My review of the 2014 Grand Cherokee, from the spring 2014 issue of CAA Magazine. This was one of my favourite cars of the bunch I’ve driven over the last few months. It’s a big machine that doesn’t feel big from the behind the wheel. As well, my daughter and wife (also known as the usual passengers) loved the heated seats, entertainment system and panoramic sunroof.
Category: Driving
At first glance, the Equus Automotive Bass 770 looks like a macho mixture of a 60s Dodge Challenger and a Ford Mustang with a touch of Ferrari thrown in for good measure — and that’s exactly the point, according to Ian James, the boutique car company’s “brand ambassador” (and a race-car driver who was at the wheel for this promotional video.)
James introduced the company to a small group of journalists in Detroit at the North American International Auto Show. The Bass 770 (pronounced “base” because that’s the deep throaty sound the 770 horsepower V8 makes) is built by hand in Rochester Hills, an affluent city not far from Detroit. Production is set to start soon and the company plans to make 100 cars a year, each available for US$250,000.
Equus is owned by a “European businessman” whom James says wishes to remain anonymous. He politely refused to divulge any further details — despite repeated questions and reporters who came at the question from different angles — saying only that the businessman was bankrolling the whole thing and wanted to keep his identity hidden. Journalists were skeptical and James seemed mildly amused, repeatedly saying that yes, the businessman truly does exist; the car is truly about to go into production, at an actual facility. He even gave out the address: 2094 Bond St.
“There’s one owner. There’s no management by committee. That’s why we’ve been able to move fast,” said James.
The Bass 770 is aimed at “high net worth” people in Asia, Europe and the Middle East with a taste for American muscle cars; the kind of person “who wants the best and wants to be seen in the car.” That’s why it has borrowed design elements from Plymouth, Dodge and Ford and combined them on one vehicle, with an engine made by General Motors.
As well, the Equus logo is a galloping horse with shades of both Ferrari and Mustang and Equus itself is the name of a luxury car produced by Hyundai. James maintains despite all that the company hasn’t stepped on any of their competitors’ toes, insisting that the car has its own distinct style. “The styling looks different to everybody,” James said.
Here’s my story on James Hinchcliffe, which was published in the summer 2013 issue of CAA Magazine. I interviewed Hinchcliffe at his parents’ house in Oakville, Ont. His mom and dad were there for part of the interview and offered their own take on his racing career. He’s a good interview — smart, candid and, as most race fans know by now, funny. The interview was conducted before the start of the 2013 IndyCar season and one of the things we talked about was his focus on getting his first IndyCar win. Luckily for both of us, that happened at the first race of the season in St. Petersburg, Fla.. I rewrote a section of the story just before deadline and he, of course, enjoyed a higher profile in IndyCar and in Canadian sports. He’s since added two more wins this season, at Brazil and Iowa.
Published in Globe Drive, Sept. 8, 2012
While two class champions had already been crowned, it took until the final Labour Day race weekend of the 2012 Canadian Touring Car Championship season to decide the Touring class champion.
When the checkered flag flew on Sunday, Sept. 2, it was Damon Sharpe in a Honda Civic Si who won the final two races of the season at Calabogie Motorsports Park near Ottawa and took the Touring class championship, defeating his closest rival Michel Sallenbach of Roxton Pond, Que., in a Mini Cooper.
For Sharpe, of Tottenham, Ont., to take two Touring class wins in the final event of the season, as well as the class win in round 14 in Montreal, was vindication for a tough season.
Earlier in the season, “he couldn’t catch a break,” said series president John Bondar. Sharpe had several mechanical problems that were compounded by glitches – as when qualifying times were wiped out at the ICAR circuit due to a technical problem. “He was running well, around fourth spot, but then we had to nullify qualifying times,” said Bondar. “You could just see the disappointment on his face.”
Sharpe’s luck began to turn in Montreal and continued when he hit Calabogie. He started from the pole position and took the lead early. As Sallenbach tried to pass him, he went on to the grass, damaging his suspension and ending his race.
“I am too competitive and I know I blew it all by myself,” Sallenbach said after the race.
All Sharpe then had to do was finish the next race and the class championship would be his. But he wasn’t ready to relax just yet.
“Guys were coming up and congratulating me and I said, ‘Whoa, I still have to finish the race,’ ” said Sharpe. “Anything can happen in CTCC. The starts alone can be pretty brutal.”
