autolife quarterly (#2)

WINTER 2010 ISSUE #2

autoLIFEQUARTERLY

autolifequarterly.ca

HARLEY-DAVIDSON: THE FINAL RIDE OF 2010

ROADWARRIOR!THE KNIGHT XV: WHEN IT COMES TO THE ULTIMATE INMOBILE SECURITY, THE WORLD’S ELITE CHOOSE A CANADIAN PRODUCT.

2011 GMC Acadia Denali

WINTER 2010 ::: ISSUE #2

ISSUE CONTENTS

FEATURE ARTICLES

4 WINTER 2010 | ISSUE #2 | AUTOLIFEQUARTERLY.CA

ÚTHE ROAD LESS TRAVELLED40km of Pure AdrenalineOn the other side of the world, on the eastern coast of Africa, an annual off-road-ing event takes place in order to help protect local wildlife and conserve the environment. Ironic, isn’t it?by JOE PESKUNOWICZ

p.60

24

32

40

70CUSTOM BUILDRenovating a RoadsterThe garage guru’s at The Rod Shop give a ’61 Corvette a fully updated face lift.by PAT ROY

ROAD TEST2010’s Final RideWe review four Harley-Davidson bikes.by ALLAN TAYLOR

CUSTOM BUILDFrom the Ground UpTaking the old adage of “One man’s junk is another man’s treasure” to new levels.by CHRISTOPHER BLOOMFIELD

COVER STORYArmoured MobilityThe Knight XV is the pinnacle of security.by STEVE TSANG

FALL 2010 ::: ISSUE #2ISSUE CONTENTS

MORE INSIDE Ú10

12

LETTERSALQ Readers Write InOur premier edition is in the history books. Let’s find out what you thought.

ALQ ON SITE2010 Honda IndyA collection of images captured at Alberta’s largest annual racing event.

14

16

LAUGH TRACKGive Us a SmileSome of our readers sent us a few jokes to help aid our stress management.

GADGETS & GIZMOSWe Love the ToysHelping you keep the wrinkles out of your sport coat while driving and much more.

18

20

WTF!Seven Ways to Get Ya!Breaking down the various methods used to bust you while speeding.

CONCEPTS & TECHNOLOGYThe Motive SwitchA Calgary company helps to design the future of driving.

22

30

GAME REVIEWNail’dIt’s the ATV racing game that will have you climbing the walls. (No, seriously!)

CELEBRITY RIDESFred StampsThe Eskimos SB drove this baby all the way from Texas. No wonder he loves it!

38

54

SIDE-BY-SIDEATV Comparison ChartLine ’em up and look at the numbers. Still think they’re all the same?

GLOBAL WARNINGMisguided Intensions?The world is pushing for us to ‘go green’, but are we just doing more damage?

68

74

MOVIE MOTORINGMotorcycles in the MoviesWe found ten of our favourite movie motorcycle moments. See if you agree.

THE MOD SQUADAdding to the MuscleThe guys at Davenport Motorsports tweak out a 2005 Dodge Viper SRT-10.

p.48

12

20

54

66


PREVIEWSThe Future is ElectricThe world’s leading car manufacturers are all moving into the electric age.

from the editor

The concept of recycling is hardly anything new. Ar-cheological findings show evidence as far back as 400 BC, when broken tools and weapons would be melted down and re-smithed into something new. In pre-industrial Britain, ash from wood and coal fires would be collected by ‘dustmen’ and downcycled

into a base material used for making bricks. During the First and Sec-ond World Wars, the rationing and conservation of scrap-metals and fabrics were governmentally enforced to ensure the bulk of available resources would be supplied directly to the war effort. Even as recent as the 1970s, when energy costs began to soar, the recycling of glass and paper materials began their mainstream presence in our society. However, through all this time the reasons behind these recycling ef-forts have always been about economic demand. Only in recent years has our motivation for re-using various products and materials begun to change. Today we may still be recycling to help save money, but the main focus for our technological advancement in this area over the past decade or so has been centred more so around environmental preservation.

Today it has become almost ‘fashionable’ to be concerned about the environment. The term ‘going green’ wasn’t coined until after the turn of the millennium and even our beloved ALQ (that’s short for Auto-LIFE Quarterly for those of you who are not yet hip to the lingo) is available in digital format in order to help us save a few more trees.

The auto industry is no different. Manufacturers the world over have been spending countless dollars in order to demonstrate to an ever-growing enviro-panicked population that they are trying to seriously address the issue of reducing greenhouse gas emissions and ease the demand on our planet’s finite fossil fuel supply. However, even within the auto industry there is a civil war going on over what the correct ap-proach should be to dealing with this whole environmental issue.

We’re seeing a lot of hybrids and electric concepts making their way onto the market. Each one proving itself many times over as a viable option for making less of an impact on our planet, while still provid-ing a level of driver enjoyment. And in this issue we look at electric cars from four different manufacturers (pg.48) and give you a rundown of their various eco-friendly qualities. Alas, our newest contributing writer, Stuart Eastwood, proposes a different perspective (pg.54) and suggests that the massive amounts of energy we’re putting into devel-oping these new technologies may actually be doing more harm than good. Which argument carries more weight? We’re going to let you read everything over and make that decision for yourself.

No matter what side of the fence you land on, however, we hope you enjoy this second edition of ALQ. (... that’s us, remember?)

— MARK [email protected]

PUBLISHER: 1512489 Alberta Ltd.EDITOR IN CHIEF: Mark G. Bilodeau

TECHNICAL DIRECTOR: Anthony LoweryCREATIVE DIRECTOR: John Hull

ARTISTIC DIRECTOR: Monica CollierDESIGN DIRECTOR: Ryan Fodale

CONTRIBUTING WRITERS: Christopher Bloomfield, Andy Boedekker, Dan Chilton,

Stuart Eastwood, Rob Gregory, Paul Kane,David Kirkland, Todd Mackie, Seth Miller,

Joe Peskunowicz, Pat Roy, Greg Spielman,Allan Taylor, Steve Tsang, Dylan Webber

CONTRIBUTING PHOTOGRAPHERS: Mark G. Bilodeau, Mulner-Photography.com

EVENT PHOTOGRAPHER: Mike BradleyCOPY EDITOR: Bonny Leung

PREPRESS: Dan BoyesWEB DEVELOPMENT: Sean Munson

MARKETING DIRECTOR: Karen Briggs

ADVERTISING INQUIRIES:Alberta Sales Office

T 403.703.1915E [email protected]

AUTOLIFE Quarterly Magazineis published four times per year by

1512489 Alberta Ltd.Box 28007 Cranston RPOCalgary, Alberta T3M 1K4

PRINTED IN CANADA BY

All Trademarks presented in this magazine are owned by the registered owner. All advertisements appearing in this magazine are the sole responsibility of the person, business or corporation advertising their product or service. For more information on AUTOLIFE Quarterly’s Privacy Policy and In-tention of Use, please see our website at www.autolifequarter-ly.ca. All content, photographs and articles appearing in this magazine are represented by the contributor as original content and the contributor will hold AUTOLIFE Quarterly and its parent company, 1512489 Alberta Ltd., harmless against any and all damages that may arise from their contribution. All public correspondence, which may include, but is not limited to letters, e-mail, images and contact information, received by AUTOLIFE Quarterly or 1512489 Alberta Ltd. becomes the property of 1512489 Alberta Ltd. and is subject to publica-tion. AUTOLIFE Quarterly and its parent company, 1512489 Alberta Ltd., may not be held responsible for the safety or return of any unsolicited manuscripts, photographs and other materials. Reproduction of this publication in whole or in part without written consent from AUTOLIFE Quarterly and/or its parent company, 1512489 Alberta Ltd., is strictly prohibited.


2011 NISSANTITAN PRO-4X

“Titan remains a rugged, reliable, spirited choice for active truck buyers seeking style, innovation and, as always, an excellent value. Titan has the highest standard horsepower and torque ratings in the half-ton truck segment – 317 hp and 385 lb-ft of torque – making it perfect for everyday and weekend use alike.”

~ Al Castignetti ~ Vice President and General Manager ~ Nissan Division, Nissan North America, Inc. (NNA)

letterssend us your thoughts and comments: [email protected]


MAKING A GOOD FIRST IMPRESSIONI recently picked up your magazine and wanted to write you a quick note to congratulate you on a job well done. I think it’s a very slick-looking publication and I thoroughly enjoyed the variety of stories and articles. It was nice to see something that had more to offer than just page after page of clichéd car reviews. I was espe-cially pleased by the article you did on the various James Bond vehicles from the movies. Quite entertaining and not something I’d ever seen in a car maga-zine before. I look forward to your next issue. Keep up the good work!

JIM KRIGLERRED DEER, AB.

WE ARE INVITED...I enjoyed looking at all of the pictures you took at the Didsbury Show ’n Shine. I think it’s terrific that a magazine like yours would find enough value in a bunch of smalltown car enthusiasts to actually come out and take a bunch of pictures. I’m not actually from Didsbury, but I was at the show. I was just wondering how we could go about inviting you out to one of our events?

BILL P.VIA E-MAIL

∆Well, Bill, all you ever have to do is ask. With so many

shows going on around Alberta, we can’t make any promises,

but we’ll certainly try our best to come out and see you if you extend the invitation. ~MGB

SOMETHING NEW EVERY DAYBeing a long-time fan of jet boat racing, I’m ashamed to admit that I had no idea Dale Whiteside was from Red Deer, AB. I’ve spent more hours than I’d care to confess to in front of the TV watching this sport and yet I never realized we had such a direct connection to it. Thanks for the education.

DAVE TINSLEYCALGARY, AB.

∆Glad to be of service, Dave. The guys from Outlaw Eagle

offered to take us out for a ride

with Dale at the stick. We just couldn’t get our s#%t together in time before the weather turned against us. Hopefully the offer will still be open next season. ~MGB

SOUR GRAPESWhile flipping through your magazine, I was immediately impressed by the overall layout and design. Very well done, indeed. But imagine my shock when I flipped to a massive full-spread picture of Gerry Forbes (morning host for CJAY92 FM featured in “Celebrity Rides”) standing there with his Bentley! I always knew that guy made way too much money. He’s driving cars that cost more

than most people’s houses and I’m looking at getting through another winter in a ‘92 Sunfire. Life sucks!

A DRASTICALLYUNDERPAID COLLEAGUE

FROM A COMPETINGRADIO STATION

VIA E-MAIL

∆I feel your pain. I once went through two winters in a ‘98

Mercury Sable with a busted heater. But try not to hate the man for simply enjoying the spoils of his labour. Can you honestly say that if you were in his position, you wouldn’t dump that Sunfire for something a little fancier? I know I would. ~MGB

EN-V FREE ZONEPlease tell me that article you published about the EN-V from GM was just a big practical joke. I can’t believe that the people who gave us the Sierra and the Yukon are the same people who want to push this overgrown rollerskate onto the buying public. The only things missing on this contraption are a bike chain and a bell.

Warren McCallEDMONTON, AB

∆Sorry, Warren, but the GM EN-V is on the up’n up. I doubt

you’re going to be seeing it on North American streets (ever), but you have to admit that it makes a lot of sense in a market like China. ~MGB

© 2010 Twentieth Century Fox Home Entertainment, LLC. All Rights Reserved

FOR MORE INFORMATION DOWNLOAD THE COMPLETE BROCHURE AT WWW.YOKOHAMA.CA

ALQ ON-SITE

INDYscribable2010 EDMONTON HONDA INDY Ë

Despite the sunshine on race day, a dark cloud was still looming over this year’s INDY race in Edmonton. With promoters losing money each year, the event has become more and more difficult to host. New promoters, Octane Racing Group, and some local businesses including Race Week Edmonton are working hard to keep the event going. We’ll keep our fingers crossed!


PHOTOGRAPHS BY MIKE BRADLEY

“A careful driver is one who honks his horn when he goes through a red light. .” ~ Henry Morgan

laugh tracksend us your best joke at: [email protected]

¬A police officer pulls a guy over for speeding.Officer: “May I please see your driver’s license,

sir?”Driver: “I don’t have one. I had it suspended after I got my fifth DUI.”Officer: “May I see the registration for this vehicle, please?”Driver: “This isn’t my car. I stole it.”Officer: “This car is stolen?”Driver: “Yeah. But come to think of it, I think I saw the registration in the glove box when I was putting my gun in there.”Officer: “There’s a gun in the glove box?”Driver: “Yes, sir. That’s where I put it after I shot and killed the woman who owns this car. Then I stuffed her in the trunk.”Officer: “Are you telling me that there’s a body in the trunk of this vehicle?!!”Driver: “Yes, sir.”The officer immediately called this in and the car was quickly surrounded by police. The police captain took over the tense situation and cautiously approached the driver.Captain: “Sir, may I see your driver’s license?”Driver: “Sure thing.”He handed it over to the police captain. It was valid.Captain: “Sir, whose vehicle is this?”

