Archive for November, 2014
In The Lap Of The Gods: Titanic Trucks Set Sail at Brands Hatch
All good things must come to an end. It’s time to go out with a bang. There is truly an ocean of clichés that could be used to describe the final race weekend of a motorsport series. We cannot forget however, that clichés are named thusly for a very important reason; repetition of events across time. The closing race weekend of the year represents one final chance for the competitors to prove their worth, to settle the rivalries that have raged all year and to prove once and for all who deserves to walk away as the ultimate victor.
The action in the British Truck Racing Championship had raged with a blazing intensity throughout the year; one final battlefield lay before them. The BTRC has one of the most exciting race formats throughout the known motor-verse; the field is split into two divisions with the slower division two trucks starting at a set time ahead of the brutal division one beasts. Race order is decided purely on track position so the division one trucks must catch and overtake those in division two to achieve victory. This format is similar to that of banger racing and BTCC 2001, and in many ways is the perfect combination of the two, what with the hard racing and ‘no panel left straight’ approach.
It has been emblazoned into the annals of motorsport that any series ending at Brands Hatch must face the brutal majesty of the Kentish weather. It had all come down to this. It was time. To paraphrase King Theoden from Lord Of The Rings…
“The horns of the Helm Hammer-Trucks, shall sound at Brands Hatch…one last time!”
Smoke on the Water…
For the spectators, including the author of these words you see before you, conditions on race day made for a harrowing yet unforgettable experience. The weather was both a curse and a gift, providing some of the most jaw-droppingly entertaining racing that has ever laid tyre to tarmac. The omnipotent Kentish spirits made true their promises that day; the skies let forth their legions of rain, wind and bitter chills in an all-out assault on Brands Hatch.
Going into the weekend, the British Trucks had championship honours up for grabs in both divisions. There has never been anything more spectacular than watching an onslaught (that is the collective term for racing trucks now) of trucks slip, slide and slam their way around a track as exciting as Brands. With Formula E spearheading the new ‘green’ motorsport initiative, it is clear that the memo had not reached the truck drivers; smoking and spitting flames as they strained the very limits of their planet-killing 1,000BHP engines.
The two Truck races were nothing short of an adrenaline-fuelled thrill ride dominated by incident, red flags and shortened races. The conditions were so treacherous trucks were even seen to be losing control during safety car periods. I can’t even imagine what it must have been like for the drivers. Incidents during car races may be shocking, but when you see a multiple tonne truck barrelling into a wall or into the path of a truck moving at around 100mph, it really is time to buy yourself some new underwear. Nevertheless, what happened that day was something that those spectators lucky enough to be there will never forget. It was truly some of the purest racing anyone could see. No driver aids. No talk of tyres. No politics. It was refreshing, and not just because of all the rain.
Despite a spectacular late championship charge by Chris Levett in his Renault, division one honours went to the legend that is Mat Summerfield who claimed the crown, adding a third successive championship to his impressive tally. In division two, an almighty clash of titans raged between Simon Reid and Ryan Smith. Smith became almighty lord of the lunge and rain master supreme in an epic drive that saw him nearly take the crown from Reid. Despite his gargantuan efforts the best he could manage was 2nd, as Reid did enough to secure championship superiority.
As the British Truck racers roared and refreshed the true meaning of motorsport, the support series made sure the meeting would go down as one of the greatest of the year. The Tin Top Saloons Championship is one of the cheapest entries into the dazzling world of motorsport, with seasons available from only £5,000. The series consists of multiple classes, which depend on the level of modification and engine size, yet all cars are not that far removed from their road going originals. Everything from Hondas, Rovers, Toyotas and Citroens were taking part; you could even say this was the ‘first car’ championship.
Simple. Cheap. Amazing.
There was everything from back-of-the-grid charges from a distinctive blue Rover, Metros mistaking the meeting for a rally cross event and the plucky #69 Toyota Starlett who fought his way to an impressive victory. He lost places. He gained places. You could say he was going both ways. It may be out the view of the great media machine, but it truly is an amazing series that in terms of spectacle can rival the names up in the big leagues.