He again started from the pole for the final race but then “dropped back to fourth and started to make some mistakes. I got on to the grass and got all crossed up and had to tell myself, okay, get the mistakes out of the way.” His crew told him he could take it easy and run a conservative race, but “I guess I’m not wired that way.” Sharpe went on to take the Touring class win in his first full season in the CTCC.
In Super Class, Sasha Anis of Mississauga, Ont., drove his Hyundai Genesis coupe to top spot with 1,765 points and Nick Wittmer of Vaudreuil-Dorion, Que,. was crowned B-Spec class champion with 1,404 points in his Honda Fit. Sharpe ended his season with 1,578 points.
The Canadian Touring Car Championship season began in May during the Victoria Day weekend at the Canadian Tire Motorsport Park track near Bowmanville, Ont. Drivers competed in two races in each of the eight race weekends, and the CTCC also made stops at Mont-Tremblant; as support races for the Formula One event and the NASCAR Nationwide race at Circuit-Gilles Villeneuve in Montreal before ending the season at Calabogie.
Racers are divided into three classes: the entry-level B-Spec Class features compact cars, such as the Fit and Mazda2, with stock engines; the Touring class features cars such as the Mini Cooper and Honda Civic Si with minimal modifications; while Super Class machines such as the BMW 330i and Acura RSX have powerful and heavily modified engines and advanced aerodynamics. All three classes compete at the same time on each track.
Anis dominated the season in Super class, with 15 podiums in 16 races. After a dismal season in 2011, he was primed for success in 2012.
“This was the year when everything fell into place,” he said. “The goal for Calabogie was to lead every lap and that’s what we did.” Even when Luc Lesage pushed Anis sideways early in the final race, Anis was able to hold on. “I was thinking, ‘Well, this is how my race is going to end.’ ”
Anis joked that his crew chief, Andrew Stittle, might be a good luck charm for both he and Sharpe. In addition to his crew chief role, Stittle took on the job of driving Sharpe’s transporter. Then the Tottenham driver’s luck took a turn for the better and he started to win races.
Bondar was pleased with the performance of both Anis and Sharpe.
“Sasha kind of drove away from all the other guys. There might be some jealousy but the other drivers respect him. He never does anything dumb on the track. He’s a great champion.
“Damon is an example of just a great battle back.”
For Bondar, highlights of the 2012 CTCC season include the series’ first night race at Trois-Rivieres, Que., in August and taking part in the Formula One weekend in Montreal in June. “We had some great track times for the F1 event – nothing at 8 a.m. or 6 p.m. – all of it was in front of the crowds,” he said. That weekend was capped off with a spectacular crash by Andre Rapone, which saw his B-Spec Mini Cooper launch itself off a curb, across the track and into a wall. Rapone was unhurt, but the in-car video of his crash has so far notched up more than 5,000 views on YouTube.
The series is also enjoying some more conventional video exposure through P1, a reality-based TV show on the CTCC and its drivers that airs on Sportsnet and will run until the end of 2012, and possibly into next season.
Published in Globe Drive on July 4, 2012
For the 2012 season, Canadian Touring Car Championship drivers have forsaken IndyCar in favour of NASCAR and Formula 1.
Series president John Bondar says “scheduling difficulties” prevented the series from competing in a supporting role at the Honda Indy Toronto. But those difficulties meant that the mix of amateur and semi-pro drivers will have competed twice on Circuit-Gilles Villeneuve in Montreal by the end of the season – as a supporting event during the Formula 1 weekend in June and in the upcoming NASCAR Nationwide series weekend August 16 to 18.
Driver Damon Sharpe summed up the racers’ feelings about competing before an F1 crowd just prior to the race: “There is so much history here over the years and everyone just wants to do well here.”
Plus, they’ll head for the first time to the Circuit Mont Tremblant in Quebec on July 6-8. The eight-event season, with two races at each event, began May 18-20 at the Canadian Tire Motorsport Park near Bowmanville, Ont., and ends at Calabogie Motorsport Park, near Ottawa, Sept. 1-2.
Going into Mont Tremblant, Sasha Anis of Mississauga, Ont., leads the Super class with 671 points in his G1 Racing Hyundai Genesis Coupe, followed by Philip Fayer in a Pontiac Solstice with 576 points and Anis’s G1 teammate Jonathan Rashleigh with 516 points. Atop the Touring standings sits Michel Sallenbach of Roxton Pond, Que., and his Mini Cooper S JCW with 664 points followed by Jocelyn Fecteau of Mont St-Gregoire, Que., in a Scion tC with 550 points and Paul Gravel of St-Guillaume, Que., Sallenbach’s teammate, with 536 points.
