Product Review :: Shining Monkey Car Care Products

Story and photos by Russell Purcell

There are a lot of car care products out there to help you maintain the appearance of your two- or four-wheeled pride and joy, and many promise big results. The exterior surfaces of the modern automobile take a beating from weather elements like the wind, rain and sun, but are also brutalized by acidic bird droppings, petroleum products and the always changing recipe of road grime and debris that tends to splatter up off the road as we drive along.

Luckily there is a wide variety of consumer products available to maintain and protect your car’s paint, chrome, vinyl and rubber.

For the past eight months I have been evaluating a group of products produced by Shining Monkey, a relatively recent entry to the Canadian car care product marketplace.

Now in a world where image is everything, it is important for a company like Shining Monkey to embrace the latest trends in marketing which includes having a presence on social media networks such as Facebook and Twitter. Shining Monkey, as expected, has done this, and they seem to engage with their customers on a regular basis using these two mediums. However, they also have established their own channel on broadcast video giant YouTube as a tool to get the word out about how well the products work through a series of short tutorial videos.

Celebrity endorsements are also a vital link you want to exploit when you want to appeal to a select demographic, and you can’t do much better than landing Hoonigan extraordinaire Ken Block to be a spokesman for the brand. The tire-shredding wheelman sports Shining Monkey sponsor graphics prominently on all four corners of his Monster World Rally Team Ford Fiesta race car. That guarantees untold millions of eyeballs seeing your corporate logo whenever Mr. Block releases one of his now infamous Gymkhana precision driving videos.

Clean and Repair Treatment – Liquid Polish (MSRP $18.99)

Shining Monkey’s Clean and Repair Treatment is a liquid polish that can be applied either by hand or with a rotary polisher. The product itself is a mixture of synthetic polish Polytetrafluoroethylene (PTFE) and a high quality Carnauba wax from Brazil. Corporate literature suggests that Shining Monkey Clean and Repair Treatment is your first application for a perfect finish, and after seeing the results, I am a believer.

I managed to get very good coverage with just a small amount of the product, and the polish proved easy to both apply and remove. The job itself took less time than usual but the results were top notch. I had a series of light swirls starting to appear in the finish of my truck, but with the help of this polish they buffed away like magic. It even made short work of a stubborn stain left behind by an overlooked bird dropping that had been left to cook on my paint for a couple of weeks this spring. The polish enhanced the effect of metallic flecks in my paint and gave the paint a depth I had never seen. I hate to admit that it has been one month since I last detailed my truck, but after a quick hose off the other day I was still getting comments on how deep and rich the finish looks.

There are a lot of cleaner waxes out there, but I must admit that the formula being used by Shining Monkey is exceptional. Clean and Repair Liquid Polish is said to be safe to apply on all paint surfaces and clear coats, and it has provided results far beyond my expectations when it comes to correcting surface issues and restoring shine.

Seal and Protect Treatment – Carnauba Wax (MSRP $19.99)

As a an automotive photographer I am well aware of how important it is to use quality car care products on a vehicle if you want it to stand out from the crowd. In reality most automotive photos are taken from far enough away that small flaws and fine imperfections are often imperceptible in the final image, but when the job requires close-up shot of small components or minute details you better be prepared to take the time to detail your subject.

The Shining Monkey Seal and Protect Carnauba wax is the perfect follow up treatment to the company’s Clean and Repair Polish. It goes on relatively easy, and seems to repel water, dirt and debris better than most of the other Carnauba wax products I have tried. I was surprised when this wax produced an even richer shine than that produced by the polish, as my experience with similar products usually resulted in some loss when the protective coating of wax was applied. This is not the case with Shining Monkey’s Carnauba Seal and Protect.

Application of the wax was simple enough as  it seems to form a haze as soon as it hits the paint surface. I used a small sponge pad but you can use an orbital buffer if you want to speed things up. I then used a clean micro fiber towel to buff off the was residue, and there was little evidence of the fine dust and wax particles that often migrate into body seams and vents during the waxing phase.

The company claims that Shining Monkey Seal and Protect Treatment “is the ultimate sealer and protector that will strengthen your clear coat.” The concept here is that the Seal and Protect Treatment will bond to the paint, seal the finish and protect the painted surface from harmful ultra violet rays, contaminants and the elements.

No Spit Tire Shine (MSRP $9.99) 

Tire treatments are popular with the show and shine crowd as they help dress your car’s tire sidewalls so that they don’t take away from the look of your flashy paint and wheels. Shining Monkey’s Wheel Shine is marketed as high gloss, but the final results seemed more similar to the matte finish products I have used in the past. Even after multiple applications. Personally I prefer this look over the “wet” look, but it is something to consider before buying this product if you are looking for exceptional shine.