The seductive saloon sweetness was not yet complete; The Quaife Motorsport Saloons take basic touring car tasters to another level. Operating in a similar fashion to the Tin Tops, these ‘Touring Cars for the everyday man’ produced an immense grid including a Holden Commodore of the variety you would usually find in the Australian V8 Supercar Championship. As ever, the rounds were dominated by the unstoppable force of Quaife nature that is Rod Birley. Close racing, high drama. You can’t go wrong really.
If there was an award for craziest series of the weekend, the only winner could be that of the Legends. The Legends are mad enough in the dry, let alone when you add wind, rain and a slippery track into the mix. Drivers decided Graham Hill bend was to be ignored, because clearly a rally cross route across the grass is the more exciting way around. Across the 6 races, there were 5 different winners. To put that into perspective, over one weekend there were more race winners than there can possibly be across the entire 2014 Formula One season. How anyone can keep up with the consistent action from first to last place without blowing a valve in excitement is hard to tell. What can definitely be said is the Legends are simply insanity personified in motorsport. Simple as.
If that was not enough, there was one more succulent treat in the form of the Pickup Truck Racing Championship. Entering the weekend, the season long battle between Pete Stevens and Michael Smith raged on until the very end. As the closing race began, either driver could grab the title. Smith and Stevens spent nearly the whole race side by side, interrupted only when they collided and Stevens was demoted down the field. What followed was one of the most spectacular drives ever performed by one driver, smashing in lap record after lap record and tearing through the field.
The Pickups provided thrilling racing throughout the day
As the race drew to a close Smith and Stevens were once again door handle to door handle, trading paint and swapping places. The great spirits exacted their final wish and the unlucky Stevens ran into yet another collision, this time with a non-championship rival. The usually calm and collected Stevens showed his rage in the post race interviews; it takes a lot of courage as an interviewer to ask a driver about how he was just knocked out of a championship he was set to win. However, incidents aside the Pickup Trucks were outstanding to watch; the driving skill required to captain these brutal vessels is off the chart, yet they made it look easy. That is real racing.
An added bonus to the events that went down on that day was the absolute pleasure of following the racing with the unrivalled commentary of Downforce Radio, who were there in association with Stopwatch Hospitality. Through the vocal talents of Jake Sanson and Adam Johnson, there was a genuine feeling that you could see every slice of the action, whether you were in attendance or not. The raw emotion and passion is truly unrivalled; there is no better race day commentary. If Downforce is the commentary, then it can only be Stopwatch Hospitality who are to be the location for race day; best circuit views, behind the scenes access and a warm friendly atmosphere make it the undisputed best place to spend your day.
The day was rounded off with somewhat of a bang; an immense truck parade that covered every section of tarmac on track and a firework display that filled the sky in a fanfare of explosive sensory pleasure. Even the famous Coca-Cola Christmas Truck was thrown in to top it all off; the holidays are coming and it is time to get excited. In many ways, the closing round of the British Truck Racing Championship proved that even throughout a time of turmoil in the F1 universe and loss of faith in world series such as the World Touring Car Championship, there still exists pure motorsport at its very best.
No mass media influence. No tyrannical sport director. No politics. Just racing. Raw, amazing racing.
Refreshing isn’t it?
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Keep Driving People!
Peace and Love!
Kia Sportage Diesel AWD
Kia’s Sportage is, possibly, the one vehicle from the Korean company, that exemplifies just how far they’ve come in a comparatively short space of time. The first Sportage was an average looking, average performing, plasticky mid sizer when released in 1993 and is now a great looking, sensationally performing, non plasticky mid sizer in 2014.
It’s been on the shortlist to review the Sportage and was eventually lobbed the keys to the diesel powered SLi, clad in Kia’s “Sand Track” metallic paint. The question was, simply, is the Sportage worth the fuss?
Powersource.
As Tom Jones said, it’s not unusual. What he meant is that diesels have more torque than their petroleum powered siblings, with 392 torques on offer from the 2.0L diesel, as opposed to almost half that in the same sized petrol donk. It’s available between an immensely usable 1800 to 2500 revolutions per minute rather than 4000. What is unusual is the power; it’s 135 killerwatts at 4000 rpm, 
with the petrol throwing out 122 kW at 6200 revs. Hooked up to the six speed auto (the only flavour available with the diesel), it means near perfect power availability, with the get up and go turning into a low revving grunt factor. The auto itself is seamless in its changing, smooth and rarely anything other than delicious. With a surprisingly hefty 1700 odd kilos to move, it’s disconcerting to see the speedo swing around so easily. Even with an AWD system (part time and lockable), it’ll cause the front tyres to scrabble for grip before hooking up and moving the bulk with alacrity.
