Review - Chevy Volt

As I scramble around the boat launch in Vanier Park, photographing what is likely the most important vehicle to ever come from the General, a crowd of onlookers gathers around Michael Lelli intent on learning more about the Volt I am photographing. Lelli is the Volt's Project Manager at GM, and is relishing the positive attention he and the technology his team worked so hard to create, are garnering so soon to the cars mid-2011 Canadian release.

It's been a long three years for GM as they have endured through the criticism for canceling the EV1 project, that was popularized by the documentary, “Who Killed the Electric Car?,” then surviving bankruptcy late last year. GM then took quite a bit of criticism when they unveiled the Volt concept car soon after the documentary came out, as they were accused of “greenwashing,” that the Volt was purely a PR exercise, and GM had no real interest in jumping back into the EV game.

Well, it is now 2010, Chevrolet is still alive, and have chosen the Olympics in which to display they're commitment to battery powered motoring. GM calls the Volt an “extended-range electric vehicle” (or E-REV.) This distinguishes the Volts difference from other hybrids, as it operates entirely as an electric car for the first 64 km after a full charge. After the batteries are depleted to 30% the Volts 1.4L European sourced gasoline powered engine then ignites and works as a generator to keep the batteries charged, extending the range to over 500 km.

With Nissan and Mitsubishi jumping out of the gates in the coming EV revolution, skipping the plug-in hybrid phase and opting to launch full electric vehicles, one may ask why GM are choosing not to release their grasp of the internal combustion engine? Lelli says they are not jumping to electric only drive because the Volt is marketed for use in North America, where the average commute is much higher than other markets around the world. The short range of the Battery Electric Vehicles (BEV) means your destinations may also be limited. BEV's work great in an urban environment, but when it comes to long distance travel, a E-REV driver will not have the anxiety of long drives, as the Volt has the capability of any gasoline powered car.

This has been a major focus point with GM in the design of the Volt. They want the transition from ICE to E-REV to be seamless, and this is something that shined through when I tested a preproduction version of the Volt just prior to the Olympic opening ceremonies. Other than the way its powered, the Volt drives just like any other car, if not better due to its electric motors, that produce an extremely quiet and smooth ride.

Like most modern cars, the key fob tells the car when the driver is in, and with the push of the start button, the two display screens, one for HVAC and the other for instrumentation, spark to life. The interior has a very iPodish feel to it with white and black contrasts and will sit four very comfortably with the cargo room, functionality and amenities of a typical compact sedan. The digital screen behind the steering wheel gives the driver the usual vehicular vitals but is also interactive, displaying a eco-driving gauge that shows power use as well as active hints that will pop up and help the driver become a much more efficient energy saver.

Another piece of cool-tech is the new OnStar mobile app which Volt owners can use a smartphone to access their vehicle’s current electric range and fuel efficiency. You will also be able to look up the battery’s charge level, check on what time your Volt will be finished charging, or even change charging priorities remotely with just a couple of taps. This app can also turn your phone into a key by unlocking doors or activating the remote start, once a password is punched in of course.

The cars energy is stored in a 16-kWh, “T”-shaped lithium-ion battery pack situated in what would be the transmission tunnel and under the rear seats. The Volt can be charged via its SAE approved outlet in the drivers front fender, and takes up to 8 hours to fully charge with a standard 120V outlet, or three hours with a 240V outlet and charger. With the cost of electricity in B.C. being ten cents per kWh, the Volt can be fully charged at a cost of about .50-.80 cents a day.

A major concern with building any hybrid vehicle is the sacrifice of performance for fuel efficiency. Dedicated hybrids like the Prius and Insight suffer from poor handling and acceleration due to the added weight of batteries, addition of low-resistant tires and relatively low power outputs. The shape of the Volt has a major factor in the efficiency of the vehicle. Every inch of the bodywork, underbody included has been shaped to optimally direct wind around the car in the most efficient manner, making it the most aerodynamic GM product behind the EV1. And its not to hard on the eye's either. Driving the Volt, there is a sense that this car has a fair amount of weight to it, however, the power of the electric motors more than makes up for the added weight of the batteries. Couple this with good suspension tuning and tires that sacrifice less grip, the Volt really does drive like a regular car.

