Driving the BMW Bank-sponsored black BMW M3 DTM, Canadian Bruno Spengler won the second DTM round of the season at Lausitzring and thus secured a DTM race win for the brand from Munich after 20 years.
“I can hardly believe it. On Saturday, the first pole after 20 years, today the 50th DTM race win for BMW achieved by me. I had goose bumps all over. I will never forget this weekend”, the 28-year old winner said.
Photos: DTM
Behind the wheel of a DTM Mercedes AMG C-Coupé, McLaren F1 test driver Gary Paffett, who had won the season opener at Hockenheim, finished second in front of Brazilian Augusto Farfus who took third place for BMW.
In total, 72,000 spectators watched the three-way battle of the car manufacturers Audi, BMW and Mercedes-Benz in the Lausitz region in Germany.
The brand's North American branch has decided that it would stop importing Toyotas from Japan to sell them in the States, and would instead sell those units in Japan, to take profit of the strong yen.
Shigeki Terashi, president of Toyota Motor North America, said every Toyota model sold in large numbers in North America would be be built in North America - in Canada or in the States.
This decision affects the Camry, Corolla, Highlander and RAV4 models, but not the Tundra, Venza and Sienna ones, which were already solely built here.
Transition should be seamless for the Camry, of which only 11 units were assembled in Japan in 2011, but the same cannot be said of the Corolla, of which 64 000 rolled on our continent after having been born in Japan.
No date so far has been announced for the decision to come into effect.
After his success with BMW at the Lausitzring, Bruno Spengler expressed his feelings to Auto123.com.
The Canadian driver, who gave BMW its first pole position since its DTM return, has won the race despite the huge pressure put on him by Gary Paffett and his Mercedes.
Bruno Spengler leading the race with BMW. (Photo: DTM)
"We didn't expect that," told Spengler to Auto123.com.
"We really didn't expect to be able to win already in our second race. To be the first driver to take victory for BMW for its return to the DTM series makes me feel very proud, and I feel the same way I felt after my first victory at the Norisring back in 2006."
"We thought that the Mercedes cars would be quicker during the long runs, Spengler added, and Paffett put a lot of pressure on me. But I made no mistakes, and the team made a wonderful job, and had a perfect reaction after the changes of the strategies from the Mercedes team. Plus, the pit stops were very quick. That's a great day for me and the team..."
Every week, your writer spends about 2,000 kilometres driving one of the hottest and most important new cars on the road today. And I measure fuel consumption at each and every fill-up by hand.
I also complete a day of filming, complete with plenty of full-throttle camera drive-bys, in each car I test.
Justin Pritchard isn't a hypermiler - but he is fairly consistent in his inefficient driving.
Weekly, that driving takes me home from the speedy highways of central Ontario to the Northernmost point of Highway 69 in Sudbury, and then back - after a week of in-town travelling.
In the past months, I've driven numerous fuel-efficient cars and made some interesting observations comparing their real-world overall average mileage to one another.
Maybe your drive is the same as mine. Probably not. For the sake of casual comparison, here's what I've logged lately. Remember that your numbers will vary.
Photo: Hyundai
Hyundai Sonata BlueDrive: 6.2L/100km
Quite impressed, even for a hybrid. Remember: this is a big, comfortable sedan. My extended summer test consisted of about 2,400 kilometres of highway driving at high speed and minimal attempts to drive economically.
Other Hybrids? I achieved 5.3L/100km overall in a 2010 Toyota Prius, and 5.7L/100km in a 2010 Honda Insight.
Mazda3 SKYACTIV with 6-speed manual: 7.3L/100km
I was having so much fun with the slick gearbox and tidy handling that I didn't remember to drive gently. I'd bet I could get the Mazda3 SKYACTIV to tie a Volkswagen Jetta TDI for real-life mileage if I had. This tester wore snow tires and only had a few thousand kilometres on its odometer, which means there's even more room for improvement.
Volkswagen Jetta TDI with DSG: 6.9L/100km
Mid-spring test. The TDI and I did 180 kilometres before the tank even came off of empty. And that tank emptied very slowly. At the end of a highway-intensive test-drive, I was impressed with the figure I recorded, especially given the available performance.
I thought this would be the best fuel economy I'd record all year - and it almost was. For comparison, I achieved this same figure in a smart fortwo during a mid-winter test drive. And in a Honda CR-Z on a late-summer test drive.