Anis credits consistent driving and a bit of luck for putting him at the top of the Super class standings. He was helped by two race wins at the ICAR circuit near Montreal on June 23 and 24 and he notched two second places in the season’s first two races at Bowmanville, then a pair of thirds during the Formula 1 weekend in Montreal. But he’s more concerned about maintaining that consistency than thinking too much about whether or not he’ll be on the top of the standings at the end of the season.
“The most important thing is winning the races and not worrying about the championship. I’m enjoying the racing,” he said. “My luck has changed this year and we have a really good car. If we’re running well and we drive well and win the championship, then great.”
Bad luck and mechanical gremlins plagued Anis last season –from being hit and spun out during a race at ICAR, to having a tie rod break and hitting the wall at Bowmanville. Then there was a turbo failure and a differential that fell off his car. “It was some really weird, crazy stuff,” he said.
Anis also has praise for many of his fellow Super drivers, especially brothers Remy Audette and Mathieu Audette in their Acura RSXs: “They were faster at ICAR and they really pushed me – they’ve got really great cars.”
Trust among drivers is key in any racing series, as drivers get to know each other and respect individual driver’s abilities, which allows them to compete and give each other racing room when necessary. But Anis admits maintaining that level of trust can be a challenge in fields of 37 cars, some driven by part-time racers who don’t compete in every race. Then there’s the crop of rookies to deal with. This year, there are 11 new drivers in the series.
“The first race all the series regulars were trying to figure out what these new guys were all about,” said Bondar. “But so far, so good.”
Some of those new guys (and at least one woman, Valerie Limoges of Shawinigan, Que.) are competing in the new B-spec class, an entry level class for subcompact cars like the Mazda2 and the Honda Fit. While Super class cars are heavily modified with advanced aerodynamics and Touring cars have some limited modifications, the B-spec cars are nearly showroom stock racers.
“They’re really low-modification, 98-101 horsepower puddle jumpers, ” said Bondar, who created the class as a low-cost entry point for new racers. The cars require safety modifications (such as a roll cage) and an aftermarket suspension kit, which runs about $2,500. “You can just bolt that on and go racing,” he said. “At the very top end, you could only expect to spend about $10,000.”
The B-spec class has proven unexpectedly competitive. The 2009 and 2010 Super class champ Nick Wittmer, of Vaudreuil-Dorion, Que. leads the B-spec pack with 694 points, followed by Simon Dion-Viens of St. Joseph de Kamouraska, Que., with 643 points and Greg Pootmans of Toronto with 437 points. All are driving Honda Fits.
Bondar admits having a former champion potentially run away with the B-spec class wasn’t the intention of the class when it was created. But, he’s pleased that it can showcase the skills of a driver like Wittmer.
“It’s all skill – he really knows how to drive. He brakes deeper and carries more speed into the corners, then he’s faster on the entrance and exits. He really is putting on a driving school.”
A piece I wrote for the Star’s Wheels section in my role as CAA Magazine editor. It was published on the web Feb. 24 and in print Feb. 25, 2012
PAUL FERRISS
EDITOR, CAA MAGAZINE
If you’re like most drivers, you’re probably wondering how to reconcile your love of the open road with your concern for the environment.
Thanks to a combination of automotive innovation, good driving habits and some old-fashioned common sense, you can enjoy the drive and worry less about its effect on the world around you.
And while you might be in the market for a hybrid Toyota Prius or a fully electric car, like the Nissan Leaf or Chevrolet Volt, know that you can still get some positive environmental mileage out of the ordinary internal-combustion machine parked in your driveway.
One of the best things you can do for any car is maintain it. Yep, it’s as simple as following your owner’s manual, checking fluid levels once a month, changing the oil at the required intervals and overall making sure everything is running as it should be — or taking it to an auto service technician when you think it isn’t.
“A poorly maintained vehicle may consume more fuel,” says Stephen Akehurst, chief, ecoENERGY Efficiency for Vehicles Program at NRCan (Natural Resources Canada).
“Poor maintenance adversely affects performance, produces higher levels of emissions and often leads to expensive repairs and low resale value.”
According to research from Desrosiers Automotive Consultants, the average age of vehicles on Canadian roads is increasing, so it only makes sense to make sure all the money we’re putting into them has some benefit for us as well as the environment.
