Walking Away From an End-Over-End Crash on the Cusp of a Pikes Peak Record
It goes without saying, though it's often mentioned, that it takes enormous courage to full throttle your way up Pikes Peak with its 156 turns surrounded by unforgiving borders. Even with a laundry list of safety equipment, capable tires, and almost cartoonish aero, pushing a high-powered vehicle to its limits while maintaining control is a big ask, but it's the sort of challenge that PZ Tuning's William Au-Yeung seems to relish in.
We've been here before, unfortunately. In 2019, after having earned multiple wins and track records in the U.S., Australia, Japan, and perhaps his most prized win - the overall course record at Global Time Attack, besting RWD and AWD competition, William's 9th gen. Civic coupe was unstoppable. That is, until it threw a rod while traveling over 170mph at Road America. His tires would make contact with the rush of oil from the newfound window in the block and the car then made contact with the wall multiple times. Fortunately, William walked away, the car however, was done.
On their way home from that fiery wreck, William's wife was already scouring the web for a new chassis to build and just a few years later, version 2.0 was completed, and a comeback established. The new build was performing well at Pikes Peak last year and getting comfortable behind the wheel, William and his team were on pace to capture the FWD record, but weather conditions demanded an early stop to the entire competition and that goal was cut short.
Returning to Pikes Peak for the 100th running, William was fully prepared to pick up right where things left off the year prior. Conditions weren't ideal with low visibility and a wet surface to contend with, but competition continued and the PZ Tuning Civic was on a tear during the event, focused on grabbing that FWD record that seemed almost inevitable based on its pace.
Blazing an impressive effort throughout sections 1-3, this was it - William was on his way to earn that record even with freakishly thick fog offering very little visibility. He was pushing the turbo K-series and gobbling up turns but in section 4, he went off course, sending the car into the air and flipping end-over-end. It's not the worst-case scenario, given the massive drops that surround the road, but it's right up there. Once again, William was uninjured and able to unbuckle himself and climb out of the car to survey the damage. Take a look at the video footage below, provided by our friends at Acuity Instruments.
Pushing the car to its limits in heavy fog and on a slippery surface in search of a record might not make sense to some, but it's what makes William such a fierce competitor. "I was giving it my all racing up the mountain and it decided to humble me," William says. "Honestly, I don't think I could do it any other way. If I went 'half fast' in racing, then I shouldn't be on that starting line." He also noted that yes, his wife has already located a few potential 9th gen. Civic coupes, a chassis that he says is truly the fastest in his opinion, and yes, he will return with version 3.
Based on his experience with the first chassis as compared to the second, I asked if there would be any major changes in store. "No, this car was almost perfect, it was dialed in. The biggest shame out of all of this is we could've just kept racing it forever just as it was. Not to say there won't be improvements in the new build, but definitely not a whole other level in it. I mean, the speeds we had this car at are simply unbelievable. To qualify between a V8 Hayabusa Wolf and an LMP3 would be unthinkable in a normal world."
In terms of a timeline for PZ Tuning's return, William says, "There's no timeline honestly. We're one of the smallest race teams out there and our normal business is just a small auto shop comprised of my wife, one employee, and myself…that also comprises the bulk of our race team! I do almost all of my own fab work from the cage to the carbon fiber, and all of my mechanical work like the engine, gearbox, electrical, harness, etc."
Photos Courtesy of Acuity Instruments and Larry Chen
One thing is for certain, the small team at PZ Tuning knows how to put a competitive car together and they don't skimp on safety details. Two serious crashes both resulted in its pilot walking away virtually unharmed. Will says, "There are parts of this chassis that were designed specifically for Pikes Peak and there was more weight to be saved if it was only for Time Attack. I'm a true believer that you can never build it safe enough, whether Pikes Peak or circuit. You always want to have the right scenario for all safety to work as intended."
