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ABB Formula E Championship Double Header in NYC

July 18, 2019 by ponycargirl 1 Comment

For the third year in a row, the ABB FIA Formula-E Championship took over the cruise terminal in the Red Hook neighborhood of Brooklyn, New York for the final two rounds of the 2018-2109 season. The open-wheeled electric racing series started out with a large dose of skepticism from the motorsports world and beyond with the mid-race car switch to accommodate battery depletion. However, this is the first season racing in the Gen2 cars that have enough battery charge to last to the end of the race, thus allowing a shift towards a more traditional pit lane and track layout. Gen2 cars have a top speed of 280km/h (~173 mph), with 0-60 acceleration at about 2.5 seconds. Remaining battery power is tracked on the driver standings during the race, showing most of the competitors with between 1-3% juice remaining at the checkered flag.

The series continues to advance their unique brand melding green power, Silicon Valley tech, and going fast with the new ATTACK MODE feature for the Gen-2 cars. ATTACK MODE is in the same spirit of, for example, IndyCar’s push-to-pass, in that it gives the driver an extra 25 kW of power to drive faster and harder for several laps. In order to get that extra bit of power, the driver has to pilot through the Activation Zone while racing – and teams only get the details an hour before the race start. The caveat is that they have to drive off the racing line in order to activate so it does cost the driver seconds, and if the zone is missed – as happened earlier in the season – those seconds are hard to make up without the extra power. Making everything feel a bit more like TRON, the protective Halo lights up with blue when the car is in ATTACK MODE, and magenta when they are using the FANBOOST.

The addition of the Jaguar I-PACE eTROPHY Championship as a support series has fleshed out race days, giving spectators more sportscar racing and less lukewarm filler of previous years. The Formula-E paddocks are still not accessible for most – with limited viewing even to those with VIP tickets, but the I-PACE paddocks were connected to the E-Village and accessible to all with a ticket regardless of price point. I-PACE paddocks also aren’t like those of other series – missing are the revving engines, exhaust fumes, and clinking of metal as team engineers deftly adjust combustion engines. The quiet, air-conditioned paddocks host dormant sports cars with blinking headlights – more like charging Cybermen than sleeping beasts. Drivers for the first season came from various global series including former Formula E drivers, NASCAR Toyota, LMP2, and perhaps most famously Katherine Legge from IndyCar and the now-defunct Nissan Delta Wing program. The electric race-spec I-PACE shares the 90kWh lithium-ion battery with the production model and can reach a top speed of 121 mph. Up to 20 drivers race for 25 minutes plus one lap.

Formula-E is not without growing pains, though. Following the FIA’s decision in June to ban Nissan’s twin motor powertrains for the 2019-2020 season, NISSAN E.DAMS driver and NYC Race 1 winner Sébastien Buemi said in the post-race press conference, “It’s been a tough season, lots of discussion about our power train… it’s been really political in a bad way from my point of view…. Clearly, you know to finish second in the championship is a good reward for the team, but on the other hand I’m sad that what we used this year will be banned next year. It just disappoints me massively because Formula E is about innovation in power trains and electric mobility.” He explained further, “I just hope in the future, you know, we keep the strengths of Formula E which is to, first of all, look for the sport, you know, and not for your own interests… I’m disappointed in the calling because it’s working very well now and we will not be able to use it. Again, you know, I have to accept it, it’s a decision taken by the FIA… we’ll live with it, it’s motorsport, sometimes it happens, but yeah, it’s a bit disappointing.”

That said, the rules and regulations are otherwise working well, keeping the series competitive (sending some side-eye to you, Formula 1). While Jean-Éric Vergne (DS Techeetah) was ahead in points going into the first race, three other drivers still had the chance to take the championship – Luca di Grassi (Audi Sport Abt Schaeffler), Panasonic Jaguar Racing’s Mitch Evans, and Buemi. Unlike last year in NYC when Vergne clinched the championship on day one, Buemi won the Saturday race leaving the championship to be decided by the final race. Panasonic Jaguar Racing’s Mitch Evans was second on podium, and António Félix da Costa/ BMW i Andretti Motorsport was third.

Ultimately, Vergne did win the championship on Sunday for the second year in a row after an exciting race that ended with Envision Virgin Racing’s Robin Frijns taking the checkered flag. Alexander Sims – BMW i Andretti Motorsport in second, and Sébastien Buemi rounding out the podium in third.