Shining Monkey markets this product as representing “a revolution in tire treatment that gives you an exceptional shine that lasts for weeks not days.” I must admit that I was a bit disappointed in this product at first as it seemed to take an awful lot of product to dress a tire, but I sure was impressed by its durability. The product maintained its lustre even after being exposed to several weeks of torrential rain and a couple of car washes.

After washing your wheels and tires it is important to let them dry thoroughly before applying any time of care treatment or dressing. The instructions ask you to shake the can well before spraying an even layer of the product over the tire’s sidewall. Once complete, it is suggested that you let the surface coating sit for three to five minutes so that it has a chance to penetrate the rubber. After initial application the tires had a an attractive- and very consistent- matte black appearance, but very little shine. It is suggested that a second application of the product will produce “an amazing satin shine,” and that a third go around will bring about a “super high-gloss shine.”

The big selling feature is that the product is non-oily and non-greasy so it will not spit up on to the car’s body panels or wheel surfaces after it has been applied. This proved to be true, and in my opinion is reason enough to purchase the product as long as you are satisfied with the matte finish.

After applying the Tire Shine spray clean up is a breeze, as over-spray simply wipe-offs with a dry towel. The product is also an effective treatment for any exterior rubber or plastic parts and seems to hold up much better than traditional protectant sprays like those marketed by Armor All and STP. I should also point out that it has been engineered to be safe for use on all types of wheel finishes.

Shining Monkey products can be purchased through the company’s dedicated website (http://ca.shiningmonkeycorp.com/) or you can find a local dealer by entering your postal code into their search engine.

Test Drive Review :: BMW ActiveHybrid 3

Dynamic, intelligent and efficient

Story and photos by Russell Purcell

What is it?

The BMW 3 Series lineup of automobiles is one of the most popular in the country and as such, the stylish compact sedans, coupes and convertibles have developed a very loyal following. In an effort to both retain and grow the 3′s customer base BMW product planners offer the vehicles fitted with wide range of engines, trim levels and options to maintain consumer interest. As a result, the 3 Series arsenal includes everything from economical four-cylinder models, luxurious showpieces, and even track-ready weapons (M3). However, the latest entry – the 2013 BMW ActiveHybrid 3 - has been designed to appeal to those consumers looking to reduce their carbon footprint.

Hybrids are boring

The modern hybrid automobile has now been with us for almost 15 years. During this period Toyota, Honda and Ford have largely dominated the market due to the fact that the three companies were all early adopters of the technology, but in recent years hybrid models have become more commonplace as tougher emissions regulations have been put in place. Well BMW has now jumped into the fray, but in a very different manner. The goal for the offerings on the company’s ActiveHybrid menu is to offer  maximum efficiency and maximum dynamics.

While most hybrid designs seek to maximize the fuel efficiency of the vehicle this often comes at a price. Unfortunately the gains garnered by the assistance of the electric motor usually result in a substantial loss of eight cars overall performance. Virtually every hybrid car offers impressive initial acceleration due to the instantaneous delivery of torque gleaned from the stored electrical charge in the battery packs, but for the most part, the rest of the driving experience tends to be rather bland. The fine folks at BMW have always touted that their cars have been designed to deliver “the ultimate driving experience” so a traditional hybrid design would definitely fall short in this regard. As a result, BMW’s ActiveHybrid lineup of 3-, 5- and 7 Series cars are being marketed as luxury performance hybrid vehicles, with the emphasis being on performance rather than the quest for optimal fuel efficiency.

The performance hybrid concept is not new, as Honda tried a similar concept with its Accord Hybrid several years back. This premium priced Accord offered consumers slightly higher performance than the conventional V6-engined Accord, but unfortunately, the marketplace did not embrace the hybrid unit, and the vehicle was discontinued after the 2007 model year. At the time, it was evident that Toyota’s similarly sized Camry Hybrid better represented the wants and needs of the environmentally conscious Canadian automotive consumer with its four-cylinder engine and subdued performance.

The luxury performance hybrid on the other hand, has proven quite successful, as it appears that many of the consumers who are already prepared to pay a premium for a quality product don;t seem to mind paying a little extra to go green. BMW rival Lexus has had some success with its performance hybrid offerings – GS 450h and LS 600h- as have both Mercedes-Benz and Porsche. BMW hopes that the small segment of its clientele that might be looking for a more green alternative will stay in the family and embrace the ActiveHybrid 3 and its larger siblings as these vehicles offer  levels of comfort and performance that they have become accustomed to from the brand’s products, but without the social stigma that often comes along for the ride.

Under the Hood

Under the hood of the 2013 BMW ActiveHybrid 3 you will find a longitudinal, front-mounted, twin-turbocharged, 3.0-litre, inline six-cylinder engine partnered with a hybrid-specific, ultra-smooth, eight-speed automatic (Steptronic) transmission. The intelligent hybrid system is comprised of a 40-kW electric motor which is mated to a high-performance, lithium-ion battery which resides under the trunk floor. Unfortunately XDrive is not available in ActiveHybrid models, but enthusiast drivers will rejoice that the car retains a rear-wheel-drive layout.

