2012 Kia Rio SX 5-door hatchback

By Joseph Manalili

The 2012 Kia Rio SX packs quite a punch in a little package: a nicely-powered engine, great premium features, and amazing gas mileage. Combined with a price tag of around $18,000, the Rio is a terrific value and would make any young person looking for his or her first new car smile from ear to ear.

Years ago when I purchased my first car, I was perfectly content with power windows, air conditioning and pretty good gas mileage. I could only envy those with navigation, satellite radio, and leather seats. But how times have changed and in such a short time. Fast forward to the present and see how the subcompact market has grown increasingly competitive over the last few years. Such competition has, thankfully, benefited the driving public. New models feature amenities that only a few years ago would only be found in the high-end luxury models. Kia seeks to break from the pack with what may be an ideal subcompact.

The Kia Rio performed well on a week-long test drive in the city and a long highway drive up to Santa Barbara. Powered by a 1.6 liter gas direct injection four cylinder engine, the six-speed automatic transmission produces 138 horsepower. It’s quite zippy in drives through busy city streets. It weaves in and out of lanes of traffic with ease and accelerates smoothly with no hint of sluggishness or jerkiness. My test car came with 17-inch alloy wheels and a sport-tuned suspension that made long drives fun. The Rio confidently hugs the road and maintains good stability, particularly at high speeds. Braking is solid, but a little more sensitive than I prefer.

There are some negative impressions of its performance, but many cars in this class share them. While the Rio is peppy in city driving, it takes some time to build speed in the longer drives. When entering the Pasadena Freeway at a dead stop, it’s best to provide some extra cushion of time to accelerate, or else face an impending rear end problem from the fast-moving cars already on the freeway. You’ll definitely want to do that with the Rio. Plus, the engine noise is so loud that you cannot totally drown it out by blasting the radio. Although the handling is good, the tires squeal loudly when making quick turns and make you question its limits. The sport suspension takes a bit to get used to, but performs well.

The Rio provides a pretty good drive overall in the city and highway. What I find particularly satisfying with all that driving is the great gas mileage that the Rio produces. With an EPA estimated 30 mpg in the city and 40 mpg on the highway, the Rio is a commuter’s dream. However, the reality is that I was only able to get about 26-28 mpg in mixed driving conditions. That’s still pretty good, especially when gas prices are so high right now.

The Rio’s exterior features seem to be tailored for the young driver. It has sports car styling with a high rear and short back windows. A colleague commented that it seemed like the designer had drag racing in mind. This car was made for the new college graduate or young professional. The trunk was raised a bit so it seemed roomier than it probably was. It fits a couple of small suitcases but not more than that.

Interior seating is very roomy for such a small vehicle and continued the sports car theme with large front bucket seats that could be easily adjusted in various ways. My passengers seemed to have good leg room in the rear seats but a tall person might have concerns over head room. One annoyance with the car’s design is the high rear, which shortened the windows and raised the trunk reducing the driver’s view of the rear. Thankfully, Kia addresses this issue with a rear-view camera that you would not expect in a subcompact.

Speaking of not expecting, you would also not expect the Rio to also have satellite radio, Bluetooth wireless technology, leather-wrapped steering wheel, USB jacks, and remote keyless entry. Yet it has these and many other features. The Bluetooth is particularly nice, because it’s easy to set up, make phone calls and play all my favorite songs right from my phone without any wires. Plus, the touchscreen interface made programming user-friendly. The climate controls and other items on the dashboard were easy to find and use.

Kia has produced a great subcompact at an incredible value with the 2012 Rio. With many features usually reserved for higher end vehicles, the Rio is a great first car or commuter vehicle. It also has an amazing warranty of 10 year/100,000 miles limited powertrain and 5 years/60,000 miles for roadside assistance. It’s definitely a car to look at carefully if you’re in the market for a subcompact.

For more information about Kia products, go to www.kia.com

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SPECIFICATIONS

Name of vehicle:
2012 KIA Rio 5-Door Hatchback

Price:
$13,600 (base)
&17,700 (SX model, as tested)

EPA fuel economy ratings (miles per gallon)
30 city/40 highway

Engine:
1.6 liter DOHC 16-valve direct injection four-in-line with variable valve timing

Horsepower:
138 @ 6300 rpm

Torque:
123 pound-feet @ 4850 rpm

Transmission:
Six-speed automatic with sequential shifting manual mode

Drive configuration:
Front-wheel drive

Steering:
Power-assisted rack and pinion

Suspension:
Front independent MacPherson struts with stabilizer bar
Rear torsion beam with stabilizer bar
Electronic stability control, Traction control, and Electronic brakeforce distribution

Wheels and tires:
17 X 6.5 alloy wheels and 205/45R17 all-season tires

Dimensions
Length: 159.3 inches
Width: 67.7 inches
Height: 57.3 inches
Curb weight: 2483 pounds

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Ford Motor Company's Alan Mulally (photograph by Stuart Isett/Fortune Green)

By John Grafman

Clearly, the message hasn’t gotten out to everyone. Business as usual isn’t going to cut it in the future as the population increases. Nine billion people on the face of the earth using the same limited resources is going to be more challenging if not downright troublesome.

There are those that scoff at the notion that we’re on a slippery slope. Do we really need to take extreme measures on air and water quality, food sources, and energy? The public might not be totally convinced. But, kicking the can another ten years down the road and finding we are too far-gone to recover is not an acceptable approach. Try explaining to your children or grandchildren why we didn’t do what we could when we had the chance.