With a chance for a short drive in one of the developmental test mules I was impressed with the Volts abilities. Having driven other hybrids and even BEV's, the Volt is a little more spirited. With the help of a performance mode, torque is instantaneous and fluid. GM don't have a price figure for us yet, have a goal between $30,000 and $40,000 in the US, meaning a Canadian version could start reaching north of that. Lelli also says that the Volt will not be the only E-REV to come from the company. GM are putting a lot of their cards into this technology as they have invested heavily in terms of cost and resources into the R&D. This means to recoup the costs, several other vehicles will become available in the near future with the same technology.  

History: The Original

In 1940 the world was erupting into war. At this time America was still sitting on the sidelines, however, Germany was about to start sinking American merchant vessels moving resources to Britain. Also, the Japanese were about to overrun American held Philippines, while pressure from allied countries urging the Americans to get in the game made it clear that the US couldn't stave off conflict much longer. The US Army at this time was still using the aged Ford Model-T as their General Purpose (GP) vehicles. It was clear that a new vehicle would be needed for the coming war that would require a highly mechanized force.

In June 1940, the U.S. military informed automakers that it was looking for a “light reconnaissance vehicle.” The Army invited 135 manufacturers to bid on production and developed a lengthy specification list. They wanted a vehicle with a 600-lb load capacity with a wheelbase less than 75-inches, a height less than 36-inches, a gross weight below 1,300-lb, a fold down windshield, three bucket seats and blackout driving lights. But most importantly, this vehicle needed to have a two-speed transfer case and four-wheel-drive. Only three manufacturers answered the call, Bantam, Ford and a newly reorganized company called Willys-Overland.

Willys-Overland was founded by John North Willys who bought Overland Automotive from the Standard Wheel Company back in 1908, then renamed the company Willys-Overland. During this time Willys began buying up several automotive companies to the point that they had become the second largest automaker in the US by 1918, behind Ford. However, with the great depression the company fell into bankruptcy. By 1936, they had sold off all their acquisitions to become a viable automaker once again when the Army came calling.

In the summer of 1940, Willy's along with Ford and Bantam got approval to build 7 test examples of their respective designs. The Willys prototype, named the Quad, was initially thought to be too heavy. For a second round of field testing, the Government released Bantams blueprints to both Willys and Ford sighting that Bantam did not have the resources for war-time mass production. As a result Willys incorporated several of the Bantams designs in the new Quad and the engineers stripped out all the weight they could find. Bolts were cut, sheet metal thinned and ten pounds of paint was taken off. When weighed, they had seven ounces to spare, and renamed it the “MA” for “Military" model "A." Fords prototype, the Pygmy, also benefited from the release of Bantams designs. As a result, 1,500 examples of each were built for field testing purposes.

However, by this time, the threat of war was very real, and the Army still didn't have a standardized vehicle. At the time the MA was considered more attractive mostly due to its more powerful engine. And so the War Department hastily made the decision to go with the Willys bid, but wanted all the best bits of the Ford and Bantam incorporated into the MA. With the winning bid in hand, Willys complied, modified the MA with the desirable parts from Ford and Bantam and re-designated it the MB.

While the 4,500 field test prototypes where shipped to Russia and Britain as part of the lend-lease program, Willys began production of the MB late in 1941 at the companies Toledo Factory in Ohio. After the attack on Pearl Harbor, America entered the war and production of the MB was increased to the point one vehicle was leaving the factory every minute and a half. Soon the US would find itself fighting in two theaters of war, so additional MB were built by Ford, under license to meet the demand, while Bantam was relegated to building trailers for the vehicles they had a major hand in designing. By the end of the war, Willys would produce more than 368,000 vehicles, and Ford an additional 277,000, for the Allied forces.

During the war, the MB was the lifeblood of the military, and its durability and performance proved without a doubt to be one of the major factors for winning the war. It could operate without strain from three to 60 miles per hour. It could handle a forty-degree slope, turn in a thirty foot circle, and tilt on a fifty-degree angle without tipping over. One soldier commented, “It does everything. It goes everywhere. It's as faithful as a dog, strong as a mule, and as agile as a goat. It constantly carries twice what it was designed for, and keeps on going.”

During its service in the war, the MB picked up a nick name given to it by the soldiers that drover it. Troops began calling the MB the Jeep. There is no definitive evidence as to how the name came about, but the more popular story is that when “GP” was slurred by soldiers, it sounded like they were saying jeep. Another story, says the name came from a character in the Popeye cartoon.