ABB FIA Formula-E Championship will return to New York City for the 2019-2020 season, but only for one day – the season-ending double header will now go to London. Why, Formula E? New Yorkers finally “got” racing and showed up in droves, and now you leave us? Is it our accents? IS THE RENT JUST TOO DAMN HIGH? London doesn’t have air condition in the subway like we do, I’ve been there, I know this! Well, I’ll still be here in New York next year, taking photos as the series continues to carve out its own niche in the world of Formula racing.

NYC EPRIX – Formula e Returns to the Big Apple

July 20, 2018 by ponycargirl Leave a Comment

Despite the critics and naysayers, Formula e is sticking around. Even better, it seems to like New York City, and for the second year in a row set up a course in the Red Hook neighborhood of Brooklyn for the final two races for Season 4. There was a little less hoopla this time around, and New Yorkers flocked in the heat (and, a first for Formula e – rain!) to the 2.373km track – even if my NY brethren are still unclear on how to properly walk over the track stairs.

Because of the huge emphasis on being Green, the series ran shuttle busses to two main subway stations to encourage people to take public transportation. The track for the electric race cars is set on the large parking lot of the Brooklyn Cruise Terminal, with the narrow cobblestone feeder streets blocked to traffic. The series attracts a curious mix of race fans, techie types, and curious people just looking for something interesting to do on the weekend.

The behind-the-scenes technology is fascinating. Formula e uses 18” Michelin tyres designed specifically for the series, and can be used in both dry and rain conditions. Unlike Indy Car or Formula 1, a good portion of the sponsors are tech companies that also partner with the teams. Speaking with Patrick Hurley, Vice President and General Manager of Acronis Americas, he told me that each team generated hundreds of gigs of valuable information each day. That information needs to be saved and protected on site. Acronis partners with the Renault e.dams team to store data ranging from simulations, video feeds, and telemetry.

Most importantly – there was racing. Earlier in the year at the New York International Auto Show, inaugural champion Nelson Piquet Jr. did donuts in the Panasonic Jaguar Racing formula a car, and he was back in New York for the season finale. Last year Formula 1 driver Sébastien Buemi couldn’t make the NY race, but this year ended up winning the Pole in New York driving for Renault e.dams.

Much to the delight of the drivers, the track was changed this year – longer, wider in spots, with more turns. The longer straight into Turn 7 and out of Turn 10 actually allowed for the chance to pass, making the race more competitive and exciting. “Formula e started something completely new so all the tracks were very conservative. All the Formula e tracks are becoming faster speeds, and longer straights, less chicanes, so for this year the chicane here is quicker, and the new part allows you to have a slightly longer straight, so that’s what we need. We need longer straights, we need a little bit more fast corners,” said Lucas di Grassi, “…if you make a track without overtaking points, for example Paris, it’s very difficult to overtake. Short straights with not really much space it becomes less of a race.”

Starting out in 11^thposition, Lucas di Grassi (Audi Sport ABT Schaeffler),worked his way up over the race. It looked like the race would finish under a yellow flag after Alex Lynn crashed, but with about five minutes to go the course went green, and di Grassi took the checkered flag followed by teammate Daniel Abt and Sebastien Buemi.

After the champagne spray, Jean-Eric Vergne, TECHEETAH was crowned the season champion. “I can’t believe it – what a crazy race – god it feels good… I have waited the whole season for this. When I crossed the line I honestly didn’t know I had won. My engineer told me, ‘I guess we’ve done it,’, so I said, ‘what do you mean?’ Then Lotterer went past me and clapped, so I knew something was up. When I found out I was speechless. I enjoyed the race, but obviously, it was very tough. Some drivers were quite hard and overconsumed energy to try and not let m e by. It was actually really complicated, a real fight unlike in Zurich – today, the drivers were tougher!”

SATURDAY GALLERY (Sunday race results and gallery follows):

Sunday’s qualifying took place on a wet course after some morning rain – then the course was completely close as a thunderstorm blew through. Not the sort of electric we were looking for, but it passed over fairly quickly and the drivers headed out to the starting grid on time. TECHEETAH’s Jean-Eric Vergne crossed the finish line first, with Audi Sport ABT Schaeffler’s Daniel Abt and Lucas di Grassi in second and third, respectively, and narrowly winning the team title over TECHEETAH.

The next season should prove to be the most interesting year for the series with the Gen 2 car. Using a new battery from McLaren Applied Technologies and Atieva will allow the drivers shed their range anxiety, running the entire race in the same car – no more car changes halfway through a 45-minute race. Season 5 starts in Saudi Arabia December, 2018.