The Suit.
The Sportage would have to be parked near a very angry mob to be described as anything other than sweet. It’s an engaging mix of feminine curves at the rear and masculine edges at the front. By bringing in Peter Schreyer, a hugely respected designer, Kia’s identification of design as a 
core element in its future growth has come to fruition. There’s the “tiger” grille,
an instantly identifiable part of a Kia; a well proportioned look, a somewhat overthick rear pillar but it’s a harmonious presence none the less. It’s a comparatively compact design; at 4440mmlong it somehow packs a wheelbase of 2640 mm. It’s broad at 1855 mm and reasonably tall at 1640 mm, meaning there’s plenty of usable space inside (1353L, seats folded). There’s stylish 17 inch alloys, clad with 225/60 rubber, pushed to each corner to help maximise internal space. The Sportage finishes with a bluff, truncated, upright tail that seems to work, rounded as it is against the angular front.
On The Inside.
Kia works to the “If it ain’t broke” philosophy; showing common DNA yet manages to make their cars individual. You’ll recognise design elements from the Sorento to Sportage to Rio to Cerato; it’s a smart commonality and looks great in the Sportage. The driver gets a chunky and 
comfortable steering wheel, classy but simple to use controls, clearly marked speedo and tacho dials framing a clear colour LCD screen. A sweeping, curving dash houses vertically slatted aircon vents, a large touchscreen for navigation and audio (although Kia insists, like it’s cousin, Hyundai, in not providing Radio Data Service info) sitting above a somewhat awkwardly places aircon control panel, placed at an angle and recessed in, itself sitting above the Auxiliary and USB inputs that sit further back into the dash itself.
The gear lever is elegantly housed in a circular insert, just ahead of a grab handle and 
cupholders, centred between two cloth and leather seats. There’s a tasteful mix of black and a dull aluminuim look, providing a friendly contrast level. The rear has the now familiar 60/40 split fold setup plus cargo blind, providing 564L of cargo space with the seats up and 1353L folded flat.
On The Road.
The Sportage rolls on a 2640 mm wheelbase, with wheels varying between 16 inch diameter for the entry level Si, 17 inch for the Si Premium and SLi then 18 for the PLatinum. Tyres on the 17 inch are Hankook’s 225/60 and provide a good measure of grip. As a part time all wheel drive setup, drive is sent to the front wheels and to the rear on demand if the centre diff isn’t locked. There’s some understeer, as a result, with the system powering the front through the turns. Handling, though, is instinctive, with cognitive thought put to one side as the Sportage feels more like a comfort oriented sports car, following directions, absorbing most bumps competently but does pogo and wallow through uneven surfaces.
The engine can be a light switch, if not driven with a practiced right foot; there’s nothing below 1800 revs then it kicks in like an electric shock, front tyres scrabbling and the gears punching through as the tacho swings around, drops and swings again. Acceleration is ferocious when asked, docile otherwise and a lovely, progressive brake system instills confidence. The steering is light but doesn’t disassociate the driver from the road and there’s minimal roll when hustled. Safety wise the Sportage gets Downhill Brake Control across the range, as is Emergency Stop Signal, Hill start Assist Control, rear parking sensors and airbags all round. It’s a largely enjoyable, user friendly and family perfect package.
The Wrap.
The Sportage SLi provided has a recommended retail of $37790.00 with metallic paint listed as a $520 option. For a family of four, it’s one of a few ideally sized and priced vehicles in the SUV style. Sure, there’s the Sorento but, for some, that may be too big, but then there’s the Cerato, leaving Sportage right in the middle and plenty of bang for the buck. The Sportage is compact, great value, nimble, comfortable, well featured and the diesel is both economical and a hoot to drive. Although Kia lacks a station wagon option, the Sportage is the next best thing. Throw in Kia’s new seven year warranty and it’s a package that’s near nigh unstoppable.
For details: http://www.kia.com.au/cars/suvs/sportage/5-seats
For A Wheel Thing TV: https://www.youtube.com/watch?v=kZjK4MkdDEE&feature=em-upload_owner
The Car.
