately became known as “Slurpee,” due to its tonal proximity to the slushy beverage. Its round shape and aerodynamic curves reminded me of a pumpkin, so I was ecstatic when I found a seasonal display of the fleshy squash nearby to serve as a backdrop for my photos that day. The TTS proved a track marvel as it offered exceptional balance, quick shifting (via its steering-wheel paddles), the stability of quattro all-wheel-drive, and enough turbocharged scoot to keep the assembled journalists clambering for the keys.

Recently I was able to get reacquainted with the TTS, but this time I was able to sample both variants of the sleek model – Coupe and Roadster – both fitted with Audi’s six-speed DSG automated manual transmission.

The heart of this car is an upgraded version of the well-sorted and reliable turbocharged, intercooled, and direct-injected 2.0-litre four-cylinder. This capable engine generates 265 horsepower and 258 lb-ft of torque over a wide power band, making acceleration strong and reaction to pedal inputs almost instantaneous. Turbo-lag is almost extinct, but I did notice slight hiccups when I left the 6-speed automatic to operate on its own accord. Runs to 100 km/h can be accomplished in about five seconds, which is very commendable for a car of this displacement, and places it on par with its rivals.

The steering is very communicative and benefits from speed-dependent power assistance. Audi’s engineering team has designed a suspension set-up perfectly suited for the car, as it allows you to make maximum use of the all-wheel drive system’s incredible traction and grip while at the same time, delivering predictable handling with a high degree of precision. The car carries its weight low to the ground so it feels planted at speed, but there is a hint of understeer noticeable when you toss it through the twisty bits.

Audi’s Magnetic Ride system automatically adjusts the shock absorbers to adapt to changing road surfaces or the demands of the driver. I tend to drive most test vehicles in Sport mode, and when the system is activated on the TTS, the car’s sporting intentions come to the forefront.

The interior is characteristic of all Audis, meaning it is a study of simplicity, well thought out, and of exceptional quality. I found all controls to be within easy reach of both hand and eye, making their use quickly intuitive. The standard power-adjustable sport seats are wrapped in Nappa leather and proved sufficiently bolstered to hold me in place during even the most aggressive cornering manoeuvres.

Selecting a Roadster over a Coupe results in the loss of a fixed roof as well as two seating positions, but the latter are best reserved for packages and gym bags anyway. Operation of the soft-top is quick and painless, and when retracted, gives the car a sleek profile without robbing the user of too much trunk space. Coupe buyers lose the trunk in favour of a hatch design.

While some critics still remark that the TTS doesn’t look aggressive enough for a sports car, I would argue that its unique shape and curvaceous skin give it something that many “sport” designs lack – a sense of style that helps it stand out from the largely cookie-cutter crowd of sporty offerings on the road today. Isn’t that part of the appeal of buying a sports car in the first place?

By Gerry Frechette

“The Cruze is the most important product in the history of General Motors of Canada.”

Kevin Williams, the President of GM Canada, made that declaration at the media launch of the new compact sedan that replaces the Cobalt, which replaced the Cavalier, so its importance is pretty clear. With compact cars the biggest sellers in this country, and several competing new models still to be introduced over the coming months, the Cruze is GM’s standard bearer as it seeks to regain compact sales leadership.

Is the car up to the task? From a day driving it and a few competing models, it is safe to say that if GM can get people into Chevrolet showrooms to try one, compact car shoppers should like it.

Styling makes the first impression, and the Cruze is a good-looking little car, with design inside and out that makes it look bigger than it is. Outside, it has an aggressive stance, especially with the bigger wheels and tires, and inside, it looks like a Malibu with the most stylish dash and doors in the segment. Compared to its main Asian competitors, the Cruze is notably roomier in combined passenger and cargo capacity.

It’s also safer if you measure by air bags, as there are ten of the pillows on board, the most in class. Electronic stability, traction control and ABS are all standard, too.

Under the hood of the Cruze LS base model is a 1.8L four that we didn’t sample, while LT and LTZ models get a new 1.4L Ecotec turbo four backed up (until next year when a manual will be offered) only by a six-speed automatic. With 138 horsepower and 148 lb-ft of torque, available as low as about 2,000 rpm thanks to the turbo and variable valve timing, this combo moves the Cruze very smartly (a claimed 0-100 km/h in the 9-second range) and allows confident overtaking on the highway, with smooth, quiet operation.

Highway fuel consumption with the 1.4T is estimated to be 5.5L/100 km (better than the Asians), and for those who want more, the upcoming Cruze Eco with aerodynamic and drivetrain trickery will get 5.0.

With $15,000 seemingly the magic entry level to the compact class that every manufacturer is currently shooting for, the base LS fits in nicely at $14,995. For that, you get the 1.8 with 6-speed manual, all the aforementioned safety gear, power windows and locks, keyless entry, and auxiliary audio jack (but not A/C). Quite a deal for that much equipment, but GM expects the volume model to be the LT Turbo that we drove (with A/C), which adds the 1.4T and automatic, power heated mirrors, cruise control and many more options than LS, for $19,495. The Eco model will be the same price. You can get the LTZ Turbo up to nearly $30K with a full load of toys.

