Archive for March, 2014
BTCC: A Return To The World Stage?
The start of the 2014 British Touring Car Championship draws ever closer, and the recent outpouring of announcements have laid the foundations for what will be a year to go down in the history books. I have written previously about how this year will see 7 Former Champions competing for the crown, with a rumour of a possible eighth in Robb Gravett. And of course we have the factory Honda team entering a Civic Estate, the first time since the famous Volvo of 1994. The most recent news has been a confirmation of something everyone has been excited about since the close of the 2013 season…
There will be a 31 car grid for the 2014 season. That’s right, 31. Of those 31 drivers, 11 manufacturers are represented, including 14 different models. That is what you call variety. The BTCC has become one of the most vibrant grids of any world motorsport series.
BTCC has confirmed a 31 car grid for 2014. Image Credit: BTCC.net
Originally, TOCA had set a maximum of 30 licenses for the year, but how can anyone say no to the British Touring Cars? To understand the significance of this, let us go back in time to 2001. 2001 represented the last significant rule change in the BTCC; the Super Touring cars had become too expensive so the rules were changed dramatically to save money. As a result, the start of the 2001 championship consisted of a field of barely 5 cars. By the end of the year, the touring class had just about nudged 10, saved only by the tidal wave of production class entries. Ever since then, the championship has been in a kind of recovery mode. However they tried to spin it, it was tear jerkingly obvious that the BTCC was struggling to gain any kind of recognition; they were living in the shadow of their former glories. There have been slight rule changes such as Super 2000 in 2007 which saw the reliance on similar regulations as that of the European and World touring car series. Finally, in 2009 the BTCC released the details of the NGTC (Next Generation Touring Car) which would further reduce costs, separating the cars from the international touring car series, while also reducing performance differences between cars in the field. This was fully implemented in 2011, and suddenly everything began to change…
In 2001, the BTCC field was embarrassingly small, which lost a lot of the fanbase that had been so strong in the 90s
The reduced running costs gave more teams a chance to enter the championship, and little by little the field began to increase in size. Since 2011, the championship has exploded back into the limelight of British motorsport, displaying the same exciting, gritty and genuine racing talent that made the sport so successful in the 1990s. I believe that it was this very fact that enticed so many former champions back to the field. Alain Menu himself has said that he could not wait to return to the championship this year for the very reason that it had once again become so passionately exciting.
The final races of last years championship is the perfect representation of everything I have been saying. The final meeting could have seen any one of three drivers take the crown. The races at Brands Hatch were plagued by the unpredictable, explosive mistress that was heavy rain. In changing conditions, everything was up for grabs. It all came down to the final race where Andrew Jordan proved his worth as a champion with a drive from the very back of the grid to clinch the crown.
Andrew Jordan will be hoping to defend his crown in what will be a legendary year for the BTCC. Image Credit: BTCC.net
A Fruitful Future?
Back in the 1990s, the British Touring Car Championship was a truly international affair; the championship itself may have been based in the UK, but top drivers from all disciplines across the globe flocked to take part. By the late 90s, finding British drivers in the BTCC became a genuine rarity. However, when the championship fell head first into its embarrassing identity slump, most drivers disappeared over to the World Touring Car Championship, which at that time was significantly better televised and fruitful for the drivers.
I have a feeling that this may all be about to change. The return of the champions also sees a return of the international driver. Among the predominantly British field, we have Italian, Swiss, Irish and American drivers. If the touring cars continue on their rocket ship to the cosmos of awesome and beyond, I foresee that the world class drivers will come streaming back to the BTCC. I believe that the BTCC is fast returning to the glory days of old; it is not only the jewel of British motorsport, but it is fast scaling the mountain to global domination. The BTCC would once be shown on Grandstand, the prime sporting programme on the BBC, and gained a place in the hearts of our nation. These days, it is given full race day coverage on ITV4. ITV4 may be one of the ‘other’ channels to the main ITV (which is second to BBC), but not even the F1 gets full coverage including the support races.
The increasing success of this new era will see a new popularity through increased exposure; I foresee some of the main races being shown on the main ITV channel, mainly to show that there is actually decent motorsport out there, given the current failures of the new F1 season. But that is another story.
Are we seeing a return of the glory days?
The future’s bright. The future’s tin top.
Bring on the 29th/30th March.
To follow all the action from the weekend, follow me on Twitter @lewisglynn69
Keep Driving People!
Peace and Love!
Lexus: A World of Confusion
Every year in the UK, many thousands of (middle class usually) people flock on down to the legendary ‘Ideal Home Show’ at the Earls Court Exhibition Centre. Architects, fashion stars, chefs, home designers and many more gather at this celebration of, you guessed it, the ‘Ideal Home’. It truly is the epicentre of everything modern and trendy in the home world. For many moons, I have heard wondrous stories from family members and friends of their trips to this homely holy land. This year was the year I finally got to go, on a little family trip with my mum.