SUNDAY GALLERY:

: GEN 2

: GEN 2

: OLYMPUS DIGITAL CAMERA

Kia announces Stinger sports sedan in Detroit

January 9, 2017 by Gary Grant Leave a Comment

At the 2014 North American International Auto Show, Kia wowed journalists with the super sexy looking Kia Stinger GT4 concept. A coupe that looked poised to take on the burgeoning rear wheel drive coupe segment.

For the first time in a decade, The Garage Blog isn’t at the Detroit show, but it looks like Kia has wowed the crowd again. This time, it is with a production model for 2018 called the Stinger. This time however, it is an equally sexy performance sedan which can be had with a twin turbo V-6 churning out 365 horsepower to either the rear or all four wheels.

The target for Stinger is said to be European performance sedans. Hello BMW, you have a Korean competitor!

All of this is awesome, but I can’t help but feel a bit sad that Kia has not chosen to give us the GT4 version.

Kia Press release

Powerful all-new Fastback Sport Sedan Redefines the Kia Brand

Kia Motors follows through on the promise of a production model of the GT concept

Designed in Frankfurt, developed on the Nurburgring, industry-leading quality by Kia

DETROIT, January 8, 2017 – At an event typically dominated by introductions from American auto companies, Kia Motors America (KMA) today stole the spotlight with the world debut of the all-new 2018 Kia Stinger (hereafter Stinger) at the North American International Auto Show. A five-passenger fastback sports sedan poised to redefine a segment currently populated by European automakers, the Stinger promises to be the highest-performance production vehicle in the company’s history and is backed by Kia Motors’ industry-leading quality and reliability. Offered with multiple engine and drivetrain configurations and luxurious accommodations, the Stinger is planned to go on sale in the U.S. late this year. Pricing will be announced closer to the vehicle’s launch date.

“Unlike any Kia that has come before it, the Stinger really is a dream car for us, and here today in Detroit, that dream is now a reality after years of commitment and hard work from a passionate group of designers, engineers and executives around the world,” said Orth Hedrick, vice president, product planning, Kia Motors America. “From its GT concept-car origins to the years of tuning and refining on the legendary Nurburgring circuit, no detail was too small to be obsessed over, and the result is simply stunning.”

Instantly recognizable as a direct evolution of the concept that preceded it, the all-new 2018 Kia Stinger design was overseen by Peter Schreyer, Kia Motors’ chief design officer, and his talented team of designers in Frankfurt. Ride and handling development was looked after by Albert Biermann, head of Kia’s Vehicle Test and High Performance Development and his group of engineers in Korea and on the grueling Nurburgring racing circuit.

But what makes a true gran turismo? This question was the foundation for a years-long journey that began when the GT concept was first unveiled at the 2011 Frankfurt Motor Show. Although every Kia design study has a purpose, the GT concept was something considered by many outside the company as little more than a dream for a brand known for producing mass-market transportation rooted in value. But the GT ignited embers of passion that sparked a fire within the organization and over the next five years that fire would grow beyond fantasy and morph into reality.

Once the Stinger was green lighted, that gran turismo question became a mantra as development commenced. Coming from Kia, the design had to be bold. And it was. But it also had to be nimble and fast while also luxurious and quiet. It had to achieve the perfect balance of ride and handling and seat five comfortably with room for luggage. It had to be a lot of things, but most of all, it had to be an authentic gran turismo. And it is.

Design

Turning a concept into a production car is no small task and Schreyer looked no further than Kia’s Frankfurt studio – the birthplace of the GT concept – to bring the Stinger to life. “A true gran turismo, a car for spirited long-distance driving, is not about outright power, hard-edged dynamics and brutal styling, all at the expense of luxury, comfort and grace,” notes Gregory Guillaume, chief designer, Kia Motors Europe. “The Stinger has nothing to do with being the first to arrive at the destination – this car is all about the journey. It’s about passion.”

From its sleek front clip through its svelte flanks, and up to its powerful haunches, the Stinger exudes a muscular confidence. Key to its road presence are the rear-wheel-drive proportions; a long hood and short front overhang, an extended wheelbase to deliver a spacious cabin, and a long rear overhang with strong shoulders. The Stinger’s stance and visual balance are designed to lend the car an air of elegance and athleticism, rather than boy-racer aggression.