The impressive Cruze vaults Chevrolet into the top echelon of compact cars heading into what will be the most competitive year in the segment ever in Canada.

Story and photos by Russell Purcell

On July 16, 2010, “a new era in sustainable mobility” for British Columbia began as Stephen Beatty, Toyota Canada’s Managing Director, handed over the keys to one of the five Toyota Prius Plug-in Hybrid (PHV) test vehicles that will be plying Canadian streets for the next year as part of the Japanese company’s global PHV test trial program.

Toyota Canada has partnered with fifteen trial partners in four provinces (B.C., Manitoba, Ontario and Quebec) in the first phase of the nationwide program. The partners, mostly government departments, educational institutions and energy companies, were carefully selected to help test the car’s new technology in real-world use for the next calendar year. Members of the test groups in each province will share one vehicle.

In British Columbia, the partners include the B.C. Institute of Technology (BCIT), BC Hydro, City of Vancouver, the Ministry of Energy, Mines and Petroleum Resources and the University of Victoria’s Institute for Integrated Energy Systems.

The Car
The Prius PHV is based on the third-generation Prius Hybrid and shares many of its components – which is probably a good thing, as the Prius has gained a loyal following and is the number-one selling hybrid vehicle in the world. Under the hood of the Prius PHV you will find the venerable 1.8-litre Atkinson-cycle, four-cylinder gasoline engine and electric power train that comprise the company’s proven Hybrid Synergy Drive; however, the PHV utilizes a battery pack with a much larger capacity.

Its new lithium-ion batteries enable all-electric operation at higher speeds and for longer distances than those in the conventional Prius Hybrid. Toyota’s literature claims the PHV has a range of 20 kilometres (13 miles) on electric power. That may sound short, but that’s with the car travelling at speeds up to 100 km/h on electric power alone. This means that the first portion of any full-charge trip will require little, if any gasoline, as the engine will only kick in to power subsidiary systems.

Keen observers will notice what looks like a second fuel flap on the front fender of the Prius PHV. Opening it reveals the receiver port for the charging unit which permits the user to juice-up the car’s battery packs from a typical 110-volt outlet. This is accomplished by using what is basically a three-prong extension cord fitted with an SAE-standardized connector plug for electric vehicles. It takes a mere 180 minutes at 100 volts, or an even more impressive 100 minutes at 200 volts (a 220-volt home charging station is in development).

The Batteries
The big advantage of switching to lithium-ion batteries over the traditional nickel-metal hydride units is that the new batteries don’t require “conditioning” and don’t have a “memory” effect, so they can be charged at any time. Lithium-ion also has a higher energy density, and the new packs fitted to these test units have effectively quadrupled electrical energy output when compared to the battery pack of a typical Prius.

Despite the added weight of the larger batteries, performance and handling remain on par with the standard car, but fuel efficiency has improved significantly. The Prius PHV achieves a fuel consumption of just 1.75 litres per 100 kilometres (161 mpg Imperial) which is expected to reduce fuel consumption by 83 percent and reduce CO2 emissions by almost four tonnes per year. The current Prius consumes 3.7 L/100 km (76 mpg) in city environments, and 4.0 L/100 km (71 mpg) on the highway.

The Prius PHV is expected to become available to the public in 2012.

The Study
All five test vehicles will be fitted with special telematics equipment to record vehicle and hybrid system performance for the duration of the test period. Using this feedback, engineers and product planners will be able to track “critical technical and consumer acceptance feedback of the Prius PHV, unique to the Canadian market.”

The main goal behind the project is to produce sustainable mobility, and in the case of the Prius, the addition of PHV technology helps transform it into an electric vehicle with a realistic operating range.

“We expect that coupling B.C.’s clean energy resources with the cutting edge technology of plug-in hybrids will lead to a real impact on lower greenhouse gas emissions in this province.” – John Yap, Minister of State for Climate Action.

The City of Vancouver is taking a real leadership role when it comes to the environment, so it comes as no surprise that local officials and city planners were ready to embrace this test program.

“Vancouver is trying to be the greenest city in the world, so we ask that all new developments have a plug-in. So we’re ready to go. We are just waiting for the Prius and other plug-in cars to come on the market.” – Vancouver Deputy Mayor, Ellen Woodsworth.

PHV vs. pure EV
While other companies are working towards offering pure electric vehicles, the viability of these is likely to be hindered by what is called “range anxiety.” The reality is that unless you live in an urban centre like Vancouver or Toronto, a pure EV makes little sense due to the lack of charging locations and the geographical distance between them. Cars like the Prius PHV, on the other hand, can offer excellent fuel efficiency and zero emission capabilities without the stress of worrying about whether you’ll make it to the next charging station.

The group of B.C. partners has “committed to testing the Prius PHV and sharing with Toyota and each other their experiences driving in the real world.” Hopefully this program will enable Toyota and its partners to gain consumer acceptance for these innovative cars, as well as to help Toyota re-establish its reputation as a world leader in the automotive community.