The potent combination of the BMW TwinPower Turbo straight six engine and the electric motor produce a maximum output of  335-hp and 332 lb-ft of torque (@1,300 rpm) which is good enough to launch the car from 0 to 100 km/h in a mere 5.5 seconds. This is only a hair slower than the launch times of the lighter 335i (5.4s), but the big win is at the pump, where the combined average of city and highway fuel economy drops from 7.7L per 100 km in the 335i to an impressive 7.1L in the ActiveHybrid 3.

The hybrid system adds an additional 105 kilograms of weight to the car when compared to a BMW 335i, but you won’t notice a substantial change in handling if you are familiar with that of the current 3-Series as the batteries have been carefully positioned ahead of the rear axle and situated very low in the car and effort to preserve the vehicle’s near ideal weight distribution. This means that the car is very well balanced and handling is both predictable and exhilarating. If you weren’t informed of the car was a hybrid, you would be forgiven for thinking otherwise.

Intelligent Hybrid Technology

Don’t expect to boast about your impressive fuel economy numbers if you drive this car aggressively as it likes to gulp its share of premium fuel, but if you drive like a model citizen and tend to travel in a congested city environment you will see some benefit gains as a result of the hybrid system. This is due to the fact that intelligent hybrid system will operate the car as a purely electric vehicle whenever it makes sense in energy terms – such as being stuck in stop-and-go urban traffic. The electric motor then draws only the energy that is needed from the lithium-ion battery in which the power obtained from energy recovery is stored.

If you are like me and enjoy taking long Sunday drives in the country then I suspect that you would quickly learn to appreciate the ActiveHybrid’s electric boost function. The intelligent hybrid system monitors your driving style and the load being placed on the engine so when it comes time to execute a passing manoeuvres or climb a steep grade the electric motor’s boost function will step  in to provide the combustion engine with its extra 35 ponies.

BMW hopes that the small segment of its clientele that might be looking for a more green alternative will stay in the family and embrace the ActiveHybrid 3…

The ActiveHybrid 3′s performance parameters can be adjusted to meet the individual needs of the driver using the console-mounted Driving Experience Control. There are four distinct driving modes- ECO PRO, COMFORT, SPORT or SPORT+ – available, and each one will alter the response of the throttle, transmission, stability control, and steering feel as well as determine the participation status of the electric motor. The ECO PRO mode is geared towards maximum efficiency and even the climate control and other convenience functions are adapted intelligently to reduce power consumption. The dash-mounted display screen can be used to watch a series of onboard videos that explain how the car’s systems work to maximize efficiency, and a series of screens and a gauge cluster Charge/Power indicator help to provide tips and real-time data on how to drive more efficiency.. In addition, with ECO PRO Mode activated it is possible run solely on electric power for up to four kilometers (at speeds up to 75 km/h) and to coast at up to 160 km/h! Impressive.

While driving in SPORT mode, the combustion engine is only switched off at very low speeds, which enables an especially sporty style of driving with high revs and additional power from the electric boost function. COMFORT mode allows electric driving without any restriction on convenience functions such as the heating for the exterior mirrors.

The ActiveHybrid 3 comes equipped with all of  the basic luxuries and convenience features one expects in a premium product including unique beige coloured instruments, power operated and heated sport seats, leather seating surfaces, sunroof, and a top-notch climate control system. BMW’s intuitive iDrive interface control is standard as are active bi-xenon headlights, but many of the safety and infotainment features on my test unit had to be ordered as optional equipment.

Conclusions:

I enjoyed my time behind the wheel of this 2013 BMW ActiveHybrid 3 because it delivered the driving experience that I have come to expect from a BMW product. I know this was the plan, but I think BMW would move a lot more cars if they had followed the Toyota route and made the ActiveHybrid 3 the most fuel-efficient of the 3-Series models rather than the most powerful, especially if they were equipped with all the comfort, safety and convenience features one comes to expect in the typical BMW product. Even so, I suspect this car will sell quite well in environmentally conscious markets like Vancouver, but some consumers might balk at the near $7,100 premium they will have to pay for the privilege of owning what is in fact, the top-of-the-line 3-Series automobile.

2013 BMW ActiveHybrid 3 Technical specifications

Base price (MSRP): $58,300

Price as tested: $67,270 [Includes options:  Premium Package ($4,500); Driver Assistance Package ($800);  Liquid Blue metallic paint ($800); Freight & PDI: $2,095; Various fees and levies ($775)]

Type: 4-door, 5-passenger luxury sedan.