The wide front and rear track, along with the recessed contours along the doors, enhance the visual power of the Stinger’s shoulder line as well as its fastback silhouette. Other purely functional elements of the exterior design – the front air curtains, wheel arch gills, smooth underbody, and integrated rear diffuser – aid its aerodynamic efficiency. The rear valance houses four oval exhaust pipes. Kia’s signature ‘tiger-nose’ grille sits proudly between complex LED headlamps.

The low-slung cabin with its steeply raked windshield and backlight, sits toward the rear of vehicle, creating a fast silhouette. Inside is a space dedicated to the thrill of driving while cossetting the occupants in luxury. Available ultra-soft Nappa leather covers the deeply contoured seats and the driver’s seat has available air-cell bladders in the seatback and bolsters for optimal support and comfort. A confident dashboard creates a strong horizontal plane for the driver to work. The center console is intuitively split into two specific areas: the infotainment controls sit neatly below a large color touchscreen, while the climate and ventilation controls nestle beneath. Front and center of the driver is a thick, leather-wrapped steering wheel and a single instrument binnacle with a combination of analog and digital instrumentation. The large gauges are ringed in metal and accentuated with sweeping red needles. A color TFT screen between the gauges relays performance data such as cornering G-forces, lap times and engine-oil temperature, along with ancillary information such as the trip computer, driver settings, navigation and diagnostics. Aeronautically-inspired spoked circular vents are found front and rear and a tasteful satin chrome trim piece encircles the cabin. The effect is a feeling of cocooned intimacy. But the long wheelbase allows for generous front and rear leg room and the low seating position provides ample head room front and back.

Chassis

Joining the company from BMW in December, 2014, Albert Biermann’s first look at the Stinger signaled to him a car that had to live up to its stunning design from behind the wheel. “I think for the Kia brand, the Stinger is like a special event,” notes Biermann. “Because nobody expects such a car, not just the way it looks but also the way it drives. It’s a whole different animal.”

Setting the manufacturing hard-points of the body-in-white would define Stinger and the engineers looked carefully across a landscape dotted with contenders. At 114.4 inches, the Stinger’s wheelbase is longer than the Audi A4, Infiniti Q50, Lexus IS, BMW 4 Gran Coupe and even the Lexus GS and Mercedes CLS¹. It’s also longer overall (190.2 inches) and wider (73.6 inches) than the others in the segment, allowing for spacious accommodations. The Stinger’s cargo area is also larger than many in its class, with enough space for full-size luggage or golf bags and a power liftgate with Smart Trunk functionality is available.

Riding on a chassis comprised of 55 percent advanced high-strength steel, the Stinger provides an ultra-stiff foundation for the ride-and-handling engineers to work with. This rigidity also contributes to reduced NVH and a quiet cabin. The MacPherson front and multi-link rear suspension has been tuned to provide optimal feedback to the driver. A Kia first, ride-damping and vehicle handling traits may be modified by the driver through an electronically adjustable suspension known as Dynamic Stability Damping Control. While always reacting predictably to the driver’s inputs, depending on road conditions and driving style, the Stinger can be tuned to respond with more agility through corners as the system softens the front shocks and firms up the rear. Conversely, improved high-speed stability is achieved when the system stiffens the front shocks and softens the rear. The system is accessed through five drive modes (another Kia first): Personal, Eco, Sport, Comfort and Smart.

Standard variable ratio Rack-mounted Motor Driven Power Steering (R-MDPS) offers razor-sharp feedback through direct mounting of the electric motor on the steering rack, enhancing steering response and reducing unwanted vibration from transmitting through the column. Steering boost is also adjustable through the five selectable drive modes.

Powertrain

If the chassis symbolizes the bones of a gran turismo, then surely the available powertrains represent its heart. Oriented longitudinally and set rearward beneath the long, sculpted hood, a choice of two turbocharged engines are available.

While both engines are still under development, the standard 2.0-liter turbocharged four-cylinder Theta II engine produces an estimated 255 horsepower at approximately 6,200 rpm. Max torque of 260 lb.-ft. is available from 1,400 – 4,000 rpm. Performance credentials are further enhanced through the available 3.3-liter twin-turbo V6 Lambda II engine, which is anticipated to produce 365 horsepower at an estimated 6,000 rpm and offer max torque of 376 lb.-ft. from 1,300 – 4,500 rpm. Kia is targeting 5.1 seconds to 62 mph and a top speed of 167 mph with the twin turbocharged V6.