Chevrolet Cruze Eco: 6.0L/100km
This is the most impressed I've been with overall fuel economy lately. And the Cruze Eco isn't even diesel or a hybrid. Filling up after a lengthy highway drive at a good clip, I thought the gas pump was broken when it clicked off earlier than expected. Cruze Eco did 4.6L/100km at highway speeds above the posted limit.
That's impressive. This is the gas mileage car for folks not interested in hybrid battery packs or diesel.
Scion iQ: 7.2L/100km
This little CVT-equipped, 1.3L microcar put away a test average of 7.2L/100km. That's not terrible - though given the size and power at play, I'd expected a bit better. Engine break-in wasn't complete here, and snow tires were mounted, so there's some room for improvement. Same ballpark as a Hyundai Accent.
The luxury wheel market has grown at roughly the same rate as the luxury car market. With the likes of Audi, BMW, Mercedes and Lamborghini owners slapping on dubs as though they were the ultimate expression of uniqueness and standing, wheel brands have been multiplying their high-end offerings to meet the growing demand.
Fastco is joining the party with their own line of luxury wheels called Braelin. If you know anything about Fastco, you know to expect nothing but the best.
Photo: Sébastien D'Amour/Auto123.TV
Braelin seeks to represent a new standard of excellence in every respect, from style to performance without forgetting the all-important fitment. Each and every wheel will be custom machined for the intended application.
The process began years ago with the measuring of a wide variety of individual vehicle parameters with their uber-cool proprietary 3D mapping system. You have no idea how much data they have collected over the years. We're talking millions and millions of bits and bites.
This data is then used to select the correct offset blank wheel, which in turn is drilled and milled on their Mazak 3-axis CNC mill to the precise required bolt pattern and hub bore specification.
Result? Perfectly engineered wheels for stance, performance, styling and bragging rights. You sir or madam, will have custom wheels, not some OTC schmutz that your neighbour can buy at the corner car-part shop.
To prove the potential of these wheels, we've gathered a pair of some of the hottest brass from Germany for some beauty shots and some driving footage.
Mercedes is "on the verge" of quitting formula one.
That is the alarming claim of the London newspaper The Times, in an article written by its authoritative F1 correspondent Kevin Eason.
Eason wrote that while rival top teams Ferrari, McLaren and Red Bull will get to appoint directors once F1 is floated on the Singapore exchange, Mercedes has not been extended the same offer.
"Why should Mercedes have the same deal as the others?" F1 chief executive Bernie Ecclestone is quoted as saying. "What have they done in formula one? They won a race and that is it."
That attitude, Eason argues, has left Mercedes "on the verge of quitting formula one", having apparently conducted a study into how its Brackley based works team could be withdrawn.
Eason also quoted Ecclestone as having "scoffed" at the suggestion Mercedes quitting could wipe 20 per cent off the value of F1's stock market floatation.
HOOD RIVER, Oregon - "Subaru introduces its first ever RWD sporty coupe: The BRZ!" What does Subaru know about rear-drive coupes? Are they not all about AWD and safety and fuel economy? This may be true but they were already on this path before Toyota (which owns 16% of Subaru) slipped into the picture.
Both are now benefiting from this joint adventure in their quest to regain some street-cred, much-needed in Toyota's case.
The Toyota influence
The first piece of information we must remember is that the car is a Subaru, not a Toyota, and built by Subaru in Japan. Here's the breakdown: Toyota designed the outer shell and the cabin and threw in direct injection for engineering purposes. The remainder is all Subaru.
The 2013 Subaru BRZ's sheetmetal is all win. The mid-front location of the engine allows for a sharp and low hood flanked by fenders that peak up over its edges; a very classic and distinctive feature in many performance cars. The front end fascia of the car is wider than you would imagine and, other than the wheels, is the only unique physical feature of the car compared to the 2013 Scion FR-S.
It is next to impossible to criticize the car's stance and appearance. The proportions are ideal, the track is beefy and the height is kept to a minimum. In Subaru's pre-launch research, they found that "sexy" was a widely used term to describe the car's styling. The car is hot and comes in four colours: Silver, Black, White and World Rally Blue.
Although Toyota did a great job with the out, the in is not as stellar. The steering wheel is control-free and small at 365 mm in total diameter, the seats are supportive and well bolstered. The lower marks come from the awful Pioneer audio system with its annoying double-din display and the silver island of plastic surrounding it.
