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Also InsideFresh Tracks -------------------------------- 4New Wheels: Infiniti JX ------------------ 16New Wheels: 2013 Ram ----------------- 20New Wheels: Acura RDX ---------------- 26Feature: The Chicken Tax --------------- 29

The second-gen Porsche Cayenne is a perfect combination of bark and bite..pg 18

DISTRIBUTION PARTNERS

Feature: GVW ----------------------------- 35Warn Winch Install ----------------------- 42RV-ing: Fleetwood Terra 34E ------------ 50Gearing Up ------------------------------- 58Stuck Trucks ------------------------------ 62

CONTENTS

Detroit’s Big 3 are getting back into the Natural Gas game...pg 12

Making a Comeback

Jason De Cart-eret drives to the South Pole in record time...pg 38

Project Budget Hauler under-goes some tow-ing upgrades...pg 54

Expedition

4Runner

Project

The Toyota 4Runner is a true go-anywhere vehicle..pg 22

We look back at Ford’s most capable and popular 4x4...pg 32

History

Publisher/Editor: Dean [email protected]

Associate Publisher: David Symons

[email protected]

Advertising Inquiries: [email protected]

Circulation: Brenda Washington

[email protected]

Editorial Coordinator / Graphic Design:

Jordan [email protected]

Controller: B.M. Walker

Copy Editor: Gerry Frechette

[email protected]

Sales & MarketingElaine Fontaine

[email protected]

Contributing Writers/Photographers: Jordan Allan

Tim BailleHoward J ElmerGerry FrechetteRussell Purcell

Bruce SpierenburgBudd Stanley

Volume 5, Issue No. 3June/July 2012

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Lamborghini had been teasing us with visions of a V12-powered four-seater set to take on the likes of the Panamara and Quattroporte. However, it seems as though plans for a sedan have been set aside and replaced with a mean-looking SUV. It will likely be as serious of a soft-roader as one would think Lamborghini would produce for its rather eccentric customer base. However, you can bet that it will likely be on point when it comes to on-road performance. Lamborghini is promising a worthy combatant full of Carbon and armed with “breathtaking dynamics” and a 600-hp heart beating inside lightweight design technology and best-in-class CO2 figure among the competition. While that’s not saying much, the new vehicle will be dubbed the Urus. And we’re sure Lamborghini will have an impressive vehicle in store for those who want a lifted supercar with a spot to put groceries that will likely be as at home in the backwoods as – well, a Lamborghini.

Ford Concept Helps Tornado Victims Last April, when multiple tornadoes destroyed areas of Dallas, a conceptual Ford F-550 Super Duty pickup suddenly went from show truck to fully engaged fire department support vehicle. The Rescue concept was built for the Chicago auto show and had been making the rounds at events around Texas. Just a week before the tornadoes struck, the F-550 was on display at a rodeo in Houston. During the show, the call came from the local fire department for outside assistance. The media depart-ment handling the concept offered up the truck and two volunteers to help evacuate a Nursing Home. The truck was then deployed for ten hours, until 2:00 am, using its two thermal-imaging cameras, Doppler radar and a generator to aid an emergency services base camp, and searching 124 destroyed houses for survivors.

Hübinette Retires From Drifting, Concentrating on Off-Road Racing

Samuel Hübinette, two-time Formula D champion, will not return for the 2012 Formula Drift pro championship season. “Two of our main sponsors changed their market-ing direction, so we decided that the best thing to do with the Dodge Challenger SHR drift car is to focus on doing demos,” said Hübinette, driver and team owner of Team Samuel Hübinette Racing. However, that doesn’t mean “Crazy Swede” will be leaving racing. The team has now refocused on rallycross and off-road truck competitions. Hübinette has been racing for Mopar as the pilot of the No. 77 PRO Light class Ram, sponsored by Mopar and Ram

Truck, for the Traxxas Racing squad. So instead of sideways on tarmac in a Challenger drifting for points, he’ll be banging doors in the dirt, in a proper racing series.

Lamborghini Wants Into the SUV Game

FRESH TRACKS

Trucks Plus JUN / JULY 2012�

FRESH TRACKSPorsche Bringing in The Oil BurnerSpeaking of uber-expensive high-performance SUVs, Porsche has announced that the Cayenne sport utility family gets a new member for 2013: the Cayenne Diesel. The newest Cayenne model joins the Cayenne, Cayenne S, Cayenne S Hybrid and Cayenne Turbo. Originally introduced to the diesel-dominated European market in 2009, clean diesel technology and its many consumer benefits will now be available to Porsche customers in Canada for the first time. The new player will get its power from a torquey 3.0-litre V6 turbo diesel engine delivering 240 horsepower and 406 lb-ft of twist. The result is strong 0-100 km/h acceleration in just 7.6 seconds and a top track speed of 218 km/h. That performance is expected to be complemented by a 30-percent increase in fuel efficiency over the equivalent gasoline engine, with the aid of an 8-speed Tiptronic S transmission. The Cayenne Diesel arrives in Porsche Centre showrooms in September and will be priced starting from $64,500.

Ram Adds Doors and CNG The Ram Tradesman may not be the class of the full-size lineup, but it does hold an important place in it for those who use their trucks to put bread on the table. However, for 2012, Ram will be giving those who work with their hands and have several co-workers a more suitable version of the Tradesman with both Crew Cab or Quad Cab configurations being offered. The truck will still be well-equipped with the 4.7-litre V8 found in the standard-cab Tradesman, complete with 310 horsepower and 330 pound-feet of torque, with a standard towing package that allows the truck to pull up to 7,700 pounds. Also entering the Ram line is the all-new compressed natural gas version of the Ram 2500 Heavy Duty.

The familiar 5.7-litre V8 Hemi can now be powered by CNG or a 35-gallon backup gasoline tank. In order for the truck to be able to swill down both fuels, new cylinder heads had to be designed with reworked valves and valve seats. The V8 also wears two sets of fuel rails and injectors: one for gasoline and the other for CNG.

