AHHH

,

RACING!

autoweek.com h
JUNE 9, 2014
Cars are Life. Racing is Life.
Memorial Day Weekend
Proves it. 15 Pages of
Race Coverage Inside!
TRUTH & BEAUTY
LITTLE DID WE KNOW

when the 2014 Indy 500 started with the

traditional releasing of balloons that it would
yield the races second-closest margin of victo-
ry (the closest was 1992 when Al Unser Jr.
edged Scott Goodyear by .043 second) or
that the winning average speed (186.563 mph)
would be the second-fastest in race history.
The fastest? Tony Kanaan won the 2013 race
at 187.433 mph. Photo by Action Sports
Walker collection
for sale
Late actor Paul Walkers
car collection is on the
block, but Fast & Furious
name is verboten:
bit.ly/walker_collection
Hippies, rejoice!
Volkswagen plans to bring
a new Microbus to market:
bit.ly/aw_vwbus
Brown survives
massive crash
Racer Antron Brown
escaped uninjured
from this horrific crash
at Atlanta Dragway:
bit.ly/brown_crash
Dodge saunters into the scrum for modern muscle-car
supremacy with its shiny, new SRT Hellcat. Boasting a
supercharged, 6.2-liter, 600-plus-hp engine, it might have
enough tenacity and force to claw its way past the Camaro and
Mustang.
ONLY AT
AUTOWEEK.COM
Inside this issue
JUNE 9, 2014

LIKE A CAT
OUT OF HELL
JUNE 9, 2014
Autoweek (ISSN 0192-9674), Volume 64 Issue 12, is published every other Monday, except for the second issue in March and the second issue in September, at Crain Communications Inc., 1155 Gratiot Ave., Detroit MI 48207-2997. Periodicals postage paid at Detroit, Mich., and at additional mailing
offices. Subscription and Customer Service, (888) 288-6954. Subscription price is $34.95 per year. Postmaster: Send address changes to Autoweek, 1155 Gratiot Ave., Detroit, MI 48207-2912. Canadian Post International Publications Mail Product (Canadian Distribution) Sales Agreement No.
40012850, GST No. 136760444. Canadian return address: 4960-2 Walker Road, Windsor, Ontario N9A-6J3. Printed in the USA. Reproduction in whole or in part without written permission is prohibited. Autoweek welcomes unsolicited manuscripts and photographs but cannot be held responsible for
their return. All contents copyright 2014 by Crain Communications Inc. All rights reserved. Autoweek allows its columnists the fullest latitude in expressing opinions on controversial subjects so its readers will be better informed. Views expressed are not necessarily those of the publication.
LAMBOS WHIRLWIND
Full of power, flash and fun,
Lamborghinis Huracn proves
a more than worthy successor
to the Gallardo
BY MARK VAUGHN
Inside this issue
START
M5 CELEBRATION
BMWmarks 30 years of
the M5 with a limited-edi-
tion Anniversary offering
BY AUTOWEEK STAFF
News flash
CARLIFE
DADS DAY
Ideas for Fathers Day gifts
for all the car-guy dads
BY AUTOWEEK STAFF
Books: Muscle cars
and memories
STRAIGHT TRIPPIN
From boots to suits,
adventure journalist Wes
Siler lists the essentials
for a successful bike trek
BY BLAKE Z. RONG
Bikes: 2014 Honda
CTX700N
DRIVES
ECOLOGY + FUN
BMWs new i8 axle
hybrid is the fun option
for the eco-conscious
sports-car lover
BY MARK VAUGHN
Autofile: 2013 SRT
Viper GTS
COMPETITION
SUPER SPECTACLE
Ryan Hunter-Reay takes
the Indianapolis 500 title,
giving him 10 victories for
Andretti Autosport and
a lucky 13 career wins
BY CURT CAVIN
NASCARS
BIG WEEKEND
Kurt Busch attempts the
famed double and comes
up short due to engine
trouble; Jimmie Johnson
takes the Coca-Cola 600
at Concord, N.C.
BY AL PEARCE
MONACO MAYHEM
Nico Rosberg snaps
Lewis Hamiltons winning
streak with a hard-fought
victory in Monaco. Looks
like when all is said and
done, one of them will be
the 2014 F1 champ
BY ADAM COOPER
Checkered Flag
Racing on TV
DEPTS/
COLUMNS
UNDER THE HOOD
RORY CARROLL
Autonomy transformations
REVVEDUP
BUT WAIT, THERES
MORE ...
2014 General Motors. All rights reserved. Cadillac

Escalade.

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GOING PL ACES.
Stunning 22 aluminum wheels available
Hand-selected natural-nish elm wood available
Power, fold-at third-row seats
cadillac.com/2015-Escalade
IT TAKES ALL KINDS...

Michael Hopson, the self-proclaimed

Indianapolis super fan, pulled out all the
stops for his race-day outfit at the 2014
Indianapolis 500. Word around Indy is
Hopson hasnt missed a 500 since 1994.
He also struts his stuff at Indiana Pacers
and Colts gamesin costume, of course.
Photo by Chris Bergin
TRUTH & BEAUTY
START
UNLEASHED!

DODGE INTRODUCED ITS

most powerful Challenger ever,
the 600-plus-hp SRT Hellcat,
to do battle with the likes of the Ford
Mustang GT500 and the Chevrolet
Camaro ZL1. Production begins this fall.
Exact figures for the supercharged 6.2-
liter Hellcat engine (cool name, no?) come
closer to launch, as does pricing (a 2014
SRT Challenger costs about $41,000). The
Hemi has a forged-steel crank, forged pis-
tons and powder-forged connecting rods.
An upgraded six-speed manual is stan-
dard, while Chryslers TorqueFlite eight-
speed automatic is optional.
Launch control is standard, and the car
uses new, stiffer, asymmetric half-shafts
to minimize power hop while under hard
acceleration.
The new hellion has four driving modes:
default, sport, track and custom, which
alter horsepower, transmission shift
speeds, steering, traction control and
suspension settings.
There are two key fobs: A red one un-
locks full horsepower and torque, a black
fob limits the driver.
If your kid wants to drive the car, a valet
mode holds revs under 4,000, locks out
access to first gear, deactivates manual
mode in automatic cars, keeps drive mode
in default, disables launch control and
keeps ESC on.
The 15.4-inch front Brembo rotors are
the largest front-brake package offered in
an SRT car to date.
The exterior has been refined in the
wind tunnel with a new front fascia, cold-
air intake and larger front splitter. SRT
design boss Mark Trostle said his team
looked at the 1971 Challenger for inspira-
tion. Inside the new instrument panel is a
7.0-inch driver information display and an
analog speedo and tach.
Options include Pirelli P Zeros, a satin-
black-finished aluminum hood with center
air intake and dual heat extractors, power
sunroof and red seatbelts (a must).
We cant wait to drive it ... and wed
sure be happy to see the Charger SRT get
this engine. c
CHALLENGER SRT MAKES
HELL-CAT OF AN ENTRANCE
BY AUTOWEEK STAFF
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SAVE ON PRODUCTS TO REFRESH AND RESTORE YOUR RIDE.
BMW CELEBRATES
M5 ANNIVERSARY
WITH NEW EDITION
BY AUTOWEEK STAFF

BMW ANNOUNCED ITS NEW

30th Anniversary Edition M5
sedan, saying it is producing only 300
30 Jahre M5s, (30 years of M5) with
just 30 coming here. The special-edition
M5 is offered to the first 29 customers
BMW of North America is keeping one
for now.
The 30th-anniversary car uses an upgrad-
ed 4.4-liter TwinPower V8 making 600 hp
40 hp more than the standard M5and 516
lb-ft of torque. Its the most powerful M5
ever. The extra power comes from increased
turbo boost. Drive is channeled rearward
through the M5s seven-speed dual-clutch,
remapped for the increase.
The anniversary car also has the competi-
tion package, including modified exhaust,
lower suspension, sportier steering and ex-
clusive wheels. It also has a dedicated con-
trol module for the Active M Differential,
quicker for the track. The 0-60 sprint should
take just 3.7 seconds, BMW says.
All anniversary M5s have a 1/300 identi-
fication number. Your purchase includes a
BMW M Driving School invite for this fall
at The Thermal Club in Palm Springs, Calif.
THE
BIG 3-0
START
1985-1988: E28 M5
The first BMW M5 came
in 1985 on a modified 535i
chassis with a version of
the M1s inline-six. At the
time, it was the worlds
fastest sedan.
3.5-liter, 252-hp I6, RWD,
five-speed manual
1989-1995: E34 M5
The second gen again used
the 535is chassis. Power
grew twice: on release and
during a 91 refresh.
3.6-liter, 307-hp I6, RWD,
five- or six-speed manual
3.8-liter, 335-hp I6, RWD,
five- or six-speed manual
1998-2005: E39 M5
This one came after a few
hot Jags and Benzes called
BMWs street cred into
question. Munich respond-
ed with a V8 and Getrag
six-speed manual.
4.9-liter, 394-hp V8, RWD,
six-speed manual
2005-2010: E60 M5
The fourth gen saw a new
V10 meant to link the car
to the BMW-Sauber
Formula One team.
5.0-liter, 500-hp V10,
RWD, six-speed manual
or seven-speed sequen-
tial-manual
M5 30TH ANNIVERSARY TIMELINE
MIGHTY E