Willys trademarked the “Jeep” name after the war and planned to turn the vehicle into an off-road utility vehicle for the farm. As soldiers returned home from overseas, finding customers who respected the abilities of the Jeep would not be a problem. The first civilian Jeep vehicle, the CJ-2A, was produced in 1945. Willys advertisements marketed the Jeep as a work vehicle for farmers and construction workers. It came with a tailgate, side-mounted spare tire, larger headlights, an external fuel cap and many more items that its military predecessors did not include.

The CJ would continue to evolve over the years while Willys added several other versions based on the same platform. Willys came out with a delivery panel van in 1946, a one-ton pick-up version was conceived in 1947 along with a woody wagon. In 1956, a cab-over commercial truck was designed on a CJ-5 platform. Designated the FC-170, standing for “Forward Control,” due to its seating position over the front wheels for added cargo space.

Jeeps line of 4WD vehicles would become ever more popular over the years. The original little army jeep would transform into the CJ then the Wrangler. It has survived five corporate ownership changes to become the most recognizable 4WD brand. Today, the Wrangler Rubicon represents the best out-of-the-box all-terrain vehicle available on the market in North America. In it's military life, the MB would evolve into the M-38, then in 1981, the US military decided that after serving in three major wars, the little Jeep was obsolete. AM General won the contract to replace the jeep with their High Mobility Multipurpose Wheeled Vehicle, HMMWV for short. Ironically, like the Jeep back in the forties, HMMWV when slurred by an American soldier sounds like “Humvee,” and thus torch was passed to start a new era in all terrain mobility.

History: A Special Breed

Last year something special rolled across the auction block at Mecum's inaugural Monterey Auction in August. A 1965 Shelby Cobra Daytona Coupe. Accompanied by the it's designer, Peter Brock and the man who piloted the car to an FIA World Sportscar Championship, Bob Bondurant, this special piece of motoring history fetched $7.25 million USD, a new record for an American car sold at public auction. That is a massive amount of money for just on car, so one must ascertain what makes such a car so special to garner such attention.

Much like the birth of Fords GT40, the Daytona Coupe was a product built out of spite for Enzo Ferrari, and their domination of closed top GT racing. The 250 GTO won the World Manufacturer's Championship in 1962, 1963, and 1964. In order to compete with the GTO, Shelby would not only have to build a tin top, but also homologate it, requiring at least 100 examples be built. To get around the homologation issue the Coupe would be built on the original Cobra roadster chassis, which already had its papers and as such was temporarily designate the Shelby Cobra Coupe. Shelby brought in a young designer named Peter Brock to pen the lines of the Coupe, while Bob Negstad was enlisted to design the car's suspension.

It's said that Brock designed the cars silhouette by taking pictures of fellow engineer Ken Miles sitting in a roadster to get dimensions. Brock took these photo's and designed a roof line that would that would support Miles height and foot reach, and when the first copy went to the wind tunnel, the aerodynamics were considered perfect by the team. The problem was getting the car built. The creation of the body had taken so much time due to the exotic shape of the car, there was not enough skilled labour around to build the additional cars needed. Ironically, Italy is full of highly skilled coach builders that could start pumping cars out for the upcoming 1964 racing season. So with that, the original American built Coupe was sent to to Daytona to compete in its first ever race, while five other chassis' were shipped, even more ironically, to Modena, Italy where Carrozzeria Grand Sport would go on to build the rest of the six Coupes. Ironic since the remaining Daytona's were built a mere 17 km from the Ferrari headquarters, the heart of all Italia.

Meanwhile, back in Daytona, the Shelby Cobra Coupe had just won the GT class in its first ever race prompting Carroll Shelby to name the car the Daytona, and ever since the car has affectionately been know as such. The Daytona would go on to win the 1964 24h of Le Mans and 12h of Sebring, narrowly missing the overall championship won by the hated Ferrari GTO due to a cancelled race. This prompting Shelby to famously declare, “Next year, Ferrari’s ass is mine!”