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FRESH TRACKSMercedes Working On Short-Radius Truck Mercedes-Benz is about to extend its family of trucks with a new member, the new Antos, a model series designed specifically for heavy-duty short-radius distribution transport use. The Mercedes-Benz Antos promises both transport operators and drivers the ben-

efits of easy and well thought-out handling, as well as outstanding efficiency. The 2.3-metre wide cabs are designed specifically for the combination of easy access, optimized ergonomics and intui-tive controls. With a total of 13 power categories, the Antos covers a broad spectrum of engine power from 238 to 510 horsepower. The new vehicles are available as either platform trucks or tractor units with a range of 67 wheelbase lengths, varying from 2,650 mm at one end of the scale to 6,700 mm at the other. The driver is helped in his everyday duties by a fully-automated PowerShift transmission, amongst other features. Safety can also be further improved by the addition of optional systems such as Active Brake Assist, which now reacts to both stationary and moving obstacles. The production version of the truck is expected to be unveiled in September, when we should know more of Mercedes’ intentions to bring it to Canada. With the Sprinter selling well, Mercedes may just think a little more seriously about Canadian distribution.

GM Cancels Avalanche With Diamond Edition When the Avalanche first came out, it featured a level of func-tionality and versatility never before seen in the truck market, and few have been able to duplicate its abilities to adapt to cargo-carrying transformations. However, the end of the line has come for the Avalanche and GM is sending the truck out with a bang, offering a special version, the 2013 Black Diamond Edition. Black Diamond Avalanches will feature body-coloured bed surrounds, unique badging, and ad-ditional features on LS and LT models. A rear camera, rear park assist, power adjustable pedals, fog lamps and remote start will be added as standard equipment on LS models, while LT models have added a standard rear camera. We’ll be sorry to see the trendsetter leave us; ironically, it was many of its unique traits that were incorporated into regular pickups that saw its demise.

Ford Producing Platinum Edition SuperDuty The Platinum trim level has done well for the F-150 line, but as we all know, there are those who want the biggest and best when it comes to luxury appointments. As a result, Ford will now be offering the luxury trim level in the 2013 Ford F-Series Super Duty for the first time. The Super Duty Platinum will offer a wealth of standard features including a truck-specific version of SYNC with MyFord Touch, navigation, rearview camera, Remote Start System, power-telescoping mirrors and power-adjustable pedals. Available only in the Super Duty crew cab, it can be ordered as an F-250, F-350 or F-450 pickup and with the 6.7-litre Power Stroke diesel engine or the 6.2-litre V8 gas engine. The interior show-cases luxury in the form of unique woodgrain appliqués, heated

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Land Rover in Expedition Game Once AgainBack in the good ol’ days, Land Rover was the king of taking its vehicles to the outer limits. They made expeditions into remote areas not touched by wheel, or even foot, in some cases, as im-portant for brand recognition as racing is to Porsche or Ferrari. Well, it’s been a good long while since we’ve seen a Landy get dirty, and finally the company from Birmingham is sending one of its own out into the wilderness once again, albeit, on a rather tame and well-traveled route. To commemorate the production of the one-millionth Discovery, now known as the LR4 here in Canada,

Land Rover has commissioned an expedition across 13 countries and two continents to Beijing, China, in this very vehicle. The nearly 12,900-km expedition will also have a philanthropic side, as Land Rover hopes to use the expedition to raise £1 million or $2 million for the International Federation of the Red Cross and Red Crescent Societies in the most ambitious fund raising project the British automaker has ever undertaken.

Nissan To Sell Juke R Nissan UK ruffled its fair share of feathers back at home base in Japan when it played God with the company’s beloved VR38DETT 3.8L engine. Yes, they ripped the heart and soul out of the GTR and placed it into the plucky little Juke to produce the 545-hp, 160-

mph Juke R. Japan was none too happy, but all the exposure and interest the ambitious project has gained has sparked demand for the concept to be made available to select customers. With that, Nissan UK has announced that it will produce an extremely limited number of Juke Rs for paying customers and says that these new versions will be even more powerful than the original.

Trucks Plus JUN / JULY 201210

By Howard J Elmer

As if scripted by the Natural Gas producers, the Detroit HD truck builders announced within days of each other that their 2013

offerings would be available with bi-fuel capability – for fleet and retail customers. This power source, which has not been in the public eye much in recent years, has been around for decades, yet has only really become a staple in the taxi industry and some government agencies.

Once touted as the “future,” compressed natural gas (CNG) has always been a fringe fuel in the automotive world, primarily because the conversion required a large cumbersome tank install and the refuelling infrastructure has never been convenient for the non-fleet consumer. Still, as often happens, the cost of gasoline has spurred companies to revisit strategies that they sidelined in better times. At least on the surface, that seems to be what has happened in Detroit this year. In the case of General Motors, the offer will be centred around its Vortec 6.0L V8 which will be capable of running on CNG as well as gasoline. Switching from one to the other will be automatic and seamless, says the company. In addition, by combining the capacity of the two fuel systems, a range of more than 1,000 kms is possible without refuelling. Unlike an aftermarket CNG conversion, this truck is covered by a GM new truck warranty as well as factory limited powertrain protection. The Ram truck brand also announced its intention of building a bi-fuel HD pickup (just one day before GM) using its 5.7L Hemi

V8 as the motor for both CNG and gasoline propulsion.

Ford, which has offered CNG powered trucks and vans for a decade or more, also announced that 2013 would see the Super Duty lineup (including the chassis cab versions) get bi-fuel capability. It’s chosen the 6.2L V8 engine for the job. Available in F-250 and up, this engine will run on both CNG and gasoline.

It’s worth noting (as Ford points out in its press release) that it offers a variety of fuel programs – as do the other HD builders. For instance, Ford says that in 2013, the entire Super Duty pickup truck and chassis cab lineup is available with gasoline, diesel, biodiesel B20 and CNG/LPG-dedicated or bi-fuel capability, and that the 6.2L V8 can also be operated on E85.

Of course, the reason for these seemingly simultaneous announcements out of Detroit is the ever upward creeping price of fuel – gasoline and diesel alike.

So, this is all good news, in general; however, deciding which to buy (or if to buy) promises to be just a bit more complex. Why? Because just comparing purchase prices alone isn’t enough to make this decision; you will have to look closely at the price of fuel and how much power each one of those fuels produces by volume. This is where it gets interesting. Looking at the prices at the pumps reveals that on the surface, CNG is cheap at an average of 73.3 cents a litre. That’s in comparison to Canadian April averages of $1.35 a litre for regular gasoline and $1.31 for a litre of diesel fuel. However, the amount of energy each fuel produces in an internal combustion engine is quite different.

Natural Gas is making a comeback, but is it worth it?

