Trucks Plus April/May 2013

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Fresh Tracks --------------------------------------- 4New Wheels: Volkswagen Tiguan--------------21Feature: What’s next for Nissan Titan? --------24New Wheels: Mercedes GLK -------------------34New Wheels: Jeep Grand Cherokee -----------35

Feature: Chevy Tech ----------------------------- 40Feature: What is dyed diesel? ------------------ 48Review: Bolt Receiver Lock -------------------- 52Gearing Up --------------------------------------58 Stuck Trucks -------------------------------------62

CONTENTS

Toyota FJ Cruiser Trail Teams Special Edition

...pg 12

Capable Cruiser

Jeep and Mopar show off a collection of concepts...pg 44

Is there a wave of diesel trucks heading our way?...pg 49

Mopar

Chicago

Influx

The 2013 Off-Road Tire Guide...pg 28

Our coverage from the Chicago Auto Show ...pg 38

The Lamborghini LM002 aka the Rambo Lambo...pg 54

Tundra

History

Toyota unveils the latest Tundra...pg 18

DISTRIBUTION PARTNERS

ALSOINSIDE

Tire Guide

�ApR / MAy 2013 Trucks Plus

Publisher/Editor: Dean [email protected]

Associate Publisher: David Symons

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Circulation: Brenda Washington

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Editorial Coordinator / Graphic Design:

Jordan [email protected]

Copy Editor: Gerry Frechette

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Sales & MarketingElaine Fontaine

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Contributing Writers/Photographers: Jordan Allan

Howard J ElmerGerry Frechette

Arch LinsaoRussell purcellBudd Stanley

Volume 6, Issue No. 2April/May 2013

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Well, this is no great surprise, really. With Ford investing so heavily in EcoBoost technology, it just seems to be a given that these capable engines start to make their way through the company’s

product offerings. Motor Trend has reported that according to global Lincoln director Matt VanDyke, the big V8 that has been sitting in the Navigator’s engine bay since its inception may be dropped, replaced with the 3.5-litre twin-turbo EcoBoost V6 to keep the old SUV competitive in a highly efficient Crossover world. Considering that the old body-on-frame ute only gets a measly 16.8L/100 km in the city and 11.8L/100 km on the highway in its current guise, the move to EcoBoost power is a given. However, Ford is keeping tight lipped, but we’ll let you know if and when the change is made.

Mercedes Builds Manic 6x6 So what’s better than a Mercedes G-wagen luxury 4x4 fully outfitted to tackle the worst Mother Earth can throw at it? Well, a fully outfitted G-wagen 6x6 of course. A couple of issues ago, we showed

you the Fuel Cell-powered G-Class Concept and it seems the boffins in Stuttgart are up to their old tricks once again. We knew Mercedes-Benz already built rather rugged 6x6 versions of the G-Class segregated for military use only. However, when AMG gets ahold of one of these platforms, watch out. The Mercedes-Benz G63 AMG 6x6 near-series show vehicle is an off-roader’s dream, powered by a V8 bi-turbo producing 544 horse-power that gets sent to all six wheels via portal axles. If that wasn’t manic enough, throw in low-range ratio, five differential locks, tire pressure control system and a special chassis dedicated to crawling over the worst planet earth can throw

at it. But this isn’t just a terrain attack vehicle; inside, occupants are treated to the usual high-class appointments of the AMG G 63 with diamond-quilted leather and Alcantara trim. I know what you’re thinking, and no, it’s not for sale. However, Mercedes says that this behemoth was built from the parts bin, so it would not be hard, although quite expensive to build one for yourself.

Mitsubishi Shows Diesel Electric Truck in GenevaMitsubishi hasn’t been making much news lately, as it changes the direction of its company from performance-minded to eco-friendly. They want to attract a wide spectrum of customers with a full palette of EV-based vehicles across the range, and that includes trucks. Which brings us to the Concept GR-HEV, Mitsubishi Motors’ take at Hybrid technology, applied for the first time to a one-ton pickup. This concept introduces an all-new exclusive HEV solution, featuring a Clean Diesel engine and electric motors. The Concept GR-HEV also uses Mitsubishi’s full-time 4WD technology with Super All Wheel Control, while it was developed with a target for CO2 emissions below 149 g/km. It’s just a concept at the moment, but with Mitsubishi’s ambitions, we should see a production truck in the near future.

Navigator Dropping V8 for V6?FRESH TRACKS

Trucks Plus ApR / MAy 2013�

FRESH TRACKSLand Rover Confirms Supercharged V6 for Base Range RoverWith the 2014 Range Rover now coming online, Land Rover has announced the engine options customers will have for the ground-up redesigned 4WD. First up is a new 340-horsepower 3.0-litre super-charged V6 that will offer improved efficiency with reduced emissions from the outgoing product. Of course, a Range Rover wouldn’t be a Range Rover without a very powerful V8 option, and Land Rover doesn’t disappoint with a 510-horsepower supercharged 5.0-litre V8 carried over from the last generation. Both engines will be paired with an eight-speed ZF automatic transmission, while Land Rover is flaunting a new Intelligent Stop/Start system which stops idling to reduce emissions and save fuel, along with the high-strength all-aluminum body that nets 700 pounds in weight savings. The new Rangy goes on sale this summer.

Nissan Announces Canadian Pricing for NV200, Lower Cost of Frontier It is natural for a manufacturer to increase the price of its vehicles year by year to account for inflation and the growing cost of materials. However, Nissan has announced pricing for its fleet of trucks and work vans, and actually lowered the price of the long-in-the-tooth Frontier pickup. The base King Cab S M/T starts at just $20,898 for a decrease of $3,580, while the top-of-the-line Crew Cab SV A/T now starts at $31,018, a decrease of $4,580. Along with Frontier, pricing for the all-new NV200 Compact Cargo Van was announced, with a starting MSRP at $21,998 CAD. The NV200 boasts several segment-leading features, including best-in-class fuel economy of 8.7L/100 km city / 7.1L/100 km highway, and best-in-class turning radius for manoeuvring in tight city spaces.

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FRESH TRACKS

Infiniti QX60 Makes Its Entrance Infiniti recently announced a change in its nomenclature, as the G37 changed over to the Q50 for the upcoming 2014 model year. Well, Infiniti has just announced another change, axing the JX35 name for QX60, which will make a Hybrid world debut at the New York International Auto Show. The new QX60 will feature Infiniti’s Direct Response Hybrid one-motor / two-clutch system adapted to all-wheel drive, anticipated to yield a combined fuel economy of 9.0L/100 km. It will be powered by a 2.5-litre supercharged engine and 15 kW electric motor connected to an advanced CVT (Continu-ously Variable Transmission). Net system output is estimated at 250 horsepower without any reduction in passenger or luggage space, or all-wheel drive. The QX60 is expected to join Infiniti’s lineup in a hurry, this summer.

Honda Shows Its View of the Future Honda Canada provided a glimpse into what it considers to be the future of driving at the Canadian International Auto Show in Toronto with the unveiling of the Honda Urban SUV Concept. Compact utes seem to be all the rage these days, but Honda is taking it a step further, basing the Urban Concept off the Fit platform, making use of the uniquely-designed central fuel tank under the front seats which will allow for the very useful rear-seat folding geometry that makes

the Fit so attractive as a small hatch. At just 4,300 mm long (about 230 mm shorter than the Honda CR-V), the Urban SUV Concept is designed to navigate crowded city streets, and Honda is saying that it will be built. Planned introduction should see the Urban SUV in dealerships next year, priced and positioned below the CR-V.

MINI Produces Special Edition for Dakar VictoryMINI has found so many different ways to make the same car look different that we’ve all but given up on reporting on them all. How-ever, they recently came out with something a little more special. After Frenchman Stéphane Peterhansel and his co-driver, Jean-Paul Cottret, took victory in this year’s edition of the epic marathon rally, MINI decided to celebrate the win with this limited-volume version of the John Cooper Works Countryman ALL4. As if that name wasn’t long and confusing enough, tack Dakar Winner 2013 on the end and you have the latest special edition to commemorate Peterhansel’s eleventh win. As such, only 11 cars will be built, featuring green-over-matte-black paint scheme along with racer’s number card on the front doors, Dakar decals on the front and rear, and Peterhansel’s signature on the hood. Grille-mounted rally lights, bright red brake calipers and unique 19-inch wheels with dark-painted inserts finish off the exterior design.


FRESH TRACKS

Volvo Nabs IIHS Top Safety Pick+ with XC60 The 2013 Volvo XC60 was one of only five vehicles to earn a TOP SAFETY PICK+ in the Insurance Institute for Highway Safety’s (IIHS) new top ratings level, currently making it the first and only midsize luxury SUV to achieve such results. With so many vehicles earning the IIHS’s previous top honour of TOP SAFETY PICK, the institute created an additional small overlap frontal crash test to encourage continued development in safety by the manufacturers, raising the bar for the dedicated few. With its top marks, Volvo is now the only luxury manufacturer with two TOP SAFETY PICK+ vehicles. The 2013 Volvo S60 sports sedan received the Institute’s highest safety honour in an earlier test.

Ram Announces ProMaster PricingSoon after the official unveiling of the Ram ProMaster commercial van at the Chicago Auto Show, Ram has now published pricing of the Fiat Ducato-sourced van with pricing starting at $28,495 plus destination for the Cutaway Chassis Cab. The regular Chassis Cab has been set to start at an MSRP of $29,495, while the Cargo Van models will begin with an MSRP of $31,495. The ProMaster series will be powered by either a 280-horsepower Pentastar 3.6L V6 or Ram’s new addition to its engine lineup, the 3.0L turbodiesel EcoDiesel four-cylinder producing 174 horsepower and 295 lb-ft of torque.

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Carefully EngineeredStory and photos by Russell Purcell

I remember being at the launch for the FJ Cruiser when it first arrived in Canada back in 2006. After exploring the rather interesting looking

vehicle’s road worthiness and handling on a scenic route of rural roads, highways and byways, the Toyota team had arranged for the assembled journalists to play with the FJ at a gravel yard just outside Ottawa. A series of obstacles had been set up to reveal that the FJ Cruiser was not just another cute-ute, but was, in fact, a carefully engineered and cleverly packaged SUV that could tackle all but the most extreme terrain. The company was so confident in the FJ’s abilities that it even had a headlight-deep water crossing that caused more stress for the drivers and passengers than it did for the rugged FJ Cruiser.

I recently had the opportunity to spend a week with the latest and greatest variant of the FJ Cruiser, that being the Trail Teams Special Edition. This is a limited edition that features a few upgrades that help augment the standard vehicle’s already impressive off-road capabilities. When I say limited, I do mean limited. Toyota plans to offer a mere 125 units (110 fitted with automatics and 15 sporting the manual transmission) of this mountain goat for the 2013 model year, which is unfortunate, as it really does have the extra curb appeal adventurous types tend to look for.

The Toyota Motor Corporation has been manufacturing off-road vehicles for more than half a century, and the FJ40 Land Cruiser from which the FJ Cruiser derives its name is a legend. The FJ40 was known for its unique paint scheme, which always featured a white roof panel. This theme carried over to the FJ Cruiser when it debuted and continues today, unless of course you order one of the special Trail Teams units which feature a different monochromatic paint scheme each year they have been offered. This year’s exclusive colour is called Cement Grey Metallic, which gives the Trail Teams FJ a rather industrial look that is very rugged and masculine. The Trail Teams Edition is also the only FJ model to feature blacked-out trim pieces. The matte black bumpers, grille, mirrors and door

201� Toyota FJ Cruiser Trail Teams Special Edition

handles look sharp, as do the similarly painted 16-inch, TRD Beadlock-style alloy wheels. These beefy wheels are wrapped in aggressive BFGoodrich All-Terrain T/A tires (LT265/75R16) which proved themselves capable on sand, mud, gravel and snow during my week-long test period. To complete the off-road look, the Trail Teams Edition features rock rails, a full complement of skid plates, and a pair of high-intensity spot lights fitted to an air dam affixed to the full-size roof rack. The interior benefits from a colour-tuned trim package which includes distinctive seat inserts, unique door sill plates, a cargo area mat and special badges.