If the Mercedes-Benz E63 AMGs 550

hp and 3.7-second 0-60 time simply isnt
enough, Benz tuner Brabus can help. Its
850 6.0 biturbo is appropriately named:
850 is the horsepower output, torque is
848 lb-ft. Brabus bores the cylinders to
5.9 liters; adds a precision-balanced billet
crankshaft, new pistons and rods; and
modifies the heads for better breathing.
The Brabus can hit 62 mph in 3.1 sec-
onds. The AMGs 155-mph speed limiter
is gone, so, depending on tires, the car
hits between 186 mph and 217 mph.
Brabus added a few aero touches like
a carbon-fiber front-spoiler lip and rear
diffuser. Pricing has not been announced.
NISSAN FACELIFTS 370Z NISMO

Nissan made moderate changes to

the Nismo 370Z. Alterations include pro-
nounced aerodynamic pieces integrated
into the body, restyled forged alloy 19-inch
Nismo wheels and restyled Recaro seats.
A seven-speed automatic with downshift
rev matching is an option for the first time.
In addition, theres a 370Z Nismo Tech
model. It adds a hard drive-based nav sys-
tem with 7.0-inch VGA touch-sensitive dis-
play, rearview monitor, Bose audio system
and other goodies. The engine remains
the same: 3.7-liter, 350-hp V6.
ATS COUPE STARTS AT $39K

Cadillac says its 2015 ATS coupe

starts at $38,990, including $995 destina-
tion/handling. The coupe has an 0.8-inch-
wider track than the sedan, and the roof-
line sits 1.1 inches lower.
Roof, doors, front and rear fenders,
and fascia are unique to the coupe. It
comes with either the 2.0-liter turbo four
or a 3.6-liter V6. Barring any changes,
the V6 pumps out 321 hp and 275 lb-ft
of torque; the four makes 272 hp and 260
lb-ft of torque. The ATS coupe goes on
sale at the end of the summer.
IT BEGINS

The countdown to the Bentley SUVs

arrival has begun. Bentley is going full
force to create what it calls the worlds
most powerful and luxurious SUV. Bentley
has even released a film offering a rare
look at the companys design approach,
showing how the new SUVs exterior is
taking shape. The SUV goes into produc-
tion in 2016 with a range of engines
including a plug-in hybrid in 2017. To
see the video, go to newbentley.com
Call toll-free 1-800-331-3030
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UNDER THE HOOD
DIGITAL \\ SOCIAL \\ CULTURE \\ PROMOTIONS \\ EVENTS

The book has closed
on another Autoweek/ZF
Fantasy Campour fifth
and this was the best yet.
Take the venue (scenic
Sonoma Raceway), add
great cars, incredible driving
instruction, a Keller Estate
winery tour and beautiful
views, and it was a fantastic
way to spend Mothers Day
weekend. Racer Scott Pruett
captivated campers with
bench-racing tales and a
sample of his vineyards
award-winning wine. Our
partners also helped to
make this an unforgettable
experience with plenty of
contributions to campers
swag bagsthey set the
bar high for upcoming
camps. Thanks to all of
those who participated!

Weve been hard at work redesigning
autoweek.com, so keep your mouse at
the ready: Its due to arrive early summer.
Yes, autoweek.com will have the same
great content youve come to enjoy, but
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We are excited about sharing the new
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IN THE LAST SEVERAL WEEKS,

Ive driven a Porsche 918 and a
LaFerrari. If Id been able to put hands
on a McLaren P1, I could say Ive been
in the holy trinity of modern hypercars.
These three cars are showcases and test
beds for the technologies that many be-
lieve will allow us to keep driving perfor-
mance cars in the face of increasingly
strict environmental standards. Theyre
also proof brain-scrambling performance
isnt necessarily going away.
But what of the other specter haunting
car guys dreams: the autonomous car?
The remaining technical barriers to au-
tonomy are few. There
will be some regulatory
hurdles. A small num-
ber of consumers might
initially hesitate to let
go of the wheel, but the
writing is on the wall.
Too many people abhor
driving.
What will the La-
Ferrari, 918 and P1
be when the freeways
are packed with tight,
robot caravans? Once
autonomous cars are
the dominant form of
on-road transportation,
how long can we ex-
pect to drive alongside them? A better
question might be whether we want to
drive alongside them. Autonomy will im-
pact every aspect of the car industry and it
will transform the regulatory structure
governing how, where and what we drive.
When most, and eventually all, cars are
autonomous, well be able to rethink safe-
ty and emissions standards because such
cars will be inherently more safe and effi-
cient. But, if we dont want to
be forced into those pods, maybe nows
a good time to think about what we do
want instead.
I recently drove a Morgan Three-
Wheeler lent to Autoweek by a friend
of the magazine. Its classified a motorcy-
cle, so the Morgan doesnt have to meet
NHTSA car-safety standards. Its light and
profoundly engaging, certainly among the
most joyful, affirming driving experiences
available at any price. And its basic design
dates back more than 100 years.
Today, cupholder and NVH preferences
poison enthusiast-focused cars. Fuel
economy, emissions and safety
standards have their advantages but
generally have not made cars more fun.
But what if a small enthusiast-car indus-
try could run in parallel to a mainstream
transport-pod industry?
Today, plenty of companies make real
money selling tack and sails even though
horses and sailboats were made obsolete
generations ago. Id assume there are
those among us who still want a blister-
ingly fast and/or fun car with a new-car
warranty. Id assume people would still
want to buy Ferraris and Porsches.
Of course, regulators could eventually
ban driving altogether or enact strict
regulations resulting in a de facto ban.
However, car enthusiasts have been suc-
cessful in carving out regulatory niches
for old cars, as well as for new kit cars and
hot rods.
These cars make up such a small
percentage of those on the road, for the
most part theyre not worth regulating. As
safety and environmental standards are
remade to reflect an almost-entirely-
autonomous fleet, adding new enthusiast-
oriented cars to that group could make
some sense.
I dont see us sharing all the same roads
in the long run, but I know Id
be happy to leave the freeways to the
autonomous commuter cars if we could
all agree to set aside the best roads for the
people who really love driving.
rcarroll@autoweek.com
Follow me on Twitter @Rory_Carroll
PUMP THE BRAKES > By Rory Carroll
Morgan Three-Wheeler
A PLACE AMONG
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REVVED UP
Breaking Bad II, Competition, Autoweek Staff, May 12
Kudos on your Breaking Bad stories;
they were fascinating reminders of the
negative side of racing. As for any reader
complaints, racing, like life, is not all
sunshine and rainbows. Keep up the
great work, Autoweek!
Ken Bagenstose Jr., Fleetwood, Pa.
What gets you revved up?
Send comments, questions to
Leaned On, Feature,
Rory Carroll, May 12
Why five full pages on Mary
Barra's Washington testimo-
ny? You folks are adding
fuel to the fire created by the
mindless journalists and politi-
cians who are focused on 12
or 13 deaths allegedly caused
by a faulty ignition switch
these occurred over a decade
during which there were over
400,000 other fatalities from
other causes. Were any of
the motorists killed in these
crashes distracted, under
the influence, or young and
inexperienced drivers?
John Shafer, via email
Eavesdropping on Porsche
Purists, Then & Now, Denise
McCluggage, May 12
In regard to the automotive Purists
among us: I have sat on the wrong
side of the automotive Purist line
(among the Impure?) for the past 25
years. When I bought a Porsche, I de-
cided on the 944 Turbo because I loved
its looks and had read a great deal
about its exceptional ride and handling.
Once, a 911-loving friend of the family
called 944s shitboxes. I told him I had
one of those shitboxes. I have found that
life among the Impure can sure be a
grand thing as long as you dont let the
Purists get to you. I wonder how many
people choose certain cars lest they
be called out by the Purists among us.
Bill Rouster, Ypsilanti, Mich.
(not Ann Arbor, where the Purists live)
Denise, I used to think like a Purist.
Hated change, wanted only manual
transmissions, couldnt imagine a world
with a Porsche SUV. But Ive come
to realize that its OK if things change
because the old way never really goes
away. Its not like Porsche went around
buying up and crushing all the air-
cooled 911s when they had to switch
over to wasser; they just stopped mak-
ing them. So if you want your Porsche
with breeze cooling, or the engine in
front, or without the current alphabet
soup of driving aids, just fire up the
Internet and buy one. Hate the current
BMW M3? Get a cherry E30 and have
at it. If you cant stand modern creature
comforts like heat, air and radio, get a
Morgan. Or a Caterham or an Ariel. It
has become a world of almost infinite
choice, and thats pretty cool.
Ron Parker, Los Angeles
From the Autoweek Twitter
@AutoweekUSA
@drewginsburg:
not Tom Cruise
A Hollywood film about Enzo
#Ferrari is in the works, but who
should play him? Pacino? De Niro?
bit.ly/1jAmYcZ
Untouched, Imperfect,
Immaculate, Carlife,
Rob Sass, May 12
Theres a certain
Datsun 280Z
with four flat
tires and a bad
fuel pump
parked in my
semi-enclosed
carport that
hasnt seen the
road in 15 years.
Is that some-
thing you con-
sider a barn find?
And to think
I almost dusted
it last week.
Hazel Cotton,
Texarkana, Texas
A 280Z ... barn find?
M
U
R
I
L
E
E