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The best way to demonstrate this ratio is to look at the BTU (British Thermal Units) produced by one litre of each type of fuel. • 1 litre gasoline = 32,867 BTU • 1 litre diesel = 36,690 BTU • 1 litre CNG = 22,222 BTU

Looked at this way, the price differential changes dramatically. The other downside to this equation is the amount of “work” a CNG–fuelled truck can do. Ram offers the following payload and towing limits for its 2013 bi-fuel HD 2500 Ram.

“CNG offers up to 717 kg (1,580 lb.) of payload, 4-ft.-8-in. usable bed length and up to 3,470 kg (7,650 lb.) of towing capability when properly equipped” it says.

This is factual, but certainly nothing to boast about; it’s at least a third less than either a gas- or diesel-equipped Ram 2500 can haul. I expect that numbers from the other manufacturers would be about the same.

The other issue, of course. is range. Diesel and gas trucks typically get 600 to 800 km on a tank of fuel. Ram estimates its range at 410 km on natural gas, while the backup gasoline tank (30L) adds around 180 kms. However, Canadian customers can opt for a 132-litre gasoline tank to push that range up to over the 1,000 km mark. (Note, this will be late 2013 availability only).

In referring to “usable bed length,” Ram also dealt with the other drawback of compressed natural gas – the tanks. In the case of the Ram 2500, the CNG is stored in two ultra-strong 4.6 cu-ft tanks located in the front portion of the Ram’s 8-foot pickup bed, eating up just over three feet of space. When full, these two tanks offer the CNG equivalent of 68.9 litres of gasoline, hence the range deficiency. As for Ford and GM, the situation is the same; CNG tanks simply need much more space than a gas tank. However on the plus side, that’s one good reason for having them on pickups, because they have the extra room.

Price-wise, much like diesel, CNG comes from the factory at a premium price. In the case of Ram the cost is in the range of $10,000 over the gasoline alternative (similar to the cost of the diesel version). GM just released its pricing and it’s around an added $11,000. There is no pricing from Ford yet. From a green perspective, CNG vehicles are eco-friendly as they emit 20 percent less CO2 than gasoline vehicles, and benefit the environment by also generating fewer greenhouse gasses during fuel production. Lots to consider with lots of math to do and, at least for the time being, Ottawa is not stepping up with incentives, just good wishes and advice.

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By Howard J Elmer

Marketing people never do anything by accident; such as picking a new vehicle launch location without thinking long and hard

about how that specific geography will frame their vehicle. This was my thinking as I cruised the narrow oak-shaded cobblestone streets of Charleston, South Carolina. My ride was the all-new 2013 Infiniti JX, a refined vehicle inside and out, much like the countryside I was traveling through – obviously affluent, but not loud; trendy without being flashy – that’s what I was getting about the city and as it turned out, about the car too.

No, the marketing wizards knew that this gentile southern city would create this appropriate upscale backdrop for this luxury seven-pas-senger crossover. Furthermore, they were anticipating that the slow, relaxed old-money feel of these seaside communities would mesh nicely with their message. Got a family? Got money? Need a minivan? Just can’t bring yourself to own one? Hello Infiniti JX. For 2013, Infiniti has moved to fill a gap in its lineup, with the large JX fitting in downstream of the huge QX 56 and up from the smaller sporty FX. So this gives the brand a nice four-car spread, though, at its heart, the JX really is a minivan, but it just doesn’t know it.

With a starting price of $44,900, Infiniti takes direct aim at its chief competitor, the Acura MDX, offer-ing a lower entry price and stocking the JX with those minivan conveniences they know buyers want. Five trim levels will be offered in all, with the most common upgrade adding around $5,000 to the base. Driving out to the seashore, I took in what the

2013 Infiniti JX

JX had to offer - comfortable, quiet, handsome interior, good road manners, and easy driving. Frankly though, for the minivan part, six kids would have helped in the experiment, but I did test to see that the three rows were fully functional. Here are some of the highlights: the second row seat slides and tilts with one lever to allow easy third row access, even with a car seat fixed in that second-row seat. That’s unique. The second and third row also get individual HVAC vents – while the second row can also be equipped with twin video screens in the front seat head restraints, as well as split seating, armrests, storage and audio/video controls. Doors open wide, locks stay on even in park, and overhead, the moon roof gives everyone a view. See? Minivan. Lots of caring about the passengers, but Mom also gets every comfort amenity imaginable, with two-tone leather seats and a supple 15-speaker Bose sound system. And for Mom’s stuff (don’t yell at me, Infiniti says the owner of this vehicle will be heavily


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skewed to females), there is ample room in the back even with the third row seats up. However, when needed, all the seats go flat with a simple push to form a cavernous space.

In a family values vehicle, safety always comes up, and rightly so. The JX carries all the electronic helpers that are normal (as well as standard AWD, which just makes all driving conditions safer) yet Infiniti has also managed to add an all-new one – one that is a world first. Backup Collision Intervention (BCI) does what its name implies, but the reality of how it might save a darting child or prevent a blindsided collision is significant. With this technology, when the transmission is in reverse, the JX will help the driver detect crossing vehicles and objects behind the JX, but it won’t just warn you. No, if you don’t react to the warnings (even with your foot on the gas) the system will automatically engage the brakes and stop the car. I tested it; purposely backing up towards a golf cart, the system engaged and abruptly brought my vehicle to a halt less than one foot from impact. Very impressive.

But, JX goes even further. As the kids start driving (and borrowing Mom’s wheels) the Nav system can keep an eye on them. Preset limits for speed and geographic area can be imputed and when little miss or junior speed or leave the prescribed area, an email or text is sent straight to Mom. Oh boy…

Among the other available technology found on the new JX are Drive Zone/Speed Alert; Around View™ Monitor (AVM)(shows a 360 degree view); Moving Object Detection (MOD); Lane Departure Warning (LDW) and Lane Departure Prevention (LDP); Blind Spot Intervention (BSI) system; Intelligent Cruise Control (Full-Speed Range); Distance Control Assist (DCA); Intelligent Brake Assist (IBA) with Forward Collision Warning (FCW); Active Trace Control and Front Pre-Crash Seat Belts. Some of these are standard, but for the whole package, the price of the JX quickly heads north of $50,000. The JX is powered by a 3.5L V6 that makes 265 hp and 248 lb-ft of torque, pushing that jam through a CVT transmission. This arrangement offers decent power without being a brute, so the fuel economy is rather nice too. Infiniti says a real-world figure of 10.2L/100km combined is attainable. The look of the JX is refined, yet the sheet metal (particularly over the wheel arches) suggests sub-dued power – a good look, one that is now very familiar across the Infiniti line. And frankly, at this price point, it’s good to have a vehicle stand out; after all, you don’t want the neighbours thinking it’s a minivan. Commercials featuring the JX are already running, and the first ones are coming off the line now, so expect to see the first units in showrooms as this issue goes to print.