The Stinger features a second-generation eight-speed rear-drive automatic transmission. First offered in the K900 luxury sedan, the gearbox has been designed in-house and rewards drivers with crisp shifts and maximized fuel efficiency. More typically found in aviation- and racing-engine applications, the transmission features Kia’s first use of a Centrifugal Pendulum Absorber (CPA) torque converter to help reduce torsional vibrations through the drivetrain. Drivers can let the gearbox manage shifts on its own or may selectively run through the gears via paddle shifters mounted aft of the steering wheel. As with the suspension and steering, up to five different shift patterns may be selected through the vehicle’s electronic drive-mode system. Throttle mapping is also adjusted accordingly.

Recognizing that passionate drivers may not always reside in optimal climes, the Stinger is Kia’s first sedan available with rear- or all-wheel drive. Rear-wheel biased for optimal control in the wet or dry, the AWD system features a new Dynamic Torque Vectoring Control system which monitors driver inputs and road conditions and automatically applies power and braking force to the appropriate wheels to maintain course in adverse conditions. Rear-drive vehicles get the benefit of a mechanical limited slip differential to help evenly distribute power through the rear wheels.

A choice of alloy wheels and tires are also offered. The 2.0-liter turbocharged 4-cylinder models ride on 225/45R-18 performance tires while the 3.3-liter V6 is shod with staggered ultra-high performance rubber; 225/40R-19 in front and 255/35R-19 at the rear. Vented Brembo^®2 disc brakes are standard on the 3.3-liter twin turbo and feature quad-piston front calipers and dual-piston rear calipers.

Advanced Technology & Convenience

Offering luxurious amenities and unexpected features have become part of Kia’s DNA and the Stinger continues that tradition. Multiple Advanced Driver Assistance Systems (ADAS) seamlessly work together to enhance the driving experience.

In the United States, The National Highway Traffic Safety Administration conservatively estimates that 100,000 police-reported crashes are the direct result of driver fatigue each year³. This results in an estimated 1,550 deaths, and 71,000 injuries annually. A Kia first is the new Driver Attention Alert (DAA)⁴ system to help combat distracted or drowsy driving. The system monitors a number of inputs from the vehicle and the driver and will sound a warning chime and display a graphic in the instrument binnacle that it’s time to take a break from driving if it senses the driver’s attention level has been significantly reduced.

Forward Collision Assistance (FCA)³ with integrated Autonomous Emergency Braking (AEB)³with pedestrian detection can detect a potential collision with another vehicle or pedestrian and help bring the car to a halt. Advanced Smart Cruise Control (ASCC)³ maintains a pre-set distance between the Stinger and the vehicle in front and can bring the car to a full stop in congested traffic. Lane Keep Assist (LKA)³ actively monitors the vehicle’s intended lane and will alert the driver with an audible warning along with providing steering input to help maintain the vehicle’s position. Rear Cross Traffic Alert (RCTA)³ scans the area behind the vehicle when backing from a parking space and will alert the driver with an audible warning if cross traffic is detected.

Connectivity, entertainment and vehicle information can be as important as a dynamic driving experience and the Stinger comes to market with the latest infotainment systems. The height-adjustable color Head-Up Display (HUD)⁵ display enables the driver to see key driving information reflected on the windshield glass, including speed, turn-by-turn navigation, audio and cruise control settings and Blind Spot Detection information. Resting within the center console is a wireless Smartphone charging pad and Bluetooth^®6hands-free operation is standard while many of the vehicle’s subsystems may be accessed through the steering-wheel-mounted controls.

Long-distance travel is a hallmark of the gran turismo ownership experience and there is a trio of high-performance audio systems designed to turn the interior into a dynamic concert hall as the miles blur by. The base audio system for the 2.0-liter turbo features six-speakers and a seven-inch haptic touchscreen with the latest version of UVO, Kia’s award-winning telematics systems. The standard system found in the 3.3-liter twin turbo ups the speaker count to nine and includes an external amplifier. The available premium Harman/Kardon^®7 audio system pumps out 720 watts through an external amplifier to provide crystal-clear music. With 15 speakers and Kia’s first under-seat mounted subwoofers tucked beneath the driver and passenger seats, the system features Clari-Fi™8, a patented music restoration technology that rebuilds audio signals that are lost in the digital compression process. This technology returns a high-fidelity listening experience to any compressed digital source. The system also comes equipped with next-generation QuantumLogic™⁹ Surround Sound technology, which extracts signals from the original recording and redistributes them into an authentic, multidimensional soundstage for playback that is clear, refined and full of detail.