M
A
R
T
I
N
CARLIFE
STUFF GIFT GUIDE
BETTER OFF DAD
THE EXPERIENCE:
DRIVE A TANK
Deep in the woods of rural
Minnesota, Dad can comman-
deer a tankyes, a real tank
and fulfill his Schwarzenegger
fantasies by driving over a
car. He can also shoot fully
automatic machine guns.
Starts at $399, driveatank.com
THE EXPERIENCE:
BONDURANT VIP PROGRAM
The racing-school pioneers at Bondurant
dont just train racers. They can teach Dad
how to evade vehicular threats, pull J-turns,
ram through barricades and improve car
control in this course.
$5,925, bondurant.com

FOR FATHERS DAY, GET YOUR OLD MAN

something hell truly remember. Put him behind
the wheel of a dragster. Throw him the keys to a
Ferrari. Heck, he can even smash into a car with a Crown
Vic or crush another with a 60-ton tank. While youre at it,
throw in one of the gifts weve paired with each adventure.
THE EXPERIENCE:
EXOTICS RACING
Dad will drive a fleet of Aston Martins, Lambor-
ghinis, Ferraris and Porsches on a dedicated
race course for as many laps as his heart and
your wallet desire. Professional training and the
chance to ride with a drift racer are available.
Starts at $199, exoticsracing.com
THE GEAR:
AUTODROMO
PROTOTIPO NERO
A mega-cool revival of the 70s
racing chronograph, the over-
sized Prototipo harkens back to
the era of fast Can-Am racing.
$625, autodromo.com
THE EXPERIENCE:
FRANK HAWLEYS
DRAG RACING SCHOOL
Frank Hawley is a 30-year drag-racing vet
and two-time NHRA world champ. Youll
surely want him instructing during Dads
attempts to master a big-block dragster.
$399-$599, frankhawley.com
THE GEAR:
AMERICAN NITRO DVD
Seventies drag-race
mayhem is back! in
this schlocky B-grade,
drive-in flick gloriously
remastered for DVD.
$19.95, americannitro.com
THE GEAR:
LEATHERMAN
SKELETOOL CX
It might not fix a tank,
but the ultralight, tungsten-
coated Skeletool CX
could just save your
day the next time you
venture into the woods.
$107, leatherman.com
THE GEAR:
AMERICAN OPTICAL AVIATORS
In the 1950s, all of the toughest and
coolest pilots wore these. Theyre still
made in the good
old U.S. of A after
all these years.
$78, aoeyewear.com
MARKET
THE LIFE OF THE
AUTOMOBILE: THE
COMPLETE HISTORY
OF THE MOTOR CAR
Steven Parissien, St.
Martins Press, $27.99

Were always a little

skeptical of anything that
claims to offer a complete
history on a subjectdid
we miss the memo that
stated all further motor
vehicle development had
ceased?but The Life of
the Automobile is one of
the more comprehensive,
and noteworthy, works
on the subject to come
across our desks.
Mechanical minutiae are
not the focus of Parissiens
ambitious work; instead, he
ties together the develop-
ment of the car and its col-
ossal impact on modern
society, with a heavy focus
on the personalities that
ushered in the age of
internal combustion.
Its a necessarily dense
book, given the amount of
background it attempts to
cram into its 437 pages,
and the sheer number of
factoids and tidbits youll
encounter in a typical chap-
ter can be dizzying. Still,
the focus here remains
broad enough to captivate
the history buff with little
interest in the automobile
while also offering car
geeks plenty to chew on.
Its a feat few enthusiast-
oriented works manage
to pull off successfully.
TOP MUSCLE: THE
RAREST CARS FROM
AMERICAS FASTEST
DECADE
Darwin Holmstrom
and Randy Leffingwell,
Motorbooks, $50

When Top Muscle says

it focuses on the rarest of
the rare, it really means it.
Try a 1970 Dodge Chal-
lenger R/T with a 426
Hemi and T/A hood with
rear spoiler. Matching-
numbers fanatics can get
worked up that only two
were ever builtand the
one featured in the book
is the only one
that survives
but non-obses-
sives will be
content to sit
back and enjoy
the photos.
And so it
goes for the
books 224 pages,
containing just enough
words to provide context
for the lavishly pho-
tographed AMC Trans-Am
Javelins, Ford Lightweight
427 Fairlanes and
Plymouth Superbirds25
cars in all. Like most
automotive-oriented coffee
table books, Top
Muscle follows a simple
but undeniably effective
formula. And isnt that
exactly what the guys who
crammed massive engines
into flashy bodies were
doing back in the golden
age of muscle?
1992 FORD MUSTANG
SUMMER EDITION
CONVERTIBLE
SOLD AT $24,200
Barrett-Jackson,
West Palm Beach, Fla.
April 11-13, 2014

Vibrant red with white leather interior,

white vinyl soft top and white wheels.
5.0-liter (302 cubic-inch) V8, five-speed
manual transmission. An as-new example
showing just over 400 miles on the odo-
meter. With no fade to the paint, scratch-
es or scuffs, this car looks to have been
stored indoors all of its life. The interior
is as-new, as well; no visible wear to the
seats, carpets are fresh. Underhood is
clean but not detailed; all thats needed
is a dusting of the horizontal surfaces.
STANG MEMORY LANE
Its the Mustangs 50th birthday, so lets
look back and reflect on some of the
lesser-known Ponies O the Past. The
Mustang has had lots of variants and
special editions throughout its long life,
and Ford has done its best to scour the
vaults to find and to reintroduce some of
the popular onesand even create a few
new ones in the process. While many of
us recall the SVO, the SVT Cobra, the
California Special and its mid-country
brother, the High Country Special, some
are not so easily remembered.
The 1992 Summer Edition had white
wheels and an airfoil/spoiler in place of
a trunk rack. All of them are said to be
red with a white interior. Not surprisingly,
there was a mix between automatic
and five-speed transmissions. Having
bought a virtually new, limited-edition
Fox-platform Mustang, the buyer now
faces the time-honored dilemma of
owning an old car with few miles: Do I
drive it and watch the value go down or
keep it as a low-mile garage queen?
Maybe its time for a coin toss here.
DAVE KINNEY
WANT BOOKS
CARLIFE
CHOOSE YOUR
ADVENTURE
WES SILER SIMPLY NEEDS A BIKE,
GOOD GEAR AND HIS POOCH
BY BLAKE Z. RONG

Wes Siler is a freelance adventure jour-

nalist and Mad Max-in-training. What does
he take with him on big motorcycle trips,
besides his dog Wiley? Let him tell ya ...
TIRE PUMP AND TWISTED
THROTTLE PLUG KIT:
Ive had the pump and the
tire plugger for probably six
years now. One of the biggest
punctures Ive had was on an
Aprilia RSV4 while riding to
Laguna Seca one year for
MotoGP. I had a persistent
puncture from before we left
to when we got back, and I
didnt want to buy a new sport-
bike tire, which is about $300.
So I had to plug it about six
different times throughout
the trip. Very compact and
effective, its a full tire-service
kit. I dont need to find a gas
station or carry some giant foot
pumpthis little thing works.
(kit, $34; pump, $25 and up)
HYDRATION PACK: KRIEGA
It holds 3 liters of water, which
should be enough for a whole
day of dirt-bike riding. And it
does so with a novel suspen-
sion system that doesnt carry
the weight through your shoul-
ders. So you carry 3 liters of
water, plus a little bit of luggage
in the pocket, and you get the
freedom of movement without
feeling that weight. ($139.99)
HELMET: AGV AX-8 DUAL
Its a purpose-built adventure
helmet, with the ventilation of
a dirt-bike helmet and a visor
for high speeds on the highway,
as well. One of the lightest
helmets on the market, it has
extremely good field of vision.
Its also very comfortable and
well ventilated. Not to mention,
it looks cool. ($419.95)
BOOTS: DAINESE
CARROARMATO
These boots are designed for
adventure bikes and match
the Dainese Teren suit (below).
They have a strong sole, which
is good for standing on pegs
for hours on end with no pres-
sure points. These Dainese
Carroarmatos are also water-
proof up to 2 feet. ($369.95)
PREPARED MOTORCYCLE TRIP
SUIT: DAINESE TEREN
The most high-tech motorcycle adventure suit on
the market, its designed to work in a full range of
temperature conditionsIve had it in subfreezing
situations and Ive worn it out to Eagle Mountain,
Utah, where it was 128 degrees. Its waterproof,
well ventilated and, most important of all, extreme-
ly safe. I crashed a BMW F800 GS Adventure
at about 30 mph in Moab. I was able to just laugh off the crash.
(coat, $599.95; pants, $399.95; back armor, $189.99)
Wes Siler wears a full Dainese suit on
an off-road adventure. Back armor (inset)
adds flexible protection.