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By Howard J Elmer

The Dodge Ram, or just Ram as it’s now called, was all-new in 2009. Since then, Chrysler has pulled itself out of a financial hole,

and the newly minted Ram brand has steadily built a strong following, particularly in Canada. Now, four years in, the 2013 Ram is getting a mid-cycle refresh - one which may very well redefine that term. Why? Well, on first blush, you’ll note the photos offer a bit of grille work and new sheet metal bends. This and a few interior tweaks (and maybe a few new paint colours) are the norm for most refreshes. But this Ram is doing so much more, and frankly, it’s what’s under the skin that has the truck world buzzing.

A new V6 engine and revolutionary eight-speed transmission is at its heart, and whether Ram says so or not, everything you’re about to read about here is on account of one word - EcoBoost.

This competing V6 engine in the Ford F-150 has been a huge sales success, one that has necessitated this radical upgrade to Ram (a truck that has long built its reputation on the V8 Hemi engine alone). And they’ve done it; yes, mechanically, this 2013 Ram is anything but mid-cycle eye candy; it’s virtually a new truck.

Having heard the rumours of what Ram was up to, I wrangled an invite to a very small, exclusive technical background briefing in Dal-las, Texas. Spending hours with the engineers down there revealed a truck that boasts more than a dozen

Mid-Cycle Refresh

significant changes, all aimed at reducing fuel consumption, while preserving the soul of this very popular pickup truck. So the engine in this new Ram is the 3.6L Pen-tastar V6 which has been upgraded to make 305 hp and 269 lb-ft of torque. It’s coupled to this all-new eight-speed transmission (developed by ZF of Germany), and, while the power and fuel savings implications of this combination will be obvious to most readers, it’s the sum total of all the technical changes that has brand president and CEO Fred Diaz confident enough to flatly say his Ram will beat Ford’s EcoBoost.

Let’s look at what this engineering team has managed to do for the Ram. It starts with this eight-speed automatic transmission, definitely a first for pickups. Couple that to Chrysler’s Pen-tastar V6 for a 20-percent savings in fuel over the current Hemi powertrain. It also weighs 35 kg less than the V8. But the Hemi is not going away; it continues to be available, and some six months after the Pentastar/eight-speed arrives late this year, the Hemi, too, will get hooked up

to the ZF for at least a 20 percent fuel savings as well.

Stop/Start technology has been added to the truck. A proven system that has been used sparingly by various brands, this system stops the engine at lights and restarts it as soon as the foot is lifted off the brake. This addition alone increases fuel efficiency by up to 3.3 percent, says Ram.

Active air shutters are another first on a pickup truck. Shutters are cur-rently found on a few high-mileage vehicles like the Chevrolet Cruise Eco. These vents open and close as needed for cooling, but they also increase aerodynamics and fuel efficiency by around 0.5 percent. They also shorten engine warm-up time.

A new electric power steering system adds five hp to the Pentastar output total while reducing fuel consumption by 1.8 percent. This is also a proven system, eliminating the constant power draw of a hydraulic pump, as well as offering new steering effort calibrations matched to speed and road conditions, which in turn reduce driver fatigue.

VVT (variable valve timing), another not-new idea, is added to the V6 (and the Hemi V8), which saves fuel.

Pulse-width modulation is one I hadn’t heard of. Seems that alternators produce way more power than is needed by most of a truck’s electri-cally-run components, so this system reduces that parasitic electrical


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draw by the fuel system and cooling fan, which, in turn, reduces fuel consumption (by 0.4%) and increases component durability.

Even though this is a mid-cycle upgrade, the team couldn’t help rede-signing parts of the frame. By using high-strength steel, they reduced overall weight by 14 kg.

A fuel saver often overlooked is tires. To that end, Ram is now kitted out with new low-rolling resistance tires, standard. The front air dam has been lengthened to also increase aerodynamics, adding a 0.6 percent improvement to Ram fuel economy. The material is a rubberized polymer which the guys assure me will take a beating and hold its shape. The weirdest result comes by adding a new “wheel to wheel” running board, which was found to be aerodynamically more efficient, delivering an added 0.5 percent fuel consumption improvement. It also offered another bonus – the longer step now provides a foothold for reaching into the front of the box.

The one thing missing from all the information I gathered in Texas is the new payload and towing fig-ures. I asked and they wouldn’t say; however, Chrysler does confirm two things. First, it will use the new SAE towing standards to determine the weights, and second, by the time the “first drive” program comes around in August, they’ll have the numbers. For my part, though, I feel confident saying that with this Ram Pentastar/8-speed taking on the Ford EcoBoost powertrain, Ram will have to match or exceed Ford, and Ford currently publishes a tow limit of 11,300 lb for the EcoBoost-equipped F-150.

For a mid-cycle refresh, this is a massive update, with fuel economy being the key target, but there was more. For 2013, Ram has also added an air spring suspension. This system will automatically adjust to speed and load, while manually-operated settings will be available for off-road operation and even a low profile “park” mode. The truck will be able to lift and lower as much as four inches with the press of a button. With the new transmission also comes a new gear shifter, one that’s very different - a rotary dial on the dashboard. Also new is the availability of the Crew Cab with a longer 6’4” box.

The 2013 Ram with all these upgrades will arrive in dealer showrooms in the last quarter of this year.

21JUN / JULY 2012 Trucks Plus

NEW WHEELS

Story and photos by Russell Purcell

There are not any significant changes for Toyota’s venerable 4Runner sport utility vehicle for 2012, but for many consumers,

this will be seen as good news. Canada is a rugged country with lots of interesting places to explore, but many of these destinations are located well off-the-beaten-path and require a vehicle with a heavy-duty frame and chassis and four-wheel drive capabilities. The reality is that the 4Runner is one of the few remaining SUVs available in the marketplace that is robust enough to tackle serious off-road duty, as most of its rivals have become neutered softies riding on modified passenger car frames.