1965 would see Team Shelby commit an all-out attack on the championship, now armed with four examples of the Daytona. The season was shaping up to be a great war of rivals, however the Ferrari factory decided to limited involvement in the GT category, choosing to concentrate on the more prestigious prototype category. Without the full backing from the Ferrari factory the Daytona would go on to win nearly every race to take a commanding championship win over the GTO. It is this conquering of the most feared force in sportscar racing which gives the Daytona its prestige, even if time has forgotten a few poignant details.

However, the story of the Daytona does not end here. 1965 was also a year that Goodyear was hoping to break several landspeed records with their tires. They had Bonneville scheduled in September but did not have a car, while Firestone was waiting in the wings to also take some records for themselves. A call to Shelby procured the original American built Coupe for use in the task, but with the car fitted with tires ready on the salt flats, a driver was still needed. Craig Breedlove just happened to be hanging around the area after making some speed record attempts in a jet powered car, and was enlisted to drive the Daytona last minute. After mechanics showed Breedlove how to shift the car and some minor tweaking, he went out and set 23 new records for both the tires and the Daytona.

After 1965, the Daytona was obsolete as a top level racing car, and the Shelby team's attention was shifted to improving the GT40 with a MkII variant. So with that, the Daytonas were sold off to collectors, while the lone American built car went to music producer Phil Spector. Spector was known in LA well for always racing his Daytona Coupe through the streets, collecting several speeding tickets along the way. He had so many that his lawyer demanded that he sell the car or risk loosing his license. So, he sold it to his body guard, who would later give it to his daughter Donna O'Hara as part of a divorce settlement. Well, Donna would go on to become a recluse and with the Daytona, disappeared from the public in the mid-70's. For thirty years collectors and historians feared the car lost forever when Donna's body was found, apparently deceased as a result of suicide. The lost Daytona was then discovered in a rental storage unit in California and after a long legal battle, sold to a collector in Pennsylvania.

The Daytona's life was lived hard and fast, it was hand-built, with an illustrious history full of fierce rivalry, irony, great victories and defeats, while creating great stories of survival. It is these attributes that make such a car so special while such small numbers make it the dream car of even the richest of collectors. An icon so attractive, that it forced one man to part with $7.25 million USD.

Road Trip: Grand-Saint-Bernard Pass

About The Route

Places To Stop: Pullout just over the tunnel entrance for spectacular views (27 km), Swiss Border, kiosks and Inns at the top of the Col (33 km), Pullout near tunnel ventilation shaft with a history lesson of Napoleon's expedition and great views (36 km).

Total Distance: 74.8 km

Altitude: 2,469 m

Best time to go: Pass is only open between June and September.

Starting Point: Coordinates 45°44′28″N - 7°18′51″E. Beginning in Aosta, Italy, take the E27/SS27 (Ave Grand-Saint-Bernard) north into the Alps. At 19 km, leave the tunnel route and follow SS27 over the pass. At 33 km is the summit as well as the Swiss border, the route then tracks down the Swiss side joining back up with the new route and continues on to Martigny, Switzerland.

Finishing Point: Coordinates 46°5′16″N – 7°3′19″E, Martigny, Switzerland.

Road Type: Smooth flowing two lane alpine road on Italian side that turns into a rough and narrow lane that slows due to terrain.

Warnings: Due to altitude and snowfall the pass is only open during summer months. The Swiss side of the pass has large drops with only the occasional stone to prevent long drops off the road.

Review

Who could forget the classic opening to The Italian Job. No, not Marky Mark walking through a Venetian piazza. The one from 1969 staring Michael Cain, that opened with Rossano Brazzi carving his way up an Italian Alp in a classic Lamborghini Miura to the musical mixture of a Lamborghini V-12 and the song “On days like these” performed by Matt Monro. Well, that special bit of road that Brazzi was enjoying until his untimely run-in with an ill placed bulldozer, was the Grand-Saint-Bernard Pass. After my adventure on the Col de Turini, I travelled north to experience the Grand-Saint-Bernard (lets call it the GSB) and ironically hit Turino at the hight of rush hour. Like Mini's full of gold loot, I too struggled to get my Z4 through the endless maze of traffic filled streets, for on the other side of the city lay the alps, and just beyond is the town of Aosta which leads to the hidden jewel that is the GSB.

