July 16, 2011 By Leave a Comment

July 11, 2011. Sherwood Park, Alberta’s Noel Dowler returned to action in round number five of the NASCAR Canadian Tire Series this past weekend on the streets of Toronto. As part of the Toronto Indy weekend Dowler looked to continue his growth and gain more experience at the wheel of the #5 EMCO Dodge on the temporary street course.

Dowler is still getting used to the handling characteristics of these nearly 3,000 pound stock cars and learned the hard way that it’s extremely difficult to slow and stop the cars from about 150 mph on the long lakeshore road straightaway during the only practice session. “I was going too quickly into corner number three and the car went through the corner and into the run off area” said Dowler.

Sadly there was extensive damage to the #5 EMCO Dodge and the team would be forced to spend the rest of the afternoon making repairs and miss the qualifying session. “It’s not so much that we didn’t get to qualify” explained Dowler, “but I really wanted to get as much time on the track as possible” he stated.

Dowler would start the #5 EMCO Dodge at the tail end of the field for the 100km with the mission of finishing the race and absorbing as much information as he could. “I just wanted to watch the experienced drivers and learn from them and improve with each lap” said Dowler.

As the race progressed Dowler did exactly that. He showed racing smarts to never put the #5 EMCO Dodge into an uncomfortable position and continued the learning process. Noel Dowler also had the opportunity to learn from a familiar coach. His father Kevin Dowler was asked to relive another injured driver during the race and Noel was able to watch the savvy veteran. “It was really great” said the younger Dowler. “I got to follow him for quite a few laps and really learned a lot about how to handle the car” he stated.

The next event of the 2011 NASCAR Canadian Tire Series schedule for Noel Dowler takes place Saturday July 23rd at Motoplex Speedway near Vernon, BC. Dowler will participate in a total of five road and street course events, along with the two oval track races at Motoplex Speedway in Vernon, BC and Auto Clearing Speedway in Saskatoon for a total of seven races. All of the 2011 NASCAR Canadian Tire Series races will be broadcast on TSN. Check local listings for times in your area. For more information about Noel Dowler Jr. log onto www.apollomotorsports.ca

Filed Under: honda indy, honda indy toronto, Nascar, nascar canadian tire series, ncts, noel dowler
January 27, 2012 By

As a card carrying member of Generation X, by the time I was glued to car magazines in the 1980′s, I always had the impression that Chevy loathed subcompact cars. Sure, Chevy sold them, but they could never be bothered to actually design one themselves-no, it was always a rebadged Suzuki or Daewoo that were barely competitive. The thinking seemed to be ‘why should we waste our time on thin profits on small cars while we’re making a fortune selling Suburbans?’ Well, that mentality landed General Motors on their knees in front of the US Congress begging for a government bailout or face bankruptcy.

It is now 2012, and we’re living in a post-bailout GM world. Wisely, GM decided it would serve them well to design, for the first time, a subcompact car for North America. Not an afterthought. Not a lousy import with a Chevy bowtie slapped on it. For the first time, Chevy is actually being sincere about the subcompact car. Enter the Sonic. Designed in, and made in America.

The Sonic is available as a four door sedan or five door hatchback. Our test car was a four door sedan, finished in Summit White. Which was a shame, I thought, since our Sonic looked more like a kitchen appliance than an interesting car. While the sedan is a handsome car, the white literally washed out all design detail and character lines. The five door hatchback is more cutting edge, and is a real stand out with some real spicy colors available that make the Sonic stand out from the rest. I’ve seen other Sonics, and it was just unfortunate our test car looked so…average, because I know the car looks fantastic in other colors.

Thankfully, our bland wrapper revealed an interior full of character. Starting with the gauge cluster, Chevy uses an analog tachometer flanked by a digital speedometer, containing other vital information. Honda does the same thing with the Civic, but in an awkward two-tier dash. Chevy took the same concept and perfected it by going side-by-side. It’s cool, different from anything out there, and it looks far better than Honda’s application. The Sonic’s cabin is roomy, comfortable, and feels of very high quality given the price. The attention to detail here is unlike any Chevy I’ve been in. Our test car’s black and brick interior was comfortable and contemporary, even striking in appearance. I loved the contrast between the black and brick hues, along with the matching brick piped floor mats, chromed door handles and silver plastic accents all added up to a surprisingly hospitable interior, the best in its class I’ve seen yet.