The 4Runner received its last major revision in 2010. This would be the fifth-generation of the go-anywhere rig and it came sporting a more angular and boxy design than the previous model, and it also had grown in virtually every dimension. The 4Runner is far from being a small vehicle - you will be reminded of its size every time you have to climb up and into the vehicle - but despite its substantial length, height and width, I found it easy to park and it fit nicely into a standard garage. The 4Runner’s styling is immediately recognizable as a Toyota, so there are styling cues and elements that you may see as familiar. I must admit that I was happy to see that there was no hood scoop on this truck, as for the last few years Toyota seemed to put these useless nostrils on all its trucks and SUVs in a misguided attempt to give them some machismo. Cabin styling is very simple and uncluttered. The compact gauge cluster, well-organized dash layout, and tidy centre console make equipment operation a breeze. I found all the controls, switchgear and instruments to be within easy reach and the majority of them were easy to see from the driver’s position.

Rugged and Reliable

The front bucket seats are firm and supportive, as are those in the second row. The second-row seating area is roomy enough for three adults to sit comfortably, but two would be able to really stretch out for a long trip. The seat backs feature the ability to recline up to 16 degrees for additional comfort. Toyota only uses the highest quality materials and fit-and-finish is much better than you would expect in an SUV.

The cargo area is accessed via a swing-up hatch that I found surprisingly heavy, but it may just be that my test vehicle was a low-kilometre unit and the support pistons need to break in. The hatch itself offers the user protection from the rain (or refuge from the sun) when loading or unloading, an advantage that will be appreciated when faced with the unpredictable weather conditions typical of mountainous regions.

The rear cargo area on my test vehicle featured two extra seats that stow flat when not in use, creating a flat floor for gear, pets and luggage. Should longer items need to be carried, the second row seats fold in a 40/20/40 configuration, although they don’t quite fold flat. I came to appreciate the tie-downs and the 120 AC power outlet during my time with the truck.The Toyota 4Runner features the latest variant of the company’s well-sorted 4.0-litre V6 engine mated to a five-speed automatic transmission and four-wheel drive. The V6 generates a healthy 270 horsepower and 278 lb-ft of torque, and is actually more powerful than the previously available V8. Toyota is working hard to improve fuel efficiency across its line-up, so the V8 option is no longer available.

I took a weekend trip into the B.C. interior to see how the powertrain would cope with steep hills, higher elevations and extended highway travel. Toyota’s Super ECT Automatic Transmission features a sport Sequential Shift, which has been engineered to make towing and hill descent easier.

While the engine proved to be quite noisy at higher speeds, I did come away impressed with its acceleration and the smooth operation of its transmission. While not a sprinter, it executed stoplight launches and highway passing manoeuvres with aplomb.

The 4Runner will prove popular with your car-pool mates due to its large and comfortable cabin, but be warned that the step-in height is quite tall, and the running boards are relatively narrow. Once seated, your passengers will enjoy the view offered by the tall windows and elevated seating position, but the driver may not be so enamoured with the view. Unfortunately, the long hood juts out like a platform and makes it extremely difficult for the driver to judge distances when navigating tight spaces, parking, or even just monitoring the road ahead.


NEW WHEELSNEW WHEELS

Base price (MSRP): .....................................................$36,935 Price as tested: ......................................................$51,550.20 (Includes Limited Package with navigation - $12,8450.00; A/C Tax - $100.00; Freight and PDI - $1,635.00; and $35.20 in environmental handling fees for tires and filters).Type: .......................... 4-door, 5- or 7-passenger midsize SUVLayout: .......................................Front engine, four-wheel-driveEngine: ............................................... 4.0L DOHC, 24 valve V6Power: .......................................................270 hp @ 5,600 rpmTorque: ...................................................278 lb-ft @ 4,400 rpmTransmission: ............................................... 5-speed automaticBrakes : ...........................Ventilated disc brakes front and rear Weight: ...................................................... 2,111 kg (4,655 lbs)Wheelbase: ...............................................2,790 mm (109.8 in)Length: ......................................................4,820 mm (189.9 in)Width: ..........................................................1,925 mm (75.8 in)Height: .........................................................1,780 mm (70.1 in)Ground clearance: ...........................................243 mm (9.6 in)Towing capacity: ........................................2,268 kg (5,000 lbs)Cargo capacity: ........1,311 L (46.3 cu.ft.) / 2,540 L (89.7 cu.ft.) with seats foldedFuel consumption (L/100km): .................. City: 12.6 (22 mpg) / Hwy: 9.2 (31 mpg)

SPECIFICATIONS:

The 4Runner’s ride is relatively bumpy at times due to its body-on-frame design and rugged suspension (independent front; live axle rear), so if you are really looking for comfort and feel all-wheel drive might suffice, you would be better advised to look at its sister, the Highlander.

There are four models in the 4Runner line-up for 2012 - 4Runner SR5, 4Runner Upgrade Package, 4Runner Trail Edition, and 4Runner Limited with Navigation (as tested).

The 4Runner features part-time four-wheel drive with an automatic disconnecting differential backed up by a host of electronic nannies including Vehicle Stability Control (VSC), Active Traction Control (A-TRAC), Hill-start Assist Control (HAC), and DAC (Downhill Assist Control).

Unlike the other three 4Runner models, the 4Runner Limited with Navigation Package is equipped with a full-time four-wheel drive system that utilizes a centre console-mounted switch which enables the driver to

quickly choose between three four-wheel drive modes: 4WD High–Free, with engine power split between front and rear axles depending on weather and traction; 4WD High–Locked, with power split equally between front and rear axles; and 4WD–Low for slow-speed manoeuvres.

During my test period with the vehicle, I didn’t get the opportunity to venture off-road, but it is common knowledge that the Toyota 4Runner has a loyal following and that many of these owners are known to take their vehicles off-road on a regular basis. As a result, the design team took the time to design the Trail Edition ($44,245) which adds a host of equipment to help the consumer get the most of their vehicle off-road. A kinetic suspension system, crawl control, multi-terrain ABS and a multi-terrain select system give this model a level of prowess usually reserved for custom vehicles. Add to this robust skid plates to protect the fuel tank and the transfer case from impact damage and you have a true weekend warrior. Unique styling elements include a roof rack, unique grille and wheels, matte black bumpers and handles, and the aforementioned hood scoop.