Linking Aosta, Italy, to Martigny, Switzerland, the pass is a much more interesting alternative to the tolled tunnel that goes through the mountain. Experience has taught me when new roads are built under old ones, it’s a good sign that traffic will be light on the long road, and this was the case when I made the climb into the alpine border lands that mark the Swiss-Italian territories. Taken mid-evening on a weekday, I nearly had the entire pass all to myself, even the motorbikes and cyclists were few and far between, a trait the GSB is known for.

The route starts in the mountain valley leading north from Aosta, Italy, and begins as a winding country two-lane road. At the base of the Valais Alps, the road narrows to a single lane through a heavy wood, with rock barriers, so careful anticipation of oncoming is required. However, it all got interesting once I punched through the tree line and out into the alpine, a spectacular manmade line that traverses the side of the mountain four times before loping over the rocky crest. The expanse of the valley heeds a great view of any impeding traffic, while the narrow winding lane is littered with only a few sharp hairpins to give the driver an abundance of challenges.

Over the first crest, and I was greeted with a feast of meandering corners slowly making their way up to the famous tunnel of death just below the first peak. It is in this magnificent bowl that all the filming took place for the original Italian Job. No wonder, as this road is by far the most beautiful I've ever seen in terms of cosmetics, the route is a constant joyful challenge and the landscape is breathtaking. As I carved my way through the natural obstructions, I couldn’t help but whistle the iconic song to myself, with a disappointed look coming from my girlfriend from across the cabin. Yeah, it’s a cheese ball song, but at this particular moment in time, and in this particular place, no other song seemed worthy.

I have to hand it to the Italians, the condition of the road was immaculate, as it looked as though it just had a complete makeover prior to my arrival. The tarmac had that fresh black color with bright white lines, and the entire route up to the peak had clean, stained timber Armco barriers that acted as much of a decoration as much as a savior to the impending doom if anyone were to leave the road. Rightly so, several pullouts have been created for drivers to take a break from sweaty palm driving, to enjoy the rocky outcroppings, alpine meadows and brooks that make this place just that much more spec

ial. At the peak lies a mountain top lake, still half covered in ice, as well as the usual touristy kiosks, hotels and restaurants. Along the side of the lake sits a Swiss border guard shack, as the peak of this Alp represents the Swiss-Italian boarder, manned by two uniformed agents and a sharp looking Land Rover Defender. With a nod, I was waved through and began the decent down the Swiss side of the pass.

The Swiss side is a stark contrast to that of the Italian, as the road was very narrow, and bumpy. Nerves are tested with much larger drop offs and nothing more than a few stones planted on the side of the road to keep you alive - maybe. Arriving in Martingy, Switzerland, the end point of the pass, I had time to reflect on this beautiful stretch of road. While it may not have been the greatest driving road in the series, it still made for a truly special driving experience. Breathe taking views, great road construction, history, and a great mix of aggressive and challenging driving conditions all make the GSB is a must if you find yourself in northwestern Italy, or southwestern Switzerland.

Review: Lexus RX350

Every luxury carmaker has one, and I really can’t stand the bloody things, they drive me mad. They take the drivers concentration away from the road so you can adjust the climate to a sane level, or turn the music down, or look at a map to find out just where the hell you are. I’m talking about the on-board computer. The large computer screen in the middle of the dash that has a dictatorship over all the on-board systems, which includes some annoying puck, disc knob or lever to actuate through the maze of menu options and controls.

 

Guess what Lexus is showing off in the new RX350? You guessed it, another electronic dash dictator. But this one is different. While other systems use some foreign knob or lever that requires a weeks training to coming to terms with, Lexus has designed something that’s already familiar to your hand and mind - a computer mouse. While its not exactly the same as the one connected to your PC, it is somewhat familiar, making it easier to get the job done. And while this system is a great step forward from the old confusing way of navigating the Lexus dash, and it is one of the simplest systems out there, I still can’t but wonder what was ever wrong with knobs and dials.

Not to get on a rant lets continue with the rest of the interior. The RX offers the typical luxury appointments that will keep five adults pleasantly happy and comfortable. An optional Pre-Collision System (PCS) with Dynamic Radar Cruise Control can be used to maintain a set distance from vehicles ahead and can detect obstacles, warning the driver whether a collision is highly possible. These are the good tech goodies that I do like.