In the engine room, the Sonic comes standard with a 1.8L four cylinder rated at 138hp, with a choice of a five-speed manual or six-speed automatic. There is an optional 1.4L turbocharged four cylinder, also rated at 138hp, but offers more torque and better fuel economy than the larger, normally aspirated standard engine. The turbo is available only with a six-speed manual. Our test car had the 1.8L four with a five-speed manual. For a subcompact, the Sonic is at the top of its class for power, and its light weight makes the car feel quick and nimble around town. The Sonic’s handling was perfectly competent, steering inputs positive, and the clutch and gearshift were easy to modulate. All in all, the Sonic is both an easy and fun to drive car.

The Sonic is offered in three trim levels, LS, LT, and LTZ. Our test car was the middle of the line LT. Our LT sedan has an MSRP of $15,695USD, and includes a six speaker premium audio system with CD and XM satellite radio, power windows, and power heated exterior mirrors. All Sonics come standard with ten airbags, OnStar, remote keyless entry and 15″ alloy wheels.

With the Sonic, Chevy has made a serious attitude adjustment in its approach to the subcompact car. In the past, Chevy was like the guy who showed up to your party carrying the cheapest six-pack of beer he could find. The message was ‘Well, I’m here, but I really don’t care’. Chevy has finally wised up, and instead of passing over another carmaker’s design, took ownership and delivered what is an excellent subcompact car, one I would easily recommend over the Honda Fit and Toyota Yaris. Welcome to the party, Chevy-and thanks for not going on the cheap this time!

Filed Under: checy sonic, chevy, Chevy Sonic, Featured Stories, New car reviews, New cars, Reviews
January 24, 2012 By

Back in my college days, I took a class where I lived in London, UK. Sure, I loved living in London, but I’m a car guy and wanted to take a day trip, via car. I was handed they keys to a rental Ford Escort. This was the mid-1990′s, so I really had no expectations of the car, given the Escort us North Americans were being served. I could not believe it-this was a class-leading, no-excuses compact that was comfortable, sporty, and a Ford! I thought Ford was out of their minds for not selling this car stateside instead of the lousy ‘domestic’ Escort.

Thankfully, in 1999 we met the Focus, a ‘global’ Ford that was well-received, and offered the tasteful styling, quality interior and sporty nature that reminded me of the Escort in the UK. But in 2005, it happened again. Ford rolled out a new Focus for the rest of the world that was met with critical acclaim. But we never got that car. Instead, we received a warmed-over version of the old car. Asked why we were stuck with an old Focus while the rest of the world gets the new improved model, Ford said something to the effect that it would cost too much to make here. Meanwhile, the now-dated Focus slid to the bottom of comparison tests, and then I started noticing rebates. Ford had again allowed itself to fall behind in the compact car market in North America. Again.

Good news-that changes in 2012 with the all-new Focus. That’s right, in North America we are no longer being served the equivalent of warmed-up leftovers, this is the same Focus our friends across the pond will be driving. This is a part of Ford’s “One Ford” plan, which streamlines the company’s global operations to offer a more coherent product portfolio and reduce costs. First evidence here in North America was the Ford Fiesta, now the Focus, and next the Fusion.

But back to the Focus. One look at the 2012 Focus and you instantly forget about the car it replaces. The car’s exterior has a heavy European influence, but what impressed me most was the Focus looks more like it was built for a purpose and not a price. Ford designers have proven a compact car can be practical yet offer a classy, upscale appearance as well. Our Ingot Silver five door hatchback didn’t get any stares, but during my week with the Focus I appreciated its sophisticated wrapper.

Climbing into a Focus, the immediate impression is that I’ve climbed into a larger, more expensive Fiesta. The seats were fairly comfortable, but I wouldn’t have minded greater thigh support. I particularly liked the comfortable, meaty steering wheel. Our Focus was pretty easy to get accustomed to, the controls straightforward, but what impressed me most were the quality of the materials, which are at the top of its class. We put the Focus to the test, a 500+ mile round trip from Connecticut to Pennsylvania with my wife and 5-year old son. The hatchback easily swallowed up all our luggage for the weekend. For us, the interior of the Focus showed no serious flaws. However, with the driver’s seat set for my 6’1″ frame, hopping into the rear seat behind me offered very tight quarters.

Presently, all Ford Focus’ share the same engine, a 2.0L direct injected four cylinder rated at 160hp (there is also an EV Focus). Lower trim levels come standard with a five-speed manual, with the option of a six-speed dual clutch automated manual, while higher trims get the auto only. Some buyers may be disappointed to see that despite the automated manual, Ford is not offering shift paddles. My guess is Ford did enough focus groups (no pun intended) that most buyers could care less. Despite a considerable horsepower advantage over most of its rivals, the Focus never felt any faster from my seat of the pants impression. EPA fuel economy ratings of 27/37 MPG city/highway are respectable, but just short of the Hyundai Elantra and Chevy Eco Cruze which have cracked the 40 MPG barrier. The Focus was at perfect ease chewing up the interstate, fairly quiet at cruising speed with a firm but comfortable ride and decent steering feel.