You may also like
hyundai santa-fe Full OverviewProsSpacious and practical interiorHigh features-per-dollar valueExcellent safety scores ConsBusy front stylingFuel economy could be betterA couple of button blanks at the SEL levelWhile the midsize SUV segment moves farther out of reach every year, the Hyundai Santa Fe holds its ground. And we love that. It feels like we blinked and the sub-$35,000 slice of the midsize SUV class shrunk; the Ford Edge and Honda Passport now start just under $40,000. On the other side of the market, the Hyundai starts around $30,000 before accounting for any potential dealer markups. We recently spent time with a 2022 Hyundai Santa Fe SEL 2.5 to see just how well the turbo-less SUV performs against affordable competition like the Subaru Outback. With less than 200 hp, does the midsize Santa Fe feel like a penalty box? Here's what we found.PerformanceDespite an impressive lineup with four engines (including a hybrid and plug-in hybrid worth considering and a turbo model we'd avoid), many buyers stick with the standard engine. Versions of this 2.5-liter naturally aspirated I-4 have been used on various Hyundai models; here, the powerplant is good for 191 hp and 181 lb-ft of torque, and it's mated to an eight-speed automatic. That's significantly less powerful than the Santa Fe 2.5 Turbo trims (281 hp/311 lb-ft) but about even with the 2023 Subaru Outback 2.5i (182 hp/176 lb-ft).Press the start button, and the 2022 Santa Fe's idle has just a touch of vibration and harshness, but it's acceptable—and the hushed Santa Fe Hybrid isn't for everyone. Driven in its natural habitat—on suburban roads and on the highway—and the Santa Fe 2.5 is surprisingly responsive.Most of the time, the transmission makes the most of the engine's limited power so that with a little planning ahead, you can execute a pass on the highway. Occasionally, the transmission upshifts too early, leaving the engine feeling underpowered, but it's a small price to pay for this decent compromise of features-per-dollar value, space, and performance. That's especially true considering how unrefined we've found the Santa Fe with its turbocharged 2.5-liter engine and eight-speed dual-clutch automatic.Otherwise, the 2022 Santa Fe is a competent driver. Steering feel is adequate, shifts are smooth, and the suspension is compliant. If you don't mind a slightly lower ride height and want the ultimate in ride quality, consider the Subaru Outback instead.Interior Space: Do I Hear an Echo in Here?Where that Subaru falls far short against the Hyundai is in perceived (and actual) interior space. This is where the Hyundai's shortcomings, such as the busy front design and only so-so fuel economy, are balanced out. There's tons of front and rear legroom, and rear passengers should appreciate the mostly flat floor, wide-opening doors, and easy to recline rear seats. Strangely, the Santa Fe's 36.3 cubic feet of cargo space behind the rear seats is outdone by the smaller Tucson's 38.7 cubic feet. Both Hyundais outdo the Subaru's 32.6 cubic feet, but all these figures are good; it's certainly better than the otherwise appealing Toyota Venza, whose cargo floor is a bit high and can only hold 28.8 cubic feet of stuff.The 2022 and 2023 Santa Fe also have extra storage compartments you may not notice on a test drive but should become useful in everyday life. The first is hidden under the center stack of controls and made possible by the push-button PRND controls. The second is a small Toyota Highlander-like nook in front of the front passenger.What About the 2023 Santa Fe?One of the most significant changes from the 2022 to 2023 Santa Fe at the SEL trim might be the addition of acoustically laminated front side glass. Previously standard one level up, the feature won't make the mixed interior quality any better, but it will make it a slightly quieter place to spend time. Also new for the 2023 Santa Fe SEL versus our 2022 test SUV is a leather-wrapped steering wheel, power liftgate, dual-zone climate control, and a larger 10.3-inch unit (replacing an 8.0-inch unit). We had no issues with the smaller 8.0-inch setup, which never felt like a punishment for lower trims thanks to its already decent size and positioning at the top of the dash for optimal visibility.All of this extra standard content at the SEL trim level will come at a price, of course, but the 2023 Hyundai Santa Fe will undoubtedly be priced competitively with the value-priced Subaru Outback and other midsize SUVs. (The Santa Fe XRT, another trim with the same engine, is also shown in the gallery.—Ed. )Good Midsize SUVs Under $35,000 Still ExistThe 2022 and 2023 Hyundai Santa Fe remain good though not great options in the midsize SUV segment. Our biggest disappointment with the base-engine model we drive isn't its satisfactory performance but its fuel economy, which is barely better than the more powerful turbo (22-25/25-28 mpg city/highway for the 2.5 versus 21-22/28 on the 2.5 turbo).But for SUVS with MSRPs below $35,000, the Santa Fe is a good choice. With three years or 36,000 miles of complimentary maintenance and a good mix of tech and features, the 2023 Santa Fe earns its place toward the top of MotorTrend rankings. No, the 2022 and 2023 Santa Fe aren't perfect, but they represent a solid sub-$35K option when the SUV-like Subaru Outback doesn't quite meet your needs.Looks good! More details?2022 Hyundai Santa Fe SEL 2.5 Specifications BASE PRICE $30,745 LAYOUT Front-engine, FWD, 5-pass, 4-door SUV ENGINE 2.5L/191-hp/181-lb-ft DOHC I-4 TRANSMISSION 8-speed auto CURB WEIGHT 3,800 lb (mfr) WHEELBASE 108.9 in L x W x H 188.4 x 74.8 x 66.3 in 0-60 MPH 8.9 sec (MT est) EPA CITY/HWY/COMB FUEL ECON 25/28/26 mpg EPA RANGE, COMB 489 miles ON SALE Now Show All