The Limited model rides on 20-inch alloy wheels and features a sport suspension designed to enhance road holding. Niceties such as a dual-zone automatic climate control system, navigation, a rear backup camera and a premium JBL-engineered entertainment system are some of the highlight features offered on this top-of-the-line model.

The Toyota 4Runner is truly a go-anywhere vehicle that is more than competent enough to handle daily duties as a people hauler, but should the weather or road conditions take a turn for the worse, there are few vehicles I would rather have to count on to get to my destination safe and sound.


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Story by Gerry Frechette, photos courtesy of Acura

There is a trend these days for luxury brands to adapt turbocharged four-cylinder engines, even in their mid-size sedans and crossovers, for all

the reasons you’d expect thanks to advances in technology, such as lower fuel consumption, lower emissions, lighter weight, all with no reduction in driving refinement over larger engines. The tide really is changing.

The first generation of the Acura RDX mid-size crossover several years ago was at the forefront of this trend, featuring the first use of a turbocharged four in a Honda-made vehicle in North America. As the RDX reached the end of its life cycle, though, that technology was not keeping up to the times, apparently, as the newly-introduced second-gen RDX is equipped only with the tried-and-true 3.5-litre V6, flying in the face of what is happening in the rest of the segment. Apparently, the turbo four was a bit thirsty, reportedly consuming no better than 11.0 litres of premium gasoline on the highway. Ouch.

Anyway, that was then, and this is now, and the new RDX is changed and mostly improved in almost every way you can imagine. The V6 is well-established as a paragon of silky smoothness and technology including a cylinder deactivation system that allows it to run on four or even three cylinders when possible, and Acura has built the RDX to take advantage

The Tide is Changing

of this in every respect, transforming the driving experience. The new engine is both more powerful (although less torquey) and more efficient, as well as much smoother than the turbo four, and it is backed up by the equally smooth six-speed automatic transmission. Say what you will about some recent Honda products, but those equipped with this powertrain combination cannot ever be criticized for their refinement.

Another surprising development is that the new RDX is not equipped with the highly-touted Super Handling-AWD system the first-gen model was, and that several other higher-end Acura and Honda products still are. Replacing it is a new all-wheel drive system that is smaller, lighter and more efficient. Called AWD with Intelligent Control, the new system helps achieve the RDX’s reduced fuel consumption. It moves power front-to-rear with as much as 100 percent of the torque going through the front wheels for cruising, or a 50/50 split under certain low traction circumstances. It’s a fairly common approach these days. We tried it off-road and it handled mud and gravel with no problems. It is not likely, though, to be as competent on the tarmac as the SH-AWD was in high-speed corners. A small trade-off to make, but one that some enthusiasts will lament.

But it is no longer enthusiasts that Acura is targeting with the new RDX, as is readily admitted. The original RDX was aimed at young male professionals who were early in their career, without kids, who participated in a very active lifestyle, and who preferred a vehicle with a decidedly sport-minded driving characteristic.

For 2013, the RDX target buyer has shifted to a slightly older driver who is married and soon approaching parenthood. In addition, he (and most importantly, she) will likely be well into their career and have a higher household income than the previous RDX target buyer, and will still value a sport-minded driving character but also prioritizes increased comfort with strong emphasis on premium interior appointments and increased utility. So, the RDX is really a complete about-face for Acura, and an admission that the product planning for the initial model was a bit off the mark in long-term appeal.

Clearly, the new RDX is aimed more at the mainstream CUV buyer of both genders, and to this end, its ride is noticeably softer, without a big sacrifice in handling by current standards. It owes this behaviour to its new two-stage Amplitude Reactive Dampers, which include a secondary floating piston that activates in certain driving conditions to control body

NEW WHEELS


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motion and improve handling without sacrificing ride comfort.

In terms of design, the exterior is a “smoother” styling job compared to the original, with a wider stance, longer wheelbase and more conservative details like the grill, something we are beginning to see in other Acuras. Its interior is vastly improved in design and room, exuding far more of a luxurious upscale look than the original one. It’s essentially a smaller MDX to look at it, which is no bad thing.

Among the advanced electronic technologies in the 2013 RDX is a new 360-watt audio system with seven speakers, a CD player, AM/FM radio, XM® Radio with Note function, Bluetooth® Audio, USB port and AUX jack connectivity, and Speed Volume Control. Having said that, it doesn’t have some of the electronic active safety gear found in some of its competitors.

There is an optional Technology Package that includes a more advanced navigation system operated by a new hard disk drive (HDD) system with 60 gigabytes of storage capacity. The HDD system operates with far greater speed than the previous CD-based system, and makes use of a new 8-inch W-VGA colour screen (with four times better resolution than the previous screen) that is also used for a new rear view camera system. Also in with the Tech Package is a new Acura/ELS Surround® 10-speaker, 410-watt premium audio system with DVD-Audio, CD, DTS™, AM/FM/XM® Radio, Bluetooth® Audio and a 15-gigabyte hard disk drive (HDD) media storage system.

It’s hard to compare the two RDXs, such is the change in the new one. Gone is the turbo and high-tech all-wheel drive, the two aspects one might equate the most with enthusiastic driving. But the RDX has gained more of everything else that people want these days in a crossover. It’s more refined and mature, lighter, more luxurious and more fuel-efficient. It also has that hard-to-describe feel of dynamism and connection to the driver that makes the driving experience that much more enjoyable.


FEATURE

Story by Budd Stanley

It’s rather ironic that despite North America being one of the most truck-loving regions of the world, so many foreign manufacturers

choose not to flog their goods in such a target-rich environment. Mitsubishi, Nissan, Suzuki, Toyota and Volkswagen have decided not to sell great trucks such as the Raider, Patrol, Sierra, Land Cruiser or Amorak here. Likewise, companies like Mahindra, which also builds cool trucks and have even expressed interest

The Chicken TaxWhy the rest of the world has cooler trucks than we do

in selling its products here, have had a change of heart after talking to the authorities about importing their trucks.

Every time I go overseas, I am exposed to all these great trucks that are not only much more eff icient than most trucks we have over here, but would be extremely useful in this part of world. However, despite these vehicles being the lifeblood of places like South Africa, Australia, New Zealand and pretty much all of South America, they continue to be absent from North America.

W h i l e t h e m a n u f a c t u r e r s t h e m s e l v e s b l a m e m a r k e t conditions, emissions standards and safety regulations as the excuses for denying us these great and extremely capable vehicles, the truth is that the reason why these vehicles never make it to our shores is American chickens. Yeah, if you are 30 years old or younger, you’re likely scratching your head right now, but it’s true, chickens are to blame.