Long before we get to the point of exhausting resources, it wouldn’t be surprising if people or even countries take up arms in a quest to secure these vital resources. If developing countries, including China, begin to consume like western countries, it might not come close to the prior estimates of having roughly 100 years of petroleum left. Furthermore, as we have already picked the low hanging fruit, or in this case petroleum, the rest will be more difficult and expensive to extract. And unless we are really shortsighted, 100 years is really a blink in time. And then what?

Mercifully, there are some solutions. At the fifth annual Fortune Brainstorm Green conference in Laguna Niguel, California, a few hundred CEOs, VPs and assorted executives convene to forge a path to a sustainable future.

American Honda Motor Company's Robert Bienenfeld (photograph by Stuart Isett/Fortune Green)

It’s easy to question the sincerity of the companies taking part in many of the recent wave of green-related seminars, conferences, conventions and the like. After all, numerous companies just want to be tagged as being green, regardless if they are seriously undertaking necessary changes. However, with the keynote being provided by Alan Mulally, CEO of Ford, it does elevate the importance of Fortune Brainstorm Green. This isn’t softball, this is the big league! After all, Alan could find something more productive to do with his time if this wasn’t high on his agenda.

Alan, in a very respectful, almost school boyish manner, is only too happy to cover Ford’s challenges over the past few years. In particular, Mr. Mulally reflected on how he came into the blue oval from Boeing and carved a path towards Ford’s survival. Believe it or not, he outlined and doodled his plan to profitability on a single sheet of paper at the time he became CEO. He still carries that paper with him today folded up in his wallet.

Part of that plan called for elimination of all the brands that were not at the core of Ford. So, such glorious companies like Aston Martin, Jaguar, Land-Rover, and Volvo were all sold off. This stemmed the drain on financial resources.
In addition, Alan also understood that the market is changing, and consumers are across the board shifting their collective buying habits and opting for smaller cars. Thereby, cars like the Crown Victoria are being phased out, as cars like the Fiesta are now being developed.

Also, it wasn’t clear what consumer preferences would be, so the upcoming models needed to be engineered to accept different powertrains from the start. We are seeing the results today with the Ford Focus available with an efficient gas engine, a hybrid, and an electric.

The good news keeps coming as Alan explains how a new deal with Dow Chemical is going to further advance all personal transportation from Ford and Lincoln. Taking a page from Colin Chapman of Lotus, FoMoCo is going light, as in bringing carbon fiber to the masses. The reduction of mass will allow for greater efficiencies regardless of the powertrain.

Li and Crane (photograph by Stuart Isett/Fortune Green)

Ford will be reducing the number of large pick-up truck models to just a couple of choices. This is much more efficient from a production standpoint, as well as being able to comply with CAFE (corporate average fuel economy) standards.
While the car companies are at the front line when it comes to sustainability, the representation is relegated to just a couple companies, including Thomas Baloga, Vice President of Engineering, U.S. of 
BMW of North America, Stella Li, President of BYD, and Robert Bienenfeld, Senior Manager, Environment and Energy Strategy, Product Regulatory Office, American Honda Motor Co., Inc., as well as the previously mentioned Ford. Almost all companies are investing in alternative energy powertrains of all types, but it’s clear that for the near future transportation companies will be targeting electric vehicles.

BYD (Build Your Dreams) is planning on bringing its 100 percent electric vehicles over from China in the near future. Given China’s huge, forthcoming need for personal transportation, it makes sense to get on the alternative vehicle bandwagon as soon as possible.

However, as illuminating as the automotive companies are, the energy companies are really the ones to watch. Fortune Brainstorm again has a number of key players in the energy sector attending. But, the solution from their point of view is not what most people would expect. With the cost of natural gas relatively low in comparison to other sources, they’re betting on this as the next big thing.

The bad news is, even the energy companies see this as a short-term solution bridge to keeping America on the path towards being self-sufficient. Ultimately, the plan is to continue to forge ahead with unlimited energy sources like solar and wind.

The Fortune Brainstorm panels cover a wide range of subjects, and speakers like Scott Griffith, Chairman and CEO, Zipcar. Clearly, companies such as Zipcar need to maintain profitability, but if they can’t solve our global concerns then they really aren’t successful. So, many are finding a way to combine traditional ideas, while incorporating forward thinking, sustainable solutions to their business plans.

Whitman (photograph by Stuart Isett/Fortune Green)

As usual, the conference has unbelievable movers and shakers in attendance, from Rob Walton (Chairman, Wal-Mart stores), Todd Brady (Global Environmental Director, 
Intel Corp.), John Faraci (Chairman and CEO, 
International Paper Co.), John Huey (Editor-in-Chief, Office of the Chief Executive
Time Inc.), David Neeleman (Founder, Chairman and CEO
, Azul Linhas Aéreas Brasileirasto, and former founder of JetBlue), Gregory R. Page (Chairman and CEO, 
Cargill Inc.) and even Jessica Scorpio (Founder and Director of Marketing, Getaround) to less obvious speakers like Mary Sue Milliken (Co-chef and Owner, Border Grill Restaurants and Trucks), and Chuck Leavell (Director of Environmental Affairs and Co-founder, Mother Nature Network and Rolling Stones keyboardist).

It was someone that really hasn’t spent much time the limelight that captures the spirit of the three day event: Daniel Kim of Lit Motors
 shows that we don’t have to be CEOs of mega billion dollar companies to do the right thing. Daniel’s company uses potentially sustainable electricity in place of conventional fuel sources in Lit’s two-wheeled transport. But the company isn’t relying on that alone. Lit goes to the next step and reexamines almost everything we know about transportation on two wheels. Rreexamining everything we do is really the only way to get past where we are and reach our tomorrows.