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Riding the BMW C evolution e-scooter prototype

October 8, 2016 by Gary Grant Leave a Comment

Gary Grant rides the BMW e-scooter in Jolly Olde England in July 2012.

This story was originally published in the print version of the Toronto Star Wheels way back in 2012. This is the first time it has appeared online.

LONDON, ENGLAND—The official slogan for the Olympic Games in London is “Inspire a Generation,” which is just what BMW intends to do with its involvement as a sponsor.

As the official automotive supplier to the Olympics, there are more than 4,000 BMW and MINI cars in London for the Games, a large portion of which are diesel- or electric-powered.

BMW Motorrad has supplied 25 motorcycles for sports that occur out on the road. The automaker was chosen for the role largely because of its commitment to being the most sustainable company, and the ability of this massive fleet to meet the emissions target of 120 grams of C02 per kilometre.

Tying in with the sustainable transportation theme, BMW Motorrad recently launched a pair of maxi-scooters leading up to a new, all-electric scooter.

To give the world a taste of what an electric scooter might be like, BMW brought a small group of journalists to London to be the first on the C evolution e-scooter.

Not scheduled to hit markets until early 2014, production versions of the C evolution don’t exist yet, so Motorrad provided five prototypes for us to ride.

Most reviews of two-wheeled vehicles are written by grizzled motorcycling riders and this was true at my first bike-related event, as I (in my 40s) was one of the youngest on hand.

But I am also a new rider, without any predisposed opinions of what a motorcycle is versus a scooter.

In reality, I suspect most buyers of BMW’s Urban Mobility offerings will be closer to my level of experience than that of a lifetime biker.

Our day began at London’s newly rejuvenated Canary Wharf, where we had our choice between the C600 Sport and the C650 GT.

This would be my first time driving or riding on the wrong side of the road, not to mention the promise of dense Olympic traffic, so I chose the smaller 600 cc machine.

It was still the biggest bike I’ve ridden. Pulling out onto the road, I was surprised to find that without a clutch and shifter, the C600 Sport is as simple as riding a bicycle.

That simplicity allowed me to concentrate on the road ahead. As we rode out towards the countryside, I was excited to notice that we crossed the Tower Bridge. Several asked if I had noticed the Olympic rings hanging overhead. Not a chance, as I was focused on the traffic on either side of me! Outside of London, I began to notice the biggest difference between our roads and theirs: the width.

In Canada, our two-lane roads are usually a car-and-a-half wide in each direction, with copious shoulder areas. In the British countryside, a two-lane road is often so narrow that two passing cars have just inches between them, while their outside mirrors are brushing the bushes. Drivers in the U.K. appear to be very aware of where their corners are and have few qualms about the tight space.

Our destination atop the petrol- powered scooter was the Aperfield Inn, a pub that sits on land that was a manor estate dating back to 1066, owned by William the Conqueror.It was a fitting setting to learn about the future of sustainable mobility.

BMW engineer, Dr. Ebner Christian, walked us around the C evolution, reminding us that these were prototype units and some features might not be quite what we could expect from a production model.

In particular, the throttle could be a bit sensitive, so cracking the throttle open from a standstill was unwise. There are only five of these and they’re worth 420,000 euros ($515,000) each.

The futuristic-looking C evolution sits lower to the ground than the combustion engine-powered maxi-scooters, making it easier for one’s feet to touch the ground while stopped.

This might seem like a little thing, but it inspires confidence.

Being gentle with the throttle at first, I found that the e-scooter was even easier to ride than the gasoline scooters. The battery (the same one used in the upcoming BMW i3 car) is down low, which makes the bike incredibly manoeuvreable at low speeds.

The peak power output of 35 kW works out to about 47 horsepower, which may not seem like a lot. But the incredible torque of the electric motor translates into a machine that goes like a scared cat, without the noise or vibration of an internal combustion engine. The manoeuvreability, coupled with instant power on tap, makes for one incredibly fun ride.

With the distances that most of us commute in North American cities such as Toronto, I am not a big fan of the limited range offered by the electric cars we have seen so far.

A drive from my home in Whitby to downtown Toronto and back would leave me stranded somewhere in Pickering.

However, most folks who get to work on two wheels are urban dwellers who don’t travel so far each day. The C evolution is able to travel about 100 km on a charge, which might be a week’s worth of travel for many potential buyers.