We thought we spotted a Ford Maverick Tremor prototype a few weeks ago. It turns out the more rugged-looking Maverick we spied was indeed a Tremor, making it the fourth truck to get the off-road Tremor trim level, joining the Ranger, F-150, and Super Duty. Welcome to the family, baby Tremor. It's a good look.Want a Maverick with the Tremor package? You'll need to spring for a Maverick XLT or Lariat model equipped with the available 250-hp, 277-lb-ft 2.0-liter EcoBoost I-4 engine. That means—for now—the front-wheel-drive-only standard hybrid powertrain and entry-level XL trim cannot be combined with the Tremor, which Ford describes as "an entry-level option for buyers seeking greater off-road capability and bold styling." It's kind of like a souped-up FX4 Off-Road Package already offered on all-wheel-drive Mavericks. So, it's mostly entry-level.Visually, the Maverick Tremor wears a healthy dose of signature Tremor Orange accents, reminiscent of its F-150 brethren. The orange hue coats the tow hooks, fender vents, grille, and wheels. And of course the Tremor bedside logo is in Tremor Orange.Tremor logos are stitched into the Black Onyx seatbacks, which fittingly also have Tremor Orange stitching. There's a dose of non-orange customization in the form of a unique grille finish and blacked-out Ford logos, headlights and taillights.There's also a separate Tremor Appearance Package that includes a Carbonized gray roof and mirror caps. It also includes black side graphics on the hood and lower body.The 17-inch dark gray aluminum wheels are wrapped in 235/65R17 Wildpeak all-terrain tires, though you'll probably only notice the Tremor Orange on the inside pocket of one of the spokes. The speckle of orange almost gives the appearance of orange brake calipers when in motion.The Maverick Tremor gets "off-road tuned suspension with increased ride height" in the form of a 1-inch lift, with claimed "unique front and rear springs and shocks." We're not sure if this includes any of the mechanically similar Bronco Sport SUV's Badlands HOSS (High-Performance Off-Road Stability Suspension) system, or if Ford came up with new bits for the Maverick. Either way, the visual effect is a tougher Maverick.Paring nicely with the upgraded suspension are a tapered front bumper (for an improved approach angle of 10 degrees over the front-wheel drive Maverick Hybrid) and steel skid plates for undercarriage protection. There's also a heavy-duty transmission cooler and upgraded half-shafts.The Maverick Tremor gets five selectable drive modes, but the real story is Trail Control and the upgraded all-wheel-drive system complete with a torque-vectoring rear differential (think Bronco Sport Badlands), both of which the Maverick FX4 does not have. Trail Control is like off-road cruise control, where the driver sets the speed and steers while the truck controls throttle and braking to maintain a (slow) velocity. The torque-vectoring, also new to Maverick, includes a twin-clutch rear-drive unit with a differential lock that allows virtually all rear axle torque to go to either wheel.The 3,807-pound Maverick Tremor is, naturally, the heaviest of the Maverick clan. It can tow 2,000 pounds (indicating it's not offered with the 4K Tow Package, which ups the truck's total to 4,000 lbs) and has a payload rating of 1,200 pounds, 300 pounds less than the other Mavericks.The 2023 Ford Maverick Tremor Off-Road Package comes with $2,995 price tag, and the Tremor Appearance Package is $1,495. Ordering is available in September, with production beginning in fall.
WHAT IT IS: After initially doubling down on hydrogen and hybrids, Toyota appears to be pivoting slowly toward battery electric vehicles. One of the models that'll anchor this directional change is the new 2024 Toyota Compact Cruiser. A follow-up of sorts to the beloved FJ Cruiser (which left our market in 2014 but still soldiers on in the Middle East), the Compact Cruiser is a pint-sized electric off-roader built in the same vein as early '90s classics such as the Suzuki Samurai. This small electric off-roader sports four doors, plenty of ground clearance, tucked-away bumpers, all-terrain tires, and beefy-looking skidplates, all of which ought to make it a hoot off-road.WHY IT MATTERS: Toyota is finally coming on strong in the EV space, promising 10 new "lines" of EVs by 2025, and the Compact Cruiser will be part of that salvo. While models like the 2023 Toyota bZ4X cover Toyota's more conservative audience, the Compact Cruiser, previewed here with images of the Toyota Compact Cruiser Concept from earlier this year, aims to satisfy legions of Toyota's hardcore off-road enthusiasts by offering more traditional Land Cruiser styling cues in an efficient, modern package.PLATFORM AND POWERTRAIN: We don't know a ton about what's underneath the Compact Cruiser's sheetmetal, but we think it's a safe assumption we'll find Toyota's new e-TNGA platform, also found underpinning the bZ4x and Subaru Solterra. We expect the Compact Cruiser to offer dual-motor all-wheel drive and somewhere in the realm of 250 hp or so. If that's the case, don't expect it to be a range or charging champ—the more aerodynamic all-wheel-drive bZ4X nets 222 miles of range in its least efficient form and is among the slowest-charging EVs on the market.ESTIMATED PRICE: $45,000EXPECTED ON-SALE DATE: Fall 2023
0 Comments