While you’re at it, don’t neglect tires. Under-inflated tires increase rolling resistance and will negatively affect fuel efficiency. They’ll also wear faster.
“Tire pressure is a big one,” says Teresa Di Felice, director of government and community relations at CAA South Central Ontario. “That, and proper maintenance, is really important.”
Before you head out on the road, take a look at what’s inside your car, van or SUV. In addition to the important things like kids, dog, hockey equipment or groceries, you might find that a lot of extra, unnecessary stuff has accumulated inside your vehicle.
Or, you might be driving around with an empty bike or roof rack.
Remove any excess items and only install racks when you need them. The more weight you’re driving around with, the more fuel your car’s engine is going to burn.
When you do get behind the wheel, don’t just hit the gas and go — no jackrabbit starts followed by hard braking.
“The harder you accelerate, the more fuel you use,” says NRCan’s Akehurst. “In the city, where about half of the fuel you consume is used to accelerate your vehicle, you can save as much as 15 per cent by pressing the pedal gently. Imagine an open cup of coffee on your dashboard: don’t spill it!”
But don’t idle, either. Thirty seconds is about all your car needs before the engine and fuel is warmed up enough for you to get moving. And, except when you’re stuck in traffic, don’t let your car idle for extended periods. If you’re going to be stopped for more than 60 seconds, shut off the engine.
Once you get onto the highway, it’s best to maintain a constant speed of about 90 km/h. “We always say watch your speed, not just because it’s the law,” says Di Felice. “The prime highway speed is about 90 km/h; once you get above that, you’re really increasing your fuel consumption.”
On the highway, cruise control helps too, as it keeps your vehicle at a constant speed. Just remember to be aware that cruising at 70 km/h while cars around are moving at 90 km/h is unsafe.
Along with arming yourself with some DIY tips on eco-driving, it helps to use some forethought and plan your driving trips in advance, especially if you have several errands to run.
“Plan your trips accordingly, and consider if any of them are walkable or somewhere you can bicycle to,” advises CAA’s Di Felice.
“By decreasing the number of trips you take, you’re obviously reducing your fuel consumption.”
For more eco-driving tips, visit http://www.caasco.com/community/autogreen/eco-driving-tips.jsp or http://oee.nrcan.gc.ca/transportation/personal/15864
Categories
2012 Chevrolet Volt Review
Although it could be the way of the future, there’s something odd about plugging in your car. It’s like having a giant cellphone parked in your driveway, powering up. And that’s the biggest mental hurdle you need to leap when you drive a Chevrolet Volt—the way you’ve fuelled up your car since you got your driver’s license isn’t the way this machine works. Electricity is its prime propulsion method, not gasoline.
When I first picked up the Volt from a Toronto GM dealer, I was told it was charged up and ready to go. When I got in the car, however, it was down to 20 km range on the battery (with another 360 km range in the supplemental 1.4-litre gasoline-powered engine.) After a couple stops, I was down to about 12 km on the battery.
So, on my way home, I watched as the kilometres slowly ticked down on the battery display on the dashboard. There were no warning lights or alarm bells, just a matter-of-fact ticking down of numbers, 3, 2, 1 … and then, nothing. Seamlessly, the gasoline motor kicked in and the Volt and I kept moving. Had I not been watching the dashboard display I wouldn’t have noticed much except for a change in the engine note. Once the gasoline engine started it went from being nearly silent to sounding a like a small four-banger.
Once I got home, I parked the Volt for a while and then later took it out on a few more short trips, at first feeling somewhat guilty for driving an electric car on a normal 20th century internal combustion engine. That’s when I realized what sets the Volt apart from gas/electric hybrids: the Volt’s gasoline engine doesn’t drive the wheels, it instead uses a small amount of gasoline to create electricity to keep the car going.
When I plugged it in later that evening, it took about 12 hours to fully charge via a regular 120-volt household outlet (it doesn’t have to be fully depleted before being charged up). That’s not bad, but ideally GM engineers will work to reduce that time. GM does offer an optional 240-volt recharging unit that its says can charge the car in four hours. GM also claims that the Volt can run from 40 to 80 km on battery power alone, depending on cargo and outside temperature. My review model needed charging after just under 40 km following a single day of city driving.
During those drives, however, several people stopped to admire the car, which, to GM’s credit, is a handsome machine. It’s also a cleverly designed hatchback that doesn’t look like a typical hatch. Four people can sit comfortably in front and rear bucket seats—the battery stack runs up the centre of the car, taking up some foot room and dividing the four seats. But there’s also a substantial cargo area behind the rear seats. The sloping front windshield and large rear window also provide excellent visibility. The console touch screen works well but some of the touch controls on the console can be tricky unless you hit them exactly right.