Amongst the cool features of this car, the one that got my juices flowing the most, was that the door-cards and dashboard are designed and assembled in such a way as to allow for a roll cage to be installed without interference.
It is next to impossible to criticize the car's stance and appearance. (Photo: Mathieu St-Pierre/Auto123.com)
Subaru influence
Subaru is synonymous with Boxer or horizontally-opposed engines. The Subaru Boxer 2.0L (code named FA20) is the centrepiece of this car. Because of it, the BRZ has the lowest centre of gravity of any car below $75k. It is lower than that of the Mazda MX-5 and BMW M3. In fact, the 2013 Subaru BRZ's profile is lower than that of a Porsche Cayman.
The chassis on which rides the BRZ is all-new and evidently not based on any current Subaru. Fuji Heavy Industries used some seriously high-grade steels to ensure a very rigid body structure.
How does it all come together?
Extraordinarily well. The driving position is exceptional. Immediately, I felt a connection with the car the moment I dropped into the low seat and settled in. From this moment on, the 2013 Subaru BRZ is as damn near close to being plugged into your spine as any car has the right to be.
Right from take-off, I felt as though I wanted more power. I did begin my day of driving the optional 6-speed autobox. Although it works fine, includes paddle shifters, a Sport mode and matches revs on demand, it saps the BRZ and driver of their constitutional mojo. Honestly, it's good, but ticking the $1,200 automatic option is cruel to both you and the car.
With the Aisin 6-speed manual, heavily modified by Subaru, the 2013 BRZ comes alive and thanks you by showing you what it's made of. The engine sounds more raucous, power delivery feels stronger, palms get sweaty-er and the real pleasure begins.
The 2.0L (based on the FB20 from the Impreza) generates 200 hp at 7,000 rpm and 151 lb-ft of torque between 6,400 and 6,600 rpm. To get the most out of the mill, the revs have to climb and be kept high as good times start above 5,000 rpm. The 7,450-rpm redline comes in quick after peak hp but the BRZ has a programmable shift light to keep you on your toes. Here, I no longer wanted nor needed more power.
The 2.0L generates 200 hp at 7,000 rpm and 151 lb-ft of torque between 6,400 and 6,600 rpm. (Photo: Mathieu St-Pierre/Auto123.com)
It can handle anything
The roads we drove between Hood River and Grass Valley demonstrated a level of poise and comfort (not a typo) that I did not expect. The low centre of gravity limits the need for body movements and therefore a strange level of serenity exists in the cabin. Strange because ground is being covered at speed and occupants are mere centimetres above the ground.
The low centre of gravity means that the car's suspension does not need to work as hard to keep it stable. Therefore, it doesn't need to be tuned as stiffly for better ride comfort and stability. That's the equivalent of Gwyneth Paltrow being available and attracted to you at the same time. The numerous switchbacks provided ample examples of the rear-end's predictable and controlled nature. The car's a real delight to pilot.
Steering is perfectly dosed, responsive, direct and highly rewarding. Turn-in is crisp but without bite. Between the engine, sweet and slick-shifting 6-speed and chassis, the 2013 Subaru BRZ is a car that brilliantly clings to driving basics through agility and unfiltered car-driver interaction.
On the highly complex yet rewarding Oregon Raceway Park track, the BRZ revelled at the opportunity to be pushed hard. At only 1,255 kg (2,770 lb) and with a 53/47 weight distribution, the car is unfazed by the trick off-camber corners. A careful right foot keeps the sporty coupe in check. An overzealous lift-off will get the rear end to swing out when stability control is deactivated. In Sport mode, the car's nannies are forgiving and pleasure is the only order of business.
A few laps of the Oregon Raceway Track at the wheel of the Subaru BRZ.
Pleasure, for the fun of it
The 2013 Subaru BRZ delivers on the promise of being a pure driving machine. Don't be thinking that Subaru threw out its usual criteria for building cars. The 6M BRZ should consume no more than 8.5L/100km on average while the 6A is expected to best it by 1L per 100 km.
With a base price of $27,295, Subaru offers up a truckload of car and is well worth it. An extra $2,000 tacks on the Sport Tech package with dual-zone climate control, fogs, a spoiler and a few other goodies. Navigation, big brakes and a limited-slip differential are standard.
Subaru calls it the soccer player in their line-up. The STI is a football player. I call the 2013 Subaru BRZ a brilliant piece of Japanese engineering that exists for all the right reasons in a time where the art of driving is constantly being threatened.