An entire exhibition dedicated to the best and greatest from the modern home… OOH LOOK THEY’VE GOT NEW LEXUS MODELS ON SHOW.
That was me sorted for the day.
A Brief History of Lexus
Lexus is actually part of the Japanese manufacturer Toyota, existing as the luxury brand. The first Lexus was released in 1989, subsequently producing cars of all types, from sedans to 4x4s. In 2005, Lexus began its hybrid program which is still being developed today. Since its’ original release, Lexus has expanded to cover the world market, seeing significant success in the US market. 2009 saw the release of the LFA, a world conquering supercar that has vanquished all that lay before it.
The LS400 was the original Lexus, released in 1989
The Lexus LFA, released in 2009 is an amazing supercar
Motorsport Mayhem
It is fair to say that Lexus are not particularly known for their motorsport pedigree, but it certainly didn’t stop them giving it a go. And where else would you try racing than the British Touring Car Championship? In 2001, ABG Motorsport built a Lexus IS20o to enter into the season; sadly it was considerably out gunned by the other teams. The same happened in 2005/06. Ever since then the Lexus has fallen into disuse as a touring car. However, at the 2014 Geneva show, a new RC-F GT3 was released that is rumoured to be entered into various GT series across the world.
The 2001 BTCC season saw the Lexus IS200 make its touring car debut
What was Lexus doing at a home show?
When I first arrived at the show, I was asking myself this very question. It seemed strange that Lexus were appearing at a show about home living, let alone acting as one of the title sponsors. However, on closer inspection, it begins to make considerably more sense. Lexus has hopped right onto the hybrid ‘save the planet’ bandwagon. I may sound like I am anti-hybrid; in fact I am fascinated and excited by the development of these new greener technologies. In recent years, Lexus has worked incredibly hard on their own hybrid technology and now have an impressive range of models. Their system, as with most hybrid cars, combines an electric motor with a traditional petrol engine to optimise performance and reduce carbon emissions (you know how the story goes).
Lexus have since become one of the forerunners of luxury yet affordable hybrid cars, and this in many ways projects the same message as the Home Show itself. At the event itself, Lexus were marketed as THE car to have in any modern home. Sleek, stylish, green, luxury, affordable etc etc.
What do I think of the new Lexus models?
The Lexus CT 200h
Inside the CT 200h
To look at, I must say that the new hybrid range are attractive beasts. The CT 200h for example, as you can see above, has the right curves, the right angles, the right look. Not only that, the CT 200h is the first full hybrid luxury compact car, fancy ey? If we take a look inside, the new model is furnished with all the latest fancy equipment and I must say, has a very comfortable feel to it. All the models, whether they are a compact car, saloon or 4×4, are almost carbon copies of each other in terms of front end and interior. Many might take that comment as a criticism, but in my view, when you have a good look going on, why spoil it by changing things?
The IS 300h, quite attractive if you ask me
There is however, one fundamental flaw with these cars. From the outside they look both glamorous and spacious, when in fact the Lexus seem to be some sort of reverse Doctor Who TARDIS contraption. I don’t really understand how they’ve managed it if I am honest. It may be because you are expecting spacious happiness, but the reality is most definitely a cramped chamber of achy muscles and restless journeys. These cars must have one hell of a body kit on them that it makes them look so large when in fact they are hiding a dark tiny secret. It may be obvious that they have devoted a lot of time and money to the look and feel of the interior, but clearly they lost the memo that asked them to make sure there was still enough room for people to you know, fit. Speaking of space, the boot space is outrageously disappointing in these cars. To put it into perspective, I have more space in the back of my MG ZS saloon car than I saw in the back of the 4×4 Lexus hybrid. That isn’t right.
However big the car may seem, most people seem to have trouble fitting inside comfortably
As the Lexus is a luxury car brand, it may not be re-mortgaging your house expensive, but they do charge a fair amount. The CT 200h charges between £20,000 – £29,000 depending on how many extras you so desire. Considering the comfort issue for passengers, maybe this is a bit much. I will admit that I have not yet had the chance to test drive one of these cars, but I soon hope to change that. I mean for all I know driving these new cars may be the single greatest experience since someone thought to mix gin with tonic. Let me work on that.
So why all the confusion?
Basically, I really do not know what Lexus are trying to achieve with these new hybrid cars. From what I have seen, it is like they are trying to turn the Lexus hybrids into the new Prius; a fashion statement more than a car. It seems to me that they have worked on creating a car with the right ‘image’ and ‘statement’ for the modern world that they have forgotten to create a decent car. Passenger comfort and space is one of the focal points to any decent make of car, any lack of it wherever it may be will be of massive detrimental effect to the sales and success.