OF ALL MOTOR-
cycle manufacturers,
Honda seems most proactive
about pulling new riders into
the sport, with eight different
249cc, 471cc and 670cc starter
bikes debuting in the last two
years. Latest is the CTX700N,
a $6,999 crossover cruiser
based on the NC700X me-
chanicals (2-Wheel Low-
down, Dec. 10, 2012). A
fairing-equipped CTX700
touring model costs $7,799.
Core technologies include
a low-revving 670cc parallel-
twin engine (borrowing Fit
car engineering) with a Texas-
wide torque curve perfect for
unhurried city riding, a low-
slung steel chassis that per-
mits a 28.3-inch seat height
for beginning-rider confidence
and a six-speed manual gear-
box. A six-speed dual-clutch
automatic, packaged with
ABS, adds $1,000.
Wait a second. A dual-clutch tranny
on an entry-level cruiser? Doesnt Honda
know those belong on Astons and Ferraris?
In this case, the rationale is a bit different:
The system eliminates needing
to master the black art of
motorcycle throttle, clutch,
shifter and brake control.
This bikes riding experi-
ence is essentially the sum
of its component parts. Accel-
eration is sprightly but not
dramatic, and the low seating
position is convenient but
compromised by forward-
mounted footrests that some-
times dragged our heels on
the ground while cornering.
And the available DCT
offers dutiful, rather than
lightning-quick, shifts.
In the more nimble NC-
700X, the long-stroke engine/
DCT formula works rather
nicely. In the CTX700N cruis-
er, though, the whole package
feels rather milquetoast.
But maybe thats the point.
Certain buyers will really
dig the easygoing power,
low seating and no-brainer
transmission. For those with such modest
expectations, the CTX700N merits a
line from Farmer Hoggett in Babe:
Thatll do, Pig. Thatll do.
SUM OF
ITS PARTS
EXPECT EASY RIDING
FROM THIS HONDA
BY JOHN L. STEIN
BIKES
2014 HONDA CTX700N
Driving a classic
is like speaking a lost language.
It grabs you
and demands your attention.
In a classic
you know when the engines running.
You feel the ride.
Fast seems faster
turning heads is inevitable
you always take the scenic route
and getting lost is part of the plan.
Because no matter where you go
800-348-0943 | HAGERTY.COM | LOCAL AGENT
Classic Car lnsurance Valuation Tools Roadside Service
We believe lifes better in a classic.
Thats why we offer better insurance
coverage built especially for classics
and claims handled by classic car
experts, at rates up to 45%* lower
than everyday insurance.
*Figure based upon 2013 consumer data collected by Hag-
erty on single car quotes, with premiums $5000 and under,
from several standard (or everyday) auto insurance carriers.
LLIFFFE EESSSS BBBBBEEEEETTTTTTTTEEEERRRR
IIIINNNN AAAA C CCCCLLLLLAAAAASSSSSSSSI IIICCCC.
Fuel-injected, liquid-
cooled parallel-twin
with inclined cylinders
for low center of gravity.
Cruiser-style riding with
low seat, pullback han-
dlebar and forward-
mounted footrests.
BASE PRICE: $6,999
ON SALE: Now
DRIVES

ALL PREVIOUS LAMBORGHI-

nis were beautiful things with
enormous engines that helped
them go very fast in a straight line. With
the Huracn launch, those beautiful things
can now turn and stop, too.
So while the Ferrari 458 has been the
alpha dog in the super-sports-car class for
many years, Lamborghini might now be
ready to eat at least some of Ferraris
lunch: not all of it but definitely a veggie
side dish or appetizer. It might also steal
something from McLarens hors doeuvre
tray. Thats because the new Huracn can
actually go around a cornerfairly quick-
lywithout understeering into the gravel
trap. This miracle is credited to exactly
what Lamborghini engineers and designers
changed when making the wildly popular
Gallardos V10-powered successor.
2015 LAMBORGHINI HURACN
OR JUST CALL THIS V10
BEAST HURRICANE
ITS EXACTLY WHAT
THE NEW GALLARDO
SUCCESSOR FEELS LIKE
BY MARK VAUGHN
OO-RAH
The Huracn (say, Oo-Rah-Kahn or
just go with Hurricane) is all new. First
off, its built around a new hybrid chassis,
meaning an aluminum/carbon-fiber mix.
Carbon fiber makes up the rear bulkhead,
part of the door sills and the entire trans-
mission tunnel. The rest of the frame and
all outer skin is aluminum. The car weighs
just 3,377 pounds in U.S. speca good
start for power-to-weight ratio.
Speaking of power, the Huracn gets
a new 5.2-liter naturally aspirated V10
mounted longitudinally just forward of the
rear axle. Using both direct injection into
the cylinders and normal injection into the
intake manifold, it makes 610 hp at 8,250
rpm, the peak coming a couple hundred
revs before redline. A new seven-speed
dual-clutch transmission sits behind the
rear axle, and power goes to all four wheels
through an electrohydraulic multiplate
clutch. Normally, the rear axle gets 70
percent of the torque, but this varies,
depending on need, from 50 percent
front to 100 percent rear.
If youve ever driven a Gallardo on a
track, youll be somewhere between pleas-
antly surprised and gobsmacked at the
difference. There are several reasons. For
instance, what was known simply as
-KAHN!
DRIVES
power steering is now Lamborghini Dy-
namic Steering; it continuously varies
the ratio from 9.1:1 to 17.1:1, increasing
the rate at which the electric motor moves
the steering rack. New magnetorheological
dampers control the double-wishbone
suspension, changing instantly depending
on what the electronic control unit tells
them to do.
That decision is based on input from
the new ANIMA system (Adaptive Net-
work Intelligent MAnagement); it takes
input from several sources, including three
onboard accelerometers and one gyroscope
to decide on appropriate action. The driver
has influence, too, setting a steering wheel-
mounted ANIMA switch either to strada,
sport or corsa.
We got 16 laps around southern Spains
3.4-mile Ascari circuit, a fine club-racing
track with several fun on-camber bowls.
The track was almost too easy to drive be-
cause the banking is so steep and so canted
toward the inside of the turns. It would
be really, really hard to make a mistake
the banking practically drives the car for
you. Nonetheless, we were able to get the
Huracn to slide just a little bit. Lambor-
ghini requested we leave on the electronic
stability control during our drives. Yet,
even with it off (we heard, ahem), there
still seemed to be some ESC intervention.
We tried all three of the ANIMA modes,
and both manual and automatic transmis-
sion settings. Ah yes, the transmission,
what a dream. Working the steering wheel-
mounted paddle shifters was so smooth,
the car never so much as hiccupped even
when we shifted in the tracks fastest and
tightest corners.
Try that in an Aventadorthe changes
in torque delivered to the wheels make it
move all over the place.
The only time we got any untoward ac-
tions from the Huracn was when we were
accelerating from one corner and transi-
tioning to the next, with the AWD trying
desperately to apportion torque to the front
axle. At that point, the car yawed a fair
amount as the front axle gradually got that
torque. It made us wish for a simple rear-
drive configuration with a limited-slip rear
diff for better corner exits.
But the turn-in to those corners was pre-
cise for a Lamborghini. It wasnt as precise
as the 458 or the new McLaren 650 S, but
it was good. The ANIMA computers corsa
setting was the best on the racetrack, of
course, and even when we forgot to set the
shifter to manual mode, we found in auto-
matic that downshifts came quickly when
entering a corner and closer to redline than
we would have gone (we upshifted at 8,000
rpm; the automatic mode did it close to
the 8,500-rpm-or-so redline).
Later, driving
on mountain
roads, we found
the Huracn
equally thrilling
over the in-
evitable bumps
and dips as it
had been on the
billiard-table-
smooth Ascari
surface. Youd
still enjoy it
without being
beaten up too
much, even when in strada mode.
Add this to your short list of sports cars
to consider if you have a quarter of a mil-
lion dollars to spend. As Lamborghinis
chief engineer Maurizio Reggiani said of
Ferraris 458 builders, They have much to
be worried about. c
2015 LAMBORGHINI
HURACN
ON SALE: Late summer
deliveries
BASE PRICE: $243,000
DRIVETRAIN: 5.2-liter,
610-hp, 413-lb-ft V10;
AWD, seven-speed dual-
clutch sequential manual
CURB WEIGHT:
3,377 lb
0-60 MPH: 3.2 sec (mfr)
FUEL ECONOMY (EPA
CITY/HWY/COMBINED):
14/20/16 mpg
DRIVES
QUICK
& CLEAN
BMWS I8 HYBRID OFFERS THE BEST
OF BOTH WORLDS
BY MARK VAUGHN