After being electrified, we went on a scenic ride that took us to a wonderful spot called Hever Castle. Originally built in 1270, Tudor dwellings were added in the 1500s, when the castle was the childhood home of the infamous Anne Boleyn. In more recent years, the castle was owned by William Waldorf Astor, who lavished time and money restoring the historic place to its former glory while adding grand gardens and a Tudor inspired village. Sadly, I did not meet up with the ghosts of Boleyn and King Henry VIII who are said to walk the halls.

For the ride back to London, I mounted the C650 GT, which looks more imposing than the smaller C600.

Like so many other things, size can be deceiving, as the GT is even easier to ride than the smaller Sport. That is a good thing, because I was about to experience a test of my riding like I had never imagined.

As a group of 20 or more bikes made their way toward London’s core, the traffic became denser with each block passed. As we approached the park where the Olympic equestrian competitors were assembled, the roads were well and truly blocked.

Our group threaded its way through the parked traffic. The fact that I made it through with no damage to myself or the GT is more a testament to how easy this Urban Mobility tool is to use than to my riding ability.

Automakers are struggling to find a way to connect with today’s young urban generation, many of whom have no interest in cars, nor an inclination to even get a driver’s licence.

The need to be mobile is obviously still real, and this generation puts more weight into the green factor when they finally do purchase their own method of transport.

With an easy and fun riding experience and practical storage options, BMW Motorrad’s Urban Mobility trio might just be the game-changers needed to “Inspire a Generation.”

New content!

After a very full day of riding, our group hopped on a bus and were delivered to the Olympic site. It was opening night of the Summer games and we had the opportunity to watch two women’s basketball games. While I usually would have little interest in the sport, this was a once in a lifetime opportunity to see Team GB in action on their home turf! It was a very late night, but was also an unforgettable experience!

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Higgins and Drew Dominate at New England Forest Rally

July 21, 2015 by ponycargirl Leave a Comment

For the 25th anniversary of the New England Forest Rally based in Newry, Maine – and encompassing rally stages in both Maine and near Errol, New Hampshire – speculation was high. Subaru’s rally team – Dave Higgins and co-driver Craig Drew – were so far undefeated this season, but some formidable competition was posing a serious challenge. Would the streak continue to win the championship with Adam Yeoman (2011 Rally America Rookie of the Year) and Jordan Schulze, the inimitable Ken Block with Alex Gelsomino, Dave Sterckx with Renaud Jamoul, Nick Roberts / Rhianon Gelsomino, and team mate Travis Pastrana and Chrissie Beavis in the mix?

In short – yes. And there was some bad rally juju for the others along the way. After hanging tight in second place, FY Racing’s Yeoman and Schulze were out after Stage 10 with a ball joint failure. Sterckx and Jamoul had a flat on day one and lost three minutes, then on the second day – in stage 11 of 13 – lost another two minutes to an electrical issue, knocking them out of podium contention.

As early as Stage 2, Pastrana / Beavis were facing some disappointment; the car had some frantic repairs on the side of Route 5 heading to the start of the stage, arriving around four minutes late. They couldn’t continue, however, and after a couple of donuts for the fans and marshalls hanging out at the start, it was back to service for the team – Pastrana saying that they would definitely be back on Saturday to start Stage 4.

Block and Gelsomino weren’t without their own challenges. Block struggled with some engine issues, and had to finish the sixth stage with a throttle pedal zip-tied together after losing a disagreement with a bank. Roberts / Gelsomino had a flat in Stage 1, rolled in Stage 2, then the engine lost power in Stage 5 and they couldn’t continue after stalling on the way to service.

Ultimately, Higgins and Drew handily maintained their winning streak coming in first overall to win the championship, with Block / Gelsomino in second, and Pastrana / Beavis making up some incredible time for the third place.

Beyond the battle for the top three podium spots and the chance to spray some champagne, there was a whole lot of other things going on at NEFR. Lucy Block, married to some guy named Ken, drove an Ford Fiesta R2 with the best livery this side of the Martini-inspired Porsche.

M-Sport partnered with partnered with Team O’Neil to introduce some new Fiestas to the American market with Ramana Lagemann driving a Ford Fiesta R5 2000cc, and Brendan Reeves piloting the R2 1000cc. Ken Block is also in an M-Sport, the Fiesta HFHV.