All FJ Cruiser models derive their motivation from Toyota’s venerable 4.0-litre, 24-valve, DOHC V6 engine that produces 260 horsepower and 271 lb-ft of torque. This proven powerplant is mated to either a 6-speed manual or a 5-speed automatic transmission. My test rig featured the latter, which will likely be the preferred choice for most buyers, as struggling with a heavy clutch while stuck in urban traffic is not something most want to do. The engine features technological marvels such as Dual Variable Valve Timing with intelligence (VVT-i), which continuously alters both intake and exhaust camshaft timing to deliver a broad torque band, which means that the FJ Cruiser driver has access to ready power whenever it is needed. The engine also employs an advanced Sequential Multi-Port Fuel Injection system which helps make the most efficient use of the vehicle’s 72 litres of fuel. The six-speed manual transmission features a full-time four-wheel drive system complete with both centre and rear differential locks, as well as a two-speed transfer case. An advanced stability control system and Toyota’s Active Traction Control (ATRAC) are on hand to keep the FJ moving forward when the road conditions become treacherous or slippery.

The optional five-speed automatic Super Electronically Controlled Transmission (Super ECT) has been designed to utilize an Engine Control Module (ECM) to manage shift decisions based on engine speed and load. I was impressed with how smoothly this transmission operated whether I was cruising on the freeway or creeping slowly down a 30-degree embankment. Toyota’s engineering team has designed the ECM so that it also monitors such factors as throttle position, road speed, power requirements and operating temperature to efficiently direct gear selection and adjust shift points to driving demands. It’s pretty slick, as is the addition of Toyota’s innovative 4-


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Wheel Crawl Control system which comes as part of the upgrade to the automatic transmission. This manually-selectable system allows the driver to focus on steering, while it operates the traction control, brakes and accelerator to maintain an ultra-slow target speed while the vehicle is ascending or descending steep terrain.

The interior is well laid-out and very sporty. A wide, body-coloured centre stack houses over-sized HVAC controls and the audio system, and is complemented by door inserts of the same material. White-faced gauges are big and easy to see through the wide-rimmed three-spoke steering wheel. The shift lever falls readily to hand and features a big, ergonomic shift knob. Toyota also offers an interesting instrument pod that includes a compass, outside temperature gauge and ‘inclinometer’ that sits atop the dash. The front bucket seats feature wide seat cushions and supportive side bolsters. The rear bench seat is a 60/40 split design and is covered in the same water-repellent material as the front units.

An elevated seating position provides good visibility of the road and surroundings out front, but as I stand 6’2” tall, I found that I had to duck down and forward to see traffic lights at intersections due to the narrow height of the windshield. The big, power-operated side mirrors look very functional, but they are tall, not wide, and I found myself wanting to reach out and rotate them 90 degrees. The extra-thick ‘C’ pillars make shoulder-checking a nerve-wracking experience, as they create an enormous blind spot, as does the big tire mounted on

the rear door. Luckily, the auto-dimming rearview mirror features an integrated backup-camera monitor.

All four doors feature large storage bins and big handles. Unfortunately, the handles for the rear doors require the user to reach inside the vehicle to open them from the outside, as there are no exterior handles on the rear-swinging doors. These rear doors are also rather narrow, so I had to slide the front seat all the way forward and distort my XXXL-sized body through the tight opening to get inside the rear compartment. Once inside, however, I was more than impressed with the head, knee and legroom afforded the four outboard seating positions. Dual gloveboxes, abundant cup holders and a large centre storage bin helped keep the passenger compartment uncluttered.

The rear door swings away from the curb (to the left) and can be locked open via a clever strut that is exposed when the door is open. You will find this essential, as the spare tire is mounted to the door and adds substantial weight. The cargo area features the same rubber-like floor covering, as well as a host of tie-down loops and storage cubbies, plus an available 115-volt outlet port. With the rear seats folded down, the FJ offers a near-flat cargo floor and 1,891 litres of space. The rear window also operates independently, allowing for small items like groceries to be loaded with ease, or longer cargo to be transported on short hauls. The FJ Cruiser utilizes a modified (shortened) version of the Tacoma/4Runner platform, which is good news, as this is a proven performer


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both on-and off-road, and product planners deemed that it be important that the FJ be a capable off-road vehicle as well as sensible enough to act as a daily driver.

I had the opportunity to take my test rig through a demanding off-road course that included everything from rock climbs and mud-holes to steep hills and treacherous terrain. The shortened wheelbase gives the FJ excellent approach and departure angles (34- and 31- degrees respectively) as well as a tight turning radius (12.4 metres). While the FJ Cruiser is not designed to be a rock crawler, it is prepared to clamber over rocky surfaces, outcrops or small boulder fields. The heavy-duty system of skid plates (engine, transmission and fuel tank) will protect the drivetrain from all but the biggest hits, but for careful, low-speed journeys through rocky terrain, the FJ proved a climber.

When faced with slick mud and snow, the FJ Cruiser’s advanced four-wheel drive system delivered power to the ground in a linear fashion, and the tires exhibited little wheelspin even when the tread became packed with heavy, clay-like mud.

A brief encounter with a sandy beach revealed that the truck’s wide tires had no problems cutting through the loose surface and the power train delivered consistent levels of traction as I navigated my way through the gritty material.

The FJ Cruiser offers an impressive 9.6-inches of ground clearance and exceptional wheel travel, so this truck will permit its lucky operator the freedom to explore off the beaten path. I should also point out that the vehicle’s air intake sits high on the hood, which makes it possible to drive the FJ through substantial water hazards.

Little details prove that the design team did their homework. Rubber floor mats replace carpets in the FJ, allowing for easy clean-up, and a triple wiper configuration means that more of the windshield remains clean when the going gets muddy. The FJ Cruiser rides on a ladder-type chassis that features an independent double wishbone front suspension and a four-link solid rear axle. Coil springs both front and back helped give the FJ a bump-smoothing ride on the highway. Even train tracks and deep potholes were rendered harmless during my rigorous road test.

The FJ Cruiser proved very comfortable and easy-to-drive. The 4.0-litre engine provides exceptional power in a very linear fashion. Acceleration is quick for a vehicle of this type and handling is nicely balanced and predictable.

The cockpit is insulated enough to keep unwanted engine and road noise out at all but triple-digit speeds, and the subtle wind noise that crept into the cabin at these speeds was largely due to the vertical windshield design and chunky all-terrain tires. There are currently four models of FJ Cruiser available, and all include a long list of standard comfort, safety and convenience features as well as impressive all-terrain capabilities. However, if you really want to stand out from the crowd, I would suggest you seek out one of the rare Trail Teams Special Edition models, as it offers an excellent value for the serious off-road enthusiast, and its special equipment is all covered by a factory warranty.

Base price range (MSRP): .............................$33,440 - $41,495Price as tested: $44,265.00 (includes $8,055 -Trail Teams Special Edition package; $1,000 - Automatic Super ECT ; $1,635 -Freight & PDE; $135.20 - Assorted taxes and levies)Type: .........................5-passenger, compact sport utility vehicleLayout: ........................................Front engine, four-wheel-driveEngine: .........................................4.0L DOHC 6-cylinder engineHorsepower: ................................................. 260 @ 5,600 RPMTorque (lb-ft): ................................................ 271 @ 4,400 RPMTransmission: ............... 6-Speed manual or 5-speed automatic transmission (optional) Brakes: .................. Front-wheel ventilated disc; rear-wheel disc Suspension: ........................Double wishbone front suspension with coil springs and stabilizer bar, and a four-link rear suspension with lateral track bar, coil springs and stabilizer bar.Bilstein shock absorbers are used front and rear. Maximum cargo volume (L /cu. ft.): ..........................1,891 / 66.8Towing capacity: ..............................................2,268kg (5,000lb)Fuel economy (L/100km/h): .........................City- 12.7 (22 mpg) / Highway- 9.5 (30 mpg)

SPECIFICATIONS:


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Story and photos by Budd Stanley

The latest generation of the Toyota Tundra has been getting a little long in the tooth as of late. If you read the last issue of Trucks

Plus, I gave my thoughts of the old dog, saying that while the look is in much need of a refresh, more importantly the old truck will have some catching up to do when it comes to a redesign, as all of its competition are making headway with more fuel-efficient drivetrains.

Jump ahead four weeks, and I find myself crammed into an auditorium full of press at the Chicago Auto Show with Toyota execs going on about the history of the old ranch in San Antonio, Texas, where the factory that produces the Tundra sits. With a flashy light show and loud music, a bold new face pulls out from behind a curtain and out into the limelight. My first impressions are good. The refreshed styl-ing of the exterior panels and front fascia are well done even if the headlights look a bit homely.

In particular, I do like the “TUNDRA” stamped into the sheet metal of the tailgate, very reminiscent of Toyota trucks from the ‘80s that

had “TOYOTA” raised across the back. You’ll also find an integrated spoiler to help improve aerodynamics. Edgy lines down the shoulders make the Tundra look a little meaner, a little more like a Tonka truck. Following that theme, the fender openings have been squared off. Grille designs have also become distinct with a different style for each trim level. To up the butch factor, Toyota has lifted the hood an inch-and-a-half with an aggressive nostril that stretches the width of the front grille. Personally, I don’t think the Tundra needed this; I like the great frontal view of the outgoing version, but everyone loves big vent, don’t they?

Inside, the Tundra also gets a good refreshing with audio and HVAC controls being moved 66 millemetres closer to the driver. All the controls are extra-large for those who don’t like to take work gloves off while in the confines of the cabin. Toyota will now offer a high-market Western take on the Tundra with the new 1794 Edition that reflects the roots of the factory grounds, with premium saddle brown embossed leather seating and ultra-suede accents. Like the Platinum, the 1794 Edition includes features like heated and ventilated front seats, JBL audio, navigation, and Blind Spot Monitor with Rear Cross

Flashy New Suit

Toyota rips the covers off the anticipated new Tundra


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Traffic Alert, as well as a rear backup camera that is now standard on all trim levels.

However, while the Blind Spot Monitor with Rear Cross Traffic Alert are good new features that keep the Tundra on par with the competi-tion, we now come to the heart of the matter, the drivetrains.

With Ford, GM and Ram launching radically updated drivetrains to suit their new full-size trucks in the current environment of high fuel prices, I was expecting Toyota to follow suit. Even Nissan is said to be working on a new diesel for the upcoming Titan. However, I was rather let down when the Toyota exec preached the decision to run with dependable and reliable drivetrains, choosing not to jump into the fuel efficiency wars and staying with the same 4.6 and 5.7-litre V8s found in the current generation Tundra, while no V6 option will be available. Let’s face it, the Tundra was not exactly the model of Toyota’s fuel-efficient ethics it loves to preach, making the lack of

any development in this area rather disappointing. Yes the venerable old V8s will hold true to owners, but the lack of a fuel-efficient option not only goes against everything Toyota has been boasting about its lineup, but also means the Tundra could very likely be behind the times before it even gets to dealership floors.

Technically speaking, the Tundra will come with two bed sizes, a two-metre-long standard bed and a long bed with a length that has yet to be announced. The engines will be pumping out an unchanged 310 horsepower (4.6-litre) and 381 horsepower (5.7-litre). Both will still route through a six-speed automatic transmission. When equipped with a tow package (4x2 Regular Cab), the Tundra has a maximum tow capacity of 4,762 kg (10,400 pounds) and that’s a number that abides by the new J2807 standards. I applaud Toyota for being one of the first to adopt this customer-friendly standard while the domestic brands continue to publish numbers that are made up by their own measurements to make them look as ap-pealing as possible.