Driving the Volt is a futuristic experience. Here’s hoping GM will be able to tweak the Volt’s battery to make that experience last longer.
This review originally appeared on caamagazine.ca
The Nissan Juke is a true crossover. At first glance it looks like a sporty, two-door coupe—until you notice the nearly hidden rear door handles. It also has the deep wheel wells and tall profile of a small, Jeep Wrangler-like SUV. And that’s the point. The Juke crosses over different car categories (compact car, crossover/SUV, sports car) to create an almost entirely new style of vehicle.
The base model SV with front-wheel drive is priced at $19,998. The Juke version I drove was the AWD model, which starts at $26,778. All four trim lines are equipped with a CVT (continuously variable transmission). Unlike CVTs on some other cars, the Juke’s is quiet and doesn’t drone at higher speeds. The 1.6-litre, 4-cylinder direct injection gas engine is turbocharged and provides strong acceleration and ample power, even in “Normal” mode. Two other engine modes are available with the push of a button on the centre console, Sport and Eco. In Eco mode, the engine’s power is reduced slightly to maximize fuel economy–perfect for a short daily commute.
The Juke’s exterior design is striking. Four headlights give the impression of two sets of eyes keeping watch on the road. Two of those eyes protrude longitudinally from above the front fenders with two circular lights below. But the design also creates some challenges. The low, sloping roofline that looks great from the outside also makes the back seat feel cramped, as does the way the cabin narrows towards the rear. A child can sit comfortably back there, but an adult would feel cramped on longer rides.
The interior design could use some work too. While the navigation/audio system is easy to learn, its buttons are small and hard to use while wearing gloves. Also, for a car that boasts such a high-tech look and is fitted with an array of toys, why are there no power adjustable seats? It seems odd to use a key fob and a start/stop button; change your driving mode with the push of a button and then resort to using a hand crank to adjust the seat. Speaking of the start/stop button, it’s located in an awkward location behind the windshield wiper stalk, making it hard to access without hunting around for it. Same goes for the switches for the heated seats. They’re located between the front seats in the centre console meaning the driver has to reach down and back to turn them on and off, taking their eyes off the road while doing so.
The rear backup camera (standard on the SL trim levels) is a great feature, even for a small car like the Juke. The cargo area is small, but is nicely concealed by the cargo cover and tinted windows.
Overall, if you’re looking for a family hauler, this isn’t the car for you. But if you’re looking for a small car that’s sporty enough to feel like a sports car with available AWD and the tall stance of a crossover, look closely into the four eyes of the Juke.
(This review was originally published on www.caamagazine.ca 01/27/12)
I’ve decided I want a Ford Bronco. Not the bloated monster-truck style Bronco or even the bouncy Bronco II, but the square Bronco from the mid-seventies. The one with the small tires and wheels that made it look like it was hiking up its pant legs to wade across a creek. It’s the simple design and square, rugged lines that appeal to me, and to others like newsman Chris Gailus, who, with his Bronco, was the subject of the “My Car” feature in Friday’s Globe Drive. A 1976 Bronco was even featured in the auctions section of last month’s Automobile, where a nicely restored one sold for US$37,000. And it’s also the choice of some hipsters, particularly those with a taste for classic American style and design.
I think what we all like about the Bronco are its clean lines and overall simplicity, because let’s face it, simplicity is not often found in new cars. To me, it’s a classic that’s not a classic of my father’s generation but of mine. And, like the new Range Rover Evoque, it’s a cool truck that can also be considered a really cool car.
While I still want a Porsche 911, if someone were to appear at my door and offer me a choice of a new 911 or an old Bronco, I’d take the Porsche. Then I’d sell it and buy a slightly older Porsche. Then I’d take what’s left over and buy a Bronco.
7 days, 100 cars, 3,000 km, one crazy race
Most people travel to Mexico to soak up the sun and enjoy some fruity umbrella drinks at an all-inclusive resort. A few others, though, come for the treacherous roads, day after day of high-speed driving followed by intense fatigue and, sometimes, the odd broken bone. And, if they’re really lucky, a trophy and a cold beer when it’s all over.