The Focus is available as a four door sedan or five door hatchback. The sedan is priced less, but offers less cargo room. For the hatchback, our test car was the SEL model, the middle of the line. Standard on the SEL was ambient interior lighting, cruise/audio controls on the steering wheel, Ford’s SYNC voice activated technology for audio/phone and other controls, universal garage door opener, fog lights and AM/FM/CD/MP3 audio. Our test car added the Winter Package (heated seats, heated mirrors with approach lighting) and 17″ alloy wheels. Including delivery, our Focus SEL rang in at $22,755USD. It bears mentioning that Ford offers an options list on the Focus that tops that of any other compact in terms of tech and luxury, but I suspect the majority of Focus buyers will spec out their cars closer to what we drove.

With the new Focus, Ford has rededicated itself to selling not just competent, but leading compact cars in North America. Its combination of slick styling, top of the class interior quality and tight ride make the 2012 Ford Focus a must-see for anyone in the market for a compact car. Ford realized a hashed over, old design can no longer cut it here, and by building the new, global Focus here has shown Ford is fully committed to not simply compete, but to lead the market.

Filed Under: Featured Stories, focus, ford, ford-focus, New car reviews, New cars, Reviews
January 23, 2012 By

Given the success of the Toyota Prius, it’s a wonder it has taken Toyota this long to build on the brand equity of the Prius name and offer an expanded line of Prius vehicles. The company has finally taken the initiative, first with the larger Prius v (which The Garage will soon be reviewing), a plug-in hybrid Prius, and, announced at the 2012 North American International Auto Show, the Prius c. The ‘c’ here stands for city, and Toyota is seeking young urban dwellers as its most desired demographic.

The Prius c certainly has a more youthful look than its big brother. Compared to the standard Prius, the Prius c is 19″ shorter and weighs 542lbs less. Power comes from a 1.5L Atkinson cycle four cylinder with a total output of 99hp, paired to a continuously variable transmission. Toyota promises fuel economy of 53/46 MPG city/highway, with a combined rating of 50MPG. Toyota claims the Prius c is the most fuel efficient car you can buy without a plug.

The Prius c will be offered in four trim levels. Standard on all models will be auto climate control, Bluetooth and a USB port. Toyota has not provided solid pricing, but did say the Prius c would start under $19,000USD. I think the idea of a smaller, more youthful Prius can only serve to help Toyota, who still struggles to shake its reputation as being a conservative car company for Baby Boomers. With its smaller size and low price, the Prius c practically puts a nail into the coffin of the Honda Insight, a car largely panned by critics, and ignored by buyers. The Prius c is expected to hit the showroom floor in March 2012.

 

Filed Under: Auto Shows, detroit auto show, New cars, News, prius, prius c, Toyota, toyota prius c, toyota-prius
January 22, 2012 By

John Cannon in the MK1 McLaren at Bridgehampton in its first race. John Dobbins looks on from behind the car.

I’m sure that any of you racing drivers out there have had an individual or two who provided advice and/or technical expertise at one time or another that was indispensable and made a significant contribution to your successes. One of those individuals for me was John Dobbins.

Dobbins, as he was called by virtually everyone, arrived in Ontario from Ulster in the late fifties. He brought old country mechanical skills which were soon being called upon by local competitors always in need of practical, dedicated and virtually free talent. He contributed significantly to early Canadian racing by preparing cars for Grant Clark and a number of early stars. One such happy racer was Len Coates whose Sprite suddenly broke 3 (or was it 2?) minutes at Mosport with a Dobbins built engine that Len described to me once as, “the best little engine my Sprite ever had.”

I met Dobbins in 1965, when I was a salesman for a British oil supplement called RedeX when he operated a BP Station on Yonge Street just below Lawrence. The details of how another young racer, Higgs Murphy, and I wound up with the keys to his station were typical of Dobbin’s relaxed attitude to life. Higgs and I had been scouting gas stations to set up a auto repair and racing shop business when I got a call from Dobbins who had been helping John Cannon campaign a low budget McLaren Mk2 in the 1965 USRRC Series. Cannon had asked Dobbins to join him for the inaugural CanAm Series. Within a day or so Dobbins had casually flipped us the keys to his business and disappeared. The story of how Higgs and I “learned” how to operate a busy British car repair shop and not so busy gas station could be another installment!