Driver: “It’s mine, officer. Here’s the registration.”The registration was also valid.Captain: “Could you slowly open your glove box, please, so I can see if there’s a gun in it?”Driver: “Certainly, but I can assure you that there’s no gun in it.”Sure enough, there was nothing in the glove box.Captain: “Would you mind opening your trunk? I was told there was a body in it.”Driver: “Seriously? OK, no problem.”He popped the trunk and there was no body to be found.Captain: “Sir, I don’t under-stand this. The officer who stopped you said you told him you didn’t have a license, that you stole the car, you had a gun in the glovebox, and that there was a dead body in the trunk.”Driver: “Really? Ain’t that something? And I’ll bet that lying SOB told you I was speeding, too, huh?”

¬A truck driver was heading down the highway when he saw a priest at the side of the road. Feeling it was his

duty, he stopped to give the priest a ride. A short time later, he saw a lawyer with a brief-case on the side of the road and aimed his truck at him. At the last second, he thought of the priest with him and realized he couldn’t run over the lawyer, so he swerved, but he heard

a thump anyway. Looking back as he drove on, he didn’t see anything. He began to apologize for his behavior to the priest.“I’m sorry, Father. I barely missed that lawyer at the side of the road.”“Not to worry,” the priest replied, “I got him with my door.”

¬One day, a Mechan-ical Engineer, an Electrical Engi-neer, a Chemical Engineer and a Computer Engineer

were driving along together when their car broke down.The Mechanical Engineer said, “I think a rod broke.”The Chemical Engineer said, “The way it sputtered at the end, I don’t think it’s getting gas.”The Electrical Engineer said, “I think there was a spark and something is wrong with the electrical system.”The Computer Engineer said, “I think we should all just get out and get back in.”

¬John and Jessica were on their way home from the bar one night and John got pulled over by the police. The

officer told John that he was stopped because his tail light was burned out.John said, “I’m very sorry of-ficer, I didn’t realize it was out.

I’ll get it fixed right away.”Just then Jessica said, “I knew this would happen. I told you two days ago to get that light fixed.”So the officer asked for John’s license and after looking at it said, “Sir, your license has expired.”Again John apologized and mentioned that he didn’t realize that it had expired and would take care of it first thing in the morning.Jessica said, “I told you over a month ago that you got a letter telling you that your license was due for renewal.”By this time, John is a bit upset with his wife contradicting him in front of the officer. He said to her in a rather loud voice, “Jessica, would you please shut your mouth!”The officer then looked over at Jessica and asked, “Does your husband always talk to you like that?”Jessica replied, “Only when he’s drunk.”

¬A senior citizen was driving down the freeway when his cell phone rang. Answering, he heard his wife’s

voice urgently warning him, “Herman, I just heard on the news that there’s a car going the wrong way on the No.2 highway. Please be careful!”“Hell,” said Herman, “It’s not just one car. It’s hundreds of them!”


GADGETS & GIZMOS by Seth Miller


Star Wars™ Voicesfor TomTom Devices$12.95Now you can have Darth Vader guiding you on your path to the dark side or Yoda giving you all of the right and left turns needed on your journey to becoming a Jedi. No, but seriously, these voices are a lot cooler than that robotic chick with the British accent.http://starwars.tomtom.com

iDeck$39.99You’ve got a shiny new iPod, but you’re still driving an ‘87 Fiero with a Blaupunkt cas-sette deck. No worries, Chachi! Now you can enjoy the best of both worlds by plugging this little baby in and playing your iPod through your car system via the tape heads. It’s ‘old meets new’ in perfect harmony.www.amazon.com

SoundRacer V12$49.99Have you ever wanted to make your boring, reliable car sound like one of those mega-fast supercars? Plug this bad boy into your vehicle’s 12V power socket, select an available FM radio station and you’ll be revving like a Ferrari in no time. No installa-tion required. Just plug it in and go!www.soundracer.se

Sure Start$24.95Anybody who enjoys camping or tailgating is all too familiar with the anguish of killing your battery. Nothing brings a good time to a screech-ing halt faster. Now, all you gotta do is plug this doohickey in first. It’ll monitor your battery’s power levels and shut things down before you run out of juice.www.skymall.com

Car Hanger$29.95You’ve driven across town through all of that construction and you’ve finally pulled up to your next meeting. You climb out of the car and your suit jacket looks like you’ve been sleeping in it for a week! Never again. Attach this sucker to the back of your headrest and keep your jacket wrinkle-free.www.skymall.com

2005 Mustang Mouse$34.99Now you can add some serious horsepower to your computer. This wireless Mustang mouse is fully compatible with both PC and Mac systems and offers a fly-wheel for faster on-screen navigation. Mo-toring your way around the Internet never felt so good!www.themustangshop.ca

DEAR SANTA...Á

¬The silly season is upon us once again and you’re on deck to receive yet another fantastic polka dot tie. You can either choose to sit in silence and just let it happen or you can take charge of your own holiday gift destiny and provide

them with a wishlist that not only satisfies the little kid in you, but doesn’t break the bank. This year, don’t let them have “you’re too hard to buy for” as an excuse. Here’s a selection of trinkets that are bound to put a smile on your face and still leave a little cash in their pockets.

WTF! (Why The Fine!) by Rob Gregory

Rob Gregory is the owner of Gregory Ticket Office. He is a former police officer and Provincial Prosecutor, with 19 years of experience in Alberta’s Traffic Court.

TTo the benefit of those of us who never did make flight school, the auto industry has been continuously addressing our “Need for Speed”. And with the same amount of dili-

gence, law enforcement agencies have been searching out better equipment to curtail that speed. Here’s a look at current methods used to enforce speed limits.

The Visual EstimateThis method of determining a vehicle’s speed is the least accurate. But drivers should be aware that the Courts have actually convicted based on this method. Typically the officer’s testimony goes something like this:

“I’ve been a member of the Calgary Police Service for 12 years, 11 of them in the Traf-fic Section. I’ve been trained in the use of radar and laser, and it’s been my practice to make an estimate of an approaching vehicle’s speed and then take a reading with my laser or radar. I’ve taken thousands of readings over the years, and my estimates average within 5 kilometers an hour of the radar or laser reading.”

The ClockClocking or Pacing refers to driving at a static distance and speed behind the target vehicle and then using the reading from the police vehicle’s speedometer to determine the speed of the vehicle ahead. The most common problems with a “Clock” are:• The distance isn’t static • The speed isn’t static• The police vehicle’s speedometer hasn’t been tested for accuracy

AircraftAircraft speed enforcement hasn’t been used in Alberta for a decade. But it’s making a

surprise comeback. It’s currently being used in the Cochrane and Red Deer areas. An onboard officer clicks a stopwatch at a pre-measured highway marker. A second click at the next marker allows for a determination of the speed. Thought line of sight and stop-watches are no longer good enough for mea-suring performance in sports, they’re making a comeback in traffic enforcement.

RadarRadar devices have been vastly improved over the past 2 decades. They are typically accurate to within 3%. The downside of ra-dar is that it’s not target specific. It gives a reading, but it’s up to the operator to deter-mine which vehicle generated that reading. If there are no other vehicles approaching, that’s not very difficult. But in heavy traffic, there’s a potential for user error.

Photo RadarPhoto radar actually takes a reading from the side of a motor vehicle, at an angle. 2 quick pulses of radar hit the side of the target, and if they both generate the same speed reading, a photo is generated. Original Multanova equipment used film photography, but later

models are digital. Photo Radar can be pre-set to target only approaching or receding ve-hicles. This allows the device to target and photograph only the vehicles in northbound lanes, for example, and eliminates the con-cern that a southbound vehicle might cause a reading.

Speed on Green CameraThese devices use sensors, specifically a piezo-array, installed in the road surface. A “piezo grout” covers the sensor. They have been compared to laser and are typically with-in 1 or 2 km/hr of laser readings. They moni-tor each lane of travel, determine the speed, and cause a photo to be generated. The photo should show the vehicles rear wheels ‘on or after’ a speed validation line which is visible across each traffic lane.

LaserLaser devices are target specific and ex-tremely accurate. The operator targets an ap-proaching vehicle through a rifle-like scope, places the red-dot on the vehicle and squeezes the trigger. A speed and distance reading are obtained in about .3 seconds. A laser detector is useful in warning you that you’re about to be pulled over.

The DefenceDefences for speeding are usually based on issues other than the reliability of the device. A laser reading is more accurate than an es-timate, for example, but poor evidence in a laser trial can cause a dismissal, just as excel-lent evidence on an estimate can result in a conviction.

The bottom line is that any device or method is only as accurate as the person using it. No matter how they ding you, the human compo-nent is going to be the most likely element to cause a problem for the prosecution. ƒ

Questions? Email Rob Gregory at [email protected].


GOTCHA!Seven different ways you could find yourself busted for speeding. Á

CONCEPTS & TECHNOLOGY by Todd Mackie


SWITCH IT UP!Motive Industries Inc. of Calgary takes automobile designing to a whole new level.

‹Take a good look at the Motive Switch. It’s a two-door hatch

that seats four, with a stature that comes across a lot like a Volvo C30 or maybe even a squat Toyota Matrix. At first glance, it may just seem like another run-o-the-mill concept car, but the advanced construction, using light-weight materials through-out, combined with a unique adaptable fuel source system make it unlike any other street vehicle today.

The main chassis is built out of a carbon/glass composite and features an aluminum frame to house the vehicle’s power mod-ule. Much of the interior and

non-structural panels are manu-factured out of biofiber com-pounds made from materials like hemp and flax. Probably the most identifiable characteristic of the Switch is the carbon fiber shell that encompasses the rear of the vehicle and continues forward along the rocker panels up to the

lower front fascia. This casing acts like a kind of exoskeleton and creates an incredible amount of stability and rigidity through-out the entire vehicle.

The other key aspect of this car is the aforementioned adapt-able fuel source system. Initially designed as an electric vehicle

using Lithium Iron Phosphate batteries, the Switch has a travel range of approximately 220 km per charge. However, due to the constant evolution of technol-ogy, the unique housing design for this car’s power supply al-lows it to adapt and switch to a multitude of varying fuel sourc-

es. Anything from fuel cells to super capacitors to natural gas canisters, or whatever else sci-ence can design. As long as it can fit into the aluminum hous-ing, the Switch can be acclimat-ed to use it as a power source. It even comes equipped with an on-board 110v plug-in charging system so you can simply use a standard electrical socket.

Combining techniques de-rived from F1 Racing, aerospace engineering and other concept vehicles, Calgary’s Motive In-dustries Inc. is helping to pio-neer the future of vehicle manu-facturing. ƒ

For more information on Motive Industries Inc. and their other design projects, visit them online at www.motiveind.com.

GAME REVIEW by Andy Boedekker


me into the awaiting blades and have me pulverized into mulch. Fortunately for me, however, the developers at Techland have given my ATV the ability to be steered and manipulated while in mid-air. So I toggle my control-ler, shift my direction and pro-long my hangtime just enough

to avoid my impending doom. I then land safely and continue on my merry way.

All levity aside, there are many aspects of this game that give the racer the ability to perform countless stunts and maneuvers that simply have no place in the

physical world we inhabit. But hey, it’s a game, man! Unclench and enjoy, why don’t you?!

Nail’d is a fast-paced game with phenomenal graphics and tons of action. Giving the racer the ability to utilize either ATVs or motocross bikes, the objective is simple ... beat the other riders and win the race. More than the speed and surrealistic stunts, however, the major fun comes from the many different ways one can take out their competi-tion. I mean, it gets downright brutal!

With a wide range of courses to choose from, combined with a fist-pumping soundtrack and up to 12 players online, Nail’d is without doubt your next best armchair adrenaline rush. ƒ

fiYou Just Got Nail’d!It’s intense, exciting, a total blast ... and it completely defies all of the laws of physics.

ªAs I launch my ATV off of the cliff at full throttle, I find my-self soaring bliss-fully through the air. And for a moment

(just a moment, mind you) I’m able to sit back and appreciate the intricate detail that has gone into the landscape design of Techland’s latest multi-platform racing game, Nail’d. However, my felicity is short-lived as I see that I am rapidly descending into a field of giant wind turbines, monolithically poised to hack me into shreds. What do I do? Oh, dear God in Heaven, what do I do?!!

Well, if it were up to Sir Isaac Newton, the laws of gravity and momentum would simply carry

2011 CHEVROLET

CRUZE© GM Corp.