Review by Russell Purcell, images courtesy of Subaru Canada

Subaru’s WRX and WRX STi models have always offered enthusiast drivers big bang for the buck, but the arrival of Mitsubishi’s Lancer EVO to the Canadian marketplace in 2008 shook things up a bit. Subaru’s market niche had been invaded, and Mitsubishi’s offerings were just as capable, similarly equipped, and came backed by a long, and very successful, motorsport heritage.

Subaru product planners will freely admit that they stumbled a bit when the company last revised its top offering, the WRX STi, in 2008, as the sedan variant was dropped in favour of a five-door with less aggressive bodywork. While the car was still an outstanding performer in all departments, many customers prefer the simplicity of a traditional sedan design, and the wide fender flares, huge boy-racer wing, and bird-ingesting hood scoop appealed to their dreams of rally glory. There’s no doubt that the company’s decision drove some potential buyers to the Mitsubishi fold.

Subaru is currently enjoying its most successful year in Canada as sales have been strong across the line-up, as Canadian consumers have increasingly become enthralled with the surefootedness of all-wheel drive, a technology that Subaru has engineered to near perfection.

For 2011, Subaru has taken steps to give both the WRX and WRX STi back their street credibility. Here is a quick look at what is new for the coming model year.

The big news here is that the entry level WRX now looks almost identical to its sportier big brother, the STi. This will no doubt please those buyers on a budget. The two cars both feature more aggressive bodywork, which most noticeably includes the return of the wide fender flares, bold front spoiler, and a revised grille and rear bumper shroud. The overall effect is to bring track-ready looks to the street, but in a manner that doesn’t look bolt-on or self-applied. All the aerodynamic tweaks, channels, and ducts look perfectly integrated and in a word, right.

The interior continues to evolve and move upmarket, and as a result, fit-and-finish is exceptional for a car in this price category. The instrument cluster has been revised to be even more visible (complete with centre-mounted tachometer), and the steering wheel gains controls to allow voice operation of the Bluetooth system.

The WRX still rides on 17-inch wheels but they are now an inch wider, giving the car a wider contact patch and greater stability. Not to mention, they are two pounds lighter.

The STi gets similar revisions to its bodywork and interior, but the return of the four-door sedan model is the story here. The enormous rear wing is back with a vengeance, but is now less intrusive to rear visibility as it features an upswept section in the centre. The STi rides on 18-inch cast aluminum wheels from motorsport dynamo Enkei, which also come in four pounds lighter per wheel than those on the outgoing model. Less un-sprung weight makes for improved handling, and after ripping around for a few hours on a very technical track, I came away impressed with the precise handling delivered by this car.

Handling for both cars is enhanced over that of the outgoing models as the engineering team has increased the width of the car’s track front and rear, and fitted it with wider wheels and tires. Add to this a sportier suspension setup and you have a stable, precise handling sports sedan that is equally at home cruising through your neighbourhood as it is at a track day.

Should attending track events be a regular part of your agenda, you will probably want to splurge on the STi upgrade, as it comes equipped with the more advanced Multi-Mode Driver Controlled Centre Differential, Subaru Intelligent Drive (SI-Drive) and Multi-Mode Vehicle Dynamics Control. These systems allow the driver to dial the car’s suspension, differential and traction control settings to meet the individual requirements of the driver, as well as the type of track or surface you are running on.

The STi benefits from a stiffer body structure than the standard WRX model, and after driving the two cars back-to-back, it was immediately apparent that the car is a much sharper tool. A great deal of work has gone into firming up the spring rates front and rear, which has reduced body roll and helps control nose dive under braking. Engineering tweaks such as the use of thicker stabilizer bars and lighter control arms, as well as a lower ride height, all help give the STi a feeling of stability, and inspire confidence in the driver. Many of these improvements are directly based on those of the WRX STi Spec C, a competition only car sold in Japan.

After a few laps at Calabogie Raceway in Ontario, in a variety of STIs, it became apparent that Subaru has managed to further refine this phenomenal machine to the point that it offers near supercar performance when driven near its limits, but with its incredible all-wheel drive system, natural balance, and predictable handling dynamics, it proves very forgiving when you get over your head. Both cars also seemed to exhibit much less understeer.

Under the hood, the cars remain the same as the outgoing models as they both received significant upgrades in 2009. The WRX generates a healthy 265 hp and 244 lb-ft of torque from its 2.5-litre, turbocharged, four-cylinder engine which proves good enough for runs to 100 km/h in about 5.4-seconds in stock form. The STi delivers 305 hp and 290 lb-ft of torque, largely due to its larger turbo and intercooler, and with a 6-speed in place of the standard car’s 5-speed gearbox, you can really stretch its legs. The STi will hustle to 100 km/h in 4.9 seconds!

I should point out that for 2011, Subaru will only offer WRX models with manual transmissions. The WRX is fitted with a five-speed, while the STi gets an extra gear. Both proved to be slick operators, blessed with short-throws and excellent ratios.

Tech fans will be pleased to see the upgraded AM/FM audio system (CD/MP3/WMA) complete with MediaHub iPod and USB integration, as well as Bluetooth streaming audio capabilities. Audio giant Pioneer has provided Subaru with sound quality impressive enough to keep the most critical audiophile happy.