The long-awaited refresh-ing of the Tundra came with a mix of impressions on my part. It was good to see Toyota give the Tundra an interesting new design and some much-needed features, and for adopting the J2807 standard. However, the lack of any powertrain development really is eating at me, and I fear that when we do get the chance to drive the real deal, it will feel very similar to the current generation Tundra, with only a flashy new suit. The 2014 Tundra is due in showrooms this Septem-ber, and we’ll be sure to let you know if it’s everything we hope it is, or just more of the same, when we get our hands on one.


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Story and photos by Gerry Frechette

When we first drove the Volkswagen Tiguan small crossover in the summer of 2008, we called it a sporty little CUV in the tradition

of the GTI performance compact. Nearly five years later, that hasn’t changed, as it is still equipped with a sporty 2.0-litre, 200-horse-power turbo four-cylinder and is based on the Golf platform, plus it is available with 4Motion all-wheel drive. That latter technology used to be a unique feature in comparison to Golfs, but now that there is a Golf R with AWD, the Tiguan has lost that little advantage in the VW showroom.

In any case, we drove the latest Tiguan a couple of months ago, and as we have come to expect from cars made available to media, it was a fully loaded Highline version, with the notable addition of the new R-Line package.

Now, it shouldn’t come as a surprise if you are paying attention to the time frame, that the current edition of the Tiguan is approaching the end of its product life cycle, and the R-Line is an attempt by VW to

Comfort and UtilityThe 201� Volkswagen Tiguan

inject a little excitement and additional performance into the higher end of the Tiguan line-up.

Other than the badging on the grille, the most obvious way to tell an R-Line from a regular Highline (VW sure likes its Lines) is that it has “Mallory” 19-inch wheels. For what reason, we don’t know, but VW is a manufacturer that likes to name its wheels. We don’t know how the wheel namers in Wolfsburg came up with “Mallory” for the biggest wheel on the Tiguan, but there you go. They do give the little CUV a very hunky-looking appearance that a 17 or even 18 can’t do.

The R-Line also gives you sport suspension, sportier steering wheel and pedals, Bi-xenon LED headlights, rear spoiler, flared wheel arches and different exterior trim for your $2,750.

The other major option is the Technology Package, which essentially is navigation, 30-GB hard drive on which to store all your music, premium Dynaudio 300-watt digital sound system (not killer, but clear sound) with Sirius satellite radio, and rearview camera. All are things you would want to have on any upscale vehicle these days, and which VW charges you $2,300 for.

To break down the availability of the mechanical components, you can get any engine you’d like in any of the Trendline, Comfortline or Highline models, as long as it is the 2.0-litre turbo four with direct injection. Now, this is a capable and impressive engine, (for which premium gasoline is “required,”) but one must think that there is a market for a non-turbo engine like most of the Tiguan’s competitors have. In all this time, VW has not changed its engine program for this CUV, and that has probably cost it some sales. For that matter, one might really want one of these with the TDI diesel engine, but there are apparently solid technical reasons why one can’t be fitted into this body. Too bad....you know VW would put a TDI in the Tiguan if they could, but we’d bet that the next generation will deal with this situation, and offer a non-turbo gas engine, too.

The base Trendline and mid-range Comfortline start with front-wheel drive and six-speed manual transmission (sound like a GTI?), but one can order an automatic transmission, and no, it isn’t the DSG twin-clutch unit from the GTI. One has to make do with the not-as-quick to shift, but otherwise responsive, six-speed Tiptronic with manual shift and sport automatic modes, plus paddle shifters that the original Tiguan didn’t have.

Once the automatic has been decided upon, one can order the 4Motion AWD system, a Haldex design, which starts out from rest

21ApR / MAy 2013 Trucks Plus

NEW WHEELS

with power apportioned equally front and rear, and then, assuming no slippage, reverts to nearly all power heading to the front wheels. It can send all the torque to the rear wheels, too, if needed, so it is far more than a “slip-and-grip” set up, being ready for anything from the first movement of the wheels. One should note that the manual transmission is not available with AWD. The top-end Highline has only the automatic/4Motion combo.

Out on the road, with the sport suspension and 19-inch rubber, the Tiguan showed itself to be just about the best-handling CUV there is, and one of the fastest, too. With all-independent suspension tuned the Euro way – firm, with feedback for the driver – the Tiguan carved up twisty roads and gave a smooth ride on the highway, too. The onboard trip computer showed 12.0 L/100 km in mostly urban driving, with a light foot most of the time, so that was about what we expected. We like it no less than we did in 2008, but of course, newer up-market crossovers have caught up with it to an extent.

Inside, the Highline gets the full complement of luxury and conve-nience features, like leather seats and trim, big sunroof, dual-zone electronic climate control, and lots of deluxe trim upgrades. It is as comfortable as we have come to expect VWs to be, and that means supportive seats and good ergonomics, even for taller drivers, who get more headroom with the taller body. Of course, there is a useful,

MSRP (Base): ................................................................$24,990Price as tested: ..............................................................$42,490Vehicle Layout: ........................ Front engine, AWD, 5-door CUVEngine: ..................................................... 2.0L 16-valve turbo I4Transmission: .............................................................6-spd autoPower: ..............................................200 hp @ 5,100–6000 rpmTorque: ...........................................207 lb-ft @ 1,700–5000 rpm Brakes: ...........................................................4-wheel disc, ABSCurb Weight: .................................................................1,629 kgTowing capacity: ...............................................................998 kg Fuel Economy (L/100 km, city/hwy): ..............................10.2/7.8

SPECIFICATIONS:

if not huge, cargo area, especially with the rear seats folded down flat. When they are up, they recline and move fore-and-aft six inches for more comfort and versatility. A taller person can sit back there in relative comfort, considering this is a compact vehicle. Fit-and-fin-ish is at the high end of the scale, while the conservative design is beginning to look a little dated next to some of the radical dashboards and door panels we are seeing these days. But some like it that way; VW hasn’t forgotten who its customers are.

So, the Tiguan as we know it is probably nearing the end of its life, and we have to think that more of them might have been sold had there been more variety of engines available, and, here is the big thing, the price had been lower. The compact crossovers the Tiguan competes with sell for thousands less in most cases, and at the top end, the Highline with R-Line and Technology is over $40,000, into “premium” brand territory. That gap has been narrowed a bit, with the announcement at the Vancouver International Auto Show that VW has lowered the Tiguan’s price across the board, with the most basic Trendline down nearly $3,000 to $24,990. Our loaded Highline is down less than $1,000, but in any case, this is clearly a good time to pick up one of the last of a good little CUV, one with the soul of a GTI, a sophisticated AWD system, and plenty of comfort and utility no matter which trim level is chosen.

Just be aware that, based on VW’s pricing of the new Jetta and Pas-sat recently, the next-generation Tiguan might just cost a bit less – or the same and have a diesel engine.


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NEW WHEELS

Story by Howard J Elmer, photos coutesy of Nissan Canada

Nissan has announced that it will bring a new Titan to market next year. The speculation is that it will be debuted at the

Detroit Auto Show in January of 2014 – exactly ten years after the initial truck was shown there. Since then, this Canton, Mississippi-built pickup has sold steadily, though in small numbers. In its best year, Titan only sold some-where north of 35,000 units – certainly no threat to the Detroit builders. Over the years, though, its sales numbers have declined, dropping each time its competitors delivered newer and more fuel efficient models. So with ten years under its belt, this next generation of Titan is the model’s last chance to not just catch up, but to leap forward.

Frankly, that’s how quickly things change in the truck world to-day. When it debuted, it was a very forward-thinking design with

One Last Chance for the Nissan Titan

unique features like a spray-in bedliner, outside under-frame lock-able storage, and wide opening doors on its King Cab (at a time when most other models still sported suicide doors). It even was a contender for North American Truck of the Year in 2004; this fueled speculation in Motown a decade ago that an HD version (and even a diesel engine) would be in the Titan’s future, but that didn’t happen.

What this new design did do in its first years though (I believe) is help Toyota to bring in its second version of the Tundra to market properly. By this I mean that in 2004, Nissan and Toyota were both struggling to break into the North American truck culture – of course, they knew what the Big Three offered – but they had to find a way to adapt their own corporate cultures to building “American” pickups and not just larger versions of their own successful small offerings like Tacoma and Frontier. And just how tough was this? Well, consider the interview I had during testing in the Arizona desert in 2003. “When the very first running Titan chassis came in from Japan, we started it and the exhaust was almost silent,” said Christo-pher Shannon, Nissan full-size truck and SUV product planning. “We’d told the Japanese that we wanted a tuned muffler, but they couldn’t understand why anyone would want to hear the engine, so they ignored us. We had to have it redesigned here with an American exhaust company.” Said Shannon, “some things just don’t translate.”

In the end, they did get the sound right for the 5.6-litre, 317-horse-power V8. But, the body-size was still a compromise, a mistake that Toyota managed to avoid two years later. Today, the Titan is much the same truck it was ten years ago – a decent truck but, as the rest of the market has moved ahead, its look has gotten old and dated by comparison. It offers only one V8 engine, has no regular cab, tows only 8,700 lb and its fuel


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efficiency is lacking. This is why the decision had to be made – scrap it or relaunch it – and I’m glad it’s the latter.

So, what can we expect from Nissan next year? To gain some insight into what may be coming, it’s best to look at the reason be-hind the Titan’s birth in the first place. Built on a then-new chassis called the F-Alpha platform, the Titan also shared its engine with the then-new Nissan Armada and the Infiniti QX56. These three trucks came out of the same plant in the South and as a trio, this paid for their development. I expect a similar strategy next year.

The chief clue to this observation of mine surfaced in the form of the all-new Nissan NV commercial van that was launched two years ago. This institutional vehicle has a distinctly pickup truck-like front end – one that could be easily used in a pickup application. The NV already sits on a pickup-sized wheelbase of 146.1 inches in both 1500 and 2500-series versions, so again the transition makes sense.

What a new truck will also bring to market (in my opinion) is a V6 engine. The NV currently offers a standard 4.0-litre V6 engine that makes 261 horsepower and 281 lb-ft of torque; it is also avail-able with the optional 5.6-litre V8 (317 horsepower and 385 lb-ft of torque) which is the only engine available in the Titan today. Currently, each engine comes with a five-speed automatic trans-mission in the NV. Hopefully this can be upgraded for the new Titan. Beyond this, if Nissan hopes to claim some Wow! Factor with its new pickup, it might consider doing what the rest have so far failed to do – offer a diesel engine in a half-ton.

Wikipedia suggests that the current Titan body is being used as a mule to test a new Cummins-built 2.8L 4-cylinder turbodiesel. The site claims that the targeted output numbers for this test are 220 horsepower and 380 lb-ft of torque with a combined/average fuel consumption of 8.4L /100 km.

Of course, testing is not production, and over the years, I have driven several diesel “mules” that never came to market. Still, here’s to hoping Nissan goes for the Wow.


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OFF-ROAD TIRE GUIDE

Featured: Krawler T/A KX

Tough road conditions are easy to handle when you’re riding on Dueler A/T REVO 2 tires. With its bal-anced tread design, this tire helps to deliver great performance as well as a quiet and smooth ride - an impressive feat for a tire with considerable all-terrain capability. Bridgestone, using the philosophy of continuous improvement, is constantly making its great tires even better, including improving environ-mental performance. The Eco-Products designation shows this tire has the following characteristics: improved rolling resistance, which helps increase fuel efficiency and reduce vehicle emissions; longer lasting tread, which increases tire life and conserves resources; and environmentally conscious materi-als, such as non-aromatic oil and recycled materials.