WHAT STARTED OUT AS A REGULAR MEETING with a customer to go over “the next project” for The Rod Shop soon became an unsuspecting friendship and a one year collaboration to turn a ’61 ‘Vette into a Hot Rod. This build was to go beyond the average “bolt on” all that is shiny and turn this fiberglass body into a modern masterpiece, rolling on the latest and greatest of what GM has to offer.

EVER

YTHI

NGNEW ISOLD AGAIN

STORY BY PAT ROYSTUDIO PHOTOGRAPHY BY MULNER-PHOTOGRAPHY.COMSHOP PHOTOS PROVIDED COURTESY OF THE ROD SHOP

T

‘61 Corvette by Pat Roy

The body had already been started but needed lots of TLC to get where the new owner, Dennis Z., wanted to end up. A new SR3 tubular chassis was ordered with C-4 suspension on all four corners. Once the body was fitted to its new frame and the drive train selected, the hard work began....

Over the next year, all of the aluminum suspension parts were polished to a mirror finish and the hardware and plumbing was replaced with stainless steel. The shocks and springs were upgrad-ed to QA1 fully adjustables, and the stopping power ramped up to drilled and slotted calipers and a Hydro-boost master cylinder combo.

The Hot Rod inspiration was not to be taken lightly as this car was going to be driven. The challenging part was how to keep all the styling, all that is Corvette, all that is the look and feel of a

1961 sports car, but give it the fire-breathing response of a true Rod and the handling of a new ‘Vette. Well, going Big Block Chevy wouldn’t work, nor would an automatic tranny, so an LS-6 mated to a Tremec TKO 5 speed was chosen.

Understanding what would take this build to a new level of ‘holy shit, that’s amazing!’ really was the brainchild of the shop’s owner, Tom Racz. Marching orders to get it to its objective included hand-laying a new engine cover, building a seamless twin tube stainless steel air intake, and re-working all the instruments to look original but function in unison with the engine’s computer. This included repainting the faces and changing the graphics to correspond to the new engine. Every aspect of the car’s interior was diligently scru-tinized until the perfect blend of new and old was accomplished; even the original-looking Wonderbar radio is actually an iPod amp that lets you play mp3’s!


Somewhere in the middle of the build, Corvettes, especially custom ones, became a bit of a passion for the shop. We seemed to have quite a few of them on the go at once - a ‘58 roadster, a ‘67 coupe, even a newer C5 getting a European makeover. This newfound appreciation for the ‘Vettes led the shop to becoming the Canadian builder of the new CRC Corvette conversions. A trip to SEMA, a couple of drinks and a lot of hard work positioned the shop to obtaining the rights to the copyrighted process, which involves converting a 98-04 ‘Vette into a ’61-’62 roadster using carbon fiber panels. The shop’s first completed CRC is up on their website.

‘61 Corvette by Pat Roy

Back to where we were, the ’61 ‘Vette. The Calgary World of Wheels was fast approaching and all the final details were being addressed. The trunk, which had to mimic the interior; the engine bay, which had to be reworked numerous times until it was just right; the seating position, those damn seats were apart so many times to get the foam and frame exactly where the client wanted it, and of course the chrome trim... every inch of the car was me-ticulously dissected until finally we got the nod from Tom. The car placed in the Top 6 of the show; “The Six Shooter” they call it, and received ISCA’s Best Custom, as well as an Outstanding Display award. ƒ


CELEBRITY RIDES by Dylan Webber

FREDSTAMPS

#2 SB for the Edmonton Eskimos Football Club

2003 FORD F-150 HARLEY-DAVIDSON 100-YEAR EDITION

31AUTOLIFEQUARTERLY.CA | WINTER 2010 | ISSUE #2

When this Eskimos slotback isn’t snagging pigskins out of the air and scoring touchdowns, he’s chilling in his limited edition ride.

How long have you had this vehicle?Oh, this is my baby. I’ve had it since 2005.

It’s got Texas plates on it. Did you have it shipped up here?Naw, it came all the way up here from Texas ... I drove it up. My boy, CT (Chris Thompson, #29 HB), he has a suped up Dodge Ram, so we both drove up together.

Have you had any modifications done to the engine?I got a suped up intake system put in there ... it runs pretty good. You get a lot of horsepower out of that. I don’t know how many horses, but I got a pretty good mechanic in Houston and he takes care of all of that.

What about those tight wheels you’re rolling on? Those are Strutters. They’re 26” low-pro-files. I got them back in Houston. I don’t think it’s too big of a name or anything, but I just liked the wheel.

Did you drop the suspension at all?Naw, that’s just the 26’s that make the truck look like that.

Why a truck instead of a car?Well, I also have a 2005 Mercedes and a Navigator, but I let my wife drive the car. I like driving a truck. I like to stay comfort-able, you know ... sit up high. And when you’re living in Texas, you gotta have a truck.

What ride would you like to own, other than this one?I don’t really like to mess with too many fast cars. I’m more of a smooth kind of guy. Maybe something like a Bentley ... I see Henry Burris driving a Bentley ... so maybe one of them Bentley Continentals or some-thing like that ... that would be cool.

Have you ever used your celebrity status to get out of a ticket?Naw, I never got a ticket here in Edmonton. I don’t drive too fast ... I be cruisin’.

photograph by Mark G. Bilodeau

A FOND FAREWELLTAKING ONE FINAL RIDE IN 2010

When Deeley Harley-Davidson Canada called ALQand asked if we would consider riding and reviewing four

2010 Harley-Davidson motorcycles, we were hit with one exultant thought ...“What better way to end the riding season?!!”

HDx4òòòòòòòòòòò

story by Allan Taylorimages by Lambe Photographyhttp://lambephoto.zenfolio.com

We didn’t want to simply ride these bikes around the block and fill these pages with a bunch of numbers, stats and specs. If that’s the only

thing you’re looking for, hit up www.harley-davidson.ca. But if you want to know what these bikes are like to ride in the real world by real people, keep reading. Four bikes, five riders, two days and over 2,500 kilome-ters logged!

So a date in July was set up and the crew went down to Kane’s Harley-Davidson in southeast Calgary to pick up the bikes. Upon arrival, the staff at Kane’s had four badass machines all shined up for us and ready to roll. The machines included a pair of Custom Vehicle Operation (CVO) mod-els. The CVO models feature an upgraded power plant consisting of the 110cu Scream-ing Eagle V-twin engine. They also feature

upgraded paint schemes and rims. First up was the CVO Fat Bob, sporting fat tires both front and back, amazing paint and the distinctive twin headlight. The other CVO model was the Softail Convertible. A classic stance with leather saddle bags and a remov-able windscreen, hence the “convertible” aspect. The Softail also had a very unique gauge cluster encompassing a digital speed-ometer with an analog tach all in one. The remaining two models were nothing to shy at either. There was the Dyna Wide Glide which has that old school chopper look with spoked wheels. Last up was the Fat Boy Lo, a bike that’s easily recognized since it starred in the movie Terminator 2.

The riders for this review aren’t your typi-cal group either. We wanted a sampling of riders from all backgrounds and people that could give honest feedback. Kuks Sagoo is an experienced rider and has plenty of seat time rally racing cars as well. He was our


W

A FOND FAREWELL by Allan Taylor

largest tester, measuring in at 6’5” and 230 lbs. Nindi Channa has participated in not one, but two Olympic Summer games in ’84 and ’88. He is still in great shape and rides all summer long and has been on two wheels for over 30 years. Our speed demon of the group was Ethan Barkley. He was featured in ALQ’s premier issue and routinely runs over 190 mph in the quarter mile. Ethan had no problem slowing things down a bit for our test though. Our next two testers did double duty for this review. Jason Conley has been riding bikes since he was just a pup. He spent years performing with a na-tional stunt team and has ridden practically every genre of motorcycle ever made. Even our photographer, David Lambe, was able to set down his camera and ride all four bikes as well. He has been a bike owner since the early 70’s and has racked up over 100,000 kms on his own touring bike.

Our ride consisted of a two day weekend adventure through the foothills of the Rocky Mountains and Kananaskis Country. Satur-day was photo day with David behind the lens. Each rider would ride one bike for the duration of the day. Our first order of busi-ness was getting the bikes out of the city so we could enjoy the beauty of the Rocky Mountains and foothills area. It didn’t take long for each rider to get acquainted with his machine. Harley-Davidson does things a little differently than other manufacturers, such as positioning the turn signal indica-tors on their respective right or left grip, as opposed to the standard flip switch on the left grip. It’s a clever idea and became a very natural feeling for all the riders. Af-ter about an hour we made our first stop in the small town of Turner Valley. This quaint little town is situated right in the heart of the foothills and is the gateway to some terrific secondary highways that offer spectacular views, rolling hills and sweeping curves. This is where these machines really came to life. Cruising the open road in our stag-gered pack of four, we were able to twist the throttle, gaining elevation as we approached the Rocky Mountains. Nindi was aboard the CVO Softail Convertible, the only bike of the group with a windscreen. This provid-ed him with superior wind protection over the others in the group. Even so, none of the other riders complained about catching bugs with their teeth and were able to keep up easily. After about 20 minutes on the

highway, David found a suitable spot where we could take some group shots. These pic-tures required some close riding and plenty of trust between the riders. Even though all of us were new to these bikes, we felt comfortable quickly that it wasn’t an issue. Practically riding bar to bar made for some amazing photos and really united the group. That’s not an easy feat for a motorcycle to inspire such confidence in such a short time. A true credit to the relaxed riding position and outstanding stability that Harley-David-son has engineered into each and every bike they make.

As we continued down the highway, the pavement began to deteriorate but that didn’t affect the bikes in the least. Three of the four bikes tested had what we would consider wide front tires which offer superb stability.

The Dyna Wide Glide utilizes a taller, thin-ner front tire, giving it that ‘chopper’ look. Even with less rubber on the road the bike tracked well and the less than perfect sec-ondary roads didn’t upset the front end.

The four machines can be broken down into two chassis groups and two motor groups. The CVO Fat Bob and Dyna Wide Glide are based on the “Dyna” chassis. The raked front end is relatively high, and the rear end is low and sprung with dual side mount-ed shocks. Most of our riders mentioned that the rear suspension was rather stiff and lacked overall travel when riding over really rough roads. The Dyna chassis has forward controls which are suited to riders that are 5’ 8” or taller. For this test we didn’t opt to carry passengers but just looking at the rear seats on the CVO Fat Bob and Dyna Wide


Glide were sparse to say the least. Cruising two-up around town for short bursts would be fine, but hitting the highway for long pe-riods of time might land you in the doghouse with your passenger! These two machines scored very high with our testers in overall style, chassis and power. The Dyna’s fell short in the ergonomic department with our riders. The relationship between the handle-bar height versus the seat height made for an “unnatural feeling”, stated one tester. There was a consensus among all the riders that these bikes were more suited to city cruis-ing than long highway trips. The forward positioned foot pegs are rigid mounted to the frame. Granted it’s a cool look, but they also transmitted a fair amount of vibration.

The next two motorcycles on our test fall into the “Softail” chassis category. A large

cross section of Harley-Davidson’s use this chassis and for good reason, it works, plain and simple! The Softail uses a hidden rear shock that gives the bike a rigid frame look while offering a plush ride. It’s truly the best of both worlds. The CVO Softail Convert-ible and Fat Boy Lo both scored very high in the suspension criteria of our test notes. They were the heaviest bikes in the test and had softer spring rates when compared to the Dyna’s. Both had a classic look and have very low seat heights making them ideal for shorter riders. The Softail’s are truly in their element on the highway, with low bars, wide seats and floorboards that provided ample comfort for all the riders. The CVO Softail Convertible was the only bike with a wind-screen. While it did provide some wind pro-tection, some of our riders felt it should have

been a bit taller or shorter as the wop of the screen was nearly at eye level. Harley was on their game when they designed this bike as it is so adaptable. In a matter of moments you can remove the leather saddlebags and windscreen without any tools and voila you have another good-looking bike in your driveway. The Fat Boy Lo is an icon among motorcycling enthusiasts and it is instantly recognizable. Its blacked-out frame, mo-tor, pipes and wheels give it a stealthy look while staying current with today’s trends by incorporating elements of brushed alumi-num and chrome.

We won’t bore you with a bunch of use-less numbers when it comes to the motors, but we can tell you that the 110cu Screaming Eagle power plant in the CVO models were a nice upgrade! The CVO Fat Bob was truly a monster and would put air under the front tire if you wanted it to. The heavier CVO Softail Convertible felt soft in comparison to the Fat Bob but still had more than enough grunt to get you where you needed to be in a hurry. The Dyna Wide Glide and Fat Boy Lo have the standard 96 cu V-twin. The Dyna was pretty snappy since it was the lightest bike in the test and would nearly keep pace with the CVO Softail Convertible. The Fat Boy Lo had ample motivation but if Har-ley-Davidson ever decided to shove a 110cu in there, it would be a nice improvement. These motors are built to provide torque and have gobs of it right off idle. Passing ve-hicles at highway speeds was done without issue and without downshifting. What all the bikes share is a near flawless fuel injection system. Seamless on/off throttle transitions and easy take-off from stop signs were the norm. In fact it should be noted that not one bike was stalled during the entire two day test! One thing that is rarely brought up in reviews is that these bikes returned remark-able fuel mileage. The bikes tested are pretty heavy, and are hardly aerodynamic but we still only needed two fill ups for the entire weekend with plenty of room to spare.