With more content and sexy new curves, you would expect Subaru to bump up the price of admission on this potent duo, but the good news is that there is no price increase for 2011. The WRX in sedan form can be had for a mere $32,495, while buyers liking the 5-door set-up must dig a little deeper for another $900. A loaded “Limited” package is a very reasonable menu item at $3,000, as it adds a sunroof, halogen fog lamps, Sirius satellite radio and leather seating surfaces to the car. The STi starts at $37,995 (or $38,895 for the 5-door), and a “Sport-tech” package (which includes Xenon lights, automatic climate control, Pioneer’s trick AVIC audio-navigation system, upgraded speakers, LED turn signals, halogen fog lights, and a power sunroof) for $3,600.

With more aggressive looks, enhanced creature comforts, and a host of handling improvements, the WRX and WRX STi in either body style remain a bargain when it comes to high-performance automobiles, but proven reliability and all-weather traction are the icing on the cake. And World Rally Blue is still a choice on the order sheet!

Story and photos by Russell Purcell

Driving across the Canadian Prairies can be a monotonous task, even when behind the wheel of an exotic sports car like a Porsche 911 Turbo. The reality is that once you begin the journey eastward from Calgary, you quickly lose sight of most of the topographical features that give our vast country its identity. Once you become accustomed to the set of scenic elements that dominate this gently rolling landscape – comprised of a patchwork quilt of coloured earth and grassy crops supported by a cast of puffy, cartoon-like clouds – the novelty is gone and boredom steps in, making for long spells of sameness interrupted by the occasional highway crew, accident scene, or remnants of road-kill.

As you streak through Alberta you may spot the occasional oil-pump rocking up-and-down like a dunking bird toy, or car-sized, round hay bales that often perform the secondary function of advertising through the use of wrap technology. Saskatchewan and Manitoba deliver Canada’s iconic grain elevators to the visual menu, which stand stoically above tiny hamlets that appear to be lost in time.

This bland feeling is amplified if you stick to the Trans Canada Highway as it cuts a relatively straight path from urban centre to urban centre as it travels the path of least resistance. I suggest you bust out a road atlas and do a little research before planning a trip through this region. I did just that before departing on my journey, as I knew there had to be some interesting sections of road to explore in an area as immense as this. My research lead me to Highway 9, a rural highway which begins at the Trans-Canada Highway, about midway (32 km) between Calgary and Strathmore near the town of Langdon. The first stretch heads north for about 50 kilometres before you cross the Rosebud River and begin to head east towards one of the most unusual places in Canada, the town of Drumheller.

I have always had an interest in dinosaurs and fossils, and had aspirations to be an archaeologist until I realized that dust, shovels, and pesky blood-sucking insects would become part of my daily routine if I chose that career path. However, my interest in these legendary monsters still burns strong, so the appeal of visiting Drumheller made this detour a highlight of my trip. Drumheller is located in the heart of the Canadian Badlands in Southern Alberta (138 kilometres from Calgary) and is the self-proclaimed “Dinosaur Capital of the World.”

As you approach Drumheller, the road begins to twist and curve as you descend into the Red River Valley, a landscape like no other. The road winds through a maze of steep, dry coulees and wind-sculpted hoodoos that give the area an almost supernatural appearance. The entire region was once covered by an immense inland sea, and millions of years of sedimentary deposits have been exposed by both glacial and fluvial erosion. The end result is a truly unusual topography characterized by prominent layers of rock that continue, to this day, to reveal many of the mysteries of the world’s past Age of the Dinosaurs, 230 million years ago.

You would be remiss to not spend an afternoon at the Royal Tyrrell Museum, an architectural showpiece that houses the world’s largest collection of dinosaur skeletons and fossils. What makes this place so unique is that most of the displays place the dinosaurs in a natural setting (using props and set dressings) or engaged in activities believed to be characteristic of each specimen, including battle. There are also many interactive activities for adults and children alike, as well as outdoor programs (in the summer) that take you to active dig sites.

An excellent system of well-maintained roads creates a loop through the Drumheller region that has been designed to promote access to the many attractions in the area. Known as the Drumheller Valley Tour, visitors can follow North Dinosaur Trail (Highway 838) for 6 kilometres to the Royal Tyrrell followed by Horsethief Canyon 10 kilometres further. The return route utilizes sections of Highways 837 and 575 (known locally as South Dinosaur Trail) to see most of the town’s commercial district before connecting with Hoodoo Trail (Highway 10) which will lead you 16 kilometres southeast to the Willow Creek Hoodoos. Most of these roads are twisty as they follow the course of the Red Deer River, and the pavement is in exceptional condition.

A visit to the Drumheller region is a must for the immense educational opportunities alone, but taking in the sights and atmosphere showcased by the tour route is a great way to reinvigorate a car load of road-weary travellers.

By Ian Harwood

The days are getting shorter, the air is getting colder, and the rain has started. I know most of us would like to pack up and head south for a warmer climate, but that is not always possible. It is time to start thinking about storing that recreational vehicle, off-road buggy, camper, or second vehicle. There are a few things to know before parking it and walking away.

