Rescue Mission: Legendary Nurburgring finds new buyer
Located in the Eifel Mountains, the Nurburgring race complex can be described as nothing more than a living legend. The older Nordschleife circuit is a giant conquering monster, spanning 13 miles and representing the ultimate test for both driver and machine. Any circuit that is large enough for villages to exist happily within its titanic boundaries is not one to be ignored.
Although the original racetrack has long since disappeared into the deep annals of time, many alterations were made to the track and the racing heritage of the track continues today. The Nordschleife circuit serves as a vital testing ground for world car manufacturers, giving them the chance to give their new machines the ultimate shakedown on the ultimate race track. Most importantly, Nordschleife holds a strong significance for car lovers around the world; the circuit is often open for public track days. Is there a better treat for any lover of anything automobile?
BTCC 2014: (E)State of Play for Honda Yuasa Racing
The start of the 2014 British Touring Car Championship draws ever closer, and one of the big questions that has had us all talking in the season break is whether Honda will once more dominate proceedings. For the last few years, the Honda Racing effort has all but destroyed its opponents. Even though the championship victor in 2o13 was Andrew Jordan in the independent Pirtek Racing Honda, the machine was basically the works car in a colourful blue Pirtek mask. In many ways, Honda has become the Red Bull Racing of the BTCC world. One of the only other teams that ever really stood a chance against the mighty Civics was the KX Momentum MG team, spearheaded by the legend that is Jason Plato.
With mere weeks to go until the season opener, let’s take a look at what the Honda team will be offering the 2014 British Touring Car Championship.
Impossible Reality: Rinspeed showcases Driverless Concept
When we are but innocent younglings we are introduced to a world of limitless wonder and excitement; we are introduced to science-fiction and fantasy. Call me a walking cliche but Star Wars has and will always be the very epitome of ultimate childhood fantasies coming to life. Well I say coming to life, you know what I mean. I have grown up immersed in these made up worlds where there are no boundaries and anything is possible. When I was a young boy, I had an unfaltering belief that one day these films would become reality. However, as the years went by I was gripped with a growing wave of realisation and abject disappointment; I would never see my dreams of becoming a Jedi and flying around in armoured spaceships becoming a reality. This technology was an impossible dream.
…or is it?
Urban Legend: Toyota's Landcruiser.
In Australia, Toyota is seen as a “cardigan car” brand, with capable if unexciting vehicles such as the Aurion and Camry. The Corolla is consistently a high seller but, behind the scenes, is Toyota’s legendary Landcruiser. First released to an unsuspecting world in 1951, it’s grown and evolved and diverged into different models. I run into the 200 series GX and takes a look at where this classic nameplate is today
It’s a four model range: GX, GXL, VX and Sahara. The GX as tested comes with a planet rotation stopping twin turbo, 650Nm diesel V8, at 4.5L capacity. That torque is available at just 1600 revs with peak power a not unreasonable 190kW at 3400rpm. The iron block, alloy head engine 
sips just over 10L per 100 kilometres, incredible given the ‘Cruiser’s kerb weight of a lick over two and a half tonnes. The main tank is 93 litres in capacity with the auxiliary at 45L, providing a potential range of well over 1000 kms. There’s the characteristic diesel chatter under way, with the six speed auto calibrated to turn the engine over at 
1600/1700 rpm for freeway velocity whilst the exhaust emits a muted V8 burble.
On the road the Landcruiser is relaxed, unstressed, that massive amount of torque easily motivating the mass along; sink the right foot and the transmission quietly drops two spots, the engine takes a deep breath and sends the speedo spinning. There’s a palpable shove in the back and the horizon appears to increase in size rapidly. Given the drag co-efficient of the Landcruiser is akin to a kite in a stiff breeze, it’s a truly remarkable sensation to experience. Ride 
quality is niggly jiggly; the high profile dual purpose spec tyres (285/65s on 17 inch rims) do an admirable job of soaking up most bumps however the suspension (double wishbone front and live rear combination) is a bit touchy, with smaller and repetitive bumps being transmitted. Although there’s a squeal from the tyres coming into some bends, there’s never a true feeling of losing contact; the vehicle supplied was tested during some of Sydney’s wettest summer days and it was more of the pucker factor than anything when it came to handling. Under brakes, a well modulated pedal, with consistent travel, hauls the ‘Cruiser up with nary a blink, the near fourteen inch wide discs throwing out the anchors equally and without fuss each time.
As one would expect off road, it’s a sure footed machine, with plenty of torque to power through foot deep puddles in a clay basin; in fact, the wading depth is set at a maximum of 700 millimetres. On a tech level, there’s a centre diff lock, a transfer case for low range crawling and a dial for hill descent speed. With the front wheels being pushed more to the front bumper, approach angle is rated at a high thirty degrees with departure a tad less, at twenty. With an overall length of near as dammit five metres and a wheelbase of 2.85 metres, with a track of close to 1.8 metres, it presents a formidable footprint.
The interior is one of function over form; being a base model and consequently devoid 
of suburban fripperies, it’s a dirt friendly floor covering combination of rubber and vinyl. Get dirty, hose it out is the motto, with a simple cloth covering for the five seats, including the 60/40 split fold rear. There’s a basic set of steering wheel controls, including Bluetooth, single CD AM/FM radio with USB and auxiliary inputs, no parking sensors or reverse camera, which, initially seems a terrible omission. In hindsight, it brought back the driver training I received at a time where sensors and cameras for cars were a thing of science fiction; nowadays they’re there for people that haven’t been taught to drive. Aircon controls where minimalist also and, as such, a thing of engineering perfection, being a set of clearly identified buttons,
for their individual purpose.
Driver’s instrumentation is also simple; tacho and oil temperature in one dial, speed and battery charge in the other, bisected by fuel and water temperature atop the gear indicator. The gear lever itself is mounted in a gated design, with a Sportshift option, unused in the week, as the bountiful torque was available at the crack of a right foot.
Naturally, for such a physically big vehicle (overall width and height is equal at 1970mm) there’s plenty of cargo space, with a massive 1431 litres available. As is the wont of manufacturers nowadays, there’s a plethora of cup holders, ideal for the farmer’s early morning coffee or a coldie at the end of the day.
The exterior of the GX provided was the basic white, with colour coded bumpers contrasting with the plain black of the driver’s side mounted snorkel intake. It’s an evolution, looks wise, of the 100 series released in the late ’90s, 
with a solid and bluff look. A double lamp headlight cluster and a simple, compact taillight assembly bookend the big machine.
Toyota’s GX Landcruiser is part of a legendary family; in it’s own right, for what its design objctives and true intended market are, it’s virtually ideal. There’s nothing excessive, it’s fitted out internally to suit the target usage, it is more than capable off road and in muddy environs and is decently economical. Price, though, is not for the faint of heart, clocking in at around 83 large. However, for the life of the car and for its sheer overall usefullness, it’s really not that much. Legend, writ large. Head here: http://www.toyota.com.au/landcruiser-200/specifications/gx-turbo-diesel?WT.ac=VH_LC200_RangeSpecs_GXL_Specs for more.
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