The cars fit perfectly in the world of ideal homes and modern living, but I do wonder how they would get on in the real world. Dreaming and reality are two completely different things after all. Something may appear wonderful, but once you have to live with it everyday, will you keep the same opinion?
Until I have the chance to drive one of these cars, I may indeed be very wrong about my initial conclusions of the cars. If any of my wonderful readers have had the chance to drive one of these new machines, I would love to hear what you think of them!
And remember, I love being proved wrong so do not be afraid to disagree with me!
Keep Driving People!
Follow me on Twitter @lewisglynn69
Peace and Love!
Top Gear Festival Sydney 2014
It’s 4pm, Friday afternoon, March 7th. Ominous clouds hover overhead whilst Thor throws down bolt after bolt of lightning. Thunder ripples through the air as a result but most eyes are on the scene unfolding in a marquee. Not only are there Jeremy Clarkson and production assistants, there’s a McLaren MP 4/4, once driven by Ayrton Senna. There’s also the engaging nephew of Ayrton, the swoon inducing (according to my female colleagues), Bruno. The interview concludes, it’s due to be shown on the large screens dotting the Sydney Motorsport Park complex, host to the Top Gear Festival Sydney 2014. The storm moves on around to the east and heads north, allowing the unveiling of the McLaren 650S, just days after the world premiere at the Geneva Motor Show. Startling in its intensive blue colour, it’s more than a machine, it’s a work of art. It’s a great lead in to what promises to be a great weekend.
Saturday morning, 7am. I’m up, if not awake. Coffee, breakfast, I’m away. There’s a queue already at the gates, people waiting for the doors to open at 8.30am. My co-host, John, meets me at our commentary spot and we catch up with the people behind the scenes from last years successful debut. We’re on the mics, welcoming exhibitors and letting them know the punters are baying for their blood. gates open and roles are reversed, letting the punters know who’s there to see and buy from. There’s plenty, from ROH Wheels to Turtle Wax to HDT-SV to look at, plus, on the South Circuit, where the McLaren resides, is the Motoring in Motion section, where people 
can experience rides in the Volvo S60, Jaguar range and more.
Come 9am and it’s time to introduce a couple of people……except 9 comes and goes. There’s a delay in getting the opening presenters to the stunt vehicles opening the show. Eventually the Isuzu D-Max utes are rolling, on their right side wheels, with Steve Pizzati and Riana Crehan to jump out and kick things off. The day becomes a melange of stunt driving, posties bike racing, Matt Mingay cars and bikes, drift cars, Shane 
Jacobson’s lightning fast wisecracks, banter between Shane, Steve and Riana, Daniel Ricciardo blasting around the circuit in the Red Bull F1 car from 2011 (breaking Mark Webber’s Saturday time quickly), a contest between a ute and an esky…race offs between various kinds of cars such as the Erebus Motorsport GT3 SLS or Neal Bates and a WRC Corolla. Channel 9 reporter Erin Molan was taken for a lap with Bruno Senna, erstwhily answering general knowledge questions….failing dismally in the process. There were more screams in two minutes than in a horror movie marathon. And yes, Jeremy and James were there, as was the Stig. The English presenters seem distracted, disinterested and, in truth, account for barely an hour of the schedule. But at least it didn’t rain.
Sunday was a repeat, program wise; the presenters started on time, there were two more 
people in the Car Bungy jump, including Riana. There were more drifting demos, more jokes, another few laps from the D-Max duo whilst the crowd seemed restless. Michelle Jenneke made an appearance, a much appreciated one to reprise her race against Clarkson from last year but with a twist. This time round, she would do some hurdles instead of all sprints, while Jeremy would also hurdle. In a car. Unexpectedly (cough) the lissome Jenneke’s warmup routine was warmly greeted by the male crowd. Hilarity ensues as Clarkson makes a few gags, drives the Lexus LF-A through polystyrene ramps and takes Michelle away. May contributes by attempting to race a monster truck with…a mon
ster truck, in this case, a radio controlled one through the wheelbase of a genuine one. 
Sadly, a few models gives their lives. Happily, they’re donated to a couple of younger crowd members. Minus controls.
Ricciardo comes out, makes a mockery of yesterday’s time, runs in the car challenge which features a few laps of high speed and includes Garth Walden’s World Time Attack winning monster. There’s a couple of drag cars, one bloke sets a burnout record, there’s applause. It’s all good fun, there’s the car soccer with the three wheeled Robin Reliants, the day rounds off with the third race of the Porsche GT3 Cup Challenge and that’s it. At least it didn’t rain.