First, fill the gas tank up full. This will help eliminate any moisture build-up in the tank. Also put a bit of fuel stabilizer in with the gas. Wash and clean the vehicle very well. Scrub underneath the vehicle as much as possible and get any mud, dirt, or grass off. These will cause rust if left for a long period of time. Give the vehicle a good coat of wax and vacuum the interior. Be sure to clean all the nooks and crannies and under the seats so nothing is left, including that French fry lodged between the seat; you would be surprised what that can turn into after six months. Wipe all rubber parts and seals with a rubber dressing to stop them from drying out and cracking. Change the engine oil before you store it and let the engine run for a bit to make sure all the internal components receive the new oil. Check the battery terminals for corrosion and clean properly. You may remove the battery for the season or purchase a battery charger that delivers only a charge when needed.

If the vehicle is going to be outside, do not cover it up with a tarp. This can cause damage to the paint if exposed to strong winds. If you can put it under a roof or car port, that would be better. Of course, nothing would be better than storing it in a garage. In a garage you could cover it with a proper vehicle cover that can breathe and help keep the dust off. It is a good idea to place a pan under the engine or a garage mat to stop any potential leaks that can make a mess of your garage floor.

Spray a lubricant on the brake rotors to keep the moisture off and help reduce rust. Spray hinges, crevices, and anything shiny with a coating of WD-40 to prevent rusting. This can be wiped off in the spring with a degreaser. Stuff the exhaust pipe with steel wool. Rodents would love a place like this for the winter. Check to see if the antifreeze is still strong, otherwise change it. If it is an RV you are storing, you must flush the water and sewer lines out with RV antifreeze. Fill your washer fluid container with winter washer fluid to prevent freezing and cracking of the fluid container.

Next you’ll need to decide whether to raise the vehicle for storage or leave it sitting on the ground. Flat spots on the tires used to be the main reason to store a vehicle raised off the ground, but with modern-day tires, this has become less of an issue. Generally, if the vehicle is only parked for the winter, storing it on the ground should be fine. Over-inflating your tires by 5-8 pounds can help prevent flat spotting over the winter. If you are raising it off the ground, your next decision is whether or not to remove the wheels. Some people prefer to remove the wheels when storing a vehicle, rather than have them in a high traffic garage area where they can be damaged. Adjust your insurance accordingly.

Call your insurance agent and let them know the vehicle has been stored. They can recommend the appropriate amount of insurance. If you’re putting your “winter beater” vehicle on the road, be sure to reinstate the insurance policy for it as well.

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

Story and Photos – Amee Reehal

Arguably, nothing instills more anxiety in the hearts of grown men than the fear of the unknown – you know, unholy spirits and diabolical sorcerers. Well, whether you believe in this stuff or not, watching Linda Blair’s contorted body flailing down the stairs and spewing green bile or playing your old Iron Maiden record backwards (Number of the Beast, we know you own a copy) to the sound of demonic poetry, is just plain freaky. When it comes to fear, it really boils down to all things mischievous, evil, and morally objectionable, always lurking, personified in one form or another.

In Montreal, fear roars through the eerie tunnels of the Ville-Marie expressway and scours the old, cobblestone road of de la Commune, embodied as Avo Aboulian’s intimidating 2002 Corvette Z06 – a ride so fierce it keeps Lamborghinis up at night.

Montreal is a beautiful city: old charm with contemporary style, the closest you’ll get to Europe without having to cross the Atlantic. Particularly charismatic is the inner district of Old Montreal. Once a little French settlement along the St. Lawrence River, Old Montreal today is as vivacious as ever, but now a lot spookier, retaining its cobblestone pathways and Gargoyle-infested 17th-century buildings alongside old fortifications that once surrounded the town. Down the road sits the gothic Notre-Dame Cathedral replicating the original in Paris, and what would a creepy town be without a clock tower. Our menacing Z06 could not find a better place to call home, clock tower and all.

The premise behind this build is familiar, the same story you’ve heard many times before but will never get sick of. Guy buys car-guy gets spanked by another car-guy buys new car, tunes it, and spanks everyone. The tale of retribution and pride, and Avo Aboulian is no exception. He had no quarrels back in the day with his 2001 BMW 330ci, willing to compromise power for styling. That quickly changed when his uncle’s 2002 M5 proved otherwise, leading Avo to sell his Bimmer (and his soul), for a new Z06 coupe in April of 2002. Shortly after, he gets beat again, this time by a friend’s four-cylinder Nissan Silvia with an SR20DET transplant. Ouch. The events that followed thereafter led to this tale of demonic proportions, a vicious Corvette Z06 transformation, unprecedented and not for the faint of heart.