AS THE WORLD TRANSITIONS

from gasoline to whatever comes
next, we expect many interim propul-
sion sources. This doesnt necessarily
mean a Toyota Prius in every driveway.
A chosen few can have their cake, eat it
and then drive one of these.
Consider the BMW i8, the German
carmakers best combination of ecology
and flat-out funits a hybrid-electric
sports car that can maximize both ele-
ments. Imagine a really, really fast, good-
looking Prius. Actually, no, dont think
of it that way. Imagine a hypercar like
the Porsche 918, McLaren P1 or LaFerrari
costing only one-sixth as much. The
worlds fourth-fastest hybrid. And even
in fourth place, its still fast.
Its no Prius.
BMW calls it an axle hybrid, meaning
the front and rear axles are driven indepen-
dentlysimultaneously and sometimes
in an alternating fashion. Its complicated,
but if you want to know, a screen perched
on the dash details which engine/motor
does what at any given time. Watching it
might drive you batty, though. Better to
step on the gaser, throttleand enjoy.
A 1.5-liter turbocharged three-cylinder
gasoline engine spins the rear axle and
powers the rear wheels through a six-
speed automatic transmission.
The rear axles drivetrain includes
an electric starter-generator that helps
to smooth the transition between the
gasoline engines starts and stops.
At the other end, the front axle gets
a big, meaty, fire-hydrant-sized electric
motor making 129 effective hp and up
to 369 lb-ft of torque.
Both drive systems are computer con-
trolled. Various algorithms mix and match
the powerplants as needed. Generally, it
means electricity alone drives the front
wheels and powers the car in the city at
speeds lower than 40 mph.
Above 40 mph, or when you floor the
throttle, the rear gasoline engine kicks
in. At freeway speeds, the gasoline engine
powers the car until you floor it; then the
front electric motor also kicks in. No
mechanical connection exists between
the front and rear axles.
Total output for both powerplants is
357 hp and 420 lb-ft. With an 11-gallon
fuel tank for gas and a 5-kWh battery for
electricity, the car has a 22-mile range on
pure electric and 310 miles combined.
Its also a production car that looks just
like its concept. The concept debuted at
the 2009 Frankfurt show, and the produc-
tion car you see here has stayed remark-
ably close to the show cars swoopy, wing-
ed look. Like that concept and like the
i8s smaller, meeker i3 sibling, the produc-
tion car rolls in high technology.
The main passenger cell is made from
carbon fiber with aluminum extrusions
protruding front and rear to cradle the
2014 BMW I8
engine in back and the motor in front. The
whole car weighs 3,275 pounds.
Those who prefer that swoopy show
cars be built just as they are should be care-
ful what they wish for. A concept car just
needs to look good. You dont have to live
with it. If you did, you would notice a few
flaws you were too smitten to notice earli-
er. For instance, the i8s doors dont open
up far enough to be out of the way and to
let you get in and out easily. You could
conceivably crack your noggin every
time you tried to get in your beautiful i8.
Getting in is easier than, say, a Group C
race car, but it still takes more articulation
than most conventional sports cars do.
With the big wing door open, lean your
upper torso back while simultaneously
oozing your inside foot into the footwell.
Then lower your keister onto the high,
wide, carbon-fiber sill and slide across into
the seat. Finally, bring the remaining leg
inside and reach way up and close the door.
Once inside, the seats arent particularly
comfortable, but you get used to them. We
never did find an adjustment we felt was
really right. Maybe you will.
A big four-color screen above the dash is
controlled by a single knob on the center
console. Yes, it can drive you nuts unless
youve mastered it from other BMWs. If
you have, youll like this ones pretty col-
ors. A low, concept-car roof seems to limit
visibility at first, but, once youre under-
way, it isnt a problem. Dont be put off
when youre sitting in the car at the dealer.
Start the car with the push of a button,
pull the shifter back and youre off. Around
town, its nearly silent as it starts off in all-
electric mode. Torque is fine for stop-and-
go slogs between traffic lights. No one will
know youre there from the sound.
However, an i8 draws cellphone cam-
eras aplenty. Everyone smiles and waves.
Kids chase the car down the street. Dogs
bark approvingly. Birds drop from the sky,
chirping the whole way down and pointing
with one wing. The i8 is a beautiful thing.
On mountain roads, it comes alive.
Knock the shifter to the left and you get
sport mode. It quickens steering and throt-
tle response, stiffens dampers, sets regen
in the brakes to max and even increases
the engine sound. Pull the left paddle shift-
er back a couple times and have at it.
While steering is light around town, it
has more weight at speed. When the three-
cylinder gas engine kicks in, it does so
smoothly, so much so you wouldnt notice
it if not for the somewhat raspy sound it
makes at low revs. BMW engineers say
they amplified pleasing frequencies of
the sound and broadcast it through the
cars audio system. While it is less enjoy-
able at low revs, at higher rpms, it makes
the 1.5-liter three sound like a racing V16.
The car corners exceptionally with al-
most no noticeable roll, like a new 911 but
with a seemingly lower seating position.
At speed, steering on twisty roads is im-
mediate and precise, much more so than
you might expect unless you drive a Ferrari
or Porsche every day. You expect some lag
or roll somewhere in the system, but its
not present in the steering or chassis.
Several times, it feels like theres an odd
delay when we power out of corners, as if
the computer is deciding which and how
much engine and motor to use. The delay
is a bit disconcerting, especially since this
is such a great sports car in every other re-
gard. Once it chooses, though, youre off.
At the handling limit, we detect a small
amount of understeer, but it isnt enough
to intrude on canyon-carving fun. We also
would have liked the throttle and brakes to
be smoother and more linear in their pro-
gression. As it is, they are a little touchy at
the top of travel, something we never get
fully comfortable with in a long days drive
over great roads.
Almost no one on Earth can afford a
918/P1/LaFerrari. At $135,700 for the i8,
though, many more eco-conscious sports-
car lovers can afford one. Maybe Tesla in-
tenders who want more sport and less prac-
ticality will take notice, or perhaps it will
be intriguing to Fisker Karma intenders
who never got their cars.
BMW estimates global annual produc-
tion at less than 10,000 units, though offi-
cials werent specific about a figure.
EPA-mileage figures will be out next
month, but BMW expects EPA combined
should be in the 70- or 80-mpg range.
Yowzers! That aint bad for something this
supercar-like. The future, or at least this
transition to the future, is bright. c
DRIVES
2014 BMW I8
ON SALE: Late summer
BASE PRICE: $135,700
DRIVETRAIN: (front)
129-hp, 369-lb-ft
electric motor; two-
speed automatic/(rear)
1.5-liter, 228-hp,
236-lb-ft turbocharged
I3; six-speed automatic
(357-hp, 420-lb-ft net
system output)
CURB WEIGHT: 3,275 lb
0-60 MPH: 4.2 sec (mfr)
RANGE: 22 miles
electric, 310 miles total
FUEL ECONOMY
(COMBINED):
70-80 mpg (mfr est)
PRESENTS
The Essential Sports Car:
50 Years
of Porsche
AVAILABLE FOR DOWNLOAD* FROM:
Autoweeks archives make it abundantly clear: few automakers
stoke automotive passion like Porsche. From 911s to Boxsters,
Caymans and the newest 918 Spyder, excitement comes standard.
This free 80-plus page app complete with photo galleries and videos
covers our best Porsche stories through the decades.
Download it now, and share in our
passion for Stuttgarts iconic cars.
*USE SEARCH TERM 50 YEARS OF PORSCHE
AUTOFILE
BAD ADDER
THE VIPER KICKS MORE ASP THAN EVER
2013 SRT VIPER GTS

THE SRT, NE
Dodge, Viper had
always taken a giddy
pleasure in meting out disci-
pline to drivers whose egos
get the better of them. If you
thought for a moment you
had tamed the beast, the
Viper was apt to spank you
the second you feathered
in a hair too much throttle.
That is, the old Viper
would. With this newest
generation, youre just as
likely to get burned by the
cars massive power for a
moments inattention. But,
for the first time since its
birth 22 years ago, the car
also tries to save your butt.
The addition of stability
control is just one noteworthy
way the Viper has upped its
game. The car sports several
refinements, going a long way
toward erasing the former
cars crudeness. Lest you
think the Viper has lost its
bite, think again: This is the
best Viper weve tested, both
on and off the track.
Launching the car isnt
easy, though. With 640 hp
on tap, the tires struggle
to hook up. We got the best
launches without launch con-
trol, repeatedly breaking 4.0
seconds to 60 mph, feathering
the clutch and throttle off the
line to limit wheelspin.
Once underway, passing
speeds are downright explo-
sive; the car requires 1.3
seconds to fly from 30 to
50 mph, with 1.7 seconds
from there to 70 mph.
The new car is noticeably
better handling side-to-side
transitions than any Viper
weve tested. The hydraulic
power-steering system is
wonderfully hefty in feel.
Its communicative and
responsive; set to track mode,
the Bilstein DampTronic sus-
pension systempaired with
the sticky Pirelli P Zero Corsa
rubberkeeps the car slither-
ing exactly where you point
the nose.
The Viper is no Miata,
though, so you really feel
the weight transfer when
it winds through cones.
The Viper stops nearly
as effectively as it goes, the
optional StopTech-slotted
brake rotors on our tester
pulling the car to a stop
from 60 mph in a world-class
110.9 feet, even if the back
end dances around a bit.
Still, as much as the new-
est Viper revels on track, the
real revelation comes when
merely driving around town.
The previous generation
rather, every previous genera-
tionpunished its occupants
for simply heading to the gro-
cery store, the stiff, unforgiv-
ing suspension crashing hard
over every road imperfection
even at temperate speeds, the
heat from the massive V10
filling the cabin, the noise