Our story goes all the way back to 1960. Chicken, at the time, was considered a delicacy in Europe and garnered high prices due to the lack of chicken farms. In America, chicken farms had exploded and soon, cheap U.S. chickens started flooding into Europe at prices that severely undercut European producers. Well, the Dutch, Germans and French were none too happy, accusing America of flooding the market with below-cost chickens filled with hormones and artificially fattened with arsenic. In fact, U.S. chicken farmers, with Food and Drug Administration approval, had treated chicken feed with antimony, arsenic compounds, or estrogen hormones to stimulate growth.

In response, both France and West Germany set tariffs on American chicken, setting off the “Chicken War” between America and Europe. As retaliation, in 1963, American President Lyndon B Johnson imposed a “Chicken Tax.” This tax put a 25-percent tariff on potato starch, dextrin, brandy, and, wait for it, light trucks. The segment includes both commercial vans and pickup trucks,


FEATURE

putting a wide variety of vehicles in the sights of those wanting to avenge the chickens.

As time went on, the Chicken Tax would slowly loosen, and after 48 years, the starch, dextrin, and brandy were all eventually taken off the tax, leaving only the light trucks. It started to seem like the tax wasn’t so much about chickens and more to do with trucks. After the President’s Office tapes revealed that Johnson attempted to convince United Auto Workers’ president Walter Reuther not to initiate a strike just prior to the 1964 election, and Reuther in turn wanted Johnson to respond to Volkswagen’s increased shipments to the United States, it seems like politics was behind keeping the foreigners out.

However, there were loopholes, and many manufacturers found ways to get trucks into the country. Importing trucks in chassis cab configuration only garnered a four-percent tariff on their importation, and then these trucks would have truck beds

installed once they were in the country. American Customs closed this loophole back in 1989 by changing the definition of a Light Truck. From this point on, the truck market is as we see it today. Toyota, Nissan and Honda stopped importing trucks into the country and built factories here to bypass the importation tariff all together. The Tacoma, Tundra, Frontier, Titan and Ridgeline were all born, and the Mazda B-series pickup turned into a Ford Ranger.

With the commercial van market growing in the present day, a new line of tariff-bypassing vehicles are sneaking in under the radar. Despite the Transit Connect being a Ford, the little commercial van is built in Turkey as full passenger vans and shipped to the U.S. where they are stripped of their seats, belts and interior to become commercial vans. The entire interior that has been stripped out doesn’t get shipped back to Turkey for reinstallation, but gets recycled. It is a tactic that costs Ford several hundred dollars, but saves it thousands in taxes. And

considering the cost of the Transit Connect, Ford is likely making i ts costs back. L ikewise, the Mercedes Sprinter was imported into the country disassembled, and requires installation of key body pieces before being shipped out to showrooms.

And that Mahindra that wanted to come to our shores; well, the Indians thought of an ingenious way to ship the trucks over to North America in kit form for cheap and quick assembly here before being shipped off to showrooms. However, Mahindra has hit snags when dealing with the American government and so far we’ve yet to see the fruition of the brand making it to our shores.

And so you have the rather complex and ridiculous world of the import Light Truck segment of our market. If you are like me and have spent time overseas drooling over all the cool machinery that works so well in foreign markets that is currently banned from reaching our shores, you can blame the UAW, President Johnson and those toxic American chickens for the walls going up against foreign trucks.


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HISTORY

Story by Budd Stanley, photos courtesy of Ford

Back in the mid-sixties, Ford found itself with a small issue. The popularity of the Jeep had created an entire market for a dedi-

cated off-road vehicle that North Americans were turning to more and more for their outdoor lifestyles and employment. Despite build-ing a rather large quantity of the original Jeep for wartime service, there was no proper four-wheeler to take on the likes of, well, Jeep, but also the International Scout and to a certain degree, the Dodge Power Wagon. However, even the foreign brands were taking full advantage of the niche, as Land Rovers and Toyota Land Cruisers started to flood into Canada.

At the time, Ford product manager Donald N. Frey and Lee Iacocca, who both conceived the Ford Mustang, pushed the idea of a short-wheelbase 4x4 vehicle to the decision makers. However, unlike the Mustang that was built off the Falcon platform, Ford had nothing that would help give the new 4x4 a head start in the development and engineering phase. Engineer Paul G. Axelrad was given the task of bringing the accepted project to life and did his best to ease the strains of a totally new vehicle by making use of as many heavy-duty parts such as the axles and brakes from the F-100. However, the front suspension would use radius arms and a lateral track bar, allowing the use of coil springs which gave the Bronco a tight turning circle, long wheel travel, and an anti-dive geometry which was useful for snowplowing. The rear suspension was more conventional, with leaf springs in a typical Hotchkiss design. A shift-on the-fly Dana transfer case and locking hubs were standard, and heavy-duty suspension was an option.

Power was derived from the solid-lifter version of Ford’s proven 170 cubic-inch six-cylinder engine found in the Falcon, that developed 105-horsepower. The body was simplistic in design and was of-fered as a wagon, half-cab and roadster. The Bronco sold well in its first few years, second only to the Jeep CJ-5, but in 1969, a new competitor came to town, toppling the Bronco from its position - the Chevrolet Blazer.

In 1967, Ford ,along with Bill Stroppe, took the Bronco racing. Stroppe built the Bronco into an off-road racer for the Baja 500 and Mexican 1,000 races. Despite some rather public failures to finish in the big races with the likes of Parnelli Jones at the wheel, the Bronco would become a popular racer, dominating many of the shorter distance races. As a result of this success, Ford, in 1971, created the “Baja Bronco” package partially derived from Stroppe’s design. Featuring quick-ratio power steering, automatic transmission, fender flares covering Gates Commando tires, a roll bar, reinforced bumpers, a padded steering wheel, and distinctive red, white, blue, and black paint, the Baja Bronco was impressive for its time, much like its price. At US$5,566 versus the standard Bronco V8 price of $3,665, only 650 were sold over the next four years. Keeping with racing, in 1966, a Bronco drag car built by Doug Nash ran the quarter-mile in 9.2 seconds, with a top speed of 150 mph (240 km/h).