Higgs and I campaigned a very quick MGB in Ontario and Quebec regional racing in 1966. When Dobbins tired of the cross-country grind, Higgs jumped at the chance to work for Cannon. The highlight of the season for Higgs was the engine he built from “scrap” parts that powered Cannon to a win at Laguna Seca, beating the factory teams. Higgs wound up working with engine builder, Al Bartz in California and then created Canadian Racing Motors that built engines for Eppie Weitzes and George Eaton.

Dobbins prepared my MGB for an assault on the 12 Hours of Sebring in 1967. Ray Gray and I split the two factory team cars in qualifying but DNF’d with a broken hub…a long way to go for four hours of racing!

In 1968, Dobbins and I moved to a new shop on Birch Avenue in downtown Toronto where we serviced what he referred to as, “Some of Britain’s finest, built in her hour of need!” He described everything from Sprites and Minis to Jaguars and Rollers as being, “oil washed and air dried.” Our client base ranged from kids with clapped out Minis to Forest Hill residents with their Bentleys and Jags to dancers with The National Ballet with their Lotuses and Healeys.

One of our apprentice mechanics, Robert Scott who prepared my Merlyn Formula Ford in 1969, went on to work for Roger McCaig’s Can Am team and then Eppie Weitzes F5000 program.

From Birch Avenue I launched my racing business, RaceEquip, in Scarborough in 1969, but always kept in touch and consulted with Dobbins. A couple of years later fire demolished the Birch Avenue shop in which Dobbins almost died from extensive burns. When he recovered, he became a teacher at Centennial College in Scarborough. His gruff manner, vast knowledge, sense of the absurd and legendary swearing made him a favourite with students.

Dobbins died November 25, 2005, from complications brought on by a stroke.

There are mentors in our lives. Dobbins was one such for me.

Filed Under: bp, british petrolium, Featured Stories, john dobbins, john-cannon, mclaren, mclaren mk1, mgb, raceEquip, redex, usrrc, Vintage
January 20, 2012 By

When it comes to building compact cars, the past several years have not been kind to Dodge. The cute Neon won hearts in the mid-1990′s, but a lack of refinement and development caused the car the lag behind the competition. The Caliber that replaced it in 2006 was trashed by the press from the start, and buyers seemed indifferent to a compact car shaped like a small crossover, let down by a cheap interior and unimpressive drivetrain. To compete in the car business in North America, it is mandatory that you offer not just an OK, but great compact car. Chevy has the Cruze, Ford has the Focus-it’s now time to see what Dodge has to answer with.

The Garage was present and accounted for at the global premier of the 2013 Dodge Dart at the North American Auto Show in Detroit, and it was clear Dodge understood they have not been offering class-leading products, and that this is a make or break chance to be a player. And that’s only half the pressure on Dodge with the Dart. This is the first car we are seeing as a product of Fiat’s ownership of Chrysler. To say there is a heck of a lot riding on the Dart is the understatement of the year.

While the Dart will be built in the US, Dodge is proud of the car’s Italian DNA. Based on the Alfa Romeo Giulietta, the Dart was made longer and wider to better suit North American needs. And no one will mistake the Dart as anything but a Dodge, with its signature crosshair grille and Charger inspired taillamp treatment. It’s our first look at a contemporary compact Dodge. In person, the Dart is well-proportioned, attractive and sporty in appearance. The Dart should be well received in Middle Americal, but there is a distinct Euro flair never before seen in a Dodge.

The Dart will be available in five trim levels, and Dodge was quick to point out the Dart will be easy to personalize with multiple color combinations, and a plethora of Mopar accessories. Three engines will be available, starting with a 2.0L four rated at 160hp, a 1.4L turbocharged four also at 160hp, and a 2.4L four with 184hp. The normally aspirated cars will offer a choice of a six-speed manual or automatic transmissions, while the turbo is available with a six-speed manual or dual dry clutch manual automatic. The Dart will start at $15,995USD, and production is expected to start in the second quarter of 2012.

With the Dart, we finally have a Dodge compact we can get excited about, and a clear signal that Dodge gets the message that their past performance has been unacceptable. In looking at the Dart, I was impressed to the point where if it drives as well as it looks, I would consider owning one myself once the lease is up on our 2010 VW Jetta. The Dart was the media darling of the North American Auto Show this year, and during my day walking Cobo Hall in Detroit the most foot traffic I saw all day, non-stop was where the Dodge Dart was on display. The Garage will keep readers up to date as more details are released, so stay tuned!

 

Filed Under: Auto Shows, Dart, detroit auto show, Dodge, Dodge Dart, Featured Stories, New cars, News
« Older Posts