Find out more at fortuneconferences.com/brainstorm-green-2012

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2012 Hyundai Veloster Ecoshift DCT

By Roy Nakano

The last time we ascribed that adjective to a Hyundai, it was to the manic performing Track Edition of the Genesis Coupe. This time, it’s the manically styled and oddly attractive 2012 Hyundai Veloster—a car that’s a two-door coupe on one side, a four-door coupe on the other, and gets 38 miles per gallon with its dual-clutch automatic and paddle shifters. Yeah, it’s just another manic Hyundai.

If you haven’t noticed, Hyundai has been on a role for a while now. First, it was the Genesis sedan, which (along with the luxury encore Equus) did for Hyundai what Lexus did for Toyota. Then it was the stylish new 35-mpg Sonata, followed by the even more stylish 40 mpg Elantra. Both cars sent its competition scrambling and contributed greatly to Hyundai’s status as the most fuel efficient car company. With such consistent winners, Hyundai can afford to take a few more risks. Enter the riskiest Hyundai of them all: The new Veloster.

A two-door coupe on the driver's side. A four-door on the passenger side.

The Veloster is so off the beaten path, we can’t really think of any direct competitors to it. While there are a few cars with half-doors in the rear (the MINI Cooper Clubman and Mazda RX-8 come to mind), the Veloster has a full door in the rear—but only on the passenger side of the car. From the driver’s side, the car looks like a two-door coupe. Half doors, in our opinion, are half-arse. For ingress and egress, there’s no substitute for a real door that can open on its own without the need for the front door to be open. So the Veloster is an answer to the question that no one thought of before.

While it may be relatively easy to get in and out of the Veloster, staying in the back seat without touching the rear window is a bit tricky. For styling and visibility reasons, that back window is huge—extending over the heads of the rear passengers. We admit, it looks smart. It could, however, get a bit hot back there under the California sun—even with the shade bars painted on the glass. Such is the price of having a little Italian flair in the car (the rear window treatment is not unlike that of some beautiful Italian jobs from the 1960s).

Volkswagen aficionados say the Veloster—particularly when viewed from the two-door driver’s side—is a rip off of the new Scirroco. VW fans mean that as a compliment, by the way. It’s all water under the bridge. Most Americans will never know, since the Scirroco will never make it to these shores. The folks at VW say the Scirroco overlaps too much with its own GTI (another car that draws comparison to the Veloster).

The comparison to those hot German hatchbacks doesn’t extend to the Veloster’s driving characteristics, unfortunately. While the Veloster manages to stay flat around corners, one does not get a good feel of the road when doing so. We’ve noticed this with a few other Hyundais with sporty pretensions (the turbocharged Sonata 2.0T comes to mind). Hopefully, the numb steering feel is something the company can take care of in a future tweak.

Another tweak worth considering is the ride. Those stylish 18-inch wheels with the ultra-low profile tires look sharp on the Veloster, and no doubt contribute to the car’s grip in dry weather. However, the ride suffers considerably. Trying to get both a sporty driving experience and a comfortable ride may be a tall order, but the Veloster has neither. It may take more than a tweak for Hyundai to address this area in the Veloster.

In the acceleration department, the Veloster is missing in action. Such is the price of offering a low cost sporty hatchback with fantastic gas mileage. The good news is that Hyundai has already announced a turbocharged version of the Veloster, and Hyundai makes a good one that’s both strong on power and frugal with fuel. While they’re at it, we hope the company can put a little more sport in its Ecoshift DCT dual-clutch automatic transmission. While the paddle shifters are nifty for some manual control going through the gears, the response time is among the slowest for a dual-clutch automatic. We do miss the rapid-fire gear changes of the German dual-clutchers.

What the Veloster lacks it sport, it makes up in economy. This normally aspired Veloster excels in the fuel economy department: A highway EPA rating of 38 miles per gallon with the automatic, and a whopping 40 with the manual. That’s business as usual for Hyundai, but extraordinary by any other measure. Did we mention that Hyundai has the best corporate average fuel economy of any major car manufacturer in America?

We saved the best for last: Fit and finish. In the Veloster, it exceeds expectations for this class of car. There’s plenty of soft touch finishes inside, but even the hard plastics look good in the Veloster. It’s a testament to Hyundai—and it’s not the first time we’ve been amazed with the recent offerings from this company. Hyundai has raised the bar in the interior department once again.

When all is said and done, we think the Veloster offers a lot of car for the money. Great style, great utility, excellent fit and finish, fantastic fuel economy—and if it’s like other recent Hyundais, terrific reliability. And all at a great price. For many, that will be plenty reason to shop the Veloster. A certain segment of the population demands that a car with wild and crazy looks come with wild and crazy performance. That segment will have to look else. Or they can do what we’ll be doing—holding out for the turbocharged version Veloster. Hyundai tells us is coming sooner rather than later.