 

Open the hood and all you’re going to see is two large plastic engine covers. Now this is usually a let down because I open the hood for a reason, to get a gander at the oily bits. I don’t want to look at a sheet of plastic; I want to see the heart of the vehicle. However, in Lexus’ defense, the engine covers do serve a greater purpose, as they act as noise insulation, keeping the cabin quiet. And for those in the market for an RX350, this is a good thing… I guess. In fact, Lexus has gone to great lengths to make the cabin as quiet and peaceful as possible, even finding ways to make the intake quieter. I didn’t know intake manifolds made that much noise?

 

One surprise I found with this luxury-classed vehicle was the amount of off-road oriented features. First thing you notice when looking down at the center consol (other than the mouse) is a button to lock the new Active Torque Control AWD. That’s much beefier than the viscous units found on most luxury crossovers. Couple this with advertised approach and departure angles, and suspension that feels more multi-purpose than sports oriented, and one would start to think Lexus had visions of the back woods when completing the design engineering. And while the RX may not be trail rated so to say, this shiny collection of metallic paint and chrome can handle itself quite fine in just about everything minus a full 4WD trail.

 

Although, with this terrain versatility, comes a mushy ride, with increased body roll in the corners. While just about every other vehicle in this class boasts about their sportscar like handling, the RX’s softness can’t match the same claims. One thing it can hold its head high for however, is its silky smooth ride. This is a trait that is engineered into every Lexus that comes off the line, and the RX is no different. Along with the silence inside the cabin, the ride feels absolutely divine; proving this is what Lexus excels at.

Specs:

MSRP: $46,900

Price as tested: $62,200

Layout: Front Engine – All Wheel Drive

Engine: 3.5L V-6

Transmission: 6-Speed Automatic with manual shift

HP: 275

Torque: 257

Brakes: Four wheel ventilated discs

Curb Weight: 1,970 kg

Towing Capacity: 1,587 kg

0-100 km/h: 7.4 sec

Fuel Economy (city/hwy): 11.6/8.2L/100km

Feature: The Swiss Army Knife of Transportation

A Swiss army knife is an important piece of kit to own. It’s a single tool that is capable of serving its owner in so many ways. Anything from hunting, preparing and eating food, self-defense, hygiene, cracking a beer at a party and everything in between. However, for much larger task’s like road maintenance and repair, agricultural duties and getting much need supplies to a battlefront in rough terrain, the jack-of-all-trades has always been, and will be the Unimog.

 

Built by Daimler-Benz, the Unimog is one of the world’s most capable off-road vehicles. They are still pretty rare here in North America, as the vehicle was never sold here, however, the Unimog’s icon status in Europe has meant several private importers have been slowly trickling the specialty vehicles into the country for over a decade now. Very quickly the Unimog, both older and newer versions are becoming the darling of the off-road community, allowing four-wheelers to go deeper into the unknown.

 

The Unimog has an interesting beginning, as it’s creation mimics that of the Land Rover in several ways. After the fall of World War II, the British where looking for a vehicle that would serve both as rural transportation and take on many tasks of a tractor. With the successful Willies Jeep 4WD vehicle making a name for itself in their military, the British wanted a similarly useful vehicle of their own, creating a truck that could navigate through the rain soak rural fields, and had power take-offs to power saws, winches, mowers and just about anything that could be jimmied up to take rotational force to do a job.

 

It was around this same time that Albert Friedrich, previously the Head of Aeroengine Design at Daimler-Benz, was thinking along the same lines. He put forward a concept for a vehicle with a basic design that would be versatile for tasks of all kinds, possess superior off-road mobility with a four-wheel-drive drivetrain featuring portal gear axles and differential locks front and rear. It would also have a compact cab, outstanding robustness and power take-offs front and rear for attaching a multitude of working implements. This was the concept being thrown around as early as 1945, and was a hit at the 1948 German Agricultural Show, with 150 orders made. With that the project was streamlined for production with the Massrs. Erhard & Sons coming on as development partners.

 

The truck was given the name Unimog, which is an acronym for "UNIversal-MOtor-Gerät," or universally applicable motorized implement. An unusual name even for the Germans, but described its abilities well. The first versions were simplistic to

 say the least with a small open cab, flat bed and equal size wheels in order to be driven on roads at higher speeds than standard farm tractors. They were powered by Daimler-Benz’s 25-hp OM636 diesel engine became standard equipment in the first production, while the track width of 1,270 millimeters was equivalent to two potato rows. This was a truck aimed at the agricultural community and they embraced it, as its power take-offs allowed farmers to attach a myriad of useful machines to work in the fields and forests.