Layout: Front-engine, rear-wheel-drive

Engine: Twin-turbocharged, 3.0-litre, inline six-cylinder engine

Horsepower: 300 @ 5,800 rpm; + 35-hp from 40-kW electric motor

Torque (lb-ft): 332 @ 1,300 rpm

Transmission: 8-Speed Steptronic automatic

Brakes: Disc/disc

Fuel economy [L/100 km]: City 8.0 (35.3 mpg); Hwy  5.9 (47.8); Combined 7.1 (39.8)

2013 BMW ActiveHybrid 3 Traction Photo Gallery:

Story and photos by Russell Purcell

Test Drive Review :: The 2013 Lexus LX 570

Despite the current economic conditions and outrageous fuel prices there always seems to be a market for large, luxury SUVs in North America. Affluent buyers find these rolling leviathans  appealing due to the fact that they can haul a tremendous amount of cargo and provide a comfortable environment for  passengers. Add to this the all-weather capabilities that come with four-wheel-drive and you have the perfect rig for shuttling the family and friends to the cottage or ski hill.

The third generation Lexus LX 570 rolled into showrooms for the 2008 model year as a complete redesign. Its arrival had an immediate impact on sales of its many competitors as the new LX was bigger and more luxurious than its predecessor, but it also came with the company’s now legendary reliability and exceptional build quality. 

Styling: What’s new

In an effort to keep the the 2013 Lexus LX 570 shows us the large, luxury SUVs are still doing for North Americans. Check out our review. looking fresh the vehicle has undergone some styling changes both inside and out. The most obvious alterations were made up front where the truck benefits from a new front fascia which supports a newly designed grille treatment which more closely resembles that fitted to other Lexus products. The headlights look more sculpted than before, and are advanced bi-xenon units fitted with LED daytime running lights. A pair of high intensity driving lights sit recessed low in the bumper. The rear end of the vehicle also benefits from a new bumper and fascia design, and bold LED taillights enhance safety. The large side-view mirrors now feature  integrated turn signals.

Big, but not biggest

While the 2013 Lexus LX 570 is impressive in size, its cousin, the Toyota Sequoia is bigger. You would expect that these two vehicles would share a common platform, but in fact, the LX is based on the Toyota Land Cruiser while the Sequoia shares its foundation with the Tundra pickup truck. There is still room for eight passengers to stretch out and the power operated, swing away seats that make up the third row are almost as comfortable as those in the rest the vehicle. Now that is an accomplishment!

If I was to have one complaint it would be the fact that for some reason the designers have decided to mount the two front seats on rather tall rails, which made me feel somewhat like a bird on a perch. Although the driver seat features a wide range of adjustability, I couldn’t get the seat low enough to make room for my head. At 6’2″ tall I had to keep the sunroof slider screen open just to keep my head from brushing the headliner. In comparison, the BMW 3-Series sedan I was testing the following week offered about two inches of air space above my head, and that was with the sunroof screen closed.

Interior impressions

The interior is well designed with most controls, dials, and instruments within easy reach of their intended operator. The seats are firm and wrapped in fine leather, and attractive Mahogany wood trim is used to class up the cabin. Visibility is excellent out front and to the side due to the tall seating position and extended windows, but you will definitely learn to appreciate the large side mirrors and Lexus Intuitive Park Assist, a sonar parking assist features. A powerful four-zone climate control system (complete with dust, pollen, and deodorizing air filter) will keep the clan riding in comfort on stuffy summer days and blustery winter trips to Whistler.

A voice-activated hard-drive based navigation system is standard, and its 8-inch LCD display doubles as the screen for the backup camera system as well as the new Wide-view Front and Side Monitor system cameras. Other standard techie gear includes Sirius-XM satellite radio with NavTraffic, and of course, Bluetooth connectivity.

My test rig was equipped with the Ultra Premium Package ($7,350) which replaces the 9-speaker audio system with a 19-speaker, 450-watt, Mark Levinson Reference Surround Sound Stereo System (with hard drive memory storage) which will satisfy even the most finicky audiophile. Other features of this package include a dual seatback DVD entertainment system with 7-inch viewing screens, premium leather, a heated wood steering wheel, and a center console cooler big enough to store a family’s worth of chilled beverages. Safety improvements are also part of this package as Dynamic Radar Cruise Control and a Pre-Collision System

Cargo

There is plenty of cargo room (2560 L to be exact) and a plethora of storage bins and cubbies sprinkled throughout the cabin. All seating positions have abundant legroom, and there are plenty of grab handles to help pull guide yourself in or to stabilize yourself when on a bumpy adventure. The second row seats partially recline for passenger comfort, but they also tumble forward to allow passengers to access the third row seating area, and fold flat when hauling cargo is the order of the day. The power-operated, twin, third- row seats are operated by switchgear accessible from the rear cargo door, and they retract up against the side wall when not in use. The cargo area itself is accessed via a dual door design. The upper portion is a power-operated hatch while the lower portion is a tailgate which folds down to act as a floor extension, a handy shelf, or even a bench.

With a maximum towing capacity of up to 3,900 kg (8,500 lb), the LX is perfectly capable of transporting an average size travel trailer or boat.