Featured: Dueler A/T Revo 2 (Eco)

By Arch Linsao

Let’s face it, we’ve all done it. We’ve all found ourselves at that moment where we were presented with a choice. A choice between a nice, smooth

paved road, and a rugged patch of dirt- and rock-filled unpaved goodness. And whether we’re a rookie or an expert off-roader, we’ve all found ourselves grabbing the wheel with both hands, bearing down on the throttle and kissing the pavement good-bye as we hopped onto that trail to test out our rig and our own ability to drive it. Whether we’ve succeeded in defeating the trail, or whether the trail defeated us and our rigs, we’ve all done it.

Your ability to succeed and show that trail who’s boss is dependent on the fine balance between your abilities to drive your off-road vehicle and that vehicle’s ability to be driven that way. The balance between all the mechanical and electronic components being manhandled by the human component. The juggling act that we’ve got to have down to a science in order to maximize both our abilities and our vehicle’s capabilities. All the pieces of this complex puzzle working together to achieve harmony, to achieve balance. The better the balance, the better your chances of defeating the trail.

It’s quite a precise balance, really. And there is one key component that is essential to achieving it. That component is... you.

Now, I know you were probably thinking I was going to say that the key component was your tires. But that would just be too predictable wouldn’t it? Don’t get me wrong; your tires are definitely important. Very important, in fact! Heck, if they weren’t, I’d be out of a job! But the fact is that noth-ing in, on or anywhere around your vehicle is as important as you. You dictate what the vehicle is able to do. Put it this way, your vehicle won’t out-drive you, but you can definitely out-drive your vehicle and any of its components, including your tires! You are the component that controls all the other components scattered all over your vehicle. It all essentially starts with you. Your abilities and/or inabilities will have a direct effect on how well or how poorly your vehicle performs. It affects that ever-so-sensitive and

Are you a Baja driver? Or just pretending?

precise balance I’ve been talking about. For your vehicle to do what it was designed to do at whatever level it was designed to do so, it relies on your ability to match and maximize it.

So what does your driving ability have to do with what off-road tire you should buy? It has EVERYTHING to do with what off-road tire you should buy! I’ve always said that you should buy a tire that is appropriate for the vehicle you’re putting them on. This makes sense, perfect sense. But it’s just as important to match that tire to your driving abilities, and yes, as much as we hate to admit we have them, our driving inabilities as well. By doing both these things, you come closer to achieving a better balance, and you come that much closer to getting out of those trails in one piece and keeping the shiny side up.

You alone hold the key to achieving this balance. It starts with you being honest with yourself about your ability to drive your vehicle at the level that it was designed to be driven. Once you figure out how you fit into that puzzle, then you’ll be able to determine which components, in this case we’re talking specifically about tires, will work best with your vehicle and the way you drive.

Example: If you over-estimate your driving abilities, you’ll end up with tires that will be a bit overkill. You’ll end up with a tire that will be too aggressive and you won’t be able to maximize the tire’s capabilities. It’ll simply be too much for you and you’ll be wasting all of which that tire has to offer. On the flip side, if you under-estimate your driving abilities, you will end up with a tire you’ll hate because it won’t ever do what you need it to do. This is the case no matter what vehicle you drive, whether it be a stock Jeep Wrangler or a full custom rock crawler. If you don’t choose a tire that matches your driving ability (or lack thereof), it’ll be just like picking a tire that’s not appropriate for your vehicle. Balance will never be achieved and the potential to achieve that balance will be limited by the component that is throwing it all out of balance. Don’t they say that a chain is only as strong as its weakest link?

So don’t be the weak link. Don’t be the component that caused the imbal-ance and limited the potential of the other components to perform. When it comes down to choosing the best off-road tire out there for you, take a good hard look in the mirror and be honest with yourself when you try to evaluate your ability to drive your car and essentially, drive your tires. When you talk to your tire expert (because you know I always tell you to talk to your tire expert!), put the ego aside and be honest with them as well. They need to know your actual driving abilities, not the driving abilities that you wish you had. That way, they’ll be able to better help you find the best tire to suit your driving abilities and your vehicle’s capabilities, thus helping you defeat that trail rather than letting it defeat you.

Get unprecedented grip on rocks, mud and dirt with the Krawler T/A KX, with its super-tough carcass featuring deep-lug tread pattern and a soft compound that grips uneven surfaces for better traction. Its four nylon sidewall plies offer extreme puncture resistance and its tread pattern can be carved to better suit your individual requirements.


OFF-ROAD TIRE GUIDE

The Radial Mud Rover’s lug pattern delivers maximum forward and side grip for outstanding off-road traction. Its excellent lateral grip and stability and directional control in both on and off-road conditions is a result of its centre tread lug bars and alternating shoulder lug scallops. For superb overall tire toughness, Dunlop uses six full plies under the tread and a high ply turn-up. The wide, open shoulder design of the tread offers excellent self-cleaning ability.

Born from competition, the new Grabber has been developed by the most skilled engineers and tested by the best off-road racers including Carl Renezeder and BJ Baldwin. It features a race-proven 3-ply construction, multi-angle sidewall protectors, and sound wave suppression technology. All this, while providing deceptively high levels of traction in mud, silt and even in the world’s most extreme conditions through the use of its Patented Strake and Chamfer tread pattern. The Reactive Contour Technology delivers even tread wear throughout the life of the tire.

The DuraTrac is a hardworking, versatile tire offering both on- and off-road traction. TractiveGroove Technology offers enhanced traction in deep mud and snow while self-cleaning shoulder blocks help provide enhanced traction in dirt, gravel and mud. The highly angled centre tread blocks offer lateral stability while reducing road noise, and for even more enhanced traction in winter driving conditions, the tire is pinned for metal studs.

Featured: Radial Mud Rover

Featured: Grabber

Featured: Wrangler DuraTrac

The Discoverer A/T3 utilizes a balanced combination of technology, compounding and design to produce a tire that will perform well in nearly all types of terrains. The tread compound enhances wet traction and reduces rolling resistance, while the aggressive tread design significantly improves off-road traction without sacrificing highway performance. The A/T3 tread pattern exploits a combination of features specifically suited to provide solid all-terrain performance, superior all-season traction, excellent stability, confident handling and reliable tread wear. The silica-enriched tread compound has lower rolling resistance than traditional full carbon black tread compounds. The dual draft angles on the tread element walls and the lateral groove protectors aid in reducing stone retention, stone drilling and assist in cut and chip resistance. All traction...all terrain...all the time!

The Dick Cepek Crusher Radial is perfect for truck owners seeking ultra-aggressive off-road traction and excellent handling on the street. The Crusher radial features a unique tread pattern, tough 3-ply sidewalls and functional ‘Skull and Cross Bone Sidebiters’ for added traction, sidewall protection and a unique look. Self-cleaning high-void tread lugs offer traction in mud and snow, and deep shoulder lugs provide aggressive traction and bolt looks. The advanced radial construction gives superior uniformity and ride, and the extra-wide footprint and non-directional tread pattern with different lug sizes adds trac-tion and noise control.

Featured: Discoverer A/T 3

Featured: Crusher


OFF-ROAD TIRE GUIDE

With superior pulling capacity and thrust power, as well as improved flat-resistant quality, this tire is ideal for rugged cars, boasting of the most powerful and safest driving performance in normal or even the harshest road conditions. Its aggressive and tough tread design give the traction and power to go anywhere. The wide tread footprint has been enlarged by 7-8 percent compared to competitors, to resist uneven wear and provide grip and acceleration under all road conditions. The ZigZag shoulder lugs and open and wide grooves also increase off-road traction as well as aid in self-cleaning.

Featured: Dynapro MT RT03

The Interco SS-M16 is a tire for all seasons. Several design features have been taken from Interco’s best performing all-terrain and mud-terrain tires. The SS-M16 is highway-friendly and very quiet for a tire that has such good off-road performance. It is an excellent tire that bridges the gap between the all-terrain and very aggressive off-road tires and has a rugged design that will enhance the appearance of any vehicle.

The Road Venture KL78 provides drivers of pickups, SUVs and on/off-road vehicles with versatility that will get you going both on road and off road. The cut- and chip-resistant compound is molded into a symmetric pattern with full-depth circumferential zigzag grooves along with multiple lateral grooves. All these biting edges add to the edge effect for improved traction in wet, dry and wintery conditions as well as in snow. The Road Venture KL78 is right at home during those off-road excursions and the tapered tread block design promotes self-cleaning of mud, gravel or snow. The size offering ranges from P-metric to LT-metric and includes large-diameter flotation sizes for off-road enthusiasts.

With its super-sticky tread, the Creepy Crawler is the right tire for any rock climbing challenge. Armoured by a rugged, square-profile sidewall and aggressive tread pattern, the Creepy Crawler is specially devel-oped for durability, with claw-like traction on uneven terrain. For your next rock crawling event, choose the tire that’s as tough as you and your rig: the Creepy Crawler. Its heavy-duty bias construction provides lasting performance, while the rugged tread pattern provides agile and controlled steering for competition rock crawling. Its unique multi-edged knob design and arrangement of sipes enhance traction on rock surfaces, while the super-soft extra-sticky tread compound provides improved grip.

The Baja Claw TTC Radial is the ultimate extreme-traction tire. Get rugged off-road performance with the Claw’s 23-degree tread pattern, large directional SideBiters, and tough puncture-resistant sidewalls. Go where you want with the confidence that the Baja Claw TTC will pull you through! It features mud-scoops for self-cleaning traction in deep mud and snow, tread and sidewall decoupling grooves that allow the tire to flex and conform to any surface, a directional 23-degree tread pattern, an extra-wide footprint for extreme traction, and strategically placed and shaped siping to promote long wear and improved trac-tion on wet or icy surfaces.

Featured: SS-M16

Featured: Road Venture AT KL78

Featured: M8090 Creepy Crawler

Featured: Baja Claw TTC Radial

Trucks Plus ApR / MAy 2013�0

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OFF-ROAD TIRE GUIDE

The Mud Grappler Extreme Terrain provides off-road traction over various terrain, whether it’s dirt, rocks or mud. The massive side-lugs and 3-ply polyester sidewall construction add more protection to help prevent sidewall punctures when facing the most challenging off-road obstacles. The Mud Grappler Extreme Terrain tire can handle anything you throw at it. Off-road traction is achieved through the high void ratio which efficiently clears mud and dirt from the tread area, and the highly-engineered design of the tire gives it improved stability and uniformity.

Now, Rocker’s most popular extreme off-road tire has been...ahh...slightly tamed for your daily driver. If you want a super-tough radial tire that will work in almost any terrain, that will offer exceptional looks and ridability, then the XOR (Extreme Off-Road Radial) is for you. The tire’s enhanced stability and lateral traction are attributed to the stepped lugs, circumferential grooves and large tread blocks. Its extreme durability is a result of the chip- and tear-resistant rubber compound and the unique ‘Tear It Up’ Technology. The Rocker XOR LT also features ‘Over-the-Shoulder’ Lugs and Sidewall which add extra strength and traction to the shoulder and sidewall areas of the tire.

The Pro Comp Radial Xtreme M/T 2 is one of the most advanced tires on and off the road - period. Each size features Tri-Ply construction for greater puncture resistance in the sidewall, while two steel belts and a spiral-wound nylon overwrap provides superior stability and load-carrying ability at highway speeds. This ultra-modern mud tire features a unique tread compound that is coupled with silica, which enhances its ability to navigate anything from wet roads to slick rock to deep mud. The Pro Comp Xtreme M/T 2 continues to set the performance standard required for today’s modern 4x4s.