The sitting duck is dead; at least for Brad Keselowski at Talladega.
Using a maneuver based on “geometry” he pulled away from Kyle Busch after the final restart for his second victory at the 2.66 mile oval.
In the third turn (on the second green white checkered attempt to the checkered flag) on the last lap, the final his Dodge pulled away from Busch's Toyota to for an unchallenged win, Roger Penske's first at the high banked track.
Brad Keselowski. (Photo: NASCAR)
His secret was to “run high and turn down about half a lane. It was just enough to break apart. I've been planning that move for a year and a half,” Keselowski said. He added that he was a student of the late seven-time champion, Dale Earnhardt Sr. Noting that he watched videos of the Intimidator who was a master of the restrictor plate tracks.
Busch had helped Keselowski break away from the Roush Fenway Racing duo of Daytona 500 winner, Matt Kenseth, and Greg Biffle. “ I didn't think we got connected soon enough,” Busch said at first. But they didn't stay. His problem was that he couldn't stick with Keselowski on the final lap. “Somehow driving into turn three if he did anything he was pretty smart,” Busch added “I must have screwed something up, because we got to turn three and come unhooked. Just gave the win away over there. Not sure exactly what happened.”
Kenseth who finished third in a Ford blamed himself for not paying close enough attention and losing contact with Biffle which “just cost us a shot at the win, cost Greg a shot at the win. Just didn't do a very good job of managing where he was on that last restart.”
In some ways it was a typical Talladega race with a nine-car crash on lap 141 when Aric Almirola was slowing to pit, but, he moved up the track into Dave Blaney hitting Juan Pablo Montoya.
Photo: NASCAR
And earlier in the race there were a number of engine failures due to overheating caused by NASCAR rules to discourage last year's tandem draft.
Jeff Gordon, who was involved in that wreck not of his making, said “I want to laugh about it, but I want to cry, too. It's just ridiculous we can't catch a break."
On lap 175 Casey Mears blew a left front tire causing another multicar wreck. On the restart, on lap 184, Denny Hamlin who was directly behind Keselowski's teammate, AJ Allmendinger saw an opening between the double-file lines of cars.
Allmendinger went to block but started another wreck. Allmendinger later said “I tried to block, if Denny (Hamlin) was already there, my apology.”
After the race Keselowski also apologized to former teammate, Kurt Busch, who he turned on a restart near the end of the race.
Lexus is trying to separate itself from parent Toyota Motors Corp.'s stable -- at least a little -- and come up with a global strategy that gives BMW and Mercedes-Benz owners a reason to switch.
Both the National Highway Traffic Security Association (NHTSA) and the German federal office came to the conclusion that too many accidents are caused by driver's fatigue.
While the NHTSA points out in a 2006 study that 20% of the accidents are caused by fatigue, the German office adds that the same phenomenon is the second biggest cause of accidents involving trucks.
Photo: Bosch
That's why Bosch has been working on a "sleep-o-meter", able to detect and assess the first signs of fatigue at the wheel, that should go into production later this year.
"A number of vehicles are already equipped with steering-wheel angle sensors, which work with the ESP systems," Robert Bosch France president's Guy Maugis said.
"It can easily, and cheaply, be used to detect whether or not the driver is falling asleep, which would in turn increase road safety."
The system takes into account how many times long pauses in steering-wheel movements are followed by sudden impulses. It then mixes those figures with other variables such as speed, and, when they become too frequent, lights up a little coffee cup indicator, on the dash, to tell the driver it is time to rest, but more importantly, to stop to do so.
Joey Logano used the good old slingshot to beat Kyle Busch to the checkered flag at the Aarons 312 Nationwide race at Talladega,
"Coming off turn four, I looked in the mirror and was like, 'Okay, I have a pretty good gap here.' Then I started thinking, 'Okay, when's the moment, when's the moment?' He (Busch) knew it was coming, he knew it was going to happen," said Logano.
"You're just a sitting duck when you're the leader -- Kyle was just a sitting duck."
Busch, who finished 0.034 seconds behind Logano's Toyota, agreed "you just know you're kind of a sitting duck. I just can't say enough about Joey and the guys at JGR (Joe Gibbs Racing). They pushed me to a win the last time here and gave me the chance to be in victory lane.