As our day of shooting came to an end we managed to log over 250 kms throughout the rolling hills of southern Alberta. New roads were charted along with some splendid views of the Rocky Mountains. Our group had grown closer throughout the day and were riding in a tight pack.

Sunday morning greeted the riders with another day of bright sunshine and warm


temperatures. All the riders tested each of the four models on similar roads to the ones we ventured the day before. The group met at Nindi’s shop, Dr. Detail, in south Calgary at 10:00 am and headed for the hills. Our first stop was the hamlet of Bragg Creek about thirty minutes west of Calgary. We pulled into the parking lot which already had over 100 motorcycles parked in it. Lots of people were standing around and immediately took notice as our quartet of shiny new 2010 Har-ley-Davidsons rumbled in. Once parked, we ate lunch on a little patio and planned our route for the rest of the day. Walking back to the bikes, we could see many people tak-ing a closer look with the most attention be-ing paid to both of the CVO models. A quick bike swap was made and we continued to head west, traveling along White Avenue which winds its way briefly parallel with the Elbow River and through the residential area of Bragg Creek. We ended up back on Hwy 66 and stayed on it until the pavement runs to gravel at the dead end at the Powderface Trail. This is one of the most picturesque rides in southern Alberta with great hills and impressive views right at the foot of the Rocky Mountains. We turned around and rode eastward on Hwy 66 until we reached Elbow Falls. Like a game of musical chairs,

all riders hopped off their machines, keys were swapped and we were off once again.

To make a point of mentioning the swap-ping of the keys might seem a bit strange. After all, you obviously need the right key to start the right bike. But with these particular machines, the keys play a much more signif-icant role than simply starting the engines. Each of these four models are equipped with a security system that automatically sets an anti-theft alarm and kill-switch on the bike until that bike’s unique key-fob is in a close enough proximity to the bike to disarm it. No more having to grind keys in and out of the slot. Just keep your fob in your pocket and switch the ignition toggle to “on”. And when you’re done your ride, just walk away and the anti-theft system kicks in automati-cally. A beautiful innovation.

The riders really put the bikes through their paces on the next leg of the test. The infamous Hwy 762 was soon under our tires and we all soaked up the fast sweepers and excellent pavement. At the end of Hwy 762 we turned east onto Hwy 549, then south on Hwy 22, also known as the Cowboy Trail. This aptly named stretch of road passes through some very large ranches which are what this part of Alberta is all about. Our final stop in the foothills was the town of

Turner Valley, right back where we were the day before. A quick top-up of the tanks, and a final bike swap and we were on our way again. This time we followed the Cowboy Trail north to Highway 22X and then back to the city. The Sunday afternoon traffic in Calgary was pretty thick but it didn’t matter, we were all just soaking up the last few trea-sured kilometres on our machines. Another full day of riding was in the books and the boys were all smiles!

Riding motorcycles is all about freedom, friends and slapping a smile on your face! Harley-Davidson makes this happen in spades and our test riders were no exception. Some had experienced the thrill of riding a Harley-Davidson before, while others had never before even thrown a leg over one. That being said, all the riders came away with a new respect for what makes Harley-Davidson so successful. It’s their attention to detail, craftsmanship, reliability, timeless style and overall ability to give the rider an outstanding experience every time they go for a ride. And that’s just what happened with our five riders, they had two outstand-ing days simply enjoying “the ride”. If this sounds like something you would be inter-ested in, we strongly recommend you visit your nearest Harley-Davidson dealer. ƒ


ARCTIC-CAT700 Super Duty

CDN MSRP:$11,499.00

686 cc

I-TwinSOHC

4-Stroke2-Valve

2/4 WD+ Diff Lock

844 lbs*dry

11 inches

1,050 lbs

ATV COMPARISON CHART by Paul Kane

Who’s Ready To GetRough ’n Rugged?

CAN-AMOutlander MAX R 800 XT

HONDATRX 680 F Rincon

KAWASAKIBrute Force 750 4x4i

SUZUKIKingQuad 750 AXi

YAMAHAGrizzly 700 FI EPS SE

CDN MSRP:$13,899.00

CDN MSRP:$9,999.00

CDN MSRP:$11,799.00

CDN MSRP:$12,399.00

CDN MSRP:$12,849.00

799.9 cc

V-TwinSOHC8-Valve

(4-valve/cyl)

2/4 WDwith Visco-Lok

front diff

719 lbs*dry

12 inches

1,300 lbs

675 cc

OHC4-Stroke4-Valve

2/4 WDdirect front and

rear driveshafts & switchable torque-sensing front diff

648 lbs*curb

9.2 inches

850 lbs

749 cc

V-TwinSOHC

4-Stroke4-Valve

2/4 WD+ Diff Lock

652.6 lbs*curb

9.7 inches

1,250 lbs

722 cc

DOHC4-Stroke

2/4 WD+ Diff Lock

672 lbs*curb

11 inches

992 lbs

686 cc

SOHC4-Stroke4-Valve

2/4 WD+ Diff Lock

648 lbs*curb

11.8 inches

1,322 lbs

We stacked up the top Utility ATVs from some of your favourite manufacturers.

Á

TOWING

CAPACITY


CLEARANCE

WEIGHT

DRIVESYSTEM

ENGINE

DISPLACEMENT


BULLETPROO

F

Luxury

The Knight XV is the supreme achievement intransport security. It’s rugged, it’s imposing,it’s extravagant, it’s beautiful ... and it can stopthe blast of a frag grenade at point-blank range.Anyone need a lift to the mall?

STORY BY STEVE TSANG

BULLETPROO

F

Luxury

KNIGHT XV by Steve Tsang


TThis fully armoured, ul-tra-luxurious sport util-ity vehicle is quickly rising in the ranks as the top choice for clients around the world who are at high risk of am-bush or kidnap. With a

base price starting at $489,000 US, it earns a place among top exotics and supercars in a very exclusive market. “Our clients are high net worth, and they are looking to make a grand entrance,” said Toronto based Conquest Vehicles founder and president Bill Maizlin. The Knight XV is aimed at an exclusive in-ternational clientele of entertainers, profes-sional athletes, politicians and royalty.”There is a massive wow factor with the vehicle.”

Maizlin has clients in Russia, South Af-rica, Central America, the Middle East and recently China. Though the client list is strictly confidential, Maizlin said the major-ity of people who have purchased the Knight XV are business executives who have secu-rity concerns and paranoia issues. Among the publicized owners is NBA Orlando Magics star Dwight Howard.

The Knight XV steps in to fill the void of the now defunct Humvee, made famous by California governor and movie tough guy Arnold Schwarzenegger. Like the Humvee or Lamborghini LM002, the Knight XV has a utilitarian, almost industrial appeal that seems to say “Let’s settle this in the back al-ley.” An Enzo may be fast, but can it stop a 9mm?

The most challenging rush hour com-mute becomes a laughable game when you have the ability to drive over any obstacle or ram the cell-phone talking guy in his BMW swerving all over the road driving 20 kilome-tres below the posted speed limit. In the game of road rage, there would be very few victors over this metal monster.

The Knight XV is more than six metres long, almost 2.5 metres wide, and stands 2.5 metres high. It weighs nearly 5.5 metric tons and is fully armoured with ballistic-tested steel. The Knight XV can withstand gunfire from weaponry as heavy as armour-piercing bullets or even grenade detonation. It makes the Hummer H2 look like a sub-compact, and looks more at home on the set of a Mad Max movie smashing murderous bikers into dust than it does hauling the broodlings to soccer practice ... though it can perform such pedes-trian tasks with ease.

“It is very easy to drive the vehicle, it


doesn’t feel like you are driving a truck,” says Maizlin. “We have clients whose wives drive the kids to school in their Knight XV.”

This intimidating leviathan is hand built on a Ford Superduty F-550 truck chassis with a Ford, bio-fuelled 6.8 litre V10 providing 400 hp and 498-ft lbs of torque or optional diesel engine making service as easy as a visit to the local Ford dealership ... although running ov any landmines or IEDs are not covered under warranty.

It’s doubtful that there will be many struc-tural warranty claims since any failures would mean the owners paying the ultimate price. Maizlin gives his assurance, however, that it is plenty capable of plowing through any zombie hordes one might encounter, al-though they haven’t actually tested it ... yet.

There isn’t any crash test data. But then again, what the heck is out there for it to be

tested against other than perhaps a tank? Some of the added security options that are

available include a built-in oxygen survival kit , under-vehicle blast protection system, an under-vehicle magnetic attachment detec-tion system and run-flat tires in case the bad guys try to shoot them out. But let’s not for-get about the comfort and enjoyment factor for the person (or persons) riding inside this beast. There’s a custom-built 26-inch plasma screen with 12 speakers and an X-Box video-game console, a cigar humidor and satellite television. There is also a remote camera so that you can survey the area around the ve-hicle before approaching it while it’s parked. Each Knight XV is custom built to the clients specifications. Sorry guys, we asked, but an integrated weapons system isn’t on the op-tions list. After all, this is Canada. Of course, if Maizlin were to be building these in the

U.S., that would be a whole different story.Conquest Vehicles did have one client in

South Africa request electrified door han-dles; not enough to electrocute a person, just enough to let them know to stand clear of the merchandise.

Debuted in SEMA in 2008, there will be a first run of 100 units, with plans to improve upon the model and add more to the already generous list of options. There are currently negotiations with Freightliner to add to it’s al-ready impressive stature. A Cummins engine and Allison transmission are in the works. Conquest’s concern is that Ford’s highly pub-licized engine woes certainly don’t add ap-peal to a nearly half million dollar vehicle. Imagine having the damned engine stall or spit out a spark plug while you’re trying to outrun bazooka toting terrorists.

When each Knight XV is shipped to the

KNIGHT XV by Steve Tsang


client, it is accompanied by a Conquest tech-nician to aid in the initial setting up of the vehicle, answer any questions and demon-strate any features. This level of service is only reserved for the highest marques in the automotive industry.

Bill Maizlin took a different approach when designing the Knight XV. Rather than take an existing vehicle and “up armour” it, he started from the ground up. “Some companies will take a vehicle such as a Chevrolet Suburban and add a bunch of armour plating to it. You end up with a vehicle that is extremely heavy and visually unappealing.” The Knight’s ob-vious military heritage and unconventional looks only add to its curb side appeal. The inspiration for its design is the Gurkha LAPV military vehicle. It doesn’t just look the part; this is the real deal. Imagine the complete and utter emasculation Hummer owners will feel when you pull up beside them at the lights and look down (way down!) on them in this bad boy. The lack of stealth and in your face design of the Knight XV are all part of its attraction. It screams “Look at me! But keep your distance or I’ll kick your ass.”

The Knight XV’s fuel economy remains unpublished. And it’s probably a safe bet that it wouldn’t hold up to the enviro-pontificat-ing of your average Prius driver, but if you can afford the almost half million dollar price tag, you can certainly afford to put gas in the thing. An increased range option is offered, however. After all, running out of fuel should be the least of your worries when you’re mowing down flesh eating zombies on your journey to the post-apocalyptic safe zone.

The Knight XV is already a status symbol, with pure function to back up its jaw drop-ping sticker price. How can you put a price on your own personal safety? It is essentially an armoured personal carrier designed for people with more money and status than the other 99.9% of us on the planet. But before long, now that Conquest Vehicles has unde-niably reset the bar higher than anyone had ever dreamed before, there will undoubtedly be a parade of A-list celebrities that will glad-ly trade trendy, environmental consciousness for uncompromised personal safety.

So if you find yourself in a state of law-lessness, driving down the streets of Kanda-har or making your way to human sanctuary through zombie hordes, during the coming apocalypse, give Conquest Vehicles a call and order your custom-built Knight XV to-day. ƒ


HISTORY IN

THE MAKING.2011 BMW 5 Series Sedan6 GENERATIONS OF ENGINEERING

From compact hatchbacks to twin-turbine supercars, automobile manufacturers are going electric. With offerings from every corner of the globe, are we getting closer to living in a Jetson-esque world?fi

ELECTRICBOOGALOO!