For more information on Hyundai products, go to www.hyundaiusa.com

SPECIFICATIONS

Name of vehicle:
2012 Hyundai Veloster Ecoshift DCT

Price:
$17,300 (base, with manual transmission)
$18,550 (Ecoshift DCT)
$22,550 (as tested, with Style and Tech packages, which includes panoramic sunroof, Dimention Premium Audio with eight speakers, external amplifier and subwoofer, leather-wrapped steering wheel, alloy pedals, 18-inch alloy wheels, backup warning sensors, navigation system with rearview camera, proximity key entry with electronic push button start)

EPA fuel economy rating:
28 mpg city / 40 mpg highway (manual)
29 mpg city / 38 mpg (automatic)

Engine size and type:
1.6 liter GDI 16-valve DOHC four-in-line

Horsepower:
138 at 6300 rpm

Torque:
123 pound-feet at 4850 rpm

Transmission type:
6-speed dual-clutch automatic with sequential manual mode and paddle shifters

Drive configuration:
Front-wheel drive

Steering (type):
Power-assisted rack-and-pinion steering

Suspension (front and rear):
Front suspension: Independent MacPherson strut with stabilizer bar
Rear suspension: Torsion beam with stabilizer bar

Wheels and tires:
18-inch alloy wheels with P215/40R18 tires

Dimensions
Length: 166.1 inches
Width: 70.5 inches
Height: 55.1 inches
Curb weight: 2584 pounds

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Carroll Shelby with the race-winning Ford GT Mark IV, LeMans, France, 1967

Carroll Shelby, the race car driver. Carroll Shelby, the race car designer. Carroll Shelby, the sports car manufacturer. Carroll Shelby, the chili connoisseur. And more. Cobra 289, Cobra 427, Cobra Daytona Coupe, Ford GT40, Ford GT Mark IV, GT350, GT500, GT500KR, Dodge Viper, Viper GTS Coupe, Shelby GT, Shelby GR-1, Shelby 1000, and the list goes on. It’s Carroll Shelby in a pictorial history—and some thoughts by Doug Stokes on the passing of Mr. Shelby.

Carroll Shelby , January 11, 1923 – May 10, 2012

I had written the story about the recent Cobra reunion at Pomona (see http://www.lacar.com/?p=12967 ) with something of a heavy heart. The word about Mister Shelby had been “not good” for a few months prior, he was never scheduled to be at the gathering, and nothing that was said at the event in public or private that would work for me to change that sad diagnosis.

Next come the words that don’t fit well in my head: Carroll Shelby died.

Carroll Shelby talks to Bill Krause at the Riverside Times Grand Prix, 1962

Trying to go any further, I realize that virtually anything that I write about Carroll Shelby and his automotive adventures would sound like some sort of hyperbole, some sort of continuation of the myth-making. So I won’t be telling any “Shelby Stories” here, those you’ll be reading until reading ceases to be used. The legends are legion and the truth is just as unbelievable.

My personal truth is that I believe that Shelby had mystical powers to read the future. How else would he have the intestinal fortitude to do what he did if he wasn’t cock-sure of what he was to become. How else would he have had the sort of clear vision that anyone else would seem to be bordering on insanity. How else could he have had the self-contained self-confidence to hitch a flimsy English teapot of a car to a star and then leap on behind for the ride?

I just talked to a dear friend (same age as me, 70) who also grew up in Southern California and who remembers the Texan quite well. We both were shocked and saddened by his death, but we both agreed how very lucky we were to have watched him race and to have been able to interact with him for all these years on a personal basis.

Shelby with the 3 Cobra roadsters that would win the 1963 USRRC Manufacturer's Championship

Shelby was as real as they come, genuine, courtly, smart, and honestly appreciative of people. He was also a person who knew how to handle a persona better than just about anyone I’ve ever known. He type-cast himself early-on and never strayed far from his chosen character. Even in his younger days he was “Ol Shel” to many of us … the father figure that we would have all loved to have.

You’ll be hearing some unbelievable tales about Carroll Shelby shortly.

Believe them …

Doug Stokes

Carroll Shelby poses with the 1964 production Cobra and Cobra race car

Key moments in the history of Carroll Shelby

1952: Shelby enters first race at the wheel of a Ford-powered hot rod
1956 and 1957: Carroll Shelby is named Driver of the Year by Sports Illustrated magazine
1959: Shelby wins the 24 Hours of LeMans piloting an Aston Martin
1962: Shelby tests his first Ford-powered AC 260 Roadster – the car that became the Shelby Cobra.
1962: Shelby-American begins operations in Venice, Calif. Cobra production begins
1964: Ford asks Shelby to develop a high-performance Mustang derivative
1965: Shelby GT350 is introduced
1965: Ford hires Shelby-American to oversee GT40 program
1965: Hertz begins buying GT350H versions for its “rent-a-racer” program
1966: Ford GT40 Mark II wins Le Mans. First 1967 Shelby GT500s delivered
1967: Ford and Shelby-American win Le Mans, again. 1968 Shelby Mustang convertibles debut
1968: 1969 model year production begins
1969: Shelby Mustang production ends
1970: Ford and Shelby end their long-term racing agreement
1970: Carroll Shelby co-founds the International Chili Championship in Terlingua, Texas
1983: Dodge Shelby Charger becomes the first of several cars that Shelby designs for Dodge.
1991: The first Dodge Viper reaches production. Carroll Shelby was heavily involved in the design
1992: Shelby’s Dodge Viper R10 production begins
1996: The Dodge Viper GTS Coupe reaches production
1999: 249 Shelby Series 1 sports cars produced – the only Shelby built from the ground up
2001: Carroll Shelby is invited by Ford to consult on GT40 Concept
2002: Ford green-lights production of Ford GT
2003: Ford invites Shelby to collaborate on a concept car that pays homage to original Shelby Cobra
2004: Ford Shelby Cobra Concept premiered at the NAIAS
2004: Ford asks Shelby to consult on a follow-up concept.
2004: Ford unveils Shelby GR-1 Concept
2006: Shelby GTH debuts at New York Auto Show
2007: GT500 name debuts
2008: First 2008 Ford Shelby GT500KR rolls off the line on Carroll Shelby’s 85th birthday.
2008: Shelby fields factory race team for the first time since 1969
2011: Debut of 662-horsepower, 631-lb.-ft. 2013 Ford Shelby GT500
2012: Debut of 950-horsepower Ford Shelby 1000

To read Doug’s report “The Ford-Shelby-Cobra 50-Year Reunion”, click here.