Photo finish (Photo: NASCAR.com)
"There's nothing I can do, it wasn't worth blocking and taking a chance of ending up in the fence or anything."
Ricky Stenhouse Junior's Ford passed Cole Witt's Chevrolet to take third place and gain the Nationwide Series points lead after Elliott Sadler had a lengthy pit stop for repairs and end up 10th.
The race finished after a second green white checker following a hard crash involving Eric McClure whose car slammed into the SAFER barrier on the inside of the main straight.
The race was red flagged for 19 minutes to extricate McClure from his damaged car. He was transported to the University of Alabama at Birmingham hospital.
"Eric is awake, alert and talking to family members. He is being kept overnight for further observation," according to a team spokesperson.
And there was more action after the race.
Danica Patrick and former Indy 500 winner, Sam Hornish Jr. were battling for 12th position at the checkered flag.
It appeared that Hornish forced Ms. Patrick high, slowing her down. After the start finish line Patrick took her car into Hornish forcing him into a minor crash. Neither were injured and NASCAR took no immediate further action.
Later Saturday evening, Steve O'Donnell, Vice President of Racing Operations at NASCAR, tweeted that NASCAR was not finished into inquiring about the incident.
"Not ignoring inquiries on 7 (Patrick), was busy with wreck post race. Will get updates to everyone."
The summer is still seven weeks away. But Talladega pole winner Jeff Gordon is already worried about the heat.
In an effort to limit tandem drafting NASCAR has made regulations that cause overheating if cars run nose-to-tail for too long.
"Those temperatures are being managed from the moment that car went on the track yesterday until the end of the race tomorrow. So, even in qualifying we were trying to manage them and not get them too hot," Gordon said after winning his 71st career pole at a speed of 191.623-mph around the 2.66 mile superspeedway.
With a forecast of even hotter weather for Sunday's race water temperatures are on every Sprint Cup driver's mind.
"Basically our entire race for 498 or whatever miles is going to be managing temperatures the best that we possibly can. I think it is going to be...
"The last thing you can do [is] pop that valve off. You pop that valve off, you start losing water, and you're in trouble," said Gordon who drives a Chevrolet for Hendrick Motor Sports.
AJ Allmendinger who was second quick, at 191.111mph, in a Penske Racing Dodge feels Sunday's race has virtually nothing to do with Saturday.
"Qualifying in the end doesn't really matter. If you get the pole, you can at least feel like you're best for a day. We'll be at the front to the back, the back to the front a hundred times during the race.
"You just hope when you're at the front, it's at the right time, at about lap 185 and you stay up there and have a chance to win the thing," Allmendinger said.
Australia's Marcos Ambrose will start third in a Ford alongside teammate, Aric Almirola.
Ralf Schumacher has tipped his brother to keep racing beyond his 44th birthday.
Schumacher's Mercedes deal runs out this year, but talks about a new contract for 2013 are yet to be discussed.
Ralf Schumacher, also a grand prix winner and six years younger than his more famous sibling, was asked by Bild am Sonntag newspaper about Michael's recent anti-Pirelli outburst.
Asked if it was an overreaction to the fact his teammate Nico Rosberg was the first Mercedes driver to win in 2012, Ralf answered: "It has nothing to do with it.
"But for sure Michael came back to celebrate successes with Mercedes. And until he succeeds, he will not give up.
"I still see a lot of fire in Michael," said Ralf Schumacher, now a DTM driver with Mercedes.
"He is pushing hard, as we saw as recently as Mugello last week."
Ralf said Mercedes' 2012 F1 car, the W03, is well built.
"I think we will see Michael on the podium soon," he insisted.
"At some point, there surely comes a point when the body can't do it any more. But when I look at Michael, that's still a few years away.
"I certainly won't be racing as long as he has," he laughed.
BMW has won its first DTM race since its return in the championship, thanks to Bruno Spengler's performance at the Lausitzring, for the championship's second round.
Bruno Spengler on his way to victory (Photo: DTM.com)
Spengler, who set the pole position on Saturday, had to fend off Gary Paffett's (C Class Mercedes) attacks from the very first lap until the finish line.
It marked BMW's first victory since the German brand made its DTM return, after a 20-year-long absence, and 50th in the championship, but also the 10th DTM win for Spengler, who moves up to third in provisional classification, even though he was forced to an early retirement after an accident in the opening round in Hockenheim one week ago.