Performance

The 2013 Lexus LX 570 features a 5.7-litre V8 engine producing a healthy 383-hp and 403 lb.-ft. of torque. This proven power plant is mated to a six-speed sequential-shift automatic transmission (with a manual mode) and a well sorted 4WD system which utilizes an electronic Torsen center differential.

While not a rocket ship, the big Lexus still manages to make short work of long stretches of highway in short order. Acceleration is brisk and linear as the big rig’s nose gently rises before settling down and entering cruise mode. By setting the steering and suspension to Sport mode I found that it tightened things up enough that you feel confident carrying a little more speed into corners, and this is how I tend to roll so I made this setting my preference. The Normal setting proved pretty communicative, but I failed to notice much of a difference when I switched things over to the Comfort setting. This is a large, top-heavy utility vehicle but Lexus has done an excellent job of disguising that fact when it comes to drivability and handling response once you slide behind the wheel.

A large portion of the LX’s frame has been constructed using a high tensile steel and it employs  cross members comprised of hydro-formed steel. This method of construction gives the LX a very sturdy foundation and as a result it feels real stable on the road. The suspension set up is a double wishbones design up front, while the rear employs a multi-link suspension with the beefy solid rear axle.

Unlike many of its rivals, the Lexus LX 570 has the chops to tackle just about any obstacles or terrain you may encounter as it shares its underpinnings with the rugged Toyota Land Cruiser. The vehicle is fitted with a proven full-time four-wheel-drive system with electro-hydraulic suspension, Active Height Control and Variable Suspension. With the flick of a switch you can lower the chassis up to 5 centimetres to make for the easy ingress or egress of passengers, or conversely, raise the vehicle 7.5 centimetres to maximize ground clearance. Once the vehicle gets back up to normal cruising speed it will return to its normal height, but when the vehicle accelerates to highway speeds it will lower itself to help increase stability.

In an effort to give the driver the proper tools to tackle whatever terrain he / she may encounter the vehicle is equipped with a Multi-Terrain Traction Control System. In short order the operator is able to customize the truck’s drive train for a variety of terrains including Mud and Sand, Loose Rock, Mogul, Rock and Tarmac. There is also an innovative Crawl Control system which will help less experienced drivers traverse more difficult obstacles at low speeds by acting much like an auto-pilot with regards to both throttle and brake inputs.

The second row seats partially recline for passenger comfort, but they also tumble forward to allow passengers to access the third row seating area, and fold flat when hauling cargo is the order of the day.

New for 2013 is something Lexus calls Off-Road Turn Assist which allows the driver to make very sharp turn-in angles at low speeds. During my short time with the LX I didn’t get a chance to take it off-road, but if this feature can make a vehicle of this size perform with a little more agility when the going gets rough, I can see where this would be an excellent tool.

Conclusions

There is a lot of competition in this segment of the automotive marketplace and 2013 Lexus LX 570 is somewhat long-in-the-tooth when compared to its many rivals. However, the biggest Lexus is worth a long look as few companies can compete with this brand when it comes to safety, build quality, reliability and overall dependability. When it comes time to choose a vehicle to serve the transportation needs of your family, these are factors you cannot overlook.

2013 Lexus LX 570Technical Specifications

Base price: $87,500

Price as tested:  $96,845 (Includes optional Ultra Premium Package $7,350; Freight: $1,895, A/C tax: $100)

Type: 4-door, 7-passenger full-size SUV

Layout: Front engine/four-wheel drive

Engine: 5.7-litre V8, DOHC, 32 valves

Horsepower: 383 @ 5600 rpm

Torque (lb-ft): 403 @ 3600 rpm

Transmission: 6-speed automatic

Tires: P285/50R20 mud and snow

Curb weight: 2660 kg (5564 lbs)

Wheelbase: 2850 mm (112.2 in)

 Length: 4990 mm (196.5 in)

 Width: 1970 mm (77.6 in)

 Height: 1920 mm (75.6 in)

 Ground clearance: 225 mm (8.9 in.)

 Towing capacity: 3856 kg (8500 lbs)

 Cargo capacity:  438 L (15.5 cu.ft.)(behind 3rd row)

                           2560 L (90.4 cu.ft.)(behind 1st row)

 Fuel consumption (L/100km): City: 17.0 (17 mpg) / Hwy: 11.4 (25 mpg)

2013 Lexus LX 570 Traction Photo Gallery:

The best thing about a James Bond flick is the guaranteed dose of big action, gorgeous women…and of course, classic gadget filled cars. From the very first 007 film Dr. No, to the latest instalment Skyfall, viewers have been treated to some the of the most exotic, stylish, and expensive automobiles on the planet. Writer Ian Fleming created the British Service Agent in 1953 and originally had him rolling in a battleship-gray Bentley. Car gadgets were fairly modest in the early Bond stories as well. It wouldn’t be until Bond hit the big screen that audiences would get a chance to drool over a plethora of outlandish spy vehicles equipped with technology we didn’t even know existed. The following is a list of the Top 10 James Bond Cars ever:

By Rimy Reehal

10. Sunbeam Alpine Series II (Dr. No - 1962)

9. Lotus Espirit Turbo (For Your Eyes Only - 1982)

8. AMC Hornet (The Man With The Golden Gun - 1974)

7. Aston Martin V8 Vantage (The Living Daylights - 1987)

6. Jaguar XKR (Die Another Day - 2002)

5. Rolls-Royce Silver Cloud II (A View To Kill - 1985)

4. Aston Martin DBS (Casino Royale - 2006)

3. Toyota 2000GT Roadster (You Only Live Twice - 1967)

2. Lotus Espirit S1 (The Spy Who Loved Me - 1977)

1. Aston Martin DB5 (Goldfinger - 1964)

The BMW Concept X4

The BMW X4 Concept is a superior strain mostly for the unique combination of features that range between the power of the BMW X and the Coupe. The model is not a two-door automobile as the name suggests and is not exactly a SUV either. Perhaps the feature that will grasp your attention when you first look at it is the robustness of the body; almost displays a muscular quality. It adds a lot of functionality to the sleek design of the coupe.

The BMW X4 appears less SUV and more 5-door hatchback. At the front end, you get a gist of the functionality that has been crafted with the model. The kidney grille that is synonymous with BMW has been carefully complemented with LED lights. Towards the rear, there are dual exhausts with LED taillights. The BMW X4 sits on 21-inch rims.

The subtle SUV features that the automobile boasts, coupled with the bold exterior design, the BMW X4 concept is destined for the production line.

The McLaren P1 aims at being the automobile that has an authoritative grasp on the road or track. To ensure that the vehicle achieves the target of McLaren’s reign on the track, aerodynamics features are prominent. The P1 comes off as having enormous ground force which is the desire of every racer; the stability and balance this brings is not easy to ignore.

The performance ability as well as throttle response are some of the features that this vehicle has exploited. The IPAS petro-electric power with 3.8 litre double turbo engine and the one electric motor collectively create the M838TQ. The efficiency of this car is added by the ability to have instant torque. The green aim of this car is not ignored in its make-up either, emitting around 200g/km of carbon dioxide and is well known that it can achieve up to 10 kilometres on electric power.

The double seater capacity carefully woven mid-engine has aerodynamic features and is a right measure to ensure the down -force desired of the whole machine is realised. When you analyse the light weight together with the aerodynamics, you have yourself a perfect creature for some fast action. Even with it’s lightweight stance, the car really amazes with its compactness; this means that even with high speeding, the reliability of the car is never in doubt.

Even with it’s lightweight stance, the car really amazes with its compactness

The rear of the car is noticeably low and when this is combined to the aspect of its rear haunches, you have yourself the shrink-wrapped design. What amazes even more is the fact that every part of the car is made with a goal it is intended to achieve. For the doors that are sculpted, you will notice that the shape they have was clearly determined by the path that air follows as it flows around the automobile. No doubt the cooling of the car will be given a shot when the LTR cooling ducts will be added to the front wheels as many people envisioned.

The McLaren P1 has indeed a lot more going for it in terms of the battery power. The battery is lightweight and crucial for the continuous power force that it supplies to the car. The car operates on the virtue of appropriate power delivery without the traditional emphasis on storage of this power; it is the former that is seen as crucial in the propulsion on the vehicle.

The battery of the vehicle is charged through the engine and really there is a charger that is plugged in that can service an empty battery in a sensible time-frame of two hours. There is a pit lane charging option which could sort the battery out in a cool ten minutes.

The McLaren P1 is thus a lightweight vehicle which is built with technology, engineering and functionality in mind. When you have a racing car which has only those parts that are truly needed combined with a proper down-force, you are good to go.

It’s hard to take a brand new motorcycle apart – in this case, a 2007 Triumph Bonneville T100 - and turn it into a custom build. All you need for motivation is a car to slam into.

Story by Greg Williams. Photos by Amee Reehal

Fate flicked its fickle finger and Kenny Kwan crashed his Hinckley Bonneville. A drunk in a Jeep crossed his path — with ugly results.

Kwan’s helmeted head hit the A pillar while a bar end mirror snapped and tore into his groin, narrowly missing his femoral artery. Broken right hand, collapsed right lung, stomach and liver lacerations and severe concussion were on his hospital chart; morphine helped quell the pain.

“I kept asking if the bike was OK, but it obviously wasn’t given my condition,” Kwan says. A Calgary engineer, Kwan bought the 2007 Triumph Bonneville T100 new from Blackfoot Motosports. A gift to himself for passing a motorcycle safety course, the Triumph was his first bike.