Another surprise entry to NEFR was Colombian Gustavo Yacaman, better known for driving a Ligier LMP2 in the FIA World Endurance Championship. While he competed in GRC Lites in 2013, NEFR was his first stage rally, racing in a 2WD 2009 B-Spec Honda Fit.

The New England Forest Rally is held in otherwise serene forests on either side of the Maine and New Hampshire border chock full of beautiful views, thick pine trees, lots and lots of mosquitos, deer flies, and the looming spectre of a wayward moose. Fortunately, there are way more spectators than mooses, and it gets quite crowded from the Parc Expose to the final stage. Congratulations to all winners, both national and regional – and congratulations to the New England Forest Rally for 25 years of success.

: 2015 NEFR

: Refueling

: Parc Expose

: Take Off

: The Z.

: Yacaman

: Rally

: Whoops

: Roberts / Gelsomino

: YARIS Y’ALL

: Extra racing stripes for Pastrana

: Pastrana does donuts

: Yeoman / Schulze

: Dust. And rocks.

: 420 and Burgers. Yup.

: Spectators

: UNICORNS. And ALIENS.

: The rally is over.

BMW M3 driver attacks Lebanese hill climb

July 31, 2014 by Gary Grant Leave a Comment

There are those who think they can drive, those who can drive and then there are those who are fast. You could say that Garo Haroutiounian falls into the latter category.

Watch in awe as this dude tears up the Falougha hill climb in Lebanon.

Source: YouTube via Jalopnik

Meet the Jagerbomb – E30 M3

July 29, 2014 by Gary Grant Leave a Comment

This may come as a surprise to some, but the first generation BMW M3 was the first unobtainable German car to catch my eye that wasn’t a P-car. You have to remember that in the early to mid Eighties in Ontario, Audis were garbage and by then, most BMW 2002s had succumbed to rust. Volkswagens were super cool, but also attainable enough that I had buddies who drove them.

The M3 was a revelation for what it was, as much as what it wasn’t. It was a no holds barred street fighter, built to go fast and it looked the part. For the time, the M3’s rear spoiler and fat fenders were as outrageous as those on a Subaru are today. What is wasn’t was comfortable, or quiet. It was everything that North American cars weren’t, and for that, I loved it.

I would still love to have one.

Thanks to my teenage obsession with building plastic model cars, there was one M3 race car that stood out in my mind. It was bright orange and wore advertising from the Jagermeister brand. At the time, I knew it was booze, but didn’t realize how prominent that brand would later become as party people started doing Jager shots.

The folks at the Box One Collective hooked up with CG Motorsports to have a look at their latest creation, a 500 horsepower recreation called the Jagerbomb.

Evil.

This badass 11 year old drives better than you do!

May 9, 2014 by Gary Grant 4 Comments

Earlier this morning, Ken Block’s Facebook page shared a quick clip of a 9 1/2 year old kid drifting an E30 BMW and doing a pretty darned awesome job of it. The clip was short and poor quality, so I decided to do a bit of digging. Turns out that the kid is from Cyprus and his name is Stavros Grillis. He is supposedly the youngest drifter in the World. I can’t substantiate that, but I doubt there are many other 9 year olds driving drift cars.
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Behold the awesomeness of an M3 rally car

May 6, 2014 by Gary Grant Leave a Comment

Back before 4 wheel drive monsters took over the rally scene, the stages were populated by rear wheel drive cars with the exception of Minis of course. Those cars were a thing of beauty to see when driven by a master. Swinging a rear driver down a stage road is almost more of an art than anything.

Ramana Lagemann is an artist of the first order, making a BMW M3 dance on gravel like nobody’s business. This onboard footage was shot last weekend at the Oregon Trail Rally, where Lagemann attached stage 15 as friend of The Garage Nathalie Richard calls notes from the shotgun seat. Around 3:25 the road opens up and the M3 really starts to howl.

BMW wins crash filled Continental Tire race in Daytona

January 24, 2014 by Gary Grant Leave a Comment

The first Continental Tire Sportscar Challenge is in the books following an exciting race at Daytona that saw fierce battles and lots of contact. The fifth caution period of the race came out with just 12 minutes left in the race and the race finished under yellow. The Turner Motorsport BMW of Bill Auberlen and Toronto driver Paul dalla Lana too the checkers first.

It was a tough race for some other Canadian competitors as John Farano, Frank Blanchet, Michael Valiente, Ashley McCalmont all crashed out, as did the Theetge brothers. Blanchet’s co-driver Damon Sharpe went back out after the initial incident and then was crashed out by two other cars.