Paffett, who started from third position, had a good start and moved up to second ahead of Augusto Farfus' BMW, who started from outside row 1. The Brazilian concluded the race in third position, ahead of Jamie Green's Mercedes, who was on his way for a podium finish until a bad pit stop put him out of contention.
Mattias Ekström was the best Audi driver, the Swede finishing fifth.
Robert Wickens, the other Canadian in DTM, was forced to retire after an technical issue on his C Class Mercedes. His was the only retirement of the race.
Race results - DTM (Lausitzring)
1 - Bruno Spengler (BMW M3) - Schnitzer - 52 laps in 1h09min45.795s
2 - Gary Paffett (Mercedes C-Coupe) - HWA + 1.019s
3 - Augusto Farfus (BMW M3) - RBM + 7.069s
4 - Jamie Green (Mercedes C-Coupe) - HWA + 7.676s
5 - Mattias Ekstrom (Audi A5) - Abt + 21.362s
6 - Timo Scheider (Audi A5) - Abt + 22.607s
7 - Martin Tomczyk (BMW M3) - RMG + 25.446s
8 - Edoardo Mortara (Audi A5) - Rosberg + 32.202s
Etc.
Championship :
1.Paffett 43 points; 2.Green 30; 3.Spengler et Ekstrom 25; 5.Farfus 15; 6.Vietoris 12; 7.Rockenfeller 10; 8.Priaulx e Scheider 8; 10.Schumacher 7, etc.
Food giant Nestle's boss has confirmed he is set to enter the world of formula one.
Austrian businessman Peter Brabeck-Letmathe confirmed to Kleine Zeitung newspaper that he has been lined up to chair the sport's parent company once it has floated on the Singapore exchange.
"That's right," said the 67-year-old.
"And it's true that I have agreed to take over the chairmanship of the supervisory board in a non-executive function.
"If formula one is to be a public company then it is important that the chairman is independent."
Brabeck-Letmathe confirmed that Bernie Ecclestone, 82, is remaining F1's chief executive.
"We certainly hope that Bernie stays healthy for a long time and can keep on working," he said.
"I am already impressed with his performance. But of course it is the task of a supervisory board to ensure the succession of a business.
"At Nestle, I have always ensured that everyone can be replaced from the executive board within 24 hours. So we need to think about how to replace Bernie Ecclestone as well."
The Porsche 911 Carrera 4 is the Porsche for Canada. Why? Traction at all four compass points - that's why.
All-wheel-drive traction = all-weather performance
Before exploring this week's tester, I want to emphasize the "grip and rip" benefit derived from the distribution of power to all four wheels. It rains a lot in Canada, and it snows a lot as well. Such conditions are not ideal for Porsche ownership unless talking about the Cayenne -- and we're not.
We are focused this week on the iconic 911 sports coupe, a car that sets performance benchmarks on dry pavement -- and that's great if living in Arizona where the sun is a sure bet. North of the 49th, the odds make Vegas look promising.
While the Carrera 4 isn't meant for heavy snow days, its all-wheel traction greatly extends its usage window to include everything else, and that's why it's Canada's Porsche. As a daily driver, which the 911 is, the Carrera 4 with proper snow tires won't be laid-up awaiting the crocuses of spring; albeit the AWD traction of the Carrera 4 is about much more than winter driving.
The Porsche 911 Carrera 4 is the Porsche for Canada. Why? Traction at all four compass points - that's why. (Photo: Rob Rothwell/Auto123.com)
Four-wheel grip and technology enhance stability
The Porsche AWD system isn't something thrown willy-nilly beneath the 911. It's a highly sophisticated setup that utilizes intelligence known as Porsche Traction Management (PTM) along with an electronically controlled multi-plate clutch combined with an automatic brake differential (ABD) and an anti-slip program (ASP).
That's a tremendous accumulation of cutting-edge technology engineered to maximize the benefit of the Carrera 4's AWD capability. And if it's not sufficient to confuse, allow me to throw in the Carrera's mechanically locking rear differential and Porsche's Stability Management program.
The point in citing this shopping list of electronics and mechanized wizardry isn't to baffle and befuddle but rather to illustrate the significance and sophistication of the Carrera 4's AWD setup.
My experience in the wet
My 2012 Carrera 4 tester was equipped with winter tires. Thanks to the abundance of grip at all four corners and the aforementioned technology, I could rocket off the line on slick pavement with nary a slip or spin from the snow tires as the full force of the Porsche powerplant exploded to life.