Go here for some video: http://www.youtube.com/watch?v=G8ojRMvGdOs&feature=youtu.be, http://www.youtube.com/watch?v=TsO5H_hbENQ&feature=youtu.be, http://www.youtube.com/watch?v=HmOVyu65l6w&feature=youtu.be
Tradie's Five Alive: Toyota HiLux SR5
Toyota’s HiLux is a nameplate that’s been with us for quite some time, 1968 in fact. It’s been available in two and four wheel drive, hi rise and low rise configuration, two and four doors, diesel and petrol with one constant: a utility tray at the back. I look at the latest model SR5, with two doors, four seats and a diesel manual drive train.
It’s a grunty 3.0L diesel under the broad intake scooped bonnet, a low revver at that, with 126kW peaking at 3600rpm whilst torque is a sizeable 343 torques. What’s important here is the rev point: just 1400 rpm. This allows short shift as there’s little point goint past 2000 and it’s borne out by how rapidly the engine 
feels breathless. The gearbox is a five speed manual with transfer case. The lever for the manual is long, mostly intuitive but there were times when it refused to play ball, with reverse or third occasionally simply refusing to acknowledge its presence. The transfer case lever was the same; down and to the right and up again to go from 2WD to 4WD high range to 4WD low range. A hefty shove was required to move it back to 2WD position. Clutch pressure was ideal, balanced, with the pickup point also ideally positioned in the travel rather than lightswitch on/off.
On the road the 4WD suspension is taut, tight, jiggly, with speedbumps sending the rear end skywards and sideways easily; the front is also tight but not quite so. Turn in is tight, with a touch of understeer as the tyres (mounted on stylish 17 inch alloys, at 
265/65 profile) understandably, with an offroad tread, squeal their way through corners however there’s no noticeable lift off understeer at speed, especially on a downhill run. It’s a hard call; soften the rear to deal with roads better (knowing it’s tight due to presumed usage for workers) or leave it for a purchaser to decide if it’s too much IF they’re using it for family usage.
During a freeway run the HiLux rolls along nicely, as expected from such high torque at low revs 
(somewhat surprised only a five cogger though) but the drone from the body/intake is tiresome on the freeway. The audio system, adequate at best, needs to be turned up to the proverbial eleven in an effort to mute the sound. It’s noisy, unpleasant and wearisome. Acceleration is leisurely, progressive rather than being thrust back in your seats fast, with gear ratios in mind for the more intended loaded up usage, I suspect. The tautness of the suspension is noticeable here, with smaller undulations coming across as the pea in the princess’ bed. The higher ride height also plays havoc, at night, with smaller cars in front, with the headlights ideally placed to beam straight into the rear vision mirror.
Interior comfort levels are good, with the driver’s seat feeling, initially, somewhat short in the seat squab and feeling as if under thigh support wasn’t there all the time. It took a day or two for that to be of no consequence; what was noticeable was the chintzy silver plastic garnish around the audio system and central airvents and on the tiller. Cheap, cheap cheap, yuck. It sits atop a simple, graphic based, aircon system, with a monochrome display. Foolproof. The rear seats are, ostensibly, for 
three people. That’s possible if they’re small. With two sub seven year old kids and with the requisite child seats, it’s a tad squeezy. The cushions are flat, unsupportive and wouldn’t be great for runs 
of more than a couple of hours, if that long. Nor would they be suitable for two adults as: 1) only the passenger seat flips forward for rear seat entry and 2) leg room is a compromise.
The dash is elegant in its own simplicity; two major dials and two sub dials, giving you speed, revs, fuel and 
what temperature to cook the eggs at. A soft red backlight at night adds to the lustre.
It’s a bluff, no nonsense look on the outside; it’s an upright centre grille rolling either side to a gentle slope towards the windscreen from the headlights. Being the XTra Cab and two doors, there’s a bit of extra sheetmetal abaft the doors before leading into the tray, fitted (in this case) with a floor only liner (full tub liners should be available via Toyota spare parts) with the rear ‘gate sporting the reverse camera, somewhat oddly positioned off to the left. Sidesteps, a solid step rear bar and dual pipe sportsbar 
complete the picture.
At $50K or so driveaway (pricing can be found at: http://www.toyota.com.au/hilux/prices) for the diesel SR5 manual, it’s a bit of an ask for a vehicle that, on the face of it, doesn’t appear to offer much different to interlopers of recent times. On the face of it…Toyota has built a reputation on a few things, including almost bullet proof four wheel drive vehicles (witness the Top Gear UK episode which featured a HiLux) and that is something that sits almost subconsciously with buyers. This HiLux isn’t for me, but I’m not its intended market.
Level 2, 9 Help Street