The Toyo Open Country A/T II gives you all the traction you need with more durability and longevity than the competition. And with the option of going “Xtreme,” the Open Country A/T II Xtreme delivers peak performance with rugged good looks. With the even tougher Open Country A/T II, you’ll be ready for your next adventure! New wear-resistant tread pattern and tie bars between blocks offer excellent tread life, durability and reduced road noise, as well as preventing irregular wear. The aggressive sidewalls and open, polygonal tread blocks deliver both tough looks and even tougher performance in dirt, mud and snow.

There is no room for compromise when you’re out in Mother Nature, and the Geolandar M/T+ won’t offer any. On the worst terrain, in mud, in sand, on the rocks, it eats dirt for breakfast and keeps on trucking. Its progressive powerful shoulder gives tougher protection and wilder looks. The upper and lower protection bars are two new bodyguards to protect the sidewalls. The tire’s improved traction is a result of Twin-Cut Groove Boosts, 32-degree-angle directional pattern and a wide double-step centre groove.

Featured: Mud Grappler

Featured: Rocker XOR LT Radial

Featured: Xtreme M/T 2

Featured: Open Country A/T II

Featured: Geolander M/T+


NEW WHEELS

Story by Budd Stanley, photos courtesy of Mercedes Canada

Needless to say, the Compact Crossover market is a hot one at the moment. Even in the luxury segment, BMW, Audi, Volvo, Lexus and

Acura just can’t pump out enough little Cute Utes. It seems like every couple of months, a new or refreshed model is attacking this market, and the latest big movement has been that of the little Mercedes-Benz GLK.

The GLK, the smallest of Mercedes’ large list of Crossovers, has received a fair bit of attention from the Stuttgart-based car-maker, and while the refreshed look both inside and out complement the GLK well, it’s what is lurking under the hood which is the real news.

Mercedes was one of the early adopters of bringing diesel-powered luxury cars to our shores, and since that time, the BlueTEC phenomenon has been spreading throughout its lineup. The GLK gets Merc’s latest BlueTEC offering, the 2.1-litre turbodiesel four-cylinder that pumps out 200 horsepower, but more importantly, 369 lb-ft of torque. With a seven-speed automatic and 4MATIC AWD, the GLK 250 powers to 100

Big Power in a Little PackageBlueTEC diesel makes its way into Mercedes’ smallest Ute

km/h in 8.0 seconds, while earning 8.3L/100km efficiency in the city, 5.9L on the highway. And if diesel isn’t your thing, Mercedes has you covered with the venerable 302-horsepower 3.5-litre V6.

However, the most beautiful part of the whole thing is that Mercedes is making the GLK 250 BlueTEC 4MATIC the base model, with a starting price of $43,500. With all the other diesel producers in Canada viewing diesel power as an opulent option, charging upwards of $5K and even $8K for the more efficient engine choice, I have to applaud Mercedes for keeping it real.

While I’m loving the engine packages, let’s get back to the refreshed design. The interior of the GLK is not terrible, but compared to the rest of Mercedes’ fleet, you can most definitely see why the smaller GLK is available for so much less. The design is great but the materials just don’t quite work. Likewise, seating comfort just doesn’t match up to the GLK’s big brothers. You can pack the GLK with all the latest state-

of-the-art tech its brothers get as well, but caution is needed, as the pricing will skyrocket fast.

On the road, the GLK shines. The big GL, ML and G all feel quite heavy and lumber through the corners, fine for those who just want a comfortable ride; they do that brilliantly. However, the GLK, while not as comfortable, is much more nimble and quick, jumping from corner to corner and giving the driver a good connected feel to the road, while also offering up good vision.

If there is one thing I hear the most, it’s what the very large percentage of people who want a small Crossover want in their vehicle. They all want room for a couple of kids and their sports equipment, AWD for the

winters, good high visibility, and great fuel efficiency for a good price. Well, the Mercedes does all this, and does it well. While the G-Class is the off-road brute, and the GL and ML are big comfortable haulers, the GLK is the fun one in the family.

And with BlueTEC technology at a price thousands less than the hybrid competition, the GLK just makes a whole lot of sense if you are looking for an entry-luxury Crossover.

Base Price: ................................................................... $43,500Price as tested: ............................................................ $54,600Engine: ...................................................... 2.1L Turbo Diesel I4Power: ............................................................................200 hp Torque: .........................................................................369 lb-ft Layout: ....................................................... Front engine, AWDWeight: ........................................................................1,925 kgFuel Efficiency: ...................8.3L/100 km city, 5.9L/100 km hwy

SPECIFICATIONS:

Trucks Plus ApR / MAy 2013��

NEW WHEELS

Story by Budd Stanley, photos courtesy of Jeep Canada

The original point of the SUV was to be as many things to as many people possible. Mind you, they have ended up being the jack-

of-all-trades, master of none. However, Jeep is trying very hard with its new Grand Cherokee to be a master of all trades to all people. And guess what, they’re doing a good job of it.

Jeep was in Texas to launch the freshly-enhanced 2014 Jeep Grand Cherokee, showing off new exterior and interior designs and technologies as well as welcoming back a much-loved engine to the lineup. And that has to be the biggest news, as Canadians were firm supporters of the last-generation Grand Cherokee with diesel power. The diesel is back, and instead of a Mercedes-based mill, we now get a 3.0-litre common-rail V6 turbodiesel lifted from the Fiat family closet. Sporting 240 horsepower and 420 lb-ft of torque, when mated to the eight-speed auto that comes as standard, the big Jeep is capable of sipping 10.3L/100 km in the city and 7.1L/100 km out in the country. The diesel joins the usual suspects, the 3.6-litre Pentastar V6 along with the 5.7 and the 6.4 Hemi V8s.

A happy boy I am, as I’m of the thinking that anything that sends its power to all four wheels should be powered by a torquey diesel. However, not all is peachy in the diesel world. For one, the Fiat unit is quite noisy when compared to the smooth-running oil-burners that BMW, Mercedes, VW and Audi are flaunting. Second is the astronomical price. If you want the benefits of burning diesel in a Grand Cherokee, first you only have this option in the top two trim lines, being the Overland and Summit Editions that start at $54,995 and $59,995 respectively. On top of that, Jeep tactfully says that the cost to check the diesel box on the options list will be $4,995 more

Trail to Track

Jeep’s new Grand Cherokee Diesel and SRT are best of both worlds

than the option of the Hemi. In the real world, that’s a $7,145 option, meaning the cheapest you can get a diesel for will be $62,140. With the base 3.6 V6 starting at $39,995, no one is going to drive enough kilometres to save $22K worth of fuel. Not to mention, you can get a very nice Mercedes ML350 BlueTEC for $61K flat, only $500 more than the base ML350.

When exactly did diesel engines become a luxury item is what I would like to know? In Europe, diesel options are cheaper than their gasoline counterparts, yet here in Canada, only the Mercedes GL diesel has a lower starting point than its petrol version. BMW and VW also charge a premium, while Audi is even worse than Jeep. When asked, Jeep executives explain that they just can’t get the engines any cheaper than this, but I just can’t see where the added cost is coming from.

�5ApR / MAy 2013 Trucks Plus

NEW WHEELS

On the trail, the natural home to any Jeep product, the diesel pushes along brilliantly. Fuel efficiency is usually thrown out the window once 4-Low is selected, but the EcoDiesel walked up a 43-degree section of slick-rock at little more than idle. On the highway with the eight-speed rifling through the gears, it was the best of both worlds, the torque of the V8s matched with the mannerisms of the lighter V6s. Much like my original surmise of the current generation Grand Cherokee, the smaller engines mated to traditional coil springs are much nicer on-road, giving the big SUV a light and nimble feel, whereas the Hemi-powered models with air suspension might be ideal off-road, however leave a soft and cumbersome feel on the road.

Which brings us to the Grand Cherokee SRT. With all the luxury surroundings of the regular Grand Cherokee, the SRT adds Carbon trim, a more aggressive exterior design along with a mass of computer aids and displays dedicated to perfecting an ideal lap rather than crossing immovable obstacles. Fitted with the screaming 470-horsepower 6.4-litre SRT V8, the SRT sounds just as at home on the track as any race car, and nearly as fast.

The hardware that makes the SRT so ferocious includes Bilstein adaptive damping suspension, big Brembo six-piston (front) and four-piston (rear)

calipers to clamp down on massive 15-inch vented rotors hidden behind 295/45ZR20 Pirelli P-Zeros. It all works together to offer massive amounts of grip in the corners and rocket-like acceleration off the line when using launch control. Cornering at 180 km/h and braking from 210 km/h to 30, the SRT felt as sure footed as any high-performance vehicle. It put the same forces on my body as any other SRT vehicle, only with much higher vision of the road.

While the SRT is not the only one playing this game, Mercedes, BMW and Porsche track-minded versions have the SRT beat with more power and sharper handling. However, they are all very one-sided and painful to live with on a daily basis, whereas the SRT is just as pleasant on the road as it is on the track, and is still half-decent off-road; just mind the chin spoiler.

So, has Jeep built a master of all trades? Well, no, the Wrangler Rubicon is much better off-road, but not by much. Likewise, the Challenger SRT8 tears around a track faster, yet, the SRT Grand Cherokee would not be as far behind as one would think. So no, it’s not a master, however, with so many variations with all being extremely capable and versatile, there is an ideal Grand Cherokee model for nearly anyone.


NEW WHEELS


While the Tundra may have stolen the show at this year’s Chicago Auto Show, there was plenty more to see on the truck and SUV

front. Whether it was vehicles launched here in Chicago, at Detroit in January, or even slightly earlier, there was an impressive crowd.

We start off with Ram’s first official unveiling of the ProMaster, the company’s long-awaited reintroduction into the commercial van market. It may just be a re-badge job, but I know the Fiat Ducato and its abilities well and the ProMaster should be a popular choice for the trades, offering the 3.6-litre Pentastar V6 as well as the new 3.0 four-cylinder turbodiesel, producing 280 horsepower and 258 lb-ft, and 174 horsepower and 295 lb-ft respectively. The new ProMaster features front-wheel drive, best-in-class fuel efficiency and 29,700-kilometre oil change intervals with the diesel, and 13 different configurations.

Across the hall was the ProMaster’s chief competition, the Ford Transit. This is the first time I’ve had a chance to see the Transit in person and I like what I see. The Ford has a little more presence

The Sights of ChicagoNew wheels that caught our eye at the Chicago Auto Show

in both size and styling and will be offered with the new 3.2-litre turbodiesel along with the 3.5 EcoBoost and 3.7 V6.

Of course, GM had the Silverado and Sierra twins on site. While the trucks look like not much has changed on the outside other than some fancy fascia treatment, it’s what lies under the skin that counts in this case. Chassis, frame and drivetrain have all been updated and improved to compete with Ford and Ram’s head start on full-size truck efficiency. We’ll have the review it to see if they got it right.

GM also had a refreshed Acadia on display, featuring a refreshed exterior design and LED headlights. Inside, it gets some refinement improvements along with an upgraded infotainment system.

Land Rover’s new Range Rover stood silently in a corner emitting its classy understated modern look. Not really a fan of the design, but I’m sure the big Rover will impress with its all-aluminum body pushed along by a 3.0-litre supercharged V6 or a 5.0-litre supercharged V8.