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BREAKING NEWS—LA Car’s page of up-to-the-minute news impacting the automotive world as gleaned from the news wires, print journalism and world wide web. It’s a one-stop shop to check up on the latest news, every hour, on the hour. To go directly to the Breaking News page, click here.

Yes, LA Car has hired Tony Stark to help bring you lightening-quick news

4th annual Concorso Ferrari (photos by R Nakano)

The Ferrari Club of America – Southwest Region (FCA-SW) hosted the Concorso Ferrari event, held for the 4th consecutive year in Old Pasadena, on May 6, 2012. The event was open to Ferrari owners and fans of the Prancing Horse and showcased 150 vintage and modern Ferrari vehicles.

“With approximately 500 members in our regional club, including enthusiasts that don’t even own a Ferrari, our brand ambassadors are everywhere,” said Marv Landon, Special Events Chair for the FCA Southwest Region. “The Concorso Ferrari event in May included a collection of fine vehicles valued at more than $100 million and was our first opportunity to share such beauty and heritage with the general public this year.”

Landon notes that 2012 marks the 50th anniversary of the Ferrari 250 GTO, which will be honored at the FCA-SW-hosted International Meet in October. The 250 GTO has long been regarded as one of the most classic and important Ferraris ever built, with only a mere 39 models produced from 1962-1964, and valued in today’s times in multi-million-dollar figures. Designed to compete in GT racing, the 250 GTO was based on the 250 GT short-wheel-base model and was recently recognized by Motor Trend Classic as first on a list of the “Greatest Ferraris of all time.”

About Concorso Ferrari

Concorso Ferrari began its Pasadena-based tradition in 2008, and is a car show open to the general public. Located in Old Pasadena, California and hosted along three blocks of Colorado Boulevard, the Concoursis limited to 150 vintage and modern-day Ferrari vehicles, on display to more than 10,000 spectators. Awards are presented in 10 separate classes by a panel of 30 Ferrari experts. Ferraris entered from the 1999 model year and prior are eligible for judging that will follow Ferrari Club of America National guidelines IAC/PFA (International Advisory Council for the Preservation of Ferrari Automobiles).

About the 2012 FCA International Meet

The 2012 Ferrari Club of America International Meet will be presented by the Ferrari Club of America-Southwest Region and will be held October 10-14, 2012 at the Hyatt Grand Champions Resort in Indian Wells, Calif. This year’s program will honor the 50th anniversary of the Ferrari 250 GTO and the Palm Springs Road Races, with a 5-day event that includes a Concoursd’Elegance; track and rally driving; and an evening awards banquet. Open to members of all Ferrari Clubs worldwide, registration and event information can be found at www.fca2012.org.

About Ferrari Club of America and FCA-SW

Founded in 1962, the Ferrari Club of America (FCA) is the world’s largest Ferrari membership-based club—drawing nearly 5,000 members within 35 chapters, geographically located in 16 regions throughout the United States and Canada. In 2010, FCA was invited to join Ferrari S.p.A.’s International Council of Ferrari Clubs, providing its members a closer relationship with the factory, North American organization and other Ferrari Owner’s Clubs throughout the world.

Ferrari Club of America Southwest Region (FCA-SW) provides membership privileges to Ferrari owners and enthusiasts within the Southern California and Hawaii areas, and encourages anyone who has a passion for Ferraris to join. Members’ benefits include track events, an internationally-recognized Concours d’ Elegance and a variety of social activities.

For more information, visit www.fca-sw.org

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The Greystone Mansion Concours d’Elegance

Words and pictures by Reed Berry

If I ask you to think of a huge mansion filled with sleek, attractive bodies, the Playboy mansion will probably come to mind. The bodies I’m referring to, however, are those of stylish automobiles, and over 150 of them have made their way to Beverly Hills for the 3rd annual Greystone Mansion Concours d’Elegance, an event designed to benefit the restoration efforts of Friends of Greystone.

This, by the way, is not just any car show. The Greystone Mansion Concours d’Elegance is a “Fédération Internationale des Véhicules Anciens” event. And, while I guess that is merely a fancy way of saying International Federation of Old Cars, it sounds really impressive in French—and even more impressive is the fact that this is one of only a handful of car shows in the U.S. to have received such a distinction.

Greystone is not a free-to-the-public event, as are some car shows. In fact, this one may seem a little pricey: $108 per person in advance; $133 at the door. When you look at the big picture, however, it’s actually quite a value considering that it is all-inclusive. Shuttle service from area parking structures to the mansion, food (there are several buffet lines located throughout the venue and the food is quite good), espresso bars and adult beverages are all provided for the enjoyment of guests, as is access to the mansion itself.

Being a native of Los Angeles, I am slightly embarrassed that I have never been here before. Sure, I’ve heard of the Greystone Mansion but this is my first visit to this historic property. Built in the late 1920s as the residence of Edward “Ned” Laurence Doheny (son of a wealthy oil magnate) and family, this impressive estate has, through the years, been occupied by other residents and, at one time, was leased by the American Film Institute.