BY DAN CHILTON


145kW electric motors – one for each wheel - the C-X75 pro-duces 780hp and an astonishing total torque output of 1180lb-ft. Although it’s capable of a 110km zero tailpipe emission range on a single charge from a domestic outlet, the true revo-lutionary aspect of this engine’s design stems from two micro gas-turbines located in the rear section, spinning at 80,000 rpm. Together they generate enough electricity to extend the car’s travel range to a remarkable 901km while producing only 28 grams of CO2 per kilometre.

Any bona fide Jag lover, how-ever, is truly only after one thing besides the look. Performance. The C-X75 is capable of going 0-100km/h in just 3.4 seconds, with a top speed of 330km/h.

This car incontrovertibly com-bines environmentally friendly innovation with pure adrenaline-filled enjoyment. Alas, given that it’s still currently filed under the header of ‘concept car’, it may be a while - if at all - that we see Jaguar produce one of these exquisite machines for the commercial market.

fiJAGUARC-X75Great Britain

ELECTRICBOOGALOO!

›When the idea of an elec-tric car is introduced in most contemporary con-versations, thoughts don’t

typically go toward a company like Jaguar. Let’s face it, Jags aren’t generally associated with Tonka™ toy-styled lines and blistering 60km/h top-speeds. After all, aren’t most electric cars basically just golf carts on slightly fancier frames?

Oh, how wrong you are! The folks at Jaguar have recently de-veloped the C-X75, a gorgeous range-extended supercar that transcends any preconceptions we may have had about the elec-tric car industry.

The first thing you notice about the C-X75 is its sinfully decadent shape. The lines are sleek, sexy and almost predato-rial. Jaguar has left no doubt that this ride is first and foremost a supercar.

However, stunning looks from a Jag shouldn’t really come as much of a surprise. No, the true accomplishment here is the ground-breaking design of the vehicle’s propulsion system.

Equipped with four powerful

fi50 WINTER 2010 | ISSUE #2 | AUTOLIFEQUARTERLY.CA

›With the introduction of Chevrolet’s new Volt onto the mainstream mar-ket for 2011, there seems

to be an initial misunderstand-ing about this car that should be resolved. The Volt is not, re-peat not a hybrid, but rather an electric vehicle equipped with a range-extending gasoline pow-ered engine. OK, so are we clear on that now?

The basic design of the Volt is a five-door sedan. It has a pleas-ing contemporary yet sporty look and can seat four passen-gers with plenty of comfort. The navigation cluster on the front dash comes fully loaded with the usual amenities (i.e. AM/FM/DVD-Rom/MP3/Satellite Radio, Bluetooth and OnStar), but the thing that sets it apart is the addition of an on-board 60GB hard disc drive and two

seven-inch high resolution full-colour screens. The added hard disc (30GB of which can be used for music) is great for all kinds of data storage and the screens make GPS navigation and infor-mation retrieval a breeze.

The drive system consists of a 16kWh lithium-ion battery pack that feeds into a 111kW (149hp) electric motor. This unit alone can provide a tailpipe emis-sion-free trip from anywhere between 40-80km, depending on terrain and weather. Not ex-actly a mind-blowing statistic on its own, true. But once you in-clude the 1.4L (84hp) range-ex-tending gasoline engine to help feed the battery pack, the overall endurance of the Volt increases exponentially by an impressive 500km, giving you an average total travel distance of approxi-mately 560km. Not too shabby

at all, when you consider most other vehicles in its size-class average about 650km on a 60L tank of gas.

The other plus in having the added gas motor is the ability to continuously drive (provided you can keep topping up that cavernous 1.4L tank) without having to worry about plugging in for a charge. In theory, one could drive the Volt from Van-couver, BC, to St. John’s, NL, on less than 20L of gas.

Slated to be available on the Canadian market in July 2011, we’re still not privy to a starting price for this car. However, we do know that the U.S. MSRP is around $41K. This seems a bit high, but hopefully the fuel sav-ings combined with the warm, fuzzy feeling of doing something good for our environment will help make up the difference.

fiCHEVY VOLTCanada/United States

fi51AUTOLIFEQUARTERLY.CA | WINTER 2010 | ISSUE #2

›For most soccer moms and a handful of within-city-limit commuters, the 2011 LEAF from Nissan

is poised to be the perfect car.It’s a cute, almost feminine-

looking little vehicle that com-fortably seats four, but will ad-equately squeeze in five if the need should call for it. The five-door design makes climbing in and out a much simpler task than having to crawl your way past a flipped up front seat. And the whisper quiet ride it provides is definitely a plus.

The LEAF is a fully electric FWD hatchback and features its touted “no gas - no tailpipe” zero emission engine design. Void of any kind of range-extending mo-tor, it produces absolutely no ex-haust whatsoever and therefore does not have a tailpipe (see im-age in lower right corner).

Utilizing a dedicated EV plat-form with batteries housed in the floor for optimum vehicle pack-aging and weight distribution, the LEAF’s 24 kWh lithium-ion battery is comprised of 48 com-pact modules of four cells each, which powers a high-response 80kW AC synchronous motor, rated at 107hp and 207lb-ft of torque. Weighing in at roughly 3200lbs, it displays a decent amount of get-up-n-go, doing 0-100km/h in just under ten sec-onds. However, in the interest of battery conservation, it maxes out at a top speed of around 140km/h. You’re not going to be breaking any sound barriers, but it’ll still sufficiently handle a short stretch of highway driv-ing.

Charging up won’t prove to be too much of an inconvenience. Drivers will be able to juice up

from any 110v, 220v or 440v plug-in. Although, in all practi-cality, most people are only ever going to have ready access to a standard 110v outlet around the house or at the office.

The biggest red flag to be raised when it comes to the LEAF is the subject of travel range. Given that it runs solely on battery power, Nissan is quot-ing a range of anywhere from 95-195km on a single charge, depending on varying factors like road conditions, weather, performance demand, etc. This may not exactly instill a lot of confidence in consumers whose driving habits include a lot of road-trips and long family holi-days. But for the average parent getting their kids off to practice or doing a weekend grocery run, the LEAF is built to be the ideal family conveyance.

NISSAN LEAFJapan


›The good people of Volk-swagen may have come up with a great idea when it comes to getting our

combustion-engine addicted so-ciety to start looking at electric vehicles. They’ve taken their market-favourite Golf and con-verted it into a plug-n-go green machine.

When it comes to the basic hu-man condition, we typically hate change. So by using the concept of employing something familiar in order to introduce something new, consumers may find go-ing electric much less shocking when they climb into the all-too recognizable Golf Blue-E-Mo-tion.

This new all-electric VW, scheduled for North American release in 2013, has a look that is almost identical to the currently available 2011 model. Aside

fiVWGOLFBLUE-E-MOTIONGermany

from a revised, slightly lowered front fascia, this new Golf has the same sporty compact look we’ve all come to know and love. They’ve stuck with the five-door design and the decep-tively roomy interior can easily seat five (although four, includ-ing the driver, would probably prove to be a more comfortable capacity).

So now that we feel better about climbing into it, let’s have a look at what’s making this thing go, shall we?

There are a total of 30 bat-tery modules that can be found in the trunk floor, under the rear bench seat and between the front seats, consisting of a total of 180 lithium-ion cells. With an energy capacity of 26.5kWh, this bat-tery system can produce 199lb-ft of maximum torque from full stop. It offers a reported travel

range of approximately 150km on a single charge (once again, varying dependent on terrain, weather, etc.), but the addition of a kinetic energy recovery system helps to prolong battery life. Using a range of regenera-tion intensity settings found on the gearshift lever, the driver can decide how much kinetic resistance the car will receive when he/she takes their foot off the power pedal and allows the vehicle to coast or “sail.” Any resulting energy is fed back to the battery.

The anticipation for this new Golf will undoubtedly be high, however, consumers will have to initially deal with VW’s first electric car offering, the Up!. This speed-bump will likely be relatively short-lived, thankful-ly, and Golf fans will be able to rejoice soon enough.

IIf the warnings about global warming are correct, we’ll all need to improve our swimming skills in the very near future. And, while touring Vancouver’s canals will be a romantic interlude for visitors, the consequences of the on-going changes to our climate are potentially serious. Not surprisingly, governments are enacting legislation to curtail the use of fossil fuels in an attempt to reduce harmful green-house gases. While largely well-intentioned, there remains

room for discussion as to the efficacy of some of these programs and, correspondingly, the application and acceptance of those technologies that have been developed to help reduce emissions.

While road transport remains a considerable contributor to global warming, there are other significant factors to be considered. The pro-duction of electricity and heat is a prime source of emissions, as are the industrial and aviation sectors. Agriculture and changes in land use also have a substantial impact on the environment, adding a surprising amount of greenhouse gases into the mix. As in so many fields of hu-man endeavour, there are rarely any situations that can be defined in simple terms, and the solution to resolving or curtailing global warm-ing is no exception. Continuing to improve automobiles will certainly help to reduce the concentration of greenhouse gases, but it’s naïve to suggest that the problem will be entirely resolved by refining just this singular source of emissions.

Compared to vehicles offered in the 1960s and ‘70s, incredible progress has been made in regards to reducing fuel consumption and the corresponding production of harmful emissions. Smaller displace-ment engines now easily outperform the motors that were fitted to per-formance cars of the era. Every year, new and innovative products are offered to the motoring public, all promising to be greener and more efficient than their nearest competitor. On first consideration these emerging technologies appear to offer significant advantages over vehicles powered by traditional internal combustion engines (ICE). While operating economies are enhanced, the net gain has to be considered in terms of overall cost. To describe a vehicle as being “green”, the energy that has gone into its construction should rightly


It’s Not Easy Being

GREENBY STUART EASTWOOD

be included in its overall carbon footprint. The most successful of the alternative vehicles in the market to date

is the Toyota Prius. Combining an internal combustion engine with an electric motor, the Prius has become the most popular hybrid vehicle currently on offer, and has found a ready audience with taxi owners. Accumulating mileage at an accelerated rate over that of a Prius driven privately, the fuel savings accrue at a rate that helps to offset the price premium paid for a vehicle utilizing this technology, typically in the $30K range for the Prius. The high initial purchase price will deter many potential private owners, and the return on investment by way of fuel savings is such that choosing a Prius is more of a statement about one’s personal commitment to reducing their environmental impact.

Purchase a Toyota Yaris, for example, and you will enjoy a car that offers competitive fuel mileage without incurring the increased costs associated with the complex hybrid system. Based on Toyota’s sug-gested 2010 MSRP of these vehicles, the $13K initial price differential will pay for just over 10 years of driving, given a projected annual fuel bill of $1,254. Use the savings toward the purchase of a transit pass to further reduce your annual mileage, and the costs in fuel and to the environment decrease exponentially.

Nissan is preparing to introduce their all-electric Leaf. Using lithium batteries, the car can be charged in an 8-hour cycle, and is expected to have an operating range of about 160 kilometres (100 miles). In an ur-ban setting this vehicle may make sense, especially if used on the daily

commute. Battery technology is still unable to offer the range, per-formance, and convenience of ICE vehicles, and will limit interest in these vehicles to those who rarely travel further than their dinner. The source of electricity by which electric cars receive their charge also has to be considered. As the production of electricity is a large contributor to global warming, it can be reasoned that this technology is reliant on moving the carbon footprint further downstream. When solar and wind generation begin to provide a significant portion of energy to the national grid, these concerns will abate. The Leaf is certainly a step in the right direction, but there are still factors that compromise the idea that electric vehicles are a viable solution in the short term.

Flexible-Fuel Vehicles (FFV) are another alternative. Ethanol is an alcohol usually produced from corn, sugar beet, or sugar cane. While most cars and trucks built since the late 1970s can be operated on E10 (a blend of gasoline made up of 10% ethanol), FFVs are designed to use fuel with up to 85% concentration of ethanol by volume. In North America, criticism of ethanol has centered on concerns as to the supply of affordable corn, and that by removing a significant volume of corn from the market to produce fuel it will inevitably cause world food prices to raise. In his fascinating book “The Omnivore’s Dilemma”, Michael Pollan makes the following point: “When you add together the natural gas in the fertilizer to the fossil fuels it takes to make the pesticides, drive the tractors, and harvest, dry, transport the corn, you find that every bushel of industrial corn requires the equivalent of be-

tween a quarter and a third of a gallon of oil to grow it - or around fifty gallons of oil per acre of corn (some estimates are much higher).” While Pollan’s comments are part of a larger discourse on the current state of food production in the United States, the economies of scale are unlikely to change if increased corn yields are required to satisfy demand for this alternative to traditional fossil fuels. And this is before the corn is processed to produce fuel, a process which requires the expenditure of yet further energy.