Ram ProMaster GMC Acadia


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FEATURE

Story by Howard J Elmer, photos courtesy of GM Canada

Has GM ever really been out of the truck business? No, but the last seven years have seen some strange twists and turns,

some so strange that GM being out of the truck business was almost a reality in the dark days of 2009. But, today I want to look at how it is getting back into the game in a big way. This story starts with the new 2014 Silverado that I am anxiously waiting to drive. But, I just can’t ignore the past of the brand because frankly, if you don’t know the history of this pickup, you just won’t fully appreciate what is about to drop on the truck buying public. Back in ’99, the Silverado/Sierra was all new, heavily relying on V8 engines and soft suspension. These trucks dumped barrels of money into GM coffers, selling over six million copies by the time 2007 and a new truck rolled around, a large percentage of which were built in Oshawa, ON. But by the time the all-new GM twins debuted in the fall of ’06, trouble was already brewing for the General. With the new trucks barely out, sales were sinking and it was discounting existing stock with up to $2,300 off MSRP.

In the meantime, it tried to outbid Ford in this pickup poker game by boosting its engine choices to five, with a 6.0-litre HO engine at the top of that chain. This was in answer (belatedly) to Ford going with an all-V8 lineup in ’99. But it was all too late; by then, the winds had changed.

Gas prices rose, the US housing bubble burst and the banking crisis started. At the same time, Toyota launched its new full-size pickup, the Tundra. In the meantime, Dodge and Ford started capturing former GM truck buyers.

How Chevrolet is Using Technology to Get Back in the Game

Into this mess, GM launched its last generation of trucks, which (through no fault of their own) were out of step almost as soon as they were built. At the intro, just months before the bankruptcy, I had posed this question to Bob Lutz, then GM vice-chairman. “How important is the success of this new generation of truck to GM’s future,” I asked pointedly.

His answer was both candid and hopeful. “Anytime you replace a vehicle that sells a million units a year, you have to get it right” said Lutz “so, we’ve left no stone unturned in making this truck best in its class, and I mean in safety, utility, fuel economy and interior design.” Lutz was sincere, and the truck briefly led the market, but then it all changed. GM’s fuel economy soon lagged,

2007 Silverado


FEATURE

as did its horsepower, and interiors became dated. And then, the bottom fell out of the market. While Ford was launching a new F-150, the Oshawa truck plant was closed in May of 2009 after 80 years of production in Canada.

GM’s last generation of truck was available with a 4.3-litre V6, 4.8 V8, 5.3 V8 (iron or aluminum block), 5.3 V8 (E85 capable) and a 6.0 V8. These engines were mated to one of two four-speed automatic transmissions. Cargo and payload capacities were up to a max of 4,764 kilograms. Payload increased to a maximum of 980 kilograms. Ford and Dodge soon eclipsed these numbers. The speed at which the competition moved also heralded a new era in truck development – the short cycle. Gone were the days of the seven-year product change. Both Ford and Dodge started spitting out significant technical changes in three years – even two. GM, in the midst of its fight for survival, could not match this. And so, we have been waiting.

For this reason, Mark Reuss, president of General Motors North America, addressed its engines before anything else during the recent 2014 introduction. GM hopes rest with a new family of engines - the EcoTec3. These encompass three motors: a 4.3-litre V6, a 5.3 V8 and a 6.2 V8. These are each based on Chevrolet small-block technology – but that is where the similarities end.

EcoTec3 engines each feature three integrated systems. One: direct injection. Two: cylinder deactivation. Three: continuously variable valve timing. This combination is shooting for the current benchmark – power and fuel economy. The one I am really curious about is the six-cylinder engine which will also feature cylinder deactivation – that’s a first. So, those are the big three in the EcoTec3 portfolio, but there really is more. Now that I’ve had a chance to read the technical releases, I can see the engineers have been working on several systems, all of which should aid in the goal of power and fuel economy.

2007 Silverado

EcoTec �.�L V6


FEATUREHere is a short list of technical improvements that will be part of each new EcoTec� engine: • All three engines will use lightweight aluminum blocks with cast-in iron cylinder liners for weight savings. • A new oiling system will deliver oil based on the engine’s operating needs. Its dual-pressure control is efficient at lower rpm as well as high. • A new oil life monitor will recommend oil changes based on actual engine operating conditions, potentially saving owners money and engines operated under harsh conditions. • At higher engine speeds, small jets of oil are sprayed on the underside of each piston, reducing temperature, maintaining horsepower and torque, and reducing engine noise. • New domed rocker covers house a new patent-pending positive crankcase ventilation system that enhances oil life, reduces consumption and reduces exhaust emissions. • New exhaust manifolds improve durability and sealing and reduce operating noise. These cast iron manifolds feature saw cuts along their cylinder head mounting flange, allowing each section to move under extreme hot-cold temperature fluctuations. This virtually eliminates movement of the exhaust manifold gaskets and ensures proper sealing for the life of the engine. • A revised cooling system with an offset water pump and thermostat is new. • An air induction humidity sensor will ensure optimal combustion efficiency. • New engines feature an engine-driven mechanical vacuum pump for better braking performance • The 58X ignition system with individual ignition coil modules and iridium-tip spark plugs has been added. • An all-new “E92” controller is found on each engine.

The first drive of the 2014 Chevrolet Silverado is set for late March; I look forward to seeing this entirely new collection of technology in action.

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FEATURE

Story by Budd Stanley, photos courtesy of Jeep

It has been a tradition going into its 47th year and the most important time of the year for Jeep enthusiasts. The Easter

Jeep Safari rolls into Moab, Utah, and along with it, thousands of dedicated off-road enthusiasts looking to enjoy a week of wheeling on some of the most famous and challenging trails in all of North America. It’s also at this time that Jeep and Mopar join their biggest fans to give a little back to the Jeep community with the unveiling of several rugged off-road-inspired concepts. Since 2002, Jeep and Mopar have teamed to create nearly 40 unique concept vehicles for enthusiasts who attend the Safari.

Unfortunately we were not able to get to Moab this year, so we’ll have to make use of Jeep’s own studio photography rather than getting our own shots and impressions of the concepts leaping through the sand dunes of Moab. However, Jeep did not disap-point with several unique takes on both the Wrangler and the new Jeep Grand Cherokee. Both Jeep and Mopar showcase vehicles tarted up with production and prototype performance parts specifically designed, built and tested to help transform Jeep products into even more capable trail performers.

Mike Manley, President and CEO of the Jeep Brand, commented “We go to this extremely popular event in Moab each year to showcase the latest production vehicles from Jeep, as well as a host of new customization and personalization ideas. In doing so, we connect with and receive a tremendous amount of feedback from our most loyal customers.”

Jeep Grand Cherokee Trailhawk ConceptLets start with the new 2014 Jeep Grand Cherokee EcoDiesel V6 that will soon delight off-road enthusiasts across Canada. The Trailhawk Concept is Jeep’s vision of what the luxury SUV will look like when off-roaders start to tinker. Powered by the new EcoDiesel engine, this Grand Cherokee has mountains of low-end torque to power over any obstacle as I know from experience. Capabilities are stretched with massive 35-inch Mickey Thompson off-road tires on Wrangler Rubicon 17-inch aluminum wheels, enlarged wheel openings with custom fender flares, custom front and rear skid plates, dual rear tow hooks and modified Mopar rock rails. For a little extra meanness, an SRT hood, front and rear fascias that have been modified for

Mopars in MoabMopar and Jeep show off a collection of concepts at Easter Jeep Safari

extra ground clearance, a black front grille, a matte black roof and one-off custom roof rails are added.

Jeep Wrangler Mopar ReconOf course, the Wrangler is the vehicle of choice for true off-roaders, and Jeep showed up with many different versions. The Wrangler Mopar Recon features a little extra firepower with a 6.4-litre Hemi V8 crate engine from Mopar, sending 470 horsepower to Dana 60 front and rear axles with 4.10 gearing. The axles are suspended by a 4.5-inch prototype long-arm lift kit and roll on Jeep Performance Parts prototype forged eight-lug bead-lock wheels with 39-inch tires.

Other goodies include front and rear half-door and window kits, front and rear off-road modified “Stinger” bumpers, Warn winch, high-clearance flat fenders, rock rails, Jeep Wrangler Rubicon 10th Anniversary hood, prototype LED headlamps, a canvas soft top, swing-away rear tire carrier and body-colour rear corner guards, taillamp guards, locking fuel door, Navy camouflage seats and a Jeep Performance Parts badge.


FEATUREJeep Wrangler StitchColin Chapman himself would be proud of the Wrangler Rubicon Stitch, created as a follow-up vehicle to the Pork Chop. The Stitch has been lightened to a curb weight of 1,261 kg (3,000 lb) giving it a power-to-weight ratio similar to that of the Jeep Grand Cherokee SRT. The frame, axles, body and interior where all put on a diet. The front seats are taken from the new 2013 SRT Viper and the rear seats have been removed. Sections of the body have been cut out, the doors have been removed, and the hood is carbon fibre. The standard roll cage has been replaced with a chromemoly unit, and the Full-Traction lower control arms, floor pan and GenRight fuel tank are made of aluminum.

Off-road hardware consists of a Mopar cold-air intake and Mopar exhaust kit, Mickey Thompson 35-inch tires, custom DynaTrac Pro Rock 44 axles with 4.88 gears and ARB front and rear lock-ers, King shocks with pneumatic bump stops and Tom Woods

drive shafts. The black body panels are wrapped in a unique, see-through silver architectural fabric that hides the cut panels at some angles, and makes them visible at others.

Jeep Wrangler Sand Trooper II The Sand Trooper II takes over where the Sand Trooper left off when it debuted at SEMA in 2012. Power is squeezed from the

5.7-litre Hemi V8 sending 375 horsepower to Mopar eight-lug front and rear Portal axles that drastically increase ground clear-ance, giving Sand Trooper II its menacing stance.

Mopar exterior enhancements include prototype forged bead-lock wheels wrapped with 40-inch tires, a satin black grille, hood lock, front and rear half-door and window kits, front and rear off-road “Shorty” modified bumpers, Warn winch, Mopar flat fenders, rock

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FEATURE

rails, a vented hood, LED off-road lights and headlamps, Rubicon 10th Anniversary swing away rear tire carrier, trailer-tow hitch receiver, black taillamp guards and locking fuel door, and a Jeep Performance Parts badge.

Jeep Wrangler FlattopThe Jeep Wrangler Flattop is a paradox of sorts. Jeep designers took special care to give the Wrangler Flattop an upscale appear-ance inside and out, but bolted on some of the most hard-core off-road gear available. The hardware includes Mopar cold-air intake, Mopar exhaust kit, aluminum five-spoke wheels that carry 37-inch Mickey Thompsons, the DynaTrac Pro Rock 44 front and Dana 60 rear axles featuring ARB air lockers and TeraFlex sway bars, and Full-Traction control arms. King shocks with pneumatic bump stops, Warn Zeon winch and TeraFlex spare tire carrier round out the rugged side of the equation.

The upscale touches come in the form of metallic sandstone with copper and brown accents paint. The top and windshield were

chopped two inches, and the B-pillars removed. The door and hood hinges, tow hooks, grille slats and headlamp surrounds are finished in a copper tone, and the bumpers, side rails, side mirrors and hood decal are dark brown. The bumpers are customized versions from the Wrangler Rubicon 10th Anniversary model, as is the hood. The interior features dark saddle Katzkin leather seating, copper accents on the steering wheel spokes, vent rings and passenger grab handle and Mopar slush mats.

Jeep Wrangler SlimFinally, we end with the Jeep Wrangler Slim that features a 3.6-litre V6, with a 3:73 anti-spin axle, 17-inch Jeep Performance Parts forged bead-lock wheels, 10th Anniversary Rubicon front bumper and the lightest rear bumper Mopar offers. The Jeep Wrangler Slim also sports lightweight rock rails, black grille, black hood decal, LED headlights, prototype Mopar two-inch lift kit and Rubicon tires.


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FEATURE

Story by Howard J Elmer

While testing HD pickups during the most recent Canadian Truck King Challenge, I was pulled over by an officer of the Ontario Ministry of

Finance, of all people. This was a first for me. Asked what he wanted, he said he had to check the colour of the fuel in the tank of the truck I was driving. If it’s clear, he said, everything is fine; but if it’s red, I’d be in a heap of trouble. I gulped, as I had no idea what colour my fuel was – why would I?