Those are the people who take part in races like Mexico’s La Carrera Panamericana, which during its heyday from 1950 to 1954, was a five-day, 2,000-mile race on public highways that was considered one of the most difficult and dangerous auto races in the world – right up there with the Mille Miglia and Le Mans.
It was intended as a way for the Mexican government to promote the completion of the Pan American highway, which was seen as a gateway to the country’s interior and its famous beaches. Over the course of five years, the list of drivers who competed in the race reads like a Who’s Who of racing legends: Juan Manuel Fangio, the five-time Formula One world champion, won the 1953 Pan Am driving a Lancia D-24; American F1 star Phil Hill placed second in the last event in 1954 with his co-driver, fellow F1 competitor Richie Ginther, driving a Ferrari 340 MM; racer turned car builder Carroll Shelby also took part, driving an Austin Healey. Porsche, whose cars raced in the 1952 and 1953 events, gave the Carrera name to many of its 911s following its success in Mexico. And the first race in 1950 was won by Hershel McGriff, driving an Oldsmobile 88. McGriff would go on to enjoy a long career in NASCAR, after pocketing $17,533 for his Pan Am win.
The Mexican government cancelled the race in 1955 – partly because it was expensive to operate and partly because it had achieved its goal of promoting road travel to Mexico. As well, as the race progressed and the cars went faster, fatalities rose. A total of 26 people – drivers and spectators – were killed in the five events from 1950 to 1954.
But, after a group of American and Mexican car enthusiasts got together in 1988, they revived La Carrera Panamericana as a staged rally for vintage cars in which drivers race against the clock for a week.
The cars don’t race at full speed for the entire time. Each of the seven days (or legs) are divided into driving stages: transit stages, which will take cars through regular traffic in cities and towns, and speed stages, which involves racing on closed highways.
The cars are timed as they compete in the stages. The winner (or winners) take home a trophy, but no prize money. This year, the race takes place from Oct. 21-27. It begins in Huatulco in the south of the country and ends in Zacateca, near the centre of Mexico and will cover a total of 3,000 km. There are about 100 entries to the race in 10 classes, according to North American co-ordinator Gerie Bledsoe. The race attracts a mix of professional race car drivers and adventurous amateur racers, people like the husband and wife racing team Tony and Lee-Ann Strelzow of Vancouver. The Strelzows – and four other Canadians – will once again tackle the gruelling course that nearly cost them their lives in 2009.
“We had a bad accident in ’09,” says Lee-Ann, matter of factly. “Our car was demolished when we went off a 100-foot cliff.”
The Strelzows were spared any major injuries, but their car, a 1965 Corvette, was badly damaged and their race was over. This year, they’ll race the same car, repaired and rebuilt, in the Historic C class, for cars made from 1955-1965 with V-8 or V-12 engines. So, why do it again? Both Tony and Lee-Ann say it’s a combination of the fast driving, racing competition, the welcoming Mexican people and the festival atmosphere that envelops the event.
“The people in Mexico are just really, really friendly,” says Lee-Ann. “When we get to some of the larger cities, thousands of people flock to the streets to the see the cars.”
The Strelzows both have substantial amateur racing and endurance driving experience – they’ve also taken part in the Targa Newfoundland, the Chihuaha Express race (in Northern Mexico) and recently returned from Paris where they bought a 1936 Bentley convertible to race in the 2013 Paris to Peking endurance race.
And while they are physically and mentally prepared, they know the Pan Am can be especially tough. “In the Chihuahua, you come back to the same hotel every night,” says Tony. “But in the Carerra you can arrive at the (end of the stage) at one or two in the morning, and you’ve been going 160 km/h all day. Then you can be back at six in the morning to start all over again.”
Competitors will typically drive eight to 12 legs of the total route during each of the seven days. A leg is about 35 km, but can take drivers up and down twisting mountain roads, past tiny villages or through crowded city streets. Still, the Strelzows have some good memories from the 2009 event. Tony recalls how during one stage their car overheated near a mountain peak and they coasted into a small town. The car was almost immediately surrounded by people who were eager to help and several ran off and happily returned with buckets of water.
“That kind of stuff happens all the time,” says Tony. “In the smaller towns and villages, it’s really a party atmosphere.”
The couple have blogged about their racing exploits as a way of keeping family and friends up to date on their whereabouts – and their safety. “A lot of people follow our blog,” says Lee-Ann. “But our friends, they think we’re crazy.”
To follow the Strelzows’ adventure online, click here
Published in The Globe and Mail’s Globe Drive on Oct. 19, 2011
Paul Ferriss 