“I was never really into motorcycles, but a friend asked if I’d take the motorcycle training program with her,” Kwan says. “So, I did. After we passed we wanted to buy bikes. All of the Japanese sport bikes looked the same, and the cruisers did, too. Then I stumbled across the Triumph Bonneville and I thought it looked sweet.”

Kwan didn’t instantly lay down cash as he went home to research Triumph. He learned the company’s history, and looked at an early 1970s oil-in-frame Bonneville. More of a project than an every day rider, Kwan returned to the Hinckley Triumph. “It was a brand new Bonneville with modern technology and reliability, with the styling of the 1960s bikes,” he says.

Until the crash, that is. Kwan’s Bonneville suffered a snapped front end, crushed fuel tank, bent wheels and frame.

Weekdays Kwan rode his red and black Bonneville to work. Weekends, he was on the highway. “I found my calling,” he says, “I’d never felt something so good, and I never got tired of it – even when the thermometer hit 0 C – as long as it was dry, I’d ride.”

Until the crash, that is. Kwan’s Bonneville suffered a snapped front end, crushed fuel tank, bent wheels and frame. Although written off Kwan claimed the wreck. “I wanted to rebuild it,” he explains, and adds, “I’d modified the bike with a low clubman handlebar, D&D exhaust, smaller signal lights – I loved it, it was perfect to me.”

Quotes for new Triumph parts scared him, so he opted to build a custom – rigid-frame Triumph bobbers captured his fancy. Online retailers Lowbrow Customs, Biltwell and Acme Choppers shipped him critical components, including the complete rigid frame for the Hinckley twin. Working through physiotherapy, Kwan was returning to life and stripped down his Bonneville, but first ensured the 865cc engine with its 35,500 kilometres still ran.

He kept the engine, hand controls, foot controls and wiring harness and binned the rest. A pair of straight wire wheels from a 2006 Triumph T100 was purchased from Mark Blundell at TJ’s Cycle wrecking yard.

After recuperating Kwan was hired as a scheduling and production engineer at a local machine shop. Learning about the Triumph, his boss suggested the CNC mills and water jet table were at his disposal. Using SolidWorks 3D software Kwan designed a triple tree based on stock Triumph measurements and milled them from billet aluminum. Shortened Triumph legs with Progressive Springs are topped with Biltwell 1” drag bar, stock Triumph controls and Bates-style 5” headlight. Brake calipers and rear rotor are Triumph while front rotor is EBC.

Kwan drew brackets and mounts in SolidWorks, cutting from plate steel those for the gas tank – which is reproduction pre-1971 Triumph from Lowbrow — exhaust, sissy bar, oil tank and cooler, sidestand and rear brake caliper. A length of 1/2” round bar was heated and bent to form a sissy bar-cum fender and No School Choppers taillight mount. Saddle and springs are from Lowbrow.

Shortened Triumph legs with Progressive Springs are topped with Biltwell 1” drag bar, stock Triumph controls and Bates-style 5” headlight.

For the stock Triumph headers to follow the wider Acme Choppers lower frame rails Kwan cut the mounting collars and rotated the pipes outward 30 degrees. He MIG welded them back together and hid the scars with header wrap.

Good friend Kevin Cuffley of Calgary’s Bigshot Customs TIG welded frame brackets and mounts Kwan had first tacked into position. With the bike apart, Cuffley sprayed the frame in Dupont semi-gloss black. Then, he hit tank and fender with a black base, followed by metallic green stripes and panels, finished with six coats of candy green.

During the build process Kwan established an online custom motorcycle parts business dubbed Ill-Fated Kustoms. He sells   everything he used to build the Triumph, and he’d one day like to move the company into a bricks and mortar shop. As fate would have it, the business name has nothing to do with his accident — Ill-Fated Kustoms was simply a website domain and design previously built as a school project by his business partner. Oh, that fickle finger.

JOINED BY FLAGSHIP MULSANNE AND CONTINENTAL GT SPEED

At the Shanghai Auto Show 2013, beginning today, Bentley introduces the new Flying Spur to Greater China, alongside theContinental GT Speed, Bentley’s fastest production model ever, and its pinnacle flagship model, the ultra-high luxury Mulsanne.
At the show, Bentley also announces its plans to grow the dealer network in Greater China reinforcing China as a key market for Bentley’s continued success as the company heads for double digit growth again in 2013.

Dr Wolfgang Schreiber, Bentley’s Chairman and Chief Executive, comments:

“China is a key market for Bentley and we are enjoying great sales success and growing customer interest. To continue to achieve these results, we have a significant expansion plan in place. This starts with the new Bentley Flying Spur, previously our best-selling model and we expect 60 per cent of the new Flying Spur sales to be delivered to customers in China.

“Our customers have one thing in common; they want quality, attention to detail and performance  whether this is a watch or a bespoke suit. Exactly these principles are at the heart of the new car being presenting today, for its Greater China premiere.”