I bought a 2014 Viper GTS as my daily

driver (well, except when it snows). This is my
sixth Viper, and it is, by far, the best built and
most solid I have owned. From the side and
rear, the looks are stunning. I painted the
grille body color, which dramatically improves
the front view. Driving is not a chore at all.
It rides smoothly for a sports car, and the
stereo and other creature comforts put it
miles ahead of previous generations. The only
real problem is finding a qualified Viper tech
to work on the car. Ours just moved to Texas.
George Batejan, Denver

I got my 2014 SRT Viper GTS about six

months ago, but first, full disclosure: I am
an SRT Dealer. I drive a 2014 GT3-R Viper
in the Tudor United SportsCar Series. I was
the national champion in the SRT Viper Cup
in 2011 and 12. I have driven every genera-
tion Viper. The new Viper is a totally different
animal. It has all the electronic save your
ass gadgets that the other cars of this
caliber have had for a while. It also has an
interior on par with or better than any of its
German or Italian counterparts. And it hasnt
lost its venom: Its still naturally aspirated and
puts out 640 hp and 600 lb-ft of torque but
now with forged internals, which make it
almost bulletproof. The new car is lighter,
too, and that makes everything work better.
My favorite body style has always been the
1996-2002 GTS coupe; my biggest com-
plaint has always been the ride, so the
2014 SRT Viper is a dream come true.
It has all of the sexy curves of the Gen II
GTS, and with the new bi-mode Bilstein
dampers, you can literally choose either
smooth cruise mode or stiff track mode.
Suffice it to say that I think the new car
is incredible. It is the most versatile Viper
and the best ever built.
Ben Keating, Victoria, Texas
C
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A
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AUTOFILE NEEDS YOU!

2013-14 Lexus IS, 2013-14 Porsche Cay-
man, 2014 Jaguar F-Type, 2014 Cadillac ATS
Owners: Let us know when you bought your
car, what you paid, your thoughts (good and bad)
and what else you considered. Include your
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OWNERS VOICES
drowning out everything.
This car, by comparison,
feels almost sedan-like, with
the adjustable suspension
in street setting smoothing
out the harsher bumps.
The added insulation keeps
much of the heat on the en-
gine side of the firewall, and
the extra sound-deadening
material muffles just enough
V10 roar to occasionally
enjoy the Harman Kardon
stereo system or even a
conversation. No, I dont
purchase these cars to com-
mute in, but it is nice to
know that if I choose to
drive the car to work, I wont
be worn out upon arrival,
wrote one owner.
The interior itself gets a
major upgrade, too. It no
longer feels like an unfin-
ished warehouse inside but
a real luxury space befitting
its $120K-plus sticker.
The jump from the 2008
interior to the new SRT is
HUGE, said one owner.
I cant state how nice it
is to have current interior
technology in a Viper. I pay
for the performance and
will gladly trade off creature
comforts to go fast, but it is
a nice addition. Said anoth-
er, Interior? What can you
say? Vipers arent supposed
to be this nice on the inside,
are they?
They are now. c
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something outrageous to prevent one
of them from becoming the 2014 world
champion; no third party is likely to find
enough performance to join their fight.
Indeed, talk now
is all about whether Mercedes can win
every race (Hamilton has won four, Ros-
berg two), something even McLaren failed
to do at the height of the 1988 Alain Prost/
Ayrton Senna era, when it came its closest,
winning 15 of 16.
Tension between the drivers has been
ramping up. Word has now leaked that
during round three, in Bahrain, Rosberg
used aggressive engine settings while
chasing Hamilton; in Spain, Hamilton
repaid the compliment in an attempt to
stay ahead. They are supposed to use the
same settings in order to ensure parity,
and Mercedes has ordered both to follow
instructions moving forward.
Things spilled over during qualifying
in Monaco. Rosberg was on the pole when,
on his final qualifying run late in the ses-
sion, he triggered a yellow flag by running
into the escape road at the tight Mirabeau
corner. Coming up behind, Hamilton
found his last shot at pole ruined. Inevit-
ably, many people thought Rosberg sabo-
taged his teammates lap in the same
manner that Michael Schumacher pulled
on the field at the same venue in 2006.
Certainly, Hamilton made it clear he
thought something strange had gone on.
The FIA investigated and decided there
was no evidence that Rosbergwho claim-
ed he merely made a mistake and locked
his right-front brakewas guilty of any
offense, so his pole stood. He duly held
that crucial advantage for the race and
converted pole into victory.
Mercedes is treading a fine line as it tries
to juggle the interests of its two stars, who
have such different personalities. Hamilton
famously wears his heart on his sleeve.
He makes it all too clear when hes not
happy about how things are unfolding in
the camp, especially when a strategic
decision appears to favor his teammate.
They have a car thats capable of win-
ning the world championship, Mercedes
F1 boss Toto Wolff told Autoweek in
Monaco. And both of them are absolute
alpha animals, and I guess its going to stay
emotional and its going to stay intensive
throughout the season. This is the philo-
sophy we have decided and opted for.
Mercedes might dominate everyone
else, but the title fight could just be
warming up. c
1955: Mercedes was a
favorite to win, but both
Juan Manuel Fangio and
Stirling Moss succumbed
to mechanical gremlins.
Advantage fell to Lancias
Alberto Ascariwho
promptly crashed into
the harbor. Unheralded
Maurice Trintignants
Ferrari won, while Ascari
died a few days later
while testing a Ferrari
sports car at Monza.
1961: Moss won Monaco
in 56 and 60, but his
greatest triumph came in
61. His Lotus successful-
ly fended off the more
fancied sharknose Ferraris
of Phil Hill and Richie
Ginther to score one of
the most famous victories
of his career.
1966: This race, won by
Jackie Stewarts BRM
was not a thriller, but it
was immortalized on cellu-
loid by Hollywoods John
Frankenheimer, who
combined race shots
with staged footage for
the opening scenes of
Grand Prix.
1970: Graham Hill won
Monaco five times, but
his close contemporary
Jack Brabham was also
a Monaco specialist,
winning in 67. In his final
season, the Aussie veter-
ans Brabham-Ford led
until the final corner when,
aware that Jochen Rindts
Lotus-Ford was catching
up to him, he slid into the
straw bales. He crawled
across the line in a chas-
tened second.
1982: The closing laps
represented one of the
most chaotic endings ever
seen at Monaco. Alain
Prost crashed on a damp
track, both Andrea de
Cesaris and Didier Pironi
coasted to a stop, and
Riccardo Patrese recov-
ered from a spin to bag a
surprise win for Brabham.
1984: Ayrton Senna had
started only three Grands
Prix in his young career
for Toleman when a

THE MONACO GRAND PRIX

turned 85 this year, and it remains
Formula Ones blue riband event,
the one win that every driver wants
to add to his rsum. The event was
created by visionary motor-club
boss Antony Noghs in 1929 after
he realized what a public relations
coup a street race would be, particu-
larly in Monte Carlo. Much of the
circuit he first mapped out on foot
is still recognizable today, even if
the town around it has changed
massively. Here are some of the
most memorable moments of
Monacos past:
Jackie Stewart in 66
MONACO
THROUGH
THE YEARS
COMP\\ FORMULA ONE
downpour gave him a
chance to showcase his
talent. As others faltered,
he charged into second
and was closing on Prost
when the race was stop-
ped. Meanwhile, another
prodigy, Stefan Bellof, was
lapping even quicker than
Senna at the time, but
most only remember the
late Brazilians drive.
1988: After winning
Monaco for the first time
in 87, Senna dominated
in 88, leaving McLaren
teammate Prost in his
wake. But an inexplicable
mental lapse saw him slide
into the barrier, handing
the win to his rival.
1992: Nigel Mansell
dominated the early races
of the season in his high-
tech Williams, but a late
pit stop dropped him be-
hind Senna at Monaco.
In a thrilling finish, the
Brazilian stayed ahead
of Mansell and his much
faster car to score the
fifth of his record six
Monaco wins.
1996: As others made
mistakes in the rain or
experienced a litany of
mechanical issues, Ligier
driver Olivier Panis char-
ged up from 14th to score
one of the most unlikely
wins in F1 history.
2006: Five-time Monaco
winner Michael Schu-
macher took pole and, in a
moment of madness, park-
ed his Ferrari at Rascasse
in a fake bit of under-
steer, to block the track
as qualifying wound down,
preventing anyone beating
him. Officials put him to
the back of the starting
grid; he recovered to fifth
but lost priceless points to
winner and eventual cham-
pion Fernando Alonso. c