Kia Sportage SLi AWD @ $37790.00 + ORCs and options.
Engine: 2.0L.
Fuel: diesel.
Tank: 58L.
Claimed Consumption: 7.2L/9.1L/6.1L per 100 km (combined/urban/highway).
Transmission: six speed automatic with sports mode.
Dimensions: 4440 mm x 1855 mm x 1640 mm (L x W x H)
Wheelbase: 2640 mm.
Cargo: 564L/1353L (seats up/down).
Wheels: 225/60 R17.
Towing: 1600 kg braked.
Something Wicked This Way Comes.
Apologies to Mr Bradbury for pinching his title, but it’s so incredibly appropriate for this contribution.
Driving a car appears to be, for some, more of an act of witchcraft than an ability; more an act of guesswork than education. It’s not a black art, it truly isn’t, it’s a simple mix of being observant, being coordinated and exhibiting common sense. Yes, yes, I understand the laughter at that last one, as it’s been legislated into obscurity, courtesy of political correctness and idiots.
What’s sparked this discussion, you ask? Simple; a close encounter with something dangerous. In this case, it was a young P plater female…well, driver isn’t the right word…perhaps, person that has no idea of basic driving rules. Properly educated and reasonably settled in attitude drivers know that, when you come to a T junction intersection, you slow, look to your right and stop for oncoming traffic. When it’s safe, you then continue. This simple piece of road safety was utterly beyond this person; with NO look to the right and NO intention of slowing, she gaily sailed through, opposite locked for a left hand turn before barely giving my oncoming car room to brake. her exit speed would have been at least 50 kilometres per hour. Something wicked this way comes.
When there’s a stop sign at an intersection, it’s generally recognised by intelligent, 
considerate drivers, that you stop at this intersection. Thankfully, most people do so. However, there seems to be varying interpretations of what to do with the indicators on a car. It’s not a problem if it’s a four way and the driver intends on going straight. It’s a different story when you intend on going right or left and even less complicated when the stop sign is for the road that is the vertical part of a T. Witness the mature aged lady in her medium class AWD, stopping correctly but having “a broken indicator” on numerous occasions. A simple tip, dear readers: when you come to an intersection and you’re NOT going straight ahead, the road rules of Australia stipulate you MUST give sufficient indication. For this lady, oncoming traffic would have had no idea which way she was going. Something wicked this way comes.
During my recent involvement with a major world brand’s new luxury car launch, 
our team leader, a renowned driver educator, remarked upon the driving styles of the participants; one hand on the wheel, one arm hanging out the window and seat leaning back. These were vehicle sales staff he was talking about…again, it’s pretty simple. When you get into a car as a driver, you should always check your seating position, ensuring the mirrors (rear and wing) give you as much rear view as possible. BOTH hands should be on the wheel and your arms extended from your body and slightly angled, not with your body and arms hunched up over the steering wheel like the stereotypical “grandma” driver. With the overwhelming majority of cars on the road having airbags, the hunched over the wheel position is physically more dangerous to the driver if, for obvious reasons, the steering wheel airbag is set off. Guess which chest they’ll hurt more? Guess which arm stands more chance of being severely damaged (not to mention sun damaged!) from a side on impact? Guess which driver has less control of the vehicle? Something wicked this way comes.
When it’s dusk (that means when the sun is going beddybyes), it’s cloudy, it’s raining, it’s foggy, it’s not just a smart idea (and lawful, at that) to 
have some level of lighting turned on, it’s also a SAFE idea to do so. Why’s that, you ask? Here’s a parallel story: in WW2 sailors were banned from smoking a cigarette on deck as that tiny, tiny glow was distinguishable from miles away, against a dark background, using shipboard observing devices. Simply out, any form of lighting when it’s dark makes something easier to see in the dark. Think about that the next time you drive your dark coloured or silver painted (melds WONDERFULLY into the background) car in the circumstances described…Something wicked this way comes.
When it comes to that magical device known as a traffic light, it seems most drivers failed the colour vision part of their test (what, you mean 
there ISN’T one????) due to the truly extraordinary amount of cars and trucks, controlled by non computerised humans, that don’t know what the lights at the top and middle mean. Hmmm, red is bad, amber is not so bad so……go figure. If you’re one of the drivers that thinks red means go, think again. When it’s green, everything is sweet. When it slides into amber, it’s now a good time to think about two things: how far away from the stop line you are and how long it will take to stop. If it’s red before you’ve crossed the line, well then, who’s a naughty boy/girl then? yup, something wicked this way comes.