When asked why he chose this particular car, Avo states, “What appealed to me was all it had to offer as a stock muscle car.” In fact, when the Z06 moniker was re-introduced in 2001, following a long hiatus since its initial introduction back in 1963, it was considered a very well-balanced sports coupe, one that was ruthless on the track and equally exhilarating on the drive there. Although the ’01 Z06 broke ground in areas of reduced maintenance costs, reduced noise and weight, and overall refinement, to name a few, GM engineers wasted no time on further improvements for 2002, so Avo got in at a good time. They included 20 extra ponies, now 405 via a 5.7-litre V8, 15 lb-ft of extra torque thus producing 400 lb-ft at 4,800 rpm with redesigned clutch driven discs, enhanced performance with wider manual gearbox ratios, reduced weight with aluminum not forged wheels, and so on. Frankly, all pale in comparison to Avo’s own debauchery, which begins under the hood.

The adrenaline for this beast is pumped by a roots-type intercooled Magnuson supercharger system with a Lingenfelter computer tuning setup. “The supercharger came with a 6 psi setting,” Avo explains, “but with the 8.2 psi setting with the Lingenfelter I can definitely feel the difference, a much more aggressive tuning setup now.” The 100-shot web nitrous system provides that punch on the track while an MTI blower ensures power on demand when stalking the streets. The ported throttle body and upgraded fuel pump and injectors contribute mayhem. “When I nail the throttle, the tires light up!” Avo says.

He opted for the Kooks 1 7/8-inch long-tube headers paired with a three-inch off-road Kooks x-pipe. Breathing assembly includes a Vararam forced-air intake system adding about 30 additional horsepower, growling through a Billy Boat off-road exhaust, replacing the stock titanium exhaust system that GM claims is the first for any production vehicle. Growling is an understatement, as I watched peoples’ reactions along the busy street of St. Laurent; it is more like an apocalyptic roar from Hell. And as we ripped through long stretches of tunnel during rush hour, the look on the innocent faces of minivan dads who were simply getting home to see their families is another story.

If it’s not the roar that instills fear, it’s definitely the way it looks, whether it’s lurking in the shadows or resting along the busy curb. Avo’s friends at Automotion got things started. “We started the project consisting of a custom widebody including modified rocker panels, quarter panels, and rear fascia—all this to house the new Davin three-piece wheels I ordered which protruded over three inches from the fenders,” Avo explains, all this to accommodate a desired five-inch outer lip on a 22-inch rear wheel. The front lower fascia was custom molded for the 20-inch rollers, with an added custom air inlet. Lending it that wicket flair were Euro taillights, a rear-mounted camera, and a Specter Werkes non-popup HID headlight conversion. Avo repainted his car, from an angelic silver scheme to a deep, darker Candy Apple Red over a charcoal basecoat.

The Beast rolls on Davin Speed 2 three-piece forged aluminum wheels, 20×8.5 wrapped in Pirelli Zero Nero 255/30-20 up front and 22×12 with 335/25-22 in the rear, all next to Baer Eradispeed two-piece cross-drilled rotors and braided brake hoses. Bilstein shocks and Specter Werkes sway bars added in, while the stock full-leaf springs were replaced by Specter Werkes coilovers. “Adding the full coilover setup really made a difference,” Avo explains; “it’s more like a drag racing setup now that shifts all the way to the rear, and with the 335 rear wheels gripping hard the car really takes off, feels like an AWD.”

Following Corvette’s mantra of a proper, well-balanced sports coupe, Avo didn’t stop at power or handling; he followed through in its entirety, including in-car entertainment (I.C.E.) and a stunning interior. He replaced the stock Z06 interior, including black leather-trimmed seats with Z06 embroidered into the head restraints, with a full custom leather and suede interior with the embroidery of his own hi-end aftermarket shop, Toyz Autoart, all completed by Automobilia with material from Rudsak. The I.C.E. is extensive and done by Qualitech Audio, including an Alpine 310 DVD player and a 6.5-inch Clarion display for the rear-camera, an Audison six-channel VRX6 420 amplifier and Audison power distributor and capacitor, hi-end Hertz component speakers and two Hertz 10-inch subwoofers, XM Satellite Radio, voice activated Alpine navigation system, and of course, an iPod interface.

This is L&E’s first full-featured Corvette Z06. Without a doubt, there are plenty of impressive C5-generation Corvettes out there, but you’d be hard-pressed to find one as stunning as this one. Unleashed just last year in October at Sport Compact Performance 6 in Montreal (Canada’s largest aftermarket show, three days at the Olympic Stadium), Avo claimed NCCA’s top honours in the ProElite class, and has been making an impact ever since.

So when you choose to visit Montreal, to indulge in poutine and smoked sandwiches in Old Montreal, be forewarned of the Z0666; while you may never actually see it, you’ll most definitely hear it.

Text by Dave MacKinnon, Photos by the Manufacturers

It’s getting cold outside and we in Southern Ontario are scheduled to get our first snow flurries of the season in the next few days. Typically, this would be the perfect introduction to a piece on remote start systems – but it’s not; we are saving that for the next issue. What got me thinking about the topic for this issue was my recent introduction to the intricacies and availability of aftermarket seat heater kits, something that, for some reason, is not popular here in Eastern Canada. We’re going to check out heated seat kits, as well as several other cool functionality upgrades your local mobile electronics specialist can set you up with.