 

Production began in 1948 at the mechanical engineering factory of Boehringer in Schwäbisch Gmünd. Erhard and Sons did not have the production capacity needed, and due to wartime concessions, Daimler-Benz was not permitted to build 4WD vehicles. These laws changed with the creation of the West German Republic and the success of the Unimog prompted Daimler-Benz to take over the project completely, moving production to their Gaggenau plant in 1951.

 

1955 saw the first complete redesign of the Unimog, introducing the infamous 404. This truck would become a legend as its abilities and usefulness meant it wasn’t discontinued until 1980, with 64,242 units produced. However, this truck was geared more toward cross-country trucking rather than an agricultural implement. It featured a massive upgrade in power with a 2.2L 82 hp straight-six petrol engine mated to a synchromesh gearbox. This much larger 

 could climb a 70% grade, while capable of a 90% decent. It had a ground clearance of 40 cm, could ford nearly a meter of water, had a side slope angle rating of 46 degrees, with 46 degree approach and departure angles. Off-road abilities were coupled with a weight of 2,900 kg and a 1,500 kg payload. These numbers were impressive in 1955, and when the cold war started to pick up, West Germany began to re-arm the military, and the Unimog faired heavily in their plans. Over half of all 404’s built went to the German military while countries all over the world saw the potential of such a vehicle, snapping up nearly all the rest.

 

Over time, the simplicity, durability and down right unbeatable versatility of the Unimog continued to be a success. Exploited by both the agricultural and military industries, the commercial industry was now starting to take notice, and Daimler-Benz listened. Soon specialty vehicles could be ordered with fire fighting or ambulance kit, be configured to be a mobile workshop or weather forecasting station, or kitted for municipal and rail maintenance. The possibilities were endless, while the added go-anywhere abilities only made the choice for businesses to go mobile all the more attractive. Because of this Daimler-Benz also started to increase the production range, now building lightweight, mid-sized and heavy versions. The OM 352 diesel's now used for power introduced direct injection for the first time, raising power quickly from 70 to 80 hp to 100 hp used by a new 416 series launched at the 1969.

In 1976, the face of the Unimog changed once again with a new angular design. The new 424 was complimented by the renaming of all Unimog versions. The traditional rounded style Unimogs were designated U 600/L, U 800/L, U 900 and U 1100/L. New angular shapes were the hallmark of the Unimog U 1000, U 1300/L, U 1500 and the flagship, the U 1700/L with a 168 hp engine. The letter "L" indicated the long-wheelbase version. These new trucks feature many improvements including disc brakes for the first time.

 

Today, you can’t go anywhere in Europe without seeing a Unimog doing some kind of labour, whether it be hauling goods, cleaning tunnels and sign posts along the Autobahn or carrying troops and equipment. It is the workhorse of Europe. The latest design has been so popular that special editions such as the Funmog and the Unimog Black edition be created for wealthy eccentrics to play on their acreages. Travelers outfit all years and ranges with living quarters to explore the world over. They are used for absolutely everything, and have created a cult following.

 

Unfortunately, the Unimog is still not commercially available here in Canada, a country that would have a great use for such rugged and versatile machinery. However, it’s becoming more and more common to spot them on the roads, as importers are bringing fifteen year old vehicle into the country as they are so popular with off-roaders and small businesses that need to get equipment out into the bush or mines. Like the influx of Japanese JDM vehicles into the country, the abilities of the Unimog will be exploited.

Opinion: Who Do I Cheer For Now

As a young boy, like so many other young boys, I dreamt that one day I would own an exotic mid-engine sports car. However, while the visions of Lamborghini Countaches, Ferrari 308’s, Lotus Esprites and Porsche 959’s danced through the heads of most kids, my dream was to one day own a Toyota MR2. Yes, a little unusual maybe, but should not come as a surprise as Toyota was one of the most exciting car companies at that time. During the late 80’s, the MR2 was only one of several cars that stirred the souls of driving enthusiasts the world over. The iconic Corolla GTS, which is every bit as popular today than it, was when it showed up in show rooms for the first time. The rally bred Celica GT4 Turbo AWD that was the Subaru STi of its day. Then there was the company’s performance flagship, the Supra Turbo, Toyota’s answer to the Skyline GTR with an equally potent 3.0L Straight-six turbo. Then finally the nimble little MR2, to date still one of the most fun cars I’ve ever driven.