Bottom line is this: driving a vehicle SAFELY isn’t hard. It truly, really isn’t. Slow down/stop at t junctions; slow down/stop for amber/red lights; use headlights and indicators. If you think this is below you or can’t be bothered but STILL think you’re a good and safe driver, then, please, hand in your license. You’re not good. You’re not safe. You’re dangerous.
The Car That Started The War
Today is November 11th – Armistice Day and the UK’s day for remembering soldiers who were killed in the wars, kind of like ANZAC Day here in Australia and New Zealand. So in honour of the day, let’s take a little look at a particular car that played a role in detonating World War 1.
The car in question was a Gräf and Stift Double Phaeton built in 1911. It was smooth, large and luxurious, having the grand total of two cylinders and having a maximum power output of 32 horsepower – heady stuff back then! Gräf and Stift was a company that was just breaking into the new field of automobiles, and was based in Vienna, Austria. They specialised in luxury cars popular with royalty, and buses and trams. Over the years, the luxury cars have dropped by the wayside, and Gräf and Stift kept on going with the buses. In fact, they still do make the buses, although the company got the new name MAN Nutzfahrzeuge Österreich AG courtesy of a bunch of mergers (a bit of a mouthful but probably easy to say if you speak German).
The fateful Gräf and Stift Double Phaeton was the property of Count Franz von Harrach rather than Archduke Franz Ferdinand of Austria. The Archduke certainly had motor vehicles of his own – in fact, he once employed the brilliant Austrian engineer Ferdinand Porsche as his chauffeur when Herr Porsche was doing his compulsory stint in the military. Fans of the 911 and the Boxter are probably very grateful that Austro-Daimler bagged him once his military service was over. Just think what the world would have missed if Porsche had stayed on in royal service and had continued as the Archduke’s chauffeur. Instead, the car’s owner was the driver that day.
Why did they choose that particular car for the Archduke for his motorcade procession through the streets of Sarajavo? It was probably because it was large and luxurious, and because it was a soft-top convertible so the Archduke and his wife, Duchess Sophie, could be seen sitting side by side – something slightly controversial and radical, given that she was not of royal birth and it was a “morganatic” marriage. The Rules said that because of her humble origins, she could only be by his side if he was acting in a military capacity but not on other state occasions. As the Archduke was going on an official inspection of the Bosnian Army, they took the chance to appear in public together and to be seen as a proper royal couple. Hence the need for a large car with an open top so they could be in comfort.
Would a different car have changed the course of history by making it harder for an assassin to have reached the Archduke? Possibly. The more closed in design of the 1910 Rolls Royce Silver Ghost would have protected him. The lack of a running board on the 1910 Mercedes Skiff, plus the extra “windscreen” in front of the back seat could have made it harder for the assassin to get close to the royal couple.
The fact that it was a soft-top saved them during the initial assassination attempt where a bomb was thrown at the motorcade. This bomb hit the Gräf and Stift Double Phaeton all right, but it hit the folded down soft top and bounced off, rolling under another car, where it exploded, wounding a number of the crowd. Ultimately, this led to a change in plans that saw the route of the procession being changed so the Archduke and the Duchess could visit the wounded in hospital. Unfortunately, some of the drivers weren’t informed of this change, and some started heading along the original route. During the few moments when the mistake was being realised and cars were being reversed to get back on the right road, a Serbian rebel named Gavrilo Princip saw his chance and stepped in with a pistol…
Then everything went mad across Europe as treaties and alliances called one country after another into conflict, with the colonies across the world following suit.
It’s interesting to speculate about what would have happened to the automotive world if World War I had not broken out. The desire for better weapons and more efficient troop transport spurred development and design. Would technology have been delayed without this spur? Perhaps… but perhaps not. The glamour sport of motor racing was doing its bit to encourage development (nothing’s changed there!), so who knows?
And what happened to the Gräf and Stift Double Phaeton? Because of its significance in history, it has been preserved in the Heeresgeschichtliches Museum in Vienna.
Level 2, 9 Help Street