It seems that colour signifies whether the fuel has been taxed – and if you are driving a licensed vehicle on an Ontario road with red diesel in it, you are about to be fined. So why is there a difference between clear and dyed diesel? I asked him. It’s a tax program, he said, aimed at giving off-road, industrial and farmers a break on fuel costs. For instance, a diesel tractor that never leaves the farm shouldn’t have to pay a road maintenance tax for asphalt repair it never runs on.

Don’t faint, but I think this is an example of a government actually being fair. Other uses for dyed diesel would include heating, lighting, cooking and generating electricity, and also in unlicensed construction, forestry, mining, farm and other business equipment. Commercial marine vessels also get a break, as do railways.

The amount of money in question is different in each province, but in Ontario, currently, it’s 14.3 cents a litre. So, per 1,000 litres, that’s $143 dollars, not a fortune but it adds up – for the user and for the government. And, that’s why these officers are on the road; cheating does go on and there is a lot of money at stake.

The special officer who waylaid me is just one of a squad of tax inspectors that the finance ministry has on the road looking for tax cheats. These enforcement personal spend their days pulling over all manner of diesel-powered vehicles, particularly the big rigs. I was told that they don’t have specific beats – instead they are a flying squad, moving about the province,

What is Dyed Diesel Anyway?

often following traffic patterns as dictated by harvests and seasonal work flow.

I asked the officer where I’d get dyed diesel, if I was looking. This was prompted (not as a joke) because the three HD pickups we were testing had just been fueled at a local Cana-dian Tire to the tune of $400. I never look at the colour of my fuel – what if they had sold me dyed diesel?

To this, he offered two answers. First, most retailers only offer clear (taxed) diesel. However, if some cut-rate supplier had slipped me dyed diesel, I had better be able to prove it with a receipt. At which point they’d be on their way to visit said establishment.

The second answer had to do with availability of dyed diesel. Generally, it’s only available as a bulk delivery to

a private fuel tank, say on a farm. To buy it, you have to have a tax-exempt number that the supplier would quote on their invoice.

So, frankly, the chance of my getting dyed diesel by accident is virtually zero, I said to him, and he agreed with this supposition. So, how is dyed diesel getting out onto Ontario highways, then?

According to the officer, most often, it has to do with the ease of availability once the dyed fuel is bought and in a private storage tank. Owners know the fuel is meant for off-road use only, but they also own licensed diesel equipment, and for some, the temptation to just fuel everything from the same tank seems to be too great. It’s these tax cheats that he looks for.

This easy misuse of dyed diesel I can understand, but as this money goes to road building and maintenance, this is not a victimless crime. Those who use the road must pay their fair share.

If at some point, you are pulled over, the means of inspection is fairly simple. The officer uses what looks like a turkey baster with a long clear plastic tube attached to siphon some fuel directly out of the tank; if it is clear, you are good to go.

If it’s red, though, here is what will happen. A first offence will cost you $440. However, this is the least of the penalties, because this conviction will automatically trigger a full tax audit of your business. You will now have to account for every litre of fuel you have purchased going back as far as the ministry deems appropriate. Offenders may be assessed tax, penalties and interest. Penalties can be as harsh as 13 times the tax owing.

As a final note, if you do purchase clear diesel for use in, say, a hobby tractor or generator (like I do), you can apply for a refund of the tax.

For more information please see www.trd.fin.gov.on.ca


FEATURE


Things may be silent on the south side of the border, but here in Canada, there has been a loud and clear cry for diesel-

powered trucks for some time. The only way to get a diesel truck in anything other than the larger heavy-duty pickups and work vans was to import one of Japan’s hidden secrets direct from the source. Seven years ago, both Honda and Toyota teased us with news that they would soon be offering oil burners in their lineups, only to leave us hanging by canceling those plans. So why, with so many people longing for diesel power, do manufacturers continue to turn their backs?

Well, for those of us who like the added torque and efficiency of diesel power, it looks as though the future could be bright. Things were already looking up four years ago when BMW and Mercedes started importing high-efficiency diesel options for their SUVs,

followed by Audi, Jeep and VW. However, there still were no diesel options out there for mid- and full-size pickups, you know, real trucks into which you can dump a couple of yards of soil in the back, haul a boat or mount a work canopy to. However, there seems to be a trend starting to take shape. As we saw, both Ram and Ford had production versions of their diesel-pow-ered work vans on display at the Chicago Auto Show back in

The Diesel Influx

Is there a wave of diesel-powered trucks heading our way?

February. Now it doesn’t take a rocket scientist to figure that both engines, a 3.0-litre I-4 EcoDiesel and 3.2-litre Power Stroke I-5 respectively, would no doubt fit very nicely into the 1500 and F-150 full-size pickups.

After talking to both parties at the show on this very subject, I got two very suspiciously simi-lar answers. Ram hemmed and hawed around the subject with smiles on their faces, while Ford gave very strict robotic answers of “we don’t talk about future products” to everyone who could smell a hint of diesel in the air.

Well, it didn’t take Ram long to blow the top off its latest drivetrain development, announcing only a week after the show that the 3.0-litre V6 EcoDiesel will be available in the Ram 1500 pickup mated to the stellar 8-speed automatic starting this fall. The move takes the current segment-leading fuel efficient truck (yet to be verified by our testing) and makes it even better, although at the time of writing, Ram was not releasing any hard data on the VM Motori-sourced mill.

Moving from fact to rumour, it only makes good business sense for the other manufacturers to follow suit. As mentioned, the 3.2-litre Power Stroke being slotted into the new Ford Transit seems like a beautiful fit for the F-150. Paired with the already-proven


FEATUREabilities of the EcoBoost, the F-150 could boast the most fuel ef-ficient and capable lineup offered in the segment. However, Ford remains defiantly quiet.

Switching to foreign makers, we know that Nissan is hard at work on the much-neglected Titan, and has made no bones that improving fuel efficiency is a prime concern and that a new truck

will possess greater tow and haul ratings. That sure sounds like a recipe for diesel power, while the fact that Nissan and Cum-mins are working to-gether to develop a small displacement, 2.8-litre Inline-four cylinder diesel en-gine, one that is be-ing tested in a Titan body, is all but proof that Nissan’s soon-to-be-launched 2014 redesign of the Titan should also feature diesel power.

So we are left with two other truck builders, neither of which is letting us in on what is up their sleeves. GM recently launched its all-new Sierra and Silverado with several new fuel-efficient upgraded engine options, although all are gasoline-powered. If GM is playing with the possibility of a diesel-powered 1500, it is keeping its cards closest to its chest.

At the Chicago launch of the all-new Tundra, the press hounded Toyota reps, asking the same question - when is a diesel coming? Surprisingly, the company that prides itself most with its fuel-efficient cars still powers the Tundra with gasoline-sucking V8s, defending the “dependability and reliability” of tried-and-true power-plants over efficiency. That makes Toyota look not only behind the times, but actually taking backwards steps in a market that is in the midst of not a horsepower war, but a battle to create the most efficient truck.

While Toyota may not have a diesel-powered Tundra ready at the moment, its sleeves just might be deeper than thought. The company plans to have Fuel Cell technology ready for public consumption by 2015. Not only does Fuel Cell EV technology lend itself well to truck applications, it would render today’s diesel advances archaic and uncompetitive.

Regardless, today’s truck-buying public is reaping the rewards of greater efficiency with higher capabilities than ever before. While a wave of diesels look ready to flood Canada with oil-burning pickups, at the moment it is Ram that is riding the crest with the new 3.0-litre V6 EcoDiesel.


REVIEW

Review and photos by Russell Purcell

A receiver (or hitch) pin is the locking pin system that keeps your trailer or rack mount locked securely to the towing

receiver of your vehicle. These simple devices are comprised of two pieces - a steel pin in the shape of a hockey stick, and a slip-on cap which houses a keyed lock to secure the pin in place. The Strattec Security Corporation of Milwaukee, Wisconsin, has come up with a revolutionary receiver lock design which offers the user the ease of utilizing the vehicle’s ignition key to operate the pin’s lock mechanism. This means you will have one less key to worry about, and as long as you have the key to operate the vehicle, you will also be prepared to deal with any trailer mount issues in short order. The Bolt Lock, like a traditional locking pin, has been designed to secure the steel bar which slides into your truck’s receiver mount, where it is secured with a pin just like any other tow-ing accessory.

Bolt Lock Receiver Pin

One look at the Bolt Lock and it becomes immedi-ately apparent that it is something different. The Bolt Lock’s pin is avail-able to f i t either 5/8 or 1/2-inch receiver locks, and is constructed of solid stainless steel so it will resist rust and maintain its tensile strength for years to come. The lock mecha-nism is a six-plate tumbler des ign which makes i t almost impossible to pick or bump, and the internals are further protected by a stainless steel lock shutter to keep out moisture and debris. The lock mecha-nism is also protected by a rugged, plastic jacket which includes an inte-grated end cap to cover the key slot. Current ly, Strat tec has designed this product for a variety of different ve-hicle and key applications including a wide range of

vehicles from the likes of General Motors, Ford, Dodge, Toyota and Nissan. Unfortunately, the company doesn’t yet make a Bolt Lock for my application (Honda Ridgeline), so I ordered a test unit for a close associate of mine who drives a Ford F-150 and tends to use his trailer a lot. Installation was a breeze, as it only takes a few seconds to mate the lock to your vehicle’s key. By simply inserting your key into the automotive-grade lock cylinder and turning it to the locked position, a series of special code bars will perma-nently program the spring-loaded tumblers to match the cuts and grooves of your key. It really is pretty clever.

My associate informed me that the Bolt Lock receiver lock is the best hitch pin he has ever used, and he has used lots of them over the years. He especially liked the fact that the Bolt Lock receiver lock features an innovative auto-return spring feature so that the pin will automatically lock when the key is removed. This feature provides the user with a little extra confidence in the product, as once the key is out of the cylin-der, they will know that the pin is locked. The test unit I received for this evaluation has been receiving almost daily use for the last eight months, as the owner of the Ford F-150 I enlisted to torture test it has been renovating his house which has required him to haul building materials to the job site as well as waste materials to the dump. He has also been tackling a handful of auto restoration projects which tend to require shuttling back and forth to the body and paint shops.

The receiver lock has held up well over this extended period and shows little signs of use despite the fact that it has been installed and removed on a regular basis as different trailers were utilized depending on the task for the day.

Judging from the positive feedback I have received and the Bolt Lock’s obvious build quality, it looks like Strattec has

Unique design uses vehicle’s ignition key


REVIEWstumbled upon a winning design. In fact, the company is so confident in its one-key design philosophy that it has launched a wide range of accessory locks - including a padlock, cable lock, spare tire lock, and a motorcycle lock - and has other products taking shape on the design board.

The Bolt Lock receiver lock retails at US$38.99 (MSRP) for most applications. For more information on this innovative product, please visit the company’s website (www.boltlock.com)

5�ApR / MAy 2013 Trucks Plus

HISTORY

Story by Budd Stanley, photos courtesy of Lamborghini

We all know that Lamborghini has done some pretty crazy things in its fifty years of existence; that’s essentially what the brand is

all about. Massive V12 engines mounted transversely, manic designs that will put you into a seizure just looking at them, cars that require the driver to hang outside the vehicle just to park.....they’re all mad. How-ever, the maddest of them all is the LM002, aka the Rambo Lambo.