Owned by the city of Beverly Hills, the 55-room Tudor-style mansion on 16 acres of neatly manicured land now serves as a setting for cultural and educational activities and as a filming location for movies, TV shows and commercials.

Today, however, the cars are the stars. While some classic rides are positioned around the mansion itself, most of the cars are on display in the spacious parking area just a short walk from the estate. The vehicles are organized according to class: Porsche, Ferrari, Rolls Royce and Bentley, as well as Pre and Post-War American, European and British. Coffee and donuts are being served, believe it or not, from a perfectly restored vintage Helm’s Bakery truck.

There is something here to appeal to everyone, whether you’re a Duesenberg aficionado, a fan of Ferraris, or you simply want to peruse a peck of peppy Packards. There is a Ferrari 365 GTB/4 ‘Daytona’ originally owned by legendary gun maker William Ruger and, as for cars of stars, legendary actor Steve McQueen’s 1956 Jaguar XKSS is an attention-getter.

One star has arrived in a car from his vast collection. Jay Leno is not only television’s late night ratings leader, he is the ultimate car collector and enthusiast. Jay has driven up in a huge car that is as loud as it is impressive to look at. His 1917 Fiat Botafogo Special was located in Argentina and was rebuilt to its original specifications. It has a four-speed chain drive gearbox and is powered by a 21.7-liter Fiat aircraft engine. A large single headlight gives the car a unique, distinctive look. According to Jay, it’s fun to drive but ‘massively overbuilt.’

If newer cars are more to your liking, you’ll find some of those on display, as well, ranging from the small but sporty 2012 Fiat 500 Abarth to a big, luxurious Bentley that you can lease for just $3,250 per month.

It would be hard to find a more beautiful setting in which to showcase classic cars and motorcycles. In just three years, the Greystone Mansion Concours d’Elegance has positioned itself as one of the premiere automotive events in Southern California.

For more information about this annual event, go to greystoneconcours.org

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The Ford-Shelby-Cobra Reunion, April 21, 2012

HALF A CENTURY OF THE COBRA

Words and pictures by Doug Stokes

On April 21, 2012, there was a reunion, celebration, and gathering of the faithful at the NHRA Wally Parks Museum in Pomona, California

Who’da thunk it then 50-some years ago when a former sports car driver from the lone star state shoehorned a 260-inch Ford V-8 into a spindly two-liter British teacup of a two-seater, and then had the nads to call his concoction by the name of the nasty-gnarliest snake that he could come up with; that, in large crowds, in public places, in hushed tones laced with overarching envy (smelling/bordering almost on idolatry), we’d be venerating that brand as the most holy of holies, the ultimate cool hot car for the ages, the standard bearer of all that was good, right, American (despite its Pommie past) and terrifyingly fast. Veneration usually reserved for religious attractions, is here aimed at vehicles shrouded in aluminum.

You already know, or you’ll need to read someplace else, the full story of the Cobra and its maker, Carroll Shelby. There are thousands of legends grown up about the man and even more legends born out of those legends to choose from.

We were able to attend only part of what must have been a very long day for some and for others, one not nearly long enough. Not even nearly.

A few months ago, a terrific team at the great NHRA Wally Parks Motorsports Museum decided that the first 50 years of the Cobra car century should be celebrated, and opened a first class exhibit of some very special examples of breed (along with period photos and other special artifacts of the era). These cars came from the California confluence of the lakes guys, street rodders, drag racers, and sports car stiffs, a heady stew that earlier gave us the Scarabs and, after the Cobra, morphed into Dan Gurney’s equally iconic Eagles.

To all of the above, fast was fast in a straight line for a quarter of a mile, over 10 miles of salt, on the roundy-round circuit, or on some squiggly road course somewhere out in the desert. Racing was not something that anyone did by punching parts numbers into a laptop. Parts (then) were parts, and putting them to use to cause wheels make big black marks on whatever surface you found yourself on, was nothing short of a way of life.

To kick off the exhibit, the museum staff artfully arranged a multi-acre outdoor exhibit of Carroll Shelby’s cars, Cobras mostly, but 350GT Mustangs, and all manner of Cobra variants spanning the half-century of production and re-production. Every possible example of the Shelby touch (from street and track) was there, many were authentic, and others were presented in “continuation” and/or composite/tribute/knockoff (depending on whether you were paying or getting paid) to the breed. To my mind’s eye, it was almost as though there was no parking lot, just a wonderful coating of colorful cars, each one, on its own, interesting, but all of them together making some sort of metallic Cobra crazy quilt.

A packed hourse at the Ford-Shelby-Cobra Reunion

For this occasion, they even opened up the old Pomona sports car course on the western side of the massive Fairplex parking lot for some fast touring laps, parting the curtain of time just long enough for TV crews and photographers to get a few (thousand) shots of some prime examples of the breed streaming under the oft-photographed parking overpass that funneled cars into Turn 2 at the southernmost end of the course.

I had worked setting up that road course as a college kid in the early 60s, putting up the mile or so of wooden snow fence along the interior of the (then) two-mile road course that was used twice a year to separate the viewers from the doers in those days. We faithfully attached signs that warned “Stay Back 20 Feet” on them, but the only time those signs could be seen was a day before the event when there were no people draped over them looking for a good photo of Shelby, Bob Drake, Duffy Livingstone, Betty Shutes, Frank Monise, John von Neuman, Richie Ginther, Mary Davis, Bruce Kessler, or Eric Hauser as they streaked around the flat, and in some places, tree-lined “parking lot” road course.