Adding heated seats to your car is actually a relatively simple process – most kits come with a pair of seat pads, a control switch and a wire harness. If you want to do two seats, then you use two kits as one pad is intended for the bottom of the seat and one for the lower back. Good quality heating pads will have flexible carbon fibre strands that run across them that are connected to flexible conductors along the edges. When current is passed through these carbon conductors, they warm up. It’s so simple! Good quality seat heaters also include a built-in thermometer to regulate the maximum temperature and likely a three-position switch with off, low and high settings. Ensure the kits your installer is using have reasonable gauge wiring; some kits cheap out on the wiring and the size of the heating pad. As always, you get what you pay for. Lastly, ask if the kits are made to modern OEM production tolerances and guidelines, and if the kits are insured; they are heating elements, and although I don’t know of ANY failures, you want to be covered and have confidence in the product.

How does it all come together? Your installer simply removes your seats from the car, removes the covering on the seats (leather or cloth), trims the heating pad to fit for length and around any connections, then reassembles the seat covering. He may require some special tools such as hog ring pliers to complete the task properly. Make sure your installer is using genuine metal hog rings and not plastic zip ties – you want the seat covering to remain in place when you are getting in and out of the car so it always looks good. Plastic ties can and do fail over time.

Another fantastic and popular mobile electronics upgrade is a backup camera. The price of backup cameras varies dramatically – and don’t think they are all created equally. The best cameras are built around a cast aluminum housing and feature o-rings to seal out water. A glass lens is another sure sign of quality in a camera. The device used to capture the picture – called an image sensor – is the heart of the camera, and its ability to produce a clear, focused, high-contrast image under all types of lighting conditions is what separates the good ones from the cheap ones. Yes, those all-in-one systems from the local auto parts store do work, but I am not going to comment on their reliability or image quality. Same goes for the cheap wireless systems; I have heard many stories about them not working when cell phones are turned on, not an issue you want to deal with.

Finally, look for a camera with an extremely wide field of vision – at least 115 degrees horizontally. Also watch for low-temperature operation capabilities. You want to be sure it’s going to work on a frosty winter morning; -20C is a good starting point. Small size and solid mounting, along with quality water-resistant cabling, are also key features.

What you connect the camera to is the next option. I am, of course, going to suggest going all-out and replacing your radio with a quality in-dash video source unit that has backup camera capabilities. But if that’s out of your budget, or you can’t replace the radio in your vehicle, then there are a multitude of quality head restraint monitors that can be installed overhead. Ultimately, you want the image to appear when you put the car into reverse, without touching any buttons. Make sure your salesperson and installer understand that.

Another option is the installation of an aftermarket ultrasonic backup sensor kit. This is the same concept that many factory installed systems use, including my ‘07 Grand Cherokee. These kits include sensors (typically four) that are to be installed in your rear bumper. A module inside the vehicle beeps, and on some better systems, a display indicates your distance from an object. Though not as informative as a back-up camera, they are indeed better than nothing.

Moving on, I am reminded of the work I did to my first new car, a 1991 Mazda 323 hatchback. We built a moderate audio system in it that included four 10-inch JL Audio 10W1 subwoofers, two PPI Art Series amplifiers, an AudioControl 24XS and EQS, and custom door panels with a 3-way MQ Quart speaker set, and fed it from an Alpine or Clarion source unit (the head unit changed often.) To mount the speakers in the door the way I wanted, we had to remove the manual window cranks and install a power window kit.

Again, the process was relatively easy as the aftermarket offers several solutions. The kits come with a pair of motors, adapters, switches and wiring. The hardest part of the installation in many cars is running control wires into the doors through the factory grommet / wire boot. Good kits include overload sensing to ensure their safe operation.

If you have added power window control, or if your car was built with power windows, then adding a window control module to your alarm or remote start system is also a great idea. I did this on my ‘02 Subaru Impreza WRX. I could roll down either front window from the remote, and both rolled up when I armed the security system, a real convenience since I love driving with the windows down in the summer. You can similarly control a sunroof in the same way.

While you are thinking about upgrades to security or convenience systems, the addition of power locks and power trunk control is a no-brainer. Even if your car has manual locks and a cable trunk release, adding actuators to the locks or a solenoid to the trunk is an easy and common upgrade. Adding parking light flash is also very common when remote starts and security systems are being installed. This really helps make it easy to find your car in a congested parking lot.

When I was in high school, I became notorious for leaving the headlights on in my car, so thanks to a few relays tied to the key detection sensor, I eliminated that problem for good. Your local mobile electronics expert can do the same. This reminds me, if you are importing a car into Canada and it doesn’t have daytime running lights, they can fix that problem too!

Adding accessories like the ones I have mentioned above make using your car safer, more enjoyable and more convenient. I have owned everything from the above list, and the money spent was well worth it. Visit your local mobile electronics expert to see what they can do to really accessorize your car – and I’m not talking about LED washer sprayers.