So what exactly possessed the maker of high-end Grand Tourers and Sports Cars to want to go out and build a big brutish 4WD? Well, the lure of limitless military budgets may have had something to do with it. In 1977, Lamborghini went to work on its first ever 4WD, a prototype dubbed the “Cheetah,” hoping to capture one of these lucrative deals. In typical Lambo flare and lunacy, it built a massive utilitarian 4WD

with a Chrysler V8 lumped amidships. Even though the prototype was built in America, the U.S. Depart-ment of Defense didn’t give the Cheetah a snowball’s chance in hell. Unperturbed, Lambo fashioned up the LM001, or Lamborghini Mili-tary prototype number 1, that changed the Chrysler V8 to an AMC. Not good enough; the number-one rule in military procurement is “build it tough, and keep it simple.” The LM001 was neither.

Then, enter the LM002, another new design that Lamborghini said was aimed at intimidating the enemy. But better yet, it finally moved the engine up front where it was easy to work on. Problem was, it just couldn’t leave crazy alone, and instead of opting for the simplistic Chrysler/AMC V8, it decided to dump its very own V12 borrowed from the new Countach Quattrovalvole, albeit with a lower compression ratio to allow the use of 94 RON fuel. Getting close, but tuning six double-barrel carburetors on an already finicky engine while under fire in a war zone just wasn’t winning over the potential customers.

However, the project would not be a total loss; while defence depart-ments may have wanted nothing to do with the LM002, there was still a boat load of wealthy loonies and dictators who would love the chance to own an intimidating V12-powered 4WD that could jump dunes as fast as a supercar could drive down the highway. So a civilian production version was launched at the 1986 Brussels Auto Show in Belgium.

The Rambo Lambo

Lamborghini’s answer to the Humvee


40 YEARSOF MAKINGA DIFFERENCE

Your continued support (surpassing $4M in donations) has had a profound impact on MDC. In honour of our efforts, and yours, MDC has created the Annual Fred Shaddick Community Service Award recognizing outstanding contribution to the community.

This ad space generously donated by the publisher.

If you would like to become a sponsor or make a donation to SHAD’s R&R“For the Kids”, please contact one of our board members directly.

Shad’s Board of Directors:

John Vanstone, Chairman [email protected] Champagne [email protected] Fazackerley [email protected] Gushie [email protected] Holland [email protected] Osika [email protected] Shaddick [email protected] Stone [email protected] Young [email protected]

Since 1954, Muscular Dystrophy Canada has been committed to improving the quality of life, mainly through donations, for the tens of thousands of Canadians with neuromuscular disorders and leading research for the discovery of therapies and cures. Shad’s R&R has continually supported these efforts since 1973 by donating over $4M to Muscular Dystrophy Canada. Now entering its’ 40th year, the automotive aftermarket continues to fulfi ll founder Fred Shaddick’s original mission of “For the Kids”.

C SStation Creek North Course

149 yard par 3

40th Annual SHAD’s R&RThursday June 13th – 10:00 am Shotgun startStation Creek G&CC – Stouffville, ON

Year

40404040th

HISTORY

Sure enough, the big names started rolling in as production began at a plant in Spain, followed up by final assembly at the spiritual home of the raging bull, Sant’Agata. H.R.H. King Hassan of Morocco and Formula One World Champion Keke Rosberg were a couple of the first to get their hands on big Lambo. Soon, deliveries started to steadily go out to a handful of famous owners such as Sylvester Stallone, Tina Turner, Mike Tyson, Van Halen and Malcolm Forbes, who ordered one finished in ‘money green.’ As with anything this crazy, the LM002 was a big hit with the dictator crowd as well, with the likes of Uday Hussein, Muumar Qadaffi and Pablo Escobar mak-ing their own purchases.

The basic layout of the LM002 remained the same as the prototype, with a steel tubular chassis, heavy-duty suspension and a massive 290-litre fuel tank to feed the very hungry V12 when propelling the 2,700-kilogram mammoth. It would reach 100 km/h in less than 8 seconds and reach a top speed in excess of 200 km/h. For those

who were famous for less legitimate reasons, armour plating could be added and if the Countach V12 power just wasn’t absolute enough, a 7.2-litre V12 normally intended for offshore powerboat racing could be added. One particularly special part was the massive and bespoke 325mm-wide Pirelli Scorpion tires that Automobili Lamborghini SpA had Pirelli develop specifically for the LM002; subsequently, they offered these tires in two different tread designs, one for ‘mixed’ use and one for ‘sand’ use only.

These would be the only real options available for the LM002, al-though word has it some may have come with trap-doors built into the roof so that gunmen could get a good bead on targets at speed. Later in production, the iconic downdraft carbs were replaced with fuel injection, helping fuel efficiency, if only slightly, rendering the large hood bulge redundant.

While the late Ferruccio Lamborghini was set against racing his cars, by the time the LM002 was in production, he had already sold


HISTORYthe company, opening up the possibility of it actually becoming the first Lamborghini competition vehicle, of all things. Engineers set about designing an SUV version, gutting anything that added weight, mounting a roll cage and competition suspension to create an ideal Paris-Dakar contender. Sure enough, an LM002 was registered in the sixth Rally of the Pharaohs in 1987, as a lead car. Another LM002 was entered in the same race driven by the infamous and equally mad Sandro Munari, but he decided not to start after the team leader had a fatal accident behind the wheel of an offshore powerboat. In the 1987 off-road Rally of Greece, Munari again entered with an official factory rally-prepared LM002, but this rally had its share of problems and in the end, a high-speed section was removed from the rally, a section that would have proven ideal for the V12-powered LM002 that would surely secure a victory, and therefore Munari decided to withdraw from the race.

The Lamborghini LM002 was an exercise of the ridiculous, with politically incorrect engineering that would have environmentalists cowering in their clogs at the mere thought of such a beast, even if only 301 were ever built. However, to an enthusiast, the madness of it all makes it special, likely one of the most prolific Lamborghinis of all time, right behind the legendary Miura. The crazed military in-timidating look matched with the utterly raw animal howl of the V12 truly makes the LM002 a one-of-a-kind vehicle.

Today, Lamborghini has shown off a couple of different examples of what could possibly be the LM002’s successor; however, the Urus is almost insulting in its conservative design and alternatively-powered engineering.

That is what made the LM002 so special; it was so good that any-thing that comes next will be a mere shadow of what Lamborghini’s military prototype was. Such a vehicle has no place wearing the raging bull badge.


GEARING UPRugged Ridge Expanding Line of Fender FlaresOmix-ADA has built on the success of Rugged Ridge’s Jeep flares that were launched several years ago by making them available for Chevrolet, Dodge, and Ford full-size trucks. The All Terrain Truck Fender Flares are easily inter-changeable with existing factory-installed flares because they use the same mounting points, so there is no drilling required. The flares are made from paintable UV-treated ABS plastic and mounted with stainless steel fasteners which will assure a precise fit to the contours of the vehicle.

For more information please go to www.ruggedridge.com

New La Paz 29 Series Now Available for Ford F-150 from Pro Comp

Pro Comp has announced that its newest line of wheels, the La Paz, is now available for Ford F-150s, includ-ing the Raptor. The wheels feature an aggressive look with a split five-spoke design, authentic beadlock styling, and a thick outer lip that will provide added protection and strength. The wheels, which are available in the 17-inch size, come available in a com-plete black satin finish, or a satin black finish with a machined outer lip.

For more information please go to www.procompusa.com

GO RHINO!’s All-New Dominator D� Dual Step SideStepGo Rhino! has launched its brand-new dual-step sidestep, the Domi-nator D4. These sidesteps will add style and functionality to your truck or SUV and feature durable construction, rugged style and a large footpad that makes it safer and easier to access your vehicle. The Dominator D4 is precisely designed for each applica-tion, and comes available in two different finishes, black powdercoat or pol-ished stainless steel. They come with all necessary mounting brackets and hardware to ensure an easy installation.

For more information please go to www.gorhino.com


GEARING UPHusky Liners Introduce Quad Caps

The all new Quad Caps from Husky Liners will provide the ultimate truck bed rail protection from scratches and dents caused by everyday wear and tear. The rails are two-piece caps, and once installed, they completely hide the seam due to the

cap’s unique styling. They are manufactured from a highly durable TPO material and are thicker and stronger than most caps on the market. The Quad Caps come with easily removable stake pocket covers and boast an easy installation with 3M foam tape.

For more information please go to www.huskyliners.com

Sport Cage for 201� Jeep Wranglers from OR-FabThe all-new OR-Fab Sport Cage for the 2013 Jeep JK Wrangler and Wrangler Unlimited will add rigidity to the structure of the vehicle and will work with both fac-tory and aftermarket hard and soft tops. The cage interlocks with OR-Fab’s Floor Mount Kit which attaches to the vehicle’s factory floor channel reinforcement. This will make for a sturdy mounting point and allows the cage to hug the frame, leaving you with maximum interior clearance by eliminating any interference with vents or window cranks. The Sport Cage also features grab handles and two front streamer bars, and comes available in either a wrinkle or bicycle black finish.

For more information please go to www.ORfab.com

New Line of Air Intakes from dB Performance by CorsadB Performance by Corsa is now offering a new line of Air Intakes made for late-model Jeeps and trucks. The intakes feature filters with PowerCore Filtration Technology by Donaldson which optimize

your engine’s performance by directing air through specially-designed channels that allow clean air to enter the engine. They are made from injection-molded plastic and contain an application-specific filter box that is made to keep hot air out of the engine for increased horsepower. Also, a silicone connector provides great flex-

ibility while maintaining strength and thermal ability.

For more information please go to www.dbexhaust.com

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GEARING UP

Superchips All New Flashcal for 2010-201� Jeep JKThe all new Flashcal from Superchips is the ultimate calibration tool for the Jeep JK, allowing users to take full advantage of their aftermarket upgrades. It will correct speedometer readings for tire upgrades up to 44.25 inches, and for gear and axle swaps up to

5.38 and beyond. It features transfer case hi and lo locking options, engine idle adjustability for winching, street legal TPMS adjustability, and daytime running light options for the 2011-2012 models. On top of all that, the Flashcal can read and clear your vehicle’s diagnostic trouble codes, and is fully internet updatable.

For more information please go to www.superchips.com

aFe Power Introduces Magnum Force Intake System for 201� RamNew from aFe Power is the Magnum Force Air Intake System for the 2013 Dodge Ram with the 5.7L HEMI V8 engine. The Stage 2 air intake system features a 3 ½-inch diameter aluminum tube, fin-

ished with a black powder coat for the intake track and a 5 ½-inch Pro 5R air filter. The simple snap-in housing uses the factory lower air box for an easy installation and the three-angle adap-tor is meant to speed up air flow after the filter for improved performance and throttle response. All of this can provide gains of up to 18 hp and 23 lbs/ft of torque.

For more information please go to www.afepower.com

BAK Box 2 is now available for BAK’s new Roll-X hard roll-up ton-neau cover! The new BAK Box 2 is another breakthrough design

from the creative minds at BAK Industries. The BAK Box 2 now clamps onto the Roll-X rail and is great to organize all the gear you carry in your truck. The unique fold away feature allows you to fold to gain an ad-ditional10 inches in the

length of the bed providing more access to the bed for loading large equipment or motorcycles.

For more information please go to www.bakindustries.com

Bak Box 2 Now Available for Roll-X Tonneau Cover


®LMC-TRUCK LMCTRUCK

LMCTRUCK

We’re sure that most of you have had the misfortune of getting stuck while out on a weekend adventure. So send us your photos of your adventure to [email protected] and if we use your photos

we’ll send you a cool Trucks plus hat!

presented by:

The mail may be a bit late today.

That probably isn’t going to help him at this point.

We’d bet this isn’t what she imagined her-self doing on her wedding day.

You can keep trying, but it’s time

you called in for help.


Documents

Trucks Plus April/May 2013