MONACO SHOWED THAT THE

Silver Arrows still have a significant
edge. So who leads the chasing pack,
and what are their prospects?
Key to the season is the relative per-
formance of the Mercedes, Renault and
Ferrari powertrains. All were subject to
preseason homologation by the FIA,
and further development is frozen. The
FIA allows changes only in the name
of reliability, and it must approve them.
This has, to a large degree, established
the pecking order, at least until the
winter window for manufacturers to
perform limited updates ahead of 2015.
However, more development in
other areas, such as software and fuel,
continues apace, and thus the gap could
potentially change race by race. Of
course, Mercedes is just as capable of
making a step forward as others might.
Despite the obvious focus on Mercedes
having the best powertrain, the factory
teams three customer teams havent
lined up in formation behind.
From the first race, Infiniti Red Bull
Racing has led the chase, rebounding
from a winter of problems related to
IN MERCEDES
WAKE
Red Bull Racing has
rebounded somewhat
from a miserable start
to the 2014 season.
2006
1996
1992
powertrain supplier Renault and cooling
issues due to car designer Adrian
Neweys tight chassis packaging.
However, allowing for those early
teething problems, Newey was right
to push the limits. The RB10 is clearly
a very good chassis with a very efficient
downforce package. The car is most ef-
fective in corners, but it loses out on the
straights. Its that simple. The team is
relying on Renault and fuel supplier
Total to find more power.
Ferrari has sometimes been the third
force, but often Fernando Alonso has
flattered the package. The Spaniard re-
mains the teams greatest asset, thanks
to his ability to seize every opportunity
by the scruff of the neck, while team-
mate Kimi Rikknen has struggled
to get the car to his liking.
Its difficult to benchmark the perfor-
mance of Ferraris powertrain: Main
customer team Sauber has a poor car
this year, and it is well down the rank-
ing. Certainly Ferrari still needs to
catch up in all areas, and fuel partner
Shell must play a part.
The form of Mercedes customers
McLaren, Williams and Force India
shows, however, that performance is
not just about power. All three have
had strong races, but have been nowhere
near the form of the factory team.
The consensus is that, while they
share the same powertrains, Mercedes
had a huge advantage over others in
terms of design lead time; in other
words, it possessed early knowledge
of what was required on the chassis
side in order to reap the maximum
benefits from the powertrain package.
It provided its customers with the tech-
nical specs later, and they didnt have
as much R&D time.
In theory, McLaren is the team most
likely to figure near the front, but since
the season began in Melbourne, it has
struggled badly due to a lack of down-
force. Crucially, wind tunnel develop-
ments are translating to performance on
the trackthat wasnt the case with last
years difficult carbut theres still a
long way to go. Both Force India and
Williams have good, consistent cars that
have top-six potential; the former even
bagged a third place in Bahrain, the cars
form helped by the fact that it also uses
a Mercedes gearbox and thus its entire
rear-end package. AC
BY ART GARNER

THE 2014 INDIANAPOLIS 500

marked the 50th anniversary
of one of Indianapolis Motor
Speedways darkest days, when Eddie
Sachs and Dave MacDonald died in a fiery
second-lap crash causing officials to stop
the race for the first time in history due to
an accident. It remains the only IMS crash
to claim two drivers lives.
The two families whose lives were
forever changed by the fateful day
approached the anniversary with
mixed emotions and reactions.
For Daves widow, Sherry MacDonald,
76, who was in the grandstands that day in
64, the anniversary was bittersweet. She
has in recent years reconnected with the
racing world and will see her late husband
inducted into the Corvette Hall of Fame in
August. She never returned to IMS, howev-
er, and never again watched the 500. This
year was no exception.
The memories are much too painful,
she says. Son Rich and Daves younger
brother Doug both watched, however, as
they normally do. Rich was 6 and Doug 17
in 64, and were with Daves father at the
Los Angeles Sports Arena watching the
closed-circuit broadcast. Both are devoted
to maintaining Daves legacy.
Eddie Sachs Jr., who was 1 when his
father died, has attended the race for many
years and was in the grandstands near the
start/finish line this year.
I love it here, just like my dad,
he says. But I never knew him and
didnt go through that heartbreaking
experience when he died. So I come
back here every year.
It was a busy week for Sachs Jr., who
watched his race team compete in the
Hoosier 100 at the Indianapolis Fair-
grounds and Anderson Speedways Little
500. For Sachs, who tried his hand at rac-
ing with some success before moving into
team ownership, it was another step closer
to fulfilling his dream: entering a car in the
Indy 500. He had hoped to have a car en-
tered in this years race to commemorate
the anniversary and honor his father. He
has now refocused his efforts on 2015.
This year is a milestone; it is 50 years,
and some thought it should be celebrated,
he says. I tend to feel now that maybe we
should simply remember the tragedy,
move on, really focus on the 500.
Were doing this old school, the old-
fashioned way, says Sachs Jr. He lives
in the Detroit area and works in the auto-
motive industry, calling on major manu-
facturers and Tier One suppliers. Silver
Crown [racing] is a stepping stone to the
Speedway. Were gaining recognition
through our efforts to be competitive, and
the response has been pretty positive. I
dont mean winning the first race, but
qualifying and putting yourself in a posi-
tion to be respectable. I dont want to come
here and be an also-ran.
For Sherry MacDonald, friends had for
years urged her to attend the annual Shelby
American reunions. She agreed eventually
and, after several reunions, went to a
Corvette event where Daves famous No.
00 was on display. Gradually, she became
reacquainted with many drivers Dave com-
peted against. She found that the more
COMP \\ CHECKERED FLAG
BLACK
NOON,
50 YEARS
LATER
INDY 500 MARKS
TRAGIC ANNIVERSARY
AP IMAGES
N
H
R
A

M
E
D
I
A

JOHN FORCE
Racing Funny Car
driver Courtney
Force on May 25 raced to
a landmark 100th win by a
female in the NHRA, winning
at Heartland Park Topeka.
Spencer Massey (Top
Fuel) and Allen Johnson (Pro
Stock) also won NHRA Mello
Yello Drag Racing Series
event classes at Topeka.
In her second attempt
to earn the much sought
after milestone in as many
weeks, Force outran veteran
Funny Car driver Cruz
Pedregon in the final round,
her first win this year and
fourth of her career.
Force, the events No. 1
qualifier, finished in 4.148
seconds at 306.46 mph in her
Traxxas Ford Mustang, while
Pedregons Snap-on Tools
Toyota Camry slowed near the
finish with a 4.225 at 250.60.
Theres just a lot of emo-
tion right now, said Force, 25,
the youngest daughter of 16-
time world champ John Force.
Its been a long weekend.
Im so proud of my Traxxas
Ford Mustang team and I am
happy to win it for all of the
girls who have won races in
NHRA over the years. They
all know how to win.
Force is one of 14 women
who have won in the NHRA
Mello Yello Drag Racing
Series, starting with the leg-
endary Shirley Muldowney
in Top Fuel in 1976. Force
nearly accomplished the feat
earlier in Atlanta but she lost
a close final round to team-
mate Robert Hight.
Its huge, said Force, who
outran Dale Creasy Jr., Jeff
Arend and Tommy Johnson Jr.
in earlier rounds. You can see
the emotions on my face after
the loss in the final round last
weekend. Its a big deal. I was
crushed last weekend, be-
cause I thought that opportuni-
ty would never come around
again. Im still trying to soak it
all in right now.
Force is one of three
women who have won races
in the series this season, join-
ing fellow Funny Car racer
Alexis DeJoria and Pro Stock
points leader Erica Enders-
Stevens, both two-time sea-
son winners. On Saturday
in Kansas, Force and sister
Brittany, a Top Fuel driver,
were both No. 1 qualifiers.
Eight female racers in each
of the four Mello Yello Series
classes have competed
this season.
Force was presented a
special Wally trophy with a
commemorative pink 100th
female win faceplate and de-
sign on its bottom. Its an
exciting day for us. Its an
honor to be number 100 on
a list of the legends like Shirley
Muldowney, Angelle Sampey,
Melanie Troxel, Erica Enders-
Stevens, Shelly Payne, Ashley
[Force Hood, sister], Alexis
DeJoria, there are so many
great names. My sister
Brittany is so close. Its an
honor to be a part of it.
Weve hit 100, but theres
100 more to go. c
events she and Rich attended, the more
people recalled Daves triumphs.
At one of the Corvette events, Zora
Arkus-Duntov, considered the father of
the Corvette, approached Sherry. Arkus-
Duntov had picked Dave to handle test-
driving chores at General Motors prov-
ing grounds during the 63 Corvettes
development. His speech had been
slowed by a stroke, but his meaning
was clear.
Dave best Corvette driver
ever, he said.
His words encouraged Sherry and she
began attending more events. She visit-
ed the annual Amelia Island Concours.
She and Rich attended the Daytona 500
as guests of the Wood Brothers, whom
Dave had driven for at the old Riverside.
And they visited the land where Dave
once raced at Augusta International
Raceway for the naming of streets in his
honor and the honor of stock-car men-
tor Glenn Fireball Roberts.
Life took another turn in late 2011,
when Sherry was diagnosed with breast
cancer. She cut short her chemotherapy
treatments in April 2012 and now says
she feels stronger than ever.
I have a great life, a very, very,
happy life. But I do still get mad at Dave
for leaving me, she says with a laugh.
And I tell him that!
Ive got an incredibly close family.
All [five] of my grandchildren have ex-
celled. My kids, their spouses, they
could not have chosen better. So I feel
very lucky to be me.
While members of the two drivers
families have never met, they were, in
a sense, together in mourning 50 years
ago when Eddie Sachs and Dave Mac-
Donald were buried on the same day
more than 3,000 miles apart. Sachss
casket was adorned by a single floral
display, from Sherry, who received a
note from Nance Sachs, who died
in 2005.
Dear Sherry, Nance wrote. We
know that death is never easy to accept
no matter what the circumstances. I
want you to know that my prayers, love
and understanding will be with you this
morning as I know you are with me. c
Editors note: Art Garner is the
author of Black Noon, The Year
They Stopped The Indy 500, about
the 1964 race. It is available at
amazon.com, Barnes & Noble and
major booksellers everywhere.
COURTNEY FORCE CLAIMS 100TH
WIN BY A WOMAN IN NHRA