Governments at both the federal and provincial level have, until recently, offered tax savings and cash rebates to those purchasing hy-brid and high-fuel economy vehicles. These incentives may have been misplaced. The current fleet of vehicles on the road is not going to be replaced quickly, especially when considering the high initial purchase price of hybrids, and an economy that is struggling to recover from the worldwide recession. While it was important to save the domestic auto industry from certain collapse, the subsequent encouragement for us to purchase new cars was driven by a need to save jobs and the economy,

rather than from the position the environment would benefit as a result of removing older cars from the road.

The term “dust-to-dust” refers to the energy a vehicle will consume in its serviceable life, which includes the energy consumed in its man-ufacture, and that which is expended during its subsequent dismantling at the end of its serviceable life. By this measure older vehicles can still be viable, taken on a broader view. Significant energy has already been consumed in building the car and shipping it to market, so why then not maximize the utility of the final product? While an older car won’t return the fuel economy of a Honda Fit, it is worth consider-ing the differential between the higher emissions of an older vehicle when compared to the manufacture and shipping of a new car. Sharing similar engine displacement, the owner of a 1989 Dodge Omni would expect fuel mileage of 11.2 L/100km - 8.4L/100km (city/highway) and would produce 7.7 tons of greenhouse emissions over 15,000 miles. A 2010 Chevrolet Cobalt sedan in comparison will offer 9.41 L/100km - 6.72 L/100km (city/highway) and produce 6.80 tons of greenhouse

© GM Corp

emissions over the same mileage cycle (US Department of Energy website: www.fueleconomy.gov). If the owner of the Cobalt has pur-chased four new cars over a typical 20-year cycle, the accumulated energy spent in producing these new cars is likely greater than the emissions produced by extending the longevity of the Dodge Omni. New vehicles do offer better overall economy and safety features, but a well-maintained older car may still be viable if operated responsibly.

There are things that can be done to improve the fuel economy of any vehicle, be it a new SUV or a 30-year-old domestic sedan. Keeping a vehicle in top operating condition by way of regular maintenance, and driving the vehicle in a manner consistent with maximizing the fuel economy, will make significant contributions in reducing carbon emis-sions. Organized driver’s groups and associations offer meaningful advice on how to drive your current vehicle in a manner that will return a 10% - 20% improvement in fuel economy. The money that govern-ment has directed towards encouraging the purchase of new vehicles might better be spent offering tax incentives to those who commit to having their vehicles regularly serviced at authorized service facilities. If even 20% of the vehicles in Canada were to be operated at peak ef-ficiency, the cost savings to the environment and public health would quickly accumulate.

Apart from maintaining a vehicle properly, there are other lifestyle choices that will contribute to reducing one’s overall carbon footprint. A car sitting in its garage is doing little harm. Taking an occasional walk to the corner store or opting to use public transit a few times a week can be beneficial, as can parking and walking into Tim Horton’s for your coffee, rather than idling pointlessly in a queue while the driv-er in front explores the range of substitutions available on their break-fast sandwich. Natural Resources Canada state in their Idle-Free Zone that 630 million litres of fuel (and 1.4 million tons of CO2 emissions) would be saved if all drivers of light vehicles were to avoid idling for three minutes a day. Encouraging better traffic flow in our cities and towns would also help to reduce the amount of wasted fuel.

The environmental lobby have done their work effectively, and we owe them a debt of gratitude for opening the conversation on global cli-mate change. We now need to be thinking about how we can continue on by finding realistic solutions to the problems identified. There is a pressing need to engage those countries with emerging economies into

the conversation. The number of cars being added to the world fleet on a weekly basis in countries such as China and India is worth noting. Accepting that those in Delhi rightly enjoy the same expectations of access to personal transport in a manner commensurate with those liv-ing in Medicine Hat, there is a certain need to secure worldwide com-mitment in resolving global warming, the Kyoto Accord notwithstand-ing. Countries such as Canada, with relatively small populations, will struggle to make a significant impact in reducing global emissions if there isn’t a larger consensus. Domestic policies pertaining to carbon emissions should continue to be developed and implemented regard-less of the attitudes and positions of other independent countries.

A look at automotive magazines reviewing new vehicles will quickly prove that the horsepower wars have returned. Muscle cars and high-performance sedans are once again capturing the public’s imagination, which suggests there’s a serious disconnect between what consumers indicate is of value to them, and what is being offered and purchased. Encouraging sales of hybrids that for the most part are built overseas seems contrary to the effort that has been made in saving the domestic industry. By buying a domestic car, the emissions associated with the importation of foreign cars can be saved. It just leaves the question as to whether we are prepared to forgo a Prius in favour of a Chevrolet, or a Lincoln instead of a BMW.

The products offered as solutions to date are impressive, given how quickly this new technology has come to market, but it is imperative to consider all aspects of how this new generation of vehicles impact the environment. There are interesting products in development that will be closer to the green ideal, and it will be fascinating to see what happens over the next 10 years.

Overall lifestyle choices have to measured with those decisions per-taining to transportation. Driving a Prius and leaving lights on at home rather misses the point. Putting on a sweater instead of turning up the heat, and turning the computer off overnight can combine to help make a difference.

In the short term, the reality is we aren’t going to be giving up our cars and the personal freedom they offer in the near future, but we need to take advantage of the advice on offer and use our current vehicles in a manner consistent with reducing our overall impact on the environ-ment. ƒ


THE RHINO CHARGE by Joe Peskunowizc

IIn the 1980’s, Kenya was experiencing the worst of times with respect to wildlife conservation, poaching problems, and wildlife conflicts with farmers. The two wildlife species most affected were the black rhino and the elephant. Poachers had the black rhino population at critically low levels and the elephants in the Aberdare National Park were roaming out of the park and wreak-ing havoc on crops and farm land in search of food.

Fortunately, there were some visionaries who figured out that real world problems required real world solutions. Ken Kuhle came up with a winning solution to a seemingly unsolvable problem.

The Rhino Ark Charitable Trust: For an interesting and thor-ough account of how this came about, ALQ recommends reading the history at www.rhinocharge.co.ke. You have got to love the fact that many of the most elegant solutions come about over a “cool one”. In this case, Rhino Charge was conceived on the ve-randa of the Members Bar at Muthaiga Country Club. Kuhle had suggested that the way to solve both the poaching of black rhinos and the marauding elephant problem would be to erect an electric fence to separate the elephants of the Aberdare National Park from the farm lands, and even more importantly, keep the poachers out from the nearly extinct black rhinoceros.

With that goal in mind, the Rhino Ark Charitable Trust Fund was

established with the Rhino Charge as the primary fundraising tool. Rob Coombes was a rally enthusiast who was on that veranda with Ken Kuhle that day. The concept was hatched to have an off-road rally that would raise funds to build and maintain the fence. As we researched the history, Coombes had then contacted Brian Haworth who shared the love of the wilderness, camping, conservation, off-roading, and of course the natural desire to have a great time while accomplishing worthwhile endeavours. To prove how this event has stood the test of time, although the late Ken Kuhle and Rob Coombes are not longer with us, Brian Haworth is still involved today in each and every Rhino Charge event.

To accomplish the goal of protecting wildlife and habitat, it would take a great deal of money to build and maintain the electric fence. The idea of the event being a fundraiser would ensure the goal would be achieved. It is reported that the entire 400 kilome-tre fence was completed on August 28, 2009. The next project is to have solar powered electricity generated to keep it “charged”. Today, the main goal of entrants is to gain sponsorship donations to the trust fund. This money will pay for the maintenance and upgrades that are planned for the future. The farmers and residents around the fence are hired to keep it operational and that, too, is a benefit to the local economy. In fact, the biggest donation is the way to ensure you were one of the 65 entrants in this year’s event. But we are getting ahead of ourselves.


When Worlds

COLLIDE& Everybody WinsGEARHEADS, COMMON SENSE, CHARITY AND GOOD OLD-FASHIONED FUN

ENSURE WILDLIFE AND HABITAT PROTECTION. WE CAN LEARN A LESSON FROM OUR FRIENDS ON THE OTHER SIDE OF THE WORLD.

COLLIDE

PHOTO BY ERIC KIHIU

The very first Rhino Charge was held in 1989 with 31 competitors. Those 31 com-petitors raised 250,000 Kenyan shillings (approximately $3,100 CAD at today’s ex-change rate). Fast forward to 2010 where a record KSh 72,540,232 ($964,834 CAD) was raised for the trust.

What started out as a great idea has grown into a world class event that has conservationists, off-road enthusiasts and common sense folks looking forward to participating in and just as impor-tantly, being an active spectator.

ALQ has talked with spectators and participants to get a taste of how the event transpires and some of the highlights of being there.

We all live in the world of “tread lightly” and the Rhino Charge is no exception. In order to create an event that challenges man and machine yet remains respectful to the environment, a unique system has since evolved. The course of the event changes every year and remains secret until the start so that no one can run the course ahead of schedule. The surprise course this year consisted of 13 check points. Each competitor had a GPS with the check points marked. Sounds pretty simple, right? Now the catch: the winner would be the driver who travelled the LEAST total distance to arrive at all the check points within the allotted time of 10 hours.

Imagine getting a map (1:50,000 scale) the night before showing the 13 check points. Almost like playing off-road chess! It is to-tally up to the team to pick the order the check points are achieved. With all the terrain issues, we will bet that the debates run late into the night as to which ones and when. Remember, 0.5 km total distance travelled can be the difference between a win and an also ran. The rules are very stringent. All motorcycles and quads are not allowed near the course just in case any teams make a late night tour to see the terrain.

Now the concept of high horsepower, fastest rigs with big sus-pension take the back seat. When the difference between the top three places is less than a kilometre, strategy, driving skill and navigation become paramount. If a cliff, ravine, or steep hill is in the direct path, the team has a decision to make. Drive around the obstruction or find a creative way to go through, up, or over to keep the distance logged at a minimum. Remember, you are carrying a sealed GPS unit supplied by the organizers that will accurately

ò1

ò2

ò3


In order to create an event that challenges man and machine yet remains respectful to the environment, a unique system has since evolved.

show the exact distance travelled. Not a time to take a detour to look at the sights or to chicken out and find a way around that im-possible-looking hill. Some of the obstacles can damage vehicles or render them inoperable. Do you save half a kilometre and risk damage or drive around to live another day (or check point)?

The organizers attempt to make the course as challenging as they can while maintaining safety considerations. However, they do not make it soft for equipment that is not properly set up or for folks who are not prepared. There are strict technical requirements as well as protocol to ensure everyone survives.

The variety of equipment is surprising. From Suzuki’s, Toyo-ta’s, to Land Rovers and everything in between is entered. They appear from near stock to highly modified Unimogs. Tires, skid plates, and any modifications to reduce drive train and suspen-sion breakage are the main objectives. There are numerous com-ments afterwards about the engines overheating, the steep angles and problems that were present. Also, each year includes a nearly impossible water crossing chosen at the worse possible place on the route. Driving 40 kilometres in 10 hours is not a speed event. We wonder if there are any husband and wife teams. You can just picture stopping in the middle of the trail to “discuss” directions with your spouse and then the inevitable “I told you so’s” when the final choice was not the best one. My wife suggested that an all female team would solve all navigation problems..... I countered

with another suggestion.Like all motorsports, so much goes into being prepared for an

event. The biggest difference in the Rhino Charge is that your “entry fee” is your sponsorship donation which buys your way in. With only 65 competitors allowed, it is not the amount you spend on your rig that ensures your success, it is raising enough donations to be allowed entry. Looking at the regulations, the top five sponsorship teams can register, and then there is a time win-dow when those teams with pledges over KSh 1,000,000 can en-ter. Later, those with KSh 750,000 can enter, and then later KSh 500,000, then KSh 200,000. So to ensure your spot, you need to raise money for the Rhino Ark Trust. We see so many sports where the marketing is designed to make money for the promoters. How refreshing to see an event where the promoters are volunteers and the funds go to a cause that creates betterment for the environment. The Charitable Trust Fund is incredibly efficient with most of the funds raised going straight to the project with minimal administra-tion costs.

Once enough money is raised to compete, the reality of building a rig and crewing it with hardy souls is the next challenge.

Then there is the reality of competition. For those readers who compete in any motorsport, we all know there are a variety of rea-sons we have chosen this sport. For some it is the love of the equipment, for others the challenge of the technical skills of pi-

ò4

ò5


Photo Credits: 1, 2, 3) Anwar Sidi / 4, 5) Belinda Levitan

loting our chosen craft, to the thrill of the speed and manoeuvres required. But the bottom line is that competitive personalities will find a venue to compete whether it is racing, running, jumping, diving or hot dog eating. For those hardy folks, anything worth doing is worth doing faster, higher, longer, shorter, etc. than the rest of the entrants.

If it takes crawling through ruts, winching up an embankment, or hanging off the vehicle to keep it upright on a steep grade, the competitors on the teams do what it takes to ensure they find the very shortest distance between check points.