Besides a couple of bucks, a production line sandwich, and a (much prized) pit pass for my work, at one race I was allowed to take a ride around the track with the guy who had just won Le Mans with Roy Salvadori on an Aston Martin. In those days, a course car would take someone (usually some fine looking filly) around the course between each race flying a racing flag to alert the fans and course workers that another race was about to start.

Shelby arrived in a wire-wheeled AC Ace painted a rather conservative tannish-metallic color (“fawn beige” I think). It was said to have a small Ford V-8 engine under the hood, but other than that, it was simply a one-off engine drop-in deal similar to a Cad-Allard, or some of the other swaps, like sticking a V8-60 into an MGTC—cool, but one of a kind, maybe two or three at best. Sure, it was a ride to remember in CSX2000, sure it was Carroll Shelby (before he was SHELBY) and, sure that little SOB flat flew around Pomona, the pavement running sideways under it in every one of the nine turns, but no one knew then, not even Carroll Shelby… Of course, that big SOB made it stick, and even sold a little Chili on the side. And that unforgettable lap brings us full circle to the 50-year deal at the Museum.

So, after 50 years, the Cobra in all its iterations and aftermarket glory is still as iconic as the day is long, and still the snot-nosed, give-a-shit, hot rod “sport car” (no “s”) for which no excuses were ever given nor were ever enough.

First of all, this was another of those, “you had to be there” deals start-to-finish. Sure, there were hundreds of Cobras and their direct (and indirect) derivatives. Sure there was a wonderful panel discussion with some great stories and even a question or two questioning the memory of how well (or not so well) the first Cobras actually handled. Sure there were some swell examples of the line, from “Cobra number 1” (well, it said so on the placard and the glossy black car did have a big white 1 painted on its flanks) to all sort of resin replicas shown with and without patina. Sure there were Cobra hats, tees, shirts, jackets, umbrellas, key chains, photos, stickers, books, posters, parts, pieces, ashtrays, and other assorted amulets by the boothful.

But the real show was the stories told in the corners, one-on-one, two or three at a time, by the people were there. That’s why one goes to these events, and that’s just how it was at this meeting of the cult of the Cobra cult—and that’s why it can only be hinted at in this story.

Lynn Park and Pete Lyons compare notes

From Bondo to Brock (Bob Bondurant, Pete Brock) to just about every living, ambulatory member of the people that built ‘em, worked on ‘em, and raced ‘em, the stories and the extemporaneous interchange is something that is the heart and soul of such a get together.

Among the celebrated were: Grant (Jerry), the other Grant (Allen), J.L. (Henderson) who took care of Shelby’s Goodyear Racing Tire business for 43 years, Scooter (Patrick), Davey (Jordan), John (Morton) who, like Brock found even more recognition with the Datsun brand, Sherry (McDonald) wife of the fearless driver who wrestled Cobras to a number of first victories before perishing way too young at Indy in 1964, and even arch-enemy Guldstrand (Dick) the Corvette maven who raced them hard every time they were on the same track (“hey, we kept them honest”). Even better, “Goldie’s” droll answer to the inevitable: “Nice seeing you!”: “Better to be seen than viewed.”

They were all there, the Snake and Miss Hurst Golden Shifter (Don Prudhomme and Linda Vaughn) and one more name for the Cobra faithful: Lynn Park, he of the cavalry campaign hat, and the guy who’s considered by all as the preeminent (it’s said that Shelby asks him!) expert on all of snakes ever to come out of Shelby’s basket.

There were many moments and the photos that lined the walls of the exhibit were each and every one a full-on story starter if you happened to be standing next to one of the people picture therein. Again, this is not to gloat over the fact that I was there and that you were not, but to invite readers to join in when a where they can when heroes hang out. The cars will always be there valued or valueless, but the warriors will not.

Alas, the man who raced in farmer’s bib overalls with a nitro pill under his tongue to stave off recurrent angina, the man in the highly-appropriate, chewed up western hat, the failed chicken farmer, Ol’ Shel, the world champion racing car constructor, and the father (and mother) of the Cobra, was only there in spirit. Said to be the longest-lived heart transplant patient ever, at 89 we’ve been told that he is in very poor health and that his prognosis not at all good.

Of course, Shelby’s lifelong penchant for proving people (very, very) wrong about anything about him (his cars, his health, his production numbering system(s), or his way with the ladies) is a huge part of his legend. He was sorely missed at this event, but very far from forgotten.

– Doug Stokes

POSTNOTE: If you are at all stirred by any of the above, don’t miss the next gathering of the elders that comes around. There aren’t many around like the ones mentioned. In the end, the cars are not the stars without the people who animated them. Go hang with them while we’ve got ‘em.

One more thing: THANKS Tony, you are sorely missed.

For more information about the Wally Parks NHRA Motorsports Museum, go to www.museum.nhra.com
For LA Car’s history of Carroll Shelby in pictures, along with a few thoughts on Mr. Shelby’s passing by Doug Stokes, click here.

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Airstream Los Angeles celebrates its grand opening (photos by R. Nakano)

When Wally Byam created the first Airstream back in 1936, it was the first of a long lineage of aerodynamic silver aluminum trailers that manages to look both retro and futuristic at the same time. From the outside, today’s Airstreams don’t look all that different from the earliest versions. Oh, but a lot has happened inside. This weekend, San Gabriel officials were on hand for the grand opening of Airsteam Los Angeles—the company’s only authorized Airstream dealer in the county. LA Car was there to capture the moment with a Nikon DSLR and a few lenses.