 

The excitement surrounding Toyota wasn’t just focused on the cars they sold, they were also a force to be reckoned with in the motorsports world. Toyota dominated just about every form of motorsports they touched. From the horrifically over powered Group C and IMSA Sports Cars, to Ivan “Ironman” Stewart thundering through the deserts of Baja, to the ultra competitive world of Touring Car racing, the screaming CHAMP cars, the mighty Supra warhorse battling 11 years strong in the Super GT series and finally the elegant GT-One that ripped through the air down the Mulsanne straight at Le Mans. When it comes to racing Toyota has always been feared and respected.

 

However, the one sport that turned the Toyota name into a legend was rallying. Here they proved to be constant contenders in three different vehicles over three decades starting with the Group 2 Corolla’s in the 70’s. Then came the lethal Group B Twin Cam Celica, giving way to one of the most iconic rally cars of all time, the Group A Celica GT4. And even when the Celica was getting old, the Corolla WRC stepped up to become one of the greatest rally cars of all time.

 

That’s damn right impressive for one carmaker, and thus the excitement surrounding Toyota lured me in and made me a fan. It is an excitement that made me dream of one day owning an MR2, rather than a Ferrari, Lamborghini or Porsche. And since the MR2 is not a high priced exotic, my dream became reality sooner than most, as I was the proud owner of my life long dream car at the age of 17. My love for that car was unmatched, as Sunday drives where now taken on a daily basis. A year later, Toyota’s enormous motorsports legacy led me to cage the little MR2 and go racing myself, competing in local rallies, then moving on to a Corolla GTS to compete at a higher level.

 

The Toyota heyday was here and strong, alas it would not last long. Toyota’s feared fleet of exciting performance driven vehicles began to fade. First the Corolla GTS, then the MR2, then the GT4 soon followed by the Supra and finally the entire Celica line itself was cut soon after the millennium. The vacuum left was filled with mass produced cars built for the masses. Cars void of any soul or character, they were designed not to stick out in a crowd, but to appeal to the mass public as a whole. Its as though the ambitious and innovative designers and engineers of the 70’s and 80’s had their leashes tightened as the bean counters took control in the corporate greed to sell sell sell, instead of supplying car loving drivers with proper equipment for a culture they love so much.

 

Fair enough, things change with times, but Toyota didn’t stop there. No, after stealing away our cars of pleasure, they then pulled a 180, declaring that they wanted to be looked at through the eyes of North Americans and thought of as a domestic carmaker. As a dedicated Toyota fan I had firmly planted my loyalties to the import side of the foreign vs. domestic brand wars. This would be Toyota’s first knife in the back. Then, to back up this claim, they entered NASCAR, a sport worshiped by the evil domestic lovers, known for being the domain for American Iron only. Yet Toyota stepped back thirty years in technological development to fight for the enemy in the roundy round championships. Knife number two.

 

In the late 90’s the Corolla and GT-One were the class of their particular fields when Toyota took certain success, and sacrificed it to jump into the horrifically expensive, nearly unwinnable series dominated by teams that have been winning for decades. It was a huge risk, but now F1 was the only form of motorsports left that I could cheer for Toyota. Despite Toyota turning their back on people like me, I still remained loyal, always watching a cheering the red and white cars for every fought after position. Despite year after year of constant disappointments I keep cheering for the company that hates me. Like a beaten dog, I keep returning to my master. And then the unthinkable happened. Late last week, word came that Toyota was leaving F1. Who do I cheer for now?

 

Like that beaten dog, I still have hope for Toyota. Talk of re-entering the WRC or the Le Mans Series have begun to resurface, but so far its only talk. But still I hope that Toyota will give me something to cheer for. As for my dream car today. Do I now want a Ferrari 458, a Porsche GT2, a Lamborghini Gallardo, a Lotus Evora, an Audi R8, a Koenigsegg CCX, or an Ascari KZ1? No, I want a white, 1989 Supercharged Toyota MR2 with T-Tops.