Looking at photos of the competitors and reading the accounts of the terrain and difficulties encountered showed again the variety of approaches that have been tried to conquer the course. There was one recurring thread that each team wanted to raise more donations than the rest to ensure the wildlife conservation efforts continued. Laments about equipment failure, broken axles, transmissions and engines followed immediately with promises to return with a better

“fill in the blank” so it does not hap-pen next year. And of course, prom-ises to raise more money and friendly challenges to their friends competing to do the same.

Don’t for a second think that just because the Rhino Charge is limited

to 65 entrants that it is a small event. In fact, all accounts show that this is just as much a spectator event as any other motorsports competition around the world. The Rhino Charge puts all other forms of “tailgating” to shame. This is an all-out event that com-bines the camping of an outdoor concert with the tailgating of a NASCAR event in the beautiful wilderness that can only be found on the African continent. The organizers have created an event that involves the campout and all the fun that can be packed into several days of staging, preparing, and the actual event day. A trip around the Internet brings anecdotes of the fun had by the families who enjoy a wilderness experience to support the cause. The only comparative I can imagine is taking the Big Valley Jamboree cam-pout at a motorsport event and then drop it into pristine breathtak-ing scenery. At the same time, the efforts to not damage the terrain are taken to extremes. There is even a third party independent consulting group that inspects and reports on the endeavours and results to not disturb the environment.

ò6 ò7


This is an all-out event that combines the camp-ing of an outdoor concert with the tailgating of a NASCAR event in the beautiful wilderness that can only be found on the African continent.

ALQ has made several new friends from Kenya in researching the event. As they recount the camaraderie, the unified support of the cause, and the fun had by both competitors and spectators, it is obvious that the event has achieved a legendary national status. The main tourist websites for Kenya even feature this as a “must see” if visiting this beautiful country.

All the campers and spectators are treated to a spectacular event and festive time. All the camping fees go back to the local com-munities to assist in other projects important to the area.

Every report has the competitors telling how addictive the event is and each year they plan bigger sponsorships, better equipment, and of course taking lessons learned on planning the route. Except it is a different place and route each year. In fact, the secrecy of the route is famous. The spectators may get maps to “suggested” viewing areas, but the evening planning is critical for the teams. The old saying can be modified to, “the shortest distance between two points will probably break an axle”.

It is summed up best by our new friend, Eric Kihiu: “Rhino Chargers are an incredibly committed group, undeterred by the extreme challenges of the Charge. They turn up year after year to compete and raise funds for this incredible cause. An example is Jas Singh, the sprightly septuagenarian who has participated in ev-ery Rhino Charge since the event’s inception in 1989, driving an original World War II Willy’s jeep. His daring AND canny style is

an example of what makes the charge so special.”The author dreams of being able to attend this event. While

competing may not be likely, we can dream of being part of a sup-port team. Heck, even camping and watching would be an adven-ture of a lifetime. Children dream of Disneyland, their parents dream of hot sunny beaches. Gearheads dream of the Formula One race in the streets of Monaco, MotoGP racing in Italy, and off-road events like the Rhino Charge. We look at destination holidays and this is an ultimate destination for those seeking a world class event in a wonderful part of the world.

Nature, sports, conservation, and growth of industry, agriculture and human population have been at odds for generations. Every once in a while, we come across elegant solutions that make us bang our forehead and say, “Why didn’t I think of that?” All of these have been the result of people with a vision of how to ac-complish the goal of making the world a better place through their favourite activities. Next time you are sitting on a veranda having a refreshment and you or one of your friends make a suggestion as to how we could put on an event and improve the image of our sport, do not be quick to dismiss that it could never happen. Visionaries like Ken Kuhle and Rob Coombes didn’t. They saw the potential and did the impossible...and they made the world a better place. A tip of the ALQ hat to the people who imagined the Rhino Charge and to those who continue to bring it to us every year. ƒ

ò8

ò9

ò10


Photo Credits: 6, 10) Eric Kihiu / 7, 9) John Thuo / 8) Anwar Sidi


WINTER DRIVING QUIZ

1If your car is covered with snow, the minimum you should do before driving is:

HOW

ARE YOU?This simple quiz was put out by the Canada Safety Council to see if you know the basic rules of winter driving. It’s not exactly rocket science, but you might be surprised how many people get at least one of them wrong.

ma Brush off the windows, clear a good peep hole on the driver’s side, and let the defrosters do the rest as you drive.mb Brush off the windows and thoroughly clear a space 30 cm (one foot) square to enable you to see out the front and back windows.mc Clear all snow off windows, roof and hood, front and rear lights, and scrape the ice off all windows.

2Below -20°C the following condition does not occur:

ma Tire chains cease to be effective for traction.mb Sand ceases to increase traction.mc Snow tires lose their ability to bite into snow.

3When you get stuck on ice or hard packed snow do not:

ma Spread sand under the tires.mb Gently rock the car back and forth by shifting from forward gear to reverse using the brakes to hold the vehicle between shifts.mc Apply pressure on the gas, keeping your wheels straight, and move out of the situation as quickly as possible.

5If you don’t have ABS and must stop quickly in icy or snowy conditions:

ma Apply strong, steady pressure to the brake pedal and don’t let up.mb Pump your brakes.mc Slam your foot on the brake pedal at once.

4If you go into a skid on ice:

ma Apply the brakes to slow yourself down.mb Oversteer to compensate for the direc-tion of the skid.mc Take your foot off the accelerator and declutch or shift to neutral.md All of the above. ANSWERS:

1-C: Clean all snow and ice off all windows. Also remove loose snow from the hood and roof to prevent it from blowing up on the windshield or drifting over the back window as you drive. Don’t be a peep hole driver, and ensure all windows are defrosted before starting out.2-C: Snow tires do not lose their effectiveness at low temperatures. But remember they have limitations. As unpacked snow turns to ice and packed snow, traction is reduced. Tire chains and sand give you traction at temperatures closer to the freezing mark, but not at very low temperatures. Always approach ice or hard packed snow with care.3-C: If you apply too much power you will just spin your wheels. Rather, use the “easy does it” approach when starting on icy surfaces. Clear away snow from around the tires and create traction. Rocking the car allows you to increase the distance travelled with each rock.4-C: Do not put on your brakes. Follow your natural impulse and steer to keep the car going in its original direction, but don’t oversteer. When you feel the car regaining traction, start to straighten your wheels. Be prepared to handle a skid in the opposite direction.5-A: But stop short of locking your wheels. The best defence is to leave a greater distance between your vehicle and the one ahead of you, and to reduce your speed to decrease your stopping distance. Slamming your brakes could lock the wheels and produce an uncon-trolled skid. However, with anti-lock brakes (ABS), c is a valid answer.

For more tips and education on safety, visit the Canada Safety Council online at http://safety-council.org

THE ALL-NEW 2011 MAZDA 2

BLACK RAINDet. Nick Conklin (Michael

Douglas) pits his 1978 Harley-Davidson XLCR 1000 Café Racer against another rider’s 80s-model 1100cc Suzuki. What ensues is a fantastic opening sequence that has the two bikers racing along the East River in New York City,

capped off by Conklin jumping his Harley over a stack of oil drums,

cutting off his opponent and ultimately winning the race.

CHARLIE’S ANGELS: FULL THROTTLE

Clearly, the Angels didn’t actually ride these bikes during the film’s

Coal Bowl racing scene. That fantastic bit of riding was done by motocross legends Ricky

Carmichael, Jeremy McGrath, Chris Gosselaar and Carey Hart. The scene was shot on Terminal Island in San Pedro, CA, at an

actual coal terminal, where they built the motocross course.

STAR WARS VI:RETURN OF THE JEDI

Luke Skywalker and Princess Leia get involved in a high-speed chase with some pesky Imperial Scout Troopers on 74-Z Speeder Bikes. OK, so they’re not real mo-torcycles, but the chase was still pretty thrilling. And according to Wookieepedia, these bikes have the ability to climb to a maximum altitude of 25m and reach a top

speed of 500km/h.

THE WILD ONEWidely credited as the film that

started it all. When Johnny Stra-bler (Marlon Brando) rides into

town on his 1950 650cc Triumph Thunderbird 6T with the rest

of his Black Rebels Motorcycle Club, a spirit and lifestyle that can

only be experienced by a true biker is publicly established for the very first time. The nervous and uptight British government banned the movie for 14 years.

TERMINATOR 2:JUDGEMENT DAY

The T101’s famous bike jump into the storm drain was performed by stuntman (and Schwarzenegger look-alike) Peter Kent. The 1990 Harley-Davidson Fat Boy FLSTF

was supported by one-inch cables, so that when they hit the ground, the bike and rider had a combined weight of only 180 pounds. The cables were later

digitally erased.

TRONOnce again, not an actual mo-

torcycle, but to computer geeks, the Light Cycle was the greatest bike ever created. They race at

ultra-high speeds in a gladiatorial style, leaving a jetwall designed to eliminate your opponent. Yes, we could have gone with the up-dated version in the new TRON Legacy, but the concept was so

fresh back in 1982 that we felt the original bike deserved the nod.

MATRIX RELOADEDTrinity bombs down a custom-

made circular freeway on a 2002 Ducati 996 with a small Asian man, known as the keymaker,

trying to escape pursuing agents. Pay close attention and you’ll notice that the front tire of the

bike changes from slick to tread a couple of times. Evidently, the

filmmakers decided to place rider safety above film continuity. We

won’t dispute their priorities.

THE DARK KNIGHTYes, another “geek” installment, but unlike the others, the Batpod (formerly known as the Batcycle) is an actual functioning machine, powered by a high-performance,

water-cooled, single-cylinder engine. It ejects from the front of the Tumbler (the Batmobile) us-

ing the two 20” front wheels as its front and back tires. Filmmakers made six bikes, in anticipation of

the odd crash. Smart fellows.

EASY RIDERThe opening credits, with Peter

Fonda and Dennis Hopper riding along to Steppenwolf’s Born to be

Wild is a moment that perfectly captures the spirit of riding a bike. Fonda’s Captain America chopper

was designed and built by Cliff Vaughs and Ben Hardy. Four Cap-

tain Americas were built for the film out of 1949, 1950 and 1952 Harley-Davidson Hydra-Glide

bikes bought at a police auction.

THE GREAT ESCAPESteve McQueen’s character vaults

a stolen German motorcycle 65 feet over a barbed wire fence. The 1961 650cc Triumph TR6 Trophy he rode in the film was cosmeti-

cally modified to look like a 1940s-model BMW R75 (remember,

they were in Germany). Although McQueen did most of his own riding in the film, his friend and stunt man, Bud Ekins, actually performed the legendary jump.

IIIIIIIIIIIIIIIIIIIIII10MAGNIFICENT

MOVIE MOTORCYCLEMOMENTS

Highlighting some of the greatest motorcycle scenes in Hollywood history.

by Greg Spielman

Black Rain © 2010 Paramount Pictures. All Rights Reserved. | Charlie’s Angels: Full Throttle © 2003 Columbia Pictures Industries, Inc. All Rights Reserved. | Star Wars VI: Return of the Jedi © 2006 Lucasfilm Ltd. / 2010 Twentieth Century Fox Home Entertainment, LLC. All Rights Reserved. | The Wild One © 1953, renewed 1981 Columbia Pictures Industries, Inc. All Rights Reserved. | Terminator 2: Judgement Day © 1991 StudioCanal S.A. All Rights Reserved. | TRON ©Disney Enterprises, Inc. All Rights Reserved. | Matrix Reloaded © 2003 Warner Bros. - U.S., Canada, Bahamas & Bermuda. 2003 Village Roadshow Films (Bvi) Ltd. | The Dark Knight © TM &DC Comics.2008 Warner Bros. Entertainment Inc. All Rights Reserved. | Easy Rider © 1969, renewed 1997 Columbia Pictures Industries, Inc. All Rights Reserved. | The Great Escape © 2010 Metro-Goldwyn-Mayer Studios Inc. All Rights Reserved. / © 2010 Twentieth Century Fox Home Entertainment, LLC. All Rights Reserved.68 WINTER 2010 | ISSUE #2 | AUTOLIFEQUARTERLY.CA

IIIIIIIIIIIIIIIIIIIIIIMOVIE MOTORCYCLE

IImagine, after a hard week of work, jumping on a bike and leaving the city behind. As you head for the mountains or a ride out on the prairies, the stress of work begins to shed away. It peels away with every kilometer you ride. Your senses that have been suppressed

during the week awaken. You are aware of every degree of temperature change, the shift of the wind, every undulation of the pavement and feel every minute change in your bike as it responds to your input. You have a Zen-like moment; you and the bike become one. Looking over your shoulder, you see a winding road that beckons you to explore.