San Gabriel city officials were on hand for the grand opening of Airstream Los Angeles, the company’s only authorized Airstream Sales and Service dealership in Los Angeles County. The dealership offers the full line of new Airstream travel trailers, including the Eddie Bauer Airstream, Flying Cloud, International, Classic, and Sport.

Mayor Kevin Sawkins and City Council members marked the occasion with Airstream Inc. President and CEO Bob Wheeler, owner Dennis Lin of the New Century Automobile Group, and General Manager Ken Baker.

The grand opening featured a Sterling Concept Trailer designed by architect Christopher C. Deam. Vintage Airstreams were also on display, courtesy of the Wally Byam Caravan Club International. Live 1960s-inspired California surf music echoed the good feelings created by the Airstream adventure-filled lifestyle.

“Airstream is an American icon, and San Gabriel is the perfect place to host this legendary brand,” said City Manager Steve Preston. “Airstream’s luxury line of travel trailers promotes tourism, boosting our local economy and promoting San Gabriel as a unique destination in Southern California.”

General Manager Ken Baker and owner Dennis Lim

Airstream Los Angeles is located at 1212 E. Las Tunas Drive, San Gabriel in California. For more information about the dealership, go to airstreamlosangeles.com.

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Lamborghini’s new SUV, the Urus

Beijing/Sant’Agata Bolognese—At the 2012 Beijing Motor Show, Automobili Lamborghini presented its interpretation of the ultimate super athlete in the SUV segment. The Urus combines a very Lambo exterior design, a radically complimentary interior and gobs of performance with versatility and usability thrown in.

Output of around 600 horsepower and lightweight design technology assures that this puppy can haul. At the same time, Lamborghini says the Urus will offer the lowest CO2 figure of all comparable vehicles. As an SUV concept with four generous seats, a useable luggage compartment, variable ground clearance and permanent all-wheel drive, the Urus should deliver a high degree of driving fun. The interior, too, matches the standards of this super athlete with materials featuring carbon fiber technology like the patented Forged Composite®.

The Urus means that a Lamborghini can now be used by a household as its primary car—or that’s the manufacturer’s hope. It does expands the brand’s customer base—appealing to families and to the drivers of Lamborghini super sports cars who have thus far driven SUV models from other brands. The Urus may do for Lamborghini what the Cheyanne did for Porsche. Target markets are primarily the USA, the United Kingdom, Germany, Russia, the Middle East and China. The manufacturer says the annual production volume could conceivably be around 3,000 vehicles.

“The Urus is a very concrete idea for the future of Lamborghini – as a third model line and as the perfect complement to our super sports cars,” says Stephan Winkelmann, President and CEO of Automobili Lamborghini. “SUVs stand for freedom and emotion. SUVs make up one of the most successful market segments worldwide. The Urus is the most extreme interpretation of the SUV idea; it is the Lamborghini of the SUVs.”

Heritage and Name

As has long been the tradition at Lamborghini, its name is derived once more from the world of bulls – the Urus, also known as Aurochs, is one of the large, wild ancestors of domestic cattle. Urus bulls could measure up to 1.8 meters at the shoulder. The Spanish fighting bull, as bred for the past 500 years, is still very close to the Urus in its appearance.

Concept and Technology

At a length of 4.99 meters, it fits into the typical sporty SUV class. At a height of 1.66 meters, however, it is considerably lower than its competitors. Together with its width of 1.99 meters, the Lamborghini Urus boasts proportions of an athlete for the SUV segment. The key to its performance is primarily the drive – the heart of every Lamborghini. The target has been set – expect around 440 kW / 600 hp. Permanent all-wheel drive with traction control is, of course, a given.

Lamborghini says its Urus will beat all comparable competitors when it comes to CO2 emissions. To achieve this, the manufacturer says the Urus will be considerably lighter than its competitors, sticking firmly to the company’s lightweight design philosophy. The steps to achieve this include an intelligent material mix for the structure and bodyshell and systematic lightweight design in the interior, too.

Lightweight design is the decisive prerequisite not only for moderate fuel consumption, but also for dynamics and handling. A low center of gravity and a highly variable bodyshell height are among the solutions. The Lamborghini SUV is also notable for its innovative, adaptive aerodynamics. In combination with the variable bodyshell height, the height-adjustable front spoiler facilitates a good approach angle and excellent obstacle clearance. At its lowest setting, however, it aids stability at high speeds. The form is, of course, aerodynamically refined. At the upper edge of the rear windshield is a deflector that diverts the airflow along the rear windshield and onto the adjustable spoiler. In combination with the likewise adaptive rear spoiler, the aerodynamic balance of the Lamborghini Urus can even be adjusted to suit the prevailing driving conditions.

Interior

Automobili Lamborghini has considerable experience in the use of carbon materials, and exhibits this innovative technology in the Urus concept car. The center tunnel is particularly notable – an open, skeletal carbon fiber structure made from Forged Composite®. It carries through the entire interior and is only partially clad in leather-upholstered cushioning. Single cushions also clad the four bucket seats. The seating position is lower and flatter than in any other vehicle in the segment. Also all four bucket seats are made from Forged Composite®.

The Lamborghini Urus concept car also features an extremely minimized operating philosophy. Behind the steering wheel are only the shift paddles for the dual-clutch transmission. All other functions such as indicators, lights and windshield wipers are incorporated into either the multifunction steering wheel or the center console. The driver is delivered information via a freely programmable TFT screen behind the steering wheel. Secondary functions like navigation, entertainment and climate control are operated via a touchscreen on the center tunnel. A further touchscreen is available for rear seat passengers.

For more information about Lamborghini products, go to lamborghini.com

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