An introduction to motorsport at the Kumho Super Challenge

Story and Photos by Budd Stanley

Every Sunday morning, when we turn on the television to watch Porsches, Aston Martins and Ferraris enduring the 24 Hours of Le Mans, or Funny Cars streak down the quarter mile, or a rugged Ford, Subaru or Mitsubishi tearing up a rally stage, there is always an urge hidden deep down inside us wanting to be that fearless soul behind the wheel. The problem is, motorsport is a complex and financially exhausting sport. Cars need to be built to exacting standards that are continuously grilled over by suspicious tech inspectors looking for any deviation from the rulebook. A massive bureaucracy of rules, guidelines and safety regulations must be strictly adhered to. If that isn’t enough, the cost of competing for a full year can be as expensive as most people’s yearly income.

However, there is another way. There are several forms of motorsport that are extremely easy to get into, require very little investment and offer not only a great experience, but an excellent stepping stone into more competitive forms of racing. Rallying has TSD events, would-be drag racers have Friday Nighters, and those who love track racing have Autocross.

Now, Autocross is a particularly effective sport to build up the technical skills of racing. An event usually consists of traffic cones laid out in a tight course over an open stretch of tarmac. The tightness of the course and low speeds require the driver to get the most out of the mechanical grip of the car and to drive with an absolutely perfect driving line to eek out the fractions of a second that can determine first from fifth. It is excellent grass roots training to sharpen track-day skills, and as a result, you’ll find everything from bone-stock cars to high-dollar purpose-built open-wheelers taking part in this fun sport.

Just this last August, the Vancouver Chinese Motorsports Club (VCMC) held the largest Autocross event in all of B.C., the Kumho Super Challenge, which attracted competitors from B.C., Alberta, Washington and Oregon. So, to satisfy my urge to drive a car in anger once again, I handed in an entry form for the event.

With just about any car available to me to tackle this event with, as I would be utilizing my access to press vehicles, my choice may have seemed foolish to some. However, to an Autocrosser, it was a wise choice, indeed. In the tight confines of a cone-riddled lot, there is one car that has for nearly twenty years been the staple for Autocrossers – the Mazda MX-5. The MX-5 represents the perfect storm for the needs of such an event. It’s lightweight, and has a good power-to-weight ratio with a spunky 2.0L engine that loves to rev. However, its RWD layout and a short wheelbase are its real attributes, allowing it to change direction lightning-fast, letting drivers thread the needle, so to speak.

With entry fee paid, and home-made magnetic numbers fixed to the doors of my little MX-5, I showed up at Pitt Meadows airport, where racing would be held at the B.C. Driving Centre. Due to the sheer number of competitors, the airport shut down runway 8-Left for use as a paddock.

After a quick inspection to ensure there were no loose items, that my helmet was up to date and that my car truly was stock, competition began. This was not my first Autocross attendance as I have competed in such an event several years ago, but back then, the course was a sea of orange cones forming a complicated course. Getting lost was a very real threat that affected run times, if you managed not to miss a gate. The workers at the Kumho Super Challenge had put together a smooth, fast flowing course that was both fun and allowed me to reach third gear in the MX-5’s close-ratio gearbox.

As I had four runs on the first day, I chose to sacrifice the first to ensure I remembered the morning’s course walk, while coming to grips with the car’s characteristics on the edge of adhesion. That was a good thing as I had forgotten to turn off the traction control. Thinking that running on standard tires, I may need to bump up the air pressures to keep the sidewall of the tires solid, my tactic backfired on the second run. With the red mist blinding me and over-inflated tires only scratching the surface, the MX-5 skated sideways between every gate. It was a miracle that I did not hit a cone (2-second penalty), and my time was six seconds slower than my first run.

With the tires aired down a little and calming myself down for the third run, everything was going well. That was until I got a little sideways out of one gate and had to rotate the car back around the next gate, resulting in the car spinning. Old habits die hard, as I desperately tried to save the run. Once I knew the slide couldn’t be saved, I slapped 1st, popped the clutch and in a glorious mixture of tire smoke and a bouncing rev limiter I was back on track. However, in Autocross, if you spin, your run is a writeoff, thus such acts are not always greeted with the same cheers as rally fans. After a small talking to, I managed to eek out a civilized final run devoid of drifting and tire smoke to pull myself up to 7th in class.

The next day brought a rain-soaked track, with lots of standing water, much more suited to my style of driving. I was looking forward to making up time now that I had my tire pressures sorted out, the only modification you can do in stock class. After missing a gate on my first run, I linked up a beautifully clean second run. By the third, my confidence was flowing and I was ready to make a push for the top spot. However, as I carved through the first corner, a series of hums and vibrations could be heard from the rear as my momentum was taken from me. I had again forgotten to turn off the traction control. In the heat of competition, I could not risk taking my hand off the wheel for the eight seconds needed to turn the system off, and had to endure the handicap throughout my run. My time only slightly bettered my second run, capturing 5th place in my class. Despite the regrets of “what ifs,” the placing was quite good as most of my competition had Ultra High Performance tires to work with.

With the weekend wound up, I couldn’t help but admit that the bang-for-buck enjoyment of Autocrossing is second to none. Nowhere else can you challenge both you and your car’s performance driving abilities for such a small investment. The valuable skills you develop along with the perma-smile that will never leave your face makes Autocross a must for any driving enthusiast.