SIR JACK BRABHAM, WHO

died May 19 at the age of 88, is
known for his unique place in
history: In 1966 he became the first and
only man to win the Formula One World
Championship with his own car and team,
a remarkable achievement.
This fact tended to overshadow the
rest of an extraordinary career; perhaps
his dour, no-nonsense image has meant
it was never appreciated fully. He compet-
ed and won in the eras of all-time greats
Stirling Moss, Jim Clark and Jackie
Stewart, and while they should make
anyones top-10 greats list, Brabham
would probably struggle to register in the
top 25. Yet his motorsports contribution
was immense.
With close ally John Cooper, he was an
integral part of Grand Prix racings rear-
engined revolution, culminating in back-
to-back championships in 1959-60. Its
easy to forget a quarter of a century would
pass before another driver, Alain Prost,
won two in a row.
Brabham and Cooper then awakened the
USAC world to the rear-engined layouts
potential when they contested the 1961
Indianapolis 500, though it would take
Clark and Colin Chapman to win there
with such a car.
In 1962, Brabham left Cooper to start
his own team with designer and fellow
Australian Ron Tauranac. The Brabham
Racing Organization developed quickly
into a competitive and efficient operation.
Dan Gurney gave the marque its first win
in France in 1964 and two years later
sourcing Repco V8 engines from Australia
for the new 3.0-liter formulaBrabham
won his third title. Always keen to employ
a competitive teammate, he drew as much
satisfaction when Denny Hulme repeated
the feat in 1967.
Brabham came under increasing pres-
sure from first wife Betty to quit racing
and nearly did so at the end of 1969. In
1970, he was as competitive as ever, win-
ning the opening race in South Africa and
famously losing wins with a last-corner
crash in Monaco and running out of fuel
after a pit-crew error at Brands Hatch. Had
luck gone his way he might have had a
serious shot at a fourth title.
That year saw the death of his old Coop-
er protege Bruce McLaren, and Brabham at
the end of the season gave in to the wishes
of his wife and father and called it a day.
He soon withdrew from ownership of the
company he founded.
In later years he bitterly regretted stop-
ping when he did, but at least he survived
unscathed. He was the first to admit he
did not take unnecessary risks and if that
meant finishing second, so be it.
Sons Geoff, David and Gary all enjoyed
successful driving careers, and the next-
generation of racing Brabhams is coming
through, with grandsons Matthew and
Sam winning in Indy Lights and British
Formula Ford, respectively.
ADAM COOPER
COMP \\ CHECKERED FLAG
JACK BRABHAM
1926-2014
FRIDAY, JUNE 13

NASCAR Sprint Cup qualifying,

Brooklyn, Mich.; 3:30 p.m.,
Fox Sports 1 (L)

ARCA Stock Car Racing, Brooklyn,

Mich.; 5 p.m., Fox Sports 1 (L)
SATURDAY, JUNE 14

NASCAR Nationwide qualifying,

Brooklyn, Mich.; 10:30 a.m.,
ESPN2 (L)

NASCAR Nationwide Series,
Brooklyn, Mich.; 2 p.m., ESPN (L)

NHRA qualifying, Bristol, Tenn.;

6 p.m., ESPN2 (T)

24 Hours of Le Mans.; 6:30 p.m.,

Fox Sports 2 (L)

NASCAR Camping World Truck

Series, Madison, Ill.; 8:30 p.m.,
Fox Sports 1 (L)
SUNDAY, JUNE 15

24 Hours of Le Mans.; 1 a.m.,

Fox Sports 1 (L)

NASCAR Sprint Cup, Brooklyn,

Mich.; 2 p.m., TNT (L)

NHRA, Bristol, Tenn.; 11 p.m.,

ESPN2 (T)
FRIDAY, JUNE 20

Formula One practice, Austria.;

8 a.m., NBCSN (L)
SATURDAY, JUNE 21

Formula One qualifying, Austria.;
8 a.m., NBCSN (L)

NASCAR Nationwide Series quali-

fying, Elkhart Lake, Wis,; 11:30 a.m.,
ESPN2 (L)

NASCAR Sprint Cup qualifying,

Sonoma, Calif.; 1:30 p.m.,
Fox Sports 1 (L)

NASCAR Nationwide Series,

Elkhart Lake, Wis,; 2:45 p.m., ABC (L)

NHRA qualifying, Epping, N.H.;

7 p.m., ESPN2 (L)
SUNDAY, JUNE 22

Formula One, Austria.; 7:30 a.m.,

NBCSN (L)

NHRA, Epping, N.H.; 2 p.m.,

ESPN (L)

NASCAR Sprint Cup, Sonoma,

Calif.; 3 p.m., TNT (L)
L = live, T = tape delay
*All times Eastern
RACING ON TV
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world-challenge.com | facebook.com/kiaracing | kia.com/motorsports
Competition GTS-class turbocharged Optima shown.
Not Your Average Midsize
Racing Sedan.
Its not often that established racing brands are shown up on the track, let alone by
a four-door, midsize sedan. In the past four seasons, the Kia Racing Team has scored
two championships, six wins and 19 podium finishes. This year, look for us to leave the
competition, and expectations, even further in the dust with Optimas innovative GDI
turbo engine powering drivers Nic Jnsson and Mark Wilkins in the 2014 Pirelli World
Challenge Championships.
kia.com

In September, we relayed the tale of the London skyscraper, Walkie-Talkie, that reflected enough light to melt cars and
shops below. The building now will receive a permanent sunshade to prevent the problem; it had been wearing a netted
screen temporarily. The 37-story building made headlines when a Jaguar owner reported that, after only two hours, glare
from the tower melted a side mirror, panels and a badge. Another driver found a pop bottle melted to a vans dashboard.
Got a BWTM submission? Mail it to Autoweek, 1155 Gratiot Ave.,
Detroit, MI 48207, Attn: BWTM; or email us at bwtm@autoweek.com
BUT WAIT, THERES MORE...
SOCIETY NOTES: COOLING ITS DEATH RAYS
PHOTO WITHOUT CAPTION

Jaguar is embarking on its first-ever re-creation project and
plans to build six brand-new Lightweight E-types. The cars will
fill in the missing six chassis numbers from 1963s originally
planned 18-car run.
The original carshence the re-creationsare powered
by a 3.8-liter, 300-hp inline-six. Jaguar collectors will be priori-
tized among potential customers; the first new Lightweight
E-type makes its public debut later this summer. Well find
out more information then, like how much one might cost ...
ANNALS OF COMMERCE: REBORN CATS EDITION

Youve heard of the selfie. Now Turtle
Wax has concocted the reflectiea pic-
ture of your reflection in your freshly shined
ride. Upload your best shot by July 14 to
Instagram or Twitter (youll need to follow
@TurtleWax to be eligible) and tag it with
@TurtleWax and #Reflectie. Turtle Wax
will choose the best submission and award
its creator a new 2015 Ford Mustang.
SHINE UP, WIN A MUSTANG
CRAIGSLIST AD OF THE WEEK
PHOTO WITHOUT CAPTION II
2001 Chevrolet Corvette Convertible
This 2001 Corvette base model caem out of the
factory with the LS1 Zo6 manifold increasing
to hp to 385. The modifications are as follows:
1. Added full new Billy Goat exhaust with long tube
headers and fast flow catalytic converters
2. Installed 4 bosh new censers for the exhaust.
3. The corvette computer has been downloaded with
a Diablo tuner designed specifically for this corvette.
4. It has a Bose stereo system supported buy 2 10-
inch sub woofers with a power capacitor (currently
disconnected). J
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