You are ready for adventure, but your cruiser and the gravel road calling your name are not compatible. They are mortal enemies. Instead of exploring, you ride down the same byway that you and so many others have

pounded out so many times. It’s satisfying, but still you wonder: “What if?”

The “adventure bike” market opens new vistas to riders desiring more than just blacktop. The Honda Varadero invites the rider to jump off the beaten path and experience gravel and hard packed roads that simply cannot be enjoyed on a cruiser or sport bike.

The Honda Varadero, while one of the leading adventures bikes in Europe, is relatively new on this side of the pond. Available in Canada since 2008, this built in Spain, broken-in on the Pyrenees 996cc V-Twin produces ample torque for tough conditions and effortless top-end horsepower for highway cruising. It’s at home in desert-like heat, on a misty mountain top or anywhere between.

Standard ABS with a combined braking system that applies maximum braking, the Varadero offers control when you need it; on

or off pavement. With fuel injection and a 25L fuel tank and a range countdown indicator, this bike exudes confidence on those long back road trips. A heavy duty skid plate is standard and the bike is available with many other accessories, including weatherproof panniers in aluminum or hard plastic shells.

Ready for the next step? Then visit Rocky Mountain Honda Powerhouse for a test-ride. Located in Calgary at 15220 Shaw Road SE, just a kilometer south of Fish Creek Park on Macleod Trail, Rocky Mountain Honda offers a well-equipped Varadero from $10,999 plus taxes. Around every corner, life presents new bumps and surprises. Riding a Honda Varadero smoothes out the bumps in the road, and in the process, clears the mind and rejuvenates the soul. About the only place you won’t find this bike is in front of a psychiatrist’s office.

I1939 HOT ROD by Christopher Bloomfield

I have been a certifiable car nut since before I can remember and I’ve been lucky enough to write reviews on some really cool stuff over the past seven years. I love all things custom - my garage and home are testament to what hap-pens when you leave a guy alone

who can’t be left alone to his own devices. Needless to say, there are a lot of things in pieces. But I digress; the exciting part of writing for ALQ is that I get a chance to fo-cus on more of the custom vehicles that I love so much.

I called up some friends of mine to see if their latest creation was ready to put through its paces. Fortunately for me, they answered their phone and before I knew it, I was on the road at 8:00 am on a Saturday morning trying to wake up while driving out to Airdrie to meet up with Cam Storms to drive Vintage Performance’s 1939 International traditional Hot Rod.

This father and son team is not new to the Alberta custom scene. They originally put themselves on the map by building their first rat rod out of a few license plates, Pepsi signs, and an old school Cadillac engine. They then decided that their ‘99 Silverado single cab long box work truck needed some work too, so they attacked it with a Sawzall and now it lays frame over 22” and 24” smoothies. You’d think that this and the weekend drag racing they do would stem their appetite for engine-driven fun, but when they received an offer for the old rat rod, the time came to

start a new project. Garth and Cam decided that since they’ve already built a somewhat conservative hot rod, it was time to go wild and the idea for this was born. They started to comb through area farm fields and old barns to see what turned up and they eventu-ally came across an unlikely grouping of old sheet metal, a beer keg, a Fargo truck box and the cab from an International grain truck. Once these three important pieces to the puzzle were found and purchased, the order went out for a one-off chassis and the real fun began. They first chopped 4.5 inches from the cab roof to get the rod’s attitude right, and then they cut another 8 inches away from the rocker panels. They took a look at the bed and ended up narrowing it by over 1 foot. Over the next few months, they amassed an eclectic collection of old and new parts to complete their hot rod. The front brakes were donated by an early 60’s Buick, the front sus-pension from an early 1900’s Ford, the rear drum brakes were old Ford as well, being fit to a traditional Ladder bar suspension set up. Everything was modified to incorporate mod-ern safety features but special care was given to hide this and keep the 60’s traditional drag rod look. They wanted to create something as period correct as possible without sacrific-ing safety so they had to bend tradition in the odd place. That’s the reason why there is no high end paint or body work, it was built like the guys would have had to build it back in the 60’s. The guys also wanted to keep true to their taste of cool and ended up turning that old beer keg into the actual functioning

gas tank. I couldn’t wait to drive it!Climbing into a low ride is never easy but

when you add a 4.5 inch chopped roof and an 8 point roll cage into the mix, it’s even harder. Once I wedged myself into the rac-ing buckets and figured out how to strap up the multi-point racing harness, Cam handed me the keys. I turned the ignition to “engine goes now” and all the hell that was locked up inside that beautifully exposed engine came to life. I’ll tell you something - sitting in an all-metal, 80 plus year old cab with 500+ po-nies rattling away three feet in front of me is an experience I won’t soon forget.

I look out the front window, which at this point looks to be about 1 inch tall; I notice that I get a commanding view of about 20% of the road, thanks to the huge intake stick-ing up higher than the top of the windshield. (So much for preserving the vehicle’s safety ... not to mention the operator’s.) I stare out the front window wondering if I should have a pack of cigarettes rolled up in my t-shirt sleeve and ...“Can we go now?” Cam asks, looking like he hadn’t slept in four days. “We don’t need to just sit in this parking stall, you can actually drive it, man.” I pop the ratchet shifter into first and we loudly roll out of the McDonald’s parking lot we met at so we could enjoy the healthiest of breakfasts to-gether.

This monster is not spoiled in the way of luxuries if you were curious; there is no cham-pagne glass holder between the seats. What it does come with is: manual steering, manual drum brakes (from the 50’s!), no windshield

Have a look at what true ‘from-the-ground-up’ automotive passion can accomplish.

PHOTOS BY MIKE BRADLEY


wipers, no radio, no window cranks, no air conditioning, and bias ply tires. Everything it needs and nothing it doesn’t. Have you ever watched an old movie where the actors are driving a car and they always seem to be moving the steering wheel back and forth yet they’re driving straight? Well, now I know why: bias ply tires. Add cheater slicks on the back and you are in for one awesome time.

We pull onto the highway and we head into town. Thanks to the brain-melting en-gine noise, I cautiously wipe the blood from my ears. For the record, there is an exhaust system on the car, but you see people, when the exhaust system is routed directly under an all-steel, non-insulated cab, and it’s con-nected to a 500+ hp drag racing engine, you

run the risk of a bit of sound penetration. I look over at Cam, he looks back, smiles and hands me a set of earplugs. “Thanks, these should help with the clotting.”

You experience everything when driving something like this. Things like steering become something you actual do. You are not just along for the ride like you are in a modern refined vehicle. You actually have to drive it. Braking becomes a planned event, as does turning corners; you find a whole new, more honest way to enjoy the road. A person soon forgets that there is no radio or climate control. In fact, you might start to wonder why that stuff was ever invented. And driving something that was built from scratch really creates an appreciation for hard

work and ingenuity.We continued into Calgary to meet up with

some fellow Sawzall users for lunch, with a stop for gas along the way. As with every time we stopped, a crowd soon developed. The funny thing is that although these types of rides attract some pretty cool folks, they also attract some compete nut jobs and of course, those “I’m convinced I know what I’m talking about” backyard hack artists. While filling up, we had a wonderful conver-sation with a guy who within the first 30 sec-onds told us about everything from his love for cheap 80’s turbo cars to why he married his second wife. If I recall correctly, I think he called me “buddy” 132 times. That’s what you get I suppose, if you build it, they will come. All of ‘em!

After a few minutes of pretending to be interested in the ramblings of a person who definitely rocked a mullet for far too long, we fired up the beast and headed to lunch. The inevitable problem with building something from scratch is that you built it from scratch. So you might have one or two bugs to work out. This particular custom is no exception. The guys thought it would be cool to use an old glass 7-Up bottle as an antifreeze over-flow reservoir and well, it is very cool. So cool, in fact, that it didn’t hold anywhere near enough antifreeze to do anything, so by the time we rolled into the lunch spot, the poor girl was smoking and dripping antifreeze ev-erywhere. The funniest thing was that all this did was attract even more people. Again, a crowd soon developed and once Cam made a few guilty “boys will be boys” faces, the group of onlookers dropped their demeanor of confused concern and went about their business, short of a few camera-toting folks who stayed for a pic or two. Taking closer notice of the massive antifreeze puddles we were leaving in the parking lot, we thought now is a good time to grab a bite and distance ourselves from the growing environmen-tal damage. I had soup and a sandwich for entirely too much money, in case you were wondering. For the rest of the afternoon we cruised around Calgary, stopping from time to time to let my ears heal and meet more “unique” people. We finished up back in Airdrie, and I was left to climb back into my now very boring daily driver and head home. Playtime was over.

Thanks to Cam and Garth Storms for the day and allowing me to enjoy their very cool creation. ƒ


HORSE THIEFCalgary car enthusiast, Dave Kollar, took his 2005 Dodge Viper SRT-10 to our friends atDavenport Motorsports to see if they could steal a few more horses from his factory 500HP beast.Have a look at what they came up with.

BY DAVID KIRKLANDPHOTOS BY MARK G. BILODEAU


HORSE THIEF

CUSTOM MODS by David Kirkland


2005 DODGE VIPER SRT-10 ADD-ONS

SUPERCHARGER:Paxton Novi 2000 Centrifugal Supercharger system with a water to air intercooler. This supercharger is belt driven and adds boost as the RPM increases. The water to air intercooler keeps the intake air temperature cooler, therefore generating more power safely.BOOST FACTOR: 200 hp

STEPPED HEADERS & MERGE CONE:B&B stepped diameter long tube headers. Stepped headers are a true race design that add more power and torque over a standard long tube header. The merge cone is another race design that is inside the header. It smoothes out the exhaust flow through the header, and helps evacuate the exhaust gasses faster. By combining the stepped design with the merge cone, B&B has come up with the absolute best designed after-market header available for a Viper. They offer the most horsepower and torque while still allowing for full ground clearance.BOOST FACTOR: 50 hp

COMPUTER TUNING:Custom tuning the computer specifically for the supercharger is the most important aspect for modern computer controlled vehicles when your quest is more horsepower with stock-type drivability. In basic terms, if you add a power booster (i.e. supercharger or turbocharger) to a naturally aspirated car, you have to tell the computer what to do with the added boost. A custom computer tune programs the factory computer to adjust the fuel and timing curve in relation to boost. If you don’t custom tune the vehicle’s computer for the power booster, you’ll be leaving horsepower on the table as well as having drivability problems such as stalling, bucking, surging, backfiring etc.BOOST FACTOR: 50 hp

WHEELS:HRE 597R series 3-piece lightweight forged aluminum wheels. The Viper’s are 18” diameter by 10” wide in the front, 19” diameter by 13” wide in the rear, fully hand polished and clear coated. HRE is the only U.S. forged wheel manufacturer that meets German TUV strength and safety standards, which are the most stringent standards in the world.

SUSPENSION:KW ride adjustable coil over suspension. This suspension system offers complete ride height adjustment, as well as ride quality adjustment. In other words, you can lower the car for a better stance, look, and lower center of gravity, while still keeping a nice supple ride through the shocks adjustability on the street. Then if you go to the track, you can turn a knob and stiffen them up for better handling.

JUST FOR FUN:Blinder M47 X-Treme laser jammers. This little beauty sends out a blocking signal so that an error message appears on the laser gun. When police get an error message they’ll usually re-aim and fire again. The first time you get hit, you’ll get an audible beep in the car. This gives you the opportunity to slow your speed, while the detector is jammed. You can then turn it off with an in-cabin switch, so that when you get hit the second time, a reading of your new lower speed appears on the readout.

ALQPIT CREWMARKETPLACE

The All-New 2011 Audi A7

photo finishALQ READER CONTRIBUTIONS


Dean and Dale rip it up at the 2007 Highriders Challenge in a

’91 Blazer jacked up on 49” tires and kicking out 1000 hp with

nitrous in the tank trap.

Dean blows smoke on his ’08 Cory Ness Special Edition,

equipped with NOS at Hooters South in Calgary after winning the

2009 Show ’n Shine.

Maximum Destruction driver, Tom Meents, finds out the hard way

that his truck has special towing needs at the 2006 Monster Jam

World Finals in Las Vegas.

Joanne found herself hip-deep out at McLean Creek in 2007 while

riding a ’07 Polaris 300 Hawkeye. She had one heck of a workout,

but says she still had a great time.

Shawn shows why he was voted 2009 Drift Rookie of the Year for DMCC West during a practice run at Edmonton’s Castrol Raceway in

his ’92 Toyota Chaser.

Have you got a photo you’d like us to publish

on our Photo Finish page? Email it to

[email protected] and tell us all about it. If we print your

shot, we’ll give you a complimentary

one-year subscription to ALQ and send you an official AUTOLIFE

Quarterly t-shirt!

autolife quarterly (#2)

Documents