The degree of control the Carrera 4 provides under full acceleration in such unfavourable conditions is outstanding, whether attacking a hairpin or shooting a straight line. The Carrera 4 isn't unsettled when thrown a curve during a launch, wet or dry. It simply hunkers down and goes where it's pointed while the boxer brute behind the seat howls in delight.
The degree of control the Carrera 4 provides under full acceleration in such unfavourable conditions is outstanding, whether attacking a hairpin or shooting a straight line. (Photo: Porsche)
3.6L boxer engine strong and responsive
The 6-cylinder horizontally opposed boxer engine - for which Porsche is renowned - produces 345 hp @ 6,500 rpm and 288 lb-ft of torque @ 4,400 rpm. Power flows through a 6-speed manual gearbox or an optional 7-speed Porsche Doppelkupplung (PDK) manual gearbox with an automatic mode.
My tester was PDK-equipped, which included shift paddles to eliminate the need to remove a hand from the beautifully contoured steering wheel. The PDK is a remarkable component that provides the benefits of a manual gearbox with the ease of using an automatic transmission.
Thanks to the optional Sport Chrono Package, my tester was equipped with 'Sport' and 'Sport Plus' modes that revised engine response and vehicle damping to enhance performance and extend handling thresholds.
Sport Plus also includes Porsche's 'Launch Control' function, which allows the vehicle to literally leap off the line at 6,500 rpm, reaching 100km/h in just 4.6 seconds according to Porsche.
The 6-cylinder horizontally opposed boxer engine - for which Porsche is renowned - produces 345 hp @ 6,500 rpm and 288 lb-ft of torque @ 4,400 rpm. (Photo: Rob Rothwell/Auto123.com)
Outstanding performance in a daily driver
Everyday drivability is one of the attributes making the 911 Porsche Carrera so popular. This is an exotic vehicle that is sufficiently refined and adequately comfortable to use as a daily commuter. While the ride quality is firm, it's not punishing or race-car stiff unless the Sport Plus mode is activated.
And while it's not a particularly quiet car, the deep, symphonic engine note is pure bliss to those who care about such characteristics. My tester was tight and rattle-free, which again added to the delight it delivered day after day.
997 vs. 991
Sharp-eyed Porsche aficionados will correctly note that my 2012 Carrera 4 tester is a 997 generation 911. It will eventually be replaced by the all-new 991 generation, which was recently launched in Santa Barbara, California. I wrote a "First Impressions" review of the 991. For now though, the 2012 Carrera 4 will continue as a 997 generation.
Wrapping the 2012 Porsche 911 Carrera 4
The 911 is a masterful sports coupe that enjoys immense popularity around the globe. The Carrera 4 enables its Canadian owners to drive through some of the worst that Mother Nature assails upon our polite mild-mannered population, justly expanding the usage window of this exhilarating automotive icon.
Rubens Barrichello is still refusing to give up on his formula one career.
After a record-setting 19 consecutive seasons on the grid, the 39-year-old Brazilian lost his Williams race seat for 2012 and switched to the premier American open-wheeler series, Indycar.
"I'm enjoying it," insisted Barrichello to O Estado de S.Paulo newspaper.
"I have been welcomed and the feeling is a much more open one.
"But the fact that I keep active and am competing is, for me, still a way to be seen and to attract the eye of formula one.
"For all that I did in F1, I would be able to go back there," added the former Ferrari and Honda driver.
Six months after he was dropped by Toro Rosso ahead of the 2012 season, Jaime Alguersuari was picked up by Pirelli to drive Robert Kubica's 2010-spec Renault R30.
Alguersuari will be behind the wheel of Pirelli's "new" test car through the next development phase of the different tire compounds. So far this season, the Italian tires have had a great deal of influence on the racing, for better and for worst.
Four grands prix have crowned four different winners: tire managing is as crucial as ever in 2012. Some like it, some don't.
"No one can imagine my enthusiasm in this very moment. I'm just counting down the minutes to be behind the wheel of the most sophisticated machinery of the world. I could never imagine that I was going to miss so much the taste of Formula One," said Alguersuari about his comeback gig.
While testing for Pirelli, the 22-year-old Spaniard will keep his role with BBC Radio.
"Alongside this role I will keep my post with BBC Radio. I am really grateful to them for giving me the opportunity of joining such a professional team.
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