Story by Mark Hacking

Kühtai, Austria — There are a number of specific reasons why a car manufacturer chooses to get involved in motorsports, but ultimately it all comes back to selling more cars. Over the years, BMW has shown a very cold and calculating approach to their participation, which makes sense from a business perspective, but has the capacity to leave hardcore fans a bit miffed.

When the company acquired the Mini brand in 1994, they also took control of a car with a rich racing history, particularly in rallying. The popular little car captured the win at the Monte Carlo Rally in 1964, 1965 and 1967, with disqualification due to a minor technical infraction causing the one miss during this streak.

It took some time for the handlers at BMW to pull the trigger, but the new Mini did finally return to the rally scene in 2011, was briefly run as a factory-funded effort last year and has since been made available to customer teams through the support of Prodrive, the outfit that used to run the factory Subaru WRC effort. The reason: In the Mini Countryman, they finally have a vehicle with which to showcase their off-road readiness.

All models in the Mini fleet are based on a front-wheel drive layout and the crossover variant is no different—the difference is that the Countryman is the first Mini available with an all-wheel drive system, dubbed All4. Said system is an on-demand set-up that automatically redistributes torque as conditions warrant. The system incorporates a centre differential that sends torque to the rear wheels and a rear differential with integrated electro-hydraulic clutch to manage the torque split.

Under normal traction conditions, 100% of the torque is sent to the front wheels; in slick conditions, up to 50% can be redirected to the back, giving the Countryman a fairly predictable attitude in the ice and snow. Although the torque is split evenly, the Mini displays a tendency to oversteer when pushed in low traction conditions. This is due to weight distribution: With 59% of the heft balanced over the front axle of the Countryman, the tail is comparably light and relatively easy to swing out of line, as I discovered at a winter driving event held in the Austrian Alps.

The event was designed to give a proper showing of the vehicle’s prowess under less than perfect conditions and to introduce a prototype of a forthcoming model, the 2013 Mini John Cooper Works Countryman All4.

The JCW Countryman works with the identical all-wheel drive system as its lower-powered compatriots, so there’s nothing new to report there. But there are enough changes to warrant some attention from serious driving enthusiasts—and some similarities to a new Mini rally car purpose-built for the modern era.

First off, although the engineers shied away from revealing exact figures, we can expect that the JCW Countryman All4 will have enough horsepower and torque to justify the badge. In the other Mini JCW models, the 1.6-litre turbocharged 4-cylinder develops 208 hp and 192 lb-ft of torque. Insiders suggested that the engine in the JCW Countryman will receive/has received some additional boost to compensate for the vehicle’s added weight.

Without question, during a test drive of the prototype that ran past a number of Tyrolean villages, weight did not seem to be a factor at all. In fact, the JCW Countryman fairly jumped out of the corners and sprinted off effortlessly, the combination of the added power, increased torque and well-sorted all-wheel drive system making very light work of the snow-covered roads. (Roads, it must be noted, that were giving other vehicles all sorts of trouble.)

Still, the road-going JCW Countryman would be no match for the Mini WRC (World Rally Championship) car, which possesses more power and a different all-wheel drive system.

When Mini returned to rally competition in 2011, they made an immediate impact, to the surprise of more than a few observers. The two-car team competed in six events and scored their best finish, second at the Rallye de France Alsace, with Dani Sordo behind the wheel. In 2012, the team planned to compete in the full championship, starting with the (entirely appropriate) Monte Carlo Rally on January 18-22, before those plans were derailed for reasons that are not completely clear. (Read: It has to do with finances.)

The Mini WRC was developed to meet the FIA Super 2000 regulations, which were designed to attract more manufacturers by making the homologation process simpler and less expensive. One of the rules dictates that rally cars can run at a minimum weight of 1,200 kg—this alone gives the Mini WRC an advantage over the JCW Countryman All4, which tips the scales at 1,455 kg.

There are other differences: Although the Mini WRC works with the same engine, a Garrett turbocharger capable of up to 2.5 bar of boost has been attached; the turbo on the JCW Countryman, on the other hand, will likely be set to a maximum of 1.3 bar.

This change has made a big difference in terms of output—the WRC car develops, at minimum, 310 horsepower and 310 lb-ft of torque. Per the Super 2000 rules, the Mini WRC also features a racing clutch and a 6-speed sequential gearbox from preferred supplier Xtrac.

In addition, as the rally car will be going off-road far more frequently than the production version, the Mini WRC is equipped with permanent all-wheel drive rather than an on-demand system, and features a limited-slip differential at the front and back. (If the Mini is similar to other pro rally cars, the torque distribution is likely infinitely adjustable via the driver’s seat.)

Long story short, the 2013 Mini WRC would leave the 2013 Mini JCW Countryman All4 in its wake on any type of road surface and under any conditions. But if you strip out the production car’s interior, toss in a roll cage, apply some cool decals and a few other accoutrements, few would be the wiser.