During the early ‘70s, the Blazer would be-come the Camaro to Ford’s Mustang, but the Blazer offered more and was the top-selling vehicle during that time. It arrived on the scene with more appointments, a more luxurious interior and an optional 350 cubic-inch V8 pumping out 255 hp. Ford upped its game by replacing the optional V8 with the 302, but this still gave the Bronco a 50-horsepower disadvan-tage. In 1973, both the I-H Scout II and Jeep

The Bronco


Grand Cherokee were taking up arms against the Blazer as well, building larger, more comfortable and more powerful four-wheel drives. The Bronco was left unchanged and its popularity began to dive with the roadster and half-cab models being dropped.

As production struggled through the ‘70s, the Bronco found yet two more hot new competitors looking to jump into the new 4x4 SUV scene. Chrysler launched the Dodge Ramcharger and Plymouth Trail Duster, which would, without doubt, hasten the Bronco’s downward slump. All of the competition was using a truck-based design, which allowed engineers and designers to create more spacious cabins and dump larger engines into the engine bays. The Bronco’s bespoke design, while making it small and nimble, gave it a distinct disadvantage in the 1970s North American market.

Finally, in 1978, Ford redesigned the Bronco on the robust F-series platform, giving it the 351 cubic-inch V8 with an optional 400. A Ford 9-inch rear axle and a Dana 44 front axle were standard. 1979 saw the addition of a catalytic converter, and other various emissions control equipment.

In 1977, Ford sold a measly 13,335 Broncos, but now with the new design, more than 70,000 examples galloped out of showrooms. It went against the original design intent of the Bronco, but now it swept ahead of all its competition with better functionality and rug-gedness. The late arrival of this second-generation Bronco really came at the expense of the oil crisis of the mid ‘70s. Ford had designed the new full-size Bronco for 1974, but the market was not ready for a V8-powered 4x4 until 1978. 1978 and 1979 would be the glory years for the Bronco, as Ford already had the third generation ready before the second generation even hit showrooms.


HISTORY

With the long wait and the launch of the new F-series in 1980, the iconic second-generation Bronco was replaced with the third genera-tion after only two years of sales. Many consider the second genera-tion as the best Bronco, with the third generation getting independent front suspension and less-powerful engines to meet the demands of the day. Despite the huge numbers of second-gen Broncos sold, they are a rare and highly sought-after vehicle to those who like old four-wheel drives.

The Bronco would live on and go through two more redesigns, and even sprouted a compact version dubbed the Bronco II based on a Ranger platform, before Ford officially made the decision to discon-tinue the vehicle. On Wednesday, June 12, 1996, the last Bronco ever built rolled off the assembly line at Michigan’s Ford Truck Plant, to be replaced by the Ford Expedition, which was introduced as the successor to the Bronco, and more effectively competed with GM’s Chevrolet Tahoe.

The Bronco may not have been the biggest success in Ford’s impres-sive line-up, but to the dedicated and loyal off-roaders, the Bronco was a legend. And the name has not died; Ford brought back the

Bronco name with a magnificently-designed concept vehicle. Not only did it give a modern interpretation of what a Bronco might look like in the future, it was done in a way that would make sense to produce. Bronco fans the world over salivated and waited to no avail, as the concept has yet to come to life.

However, there is another Bronco, a modern interpretation of a classic vehicle that is for sale, albeit, at a boutique price. Icon is well known for building brand-new Land Cruiser FJ40s and Jeep CJ-5s with all the modern comforts and capabilities. Just last year at SEMA, it showed off its latest member of the line, the BR, which features state-of-the-art suspension and fitments, a 412-hp Coyote 5.0-litre engine linked to a modern transfer case, and Danatrack axles. Covering everything up is a freshly stamped first generation body littered with LED lighting and modern appointments.

So, while the Bronco may have had a bit of a roller coaster life, being a little late to the table, but bringing a unique product to the 4x4 world, the Bronco will no doubt go down as one of Ford’s most capable and popular four-wheel drives. So popular, that Ford plugs its concept, and companies are still making money on modern interpretations. We only hope that one day, when the finances and world markets align, that Ford will put the Bronco concept into production. We’ve all been waiting far too long.


FEATURE

By Bruce Spierenburg

Summer brings on travel, and travel brings out the toys, from a boat to an RV to utility trailers of all sizes, quads in the back of trucks to sled decks, and enclosed trailers year-round. Trucks come in three classes, 1/2-ton 3/4-ton and one-ton, and have weight ratings they must abide by.

The first thing most people don’t think about is your insurance and the weight of your vehicle when it comes to pickup trucks. Yes, we all have to pay insurance, and we think about things like glass insurance, fire and theft and what our deductibles are, but have you even thought about looking at what your coverage is for weight? You may think “my truck is rated to tow 10,000 pounds, so I’m covered”, but in some cases, with trailer classing as it is, you may not be.

Your insurance includes a basic weight class for your vehicle and does not consider what you may put in it or tow behind it – that includes yourself in the cab. It’s very easy to change the insured weight rating on your truck

What Does It All Mean?

at your insurance agent, but when is the last time they asked you at the counter if you own a trailer or haul heavy loads?

Let’s start here.

GVW. This is your vehicle’s “Gross Vehicle Weight” rating; you will find this on your door sticker or in your vehicle specifications. This is the maximum weight your vehicle can legally hold within its wheelbase. Keep in mind, this includes everything inside the truck including people. I’ve seen DOT pull over 1500-series trucks with two sleds or quads in the back and get tickets for being overweight, so it does happen.

GVCW. This is the max your truck can haul and tow together or “Gross Ve-hicle Combined Weight,” and is not always as easy to determine between like makes and models of trucks. You may need to ask your dealer or manufacturer to check what you can legally tow with your car or truck.

What am I towing?Trailers are not all the same, and how they are insured is not the same. For instance, if your towed vehicle is considered an RV, which is defined by a unit having living quarters, it carries its own insurance for its weight. RVs have a smaller license plate than your regular car plate. Cargo-style trailers and flat-deck trailers are a bit harder to classify, and you may not think about it when you insure such a trailer. They can be rated as either a “utility” trailer defined by only being used for your personal use, or as a “commercial trailer” which is a trailer used for work or which in any way creates compensation to you for its use.

From speaking with my insurance agent, commercial use trumps utility use and that creates an issue for some. If a flat deck or enclosed trailer is used strictly for personal use, it can be classified as a “utility trailer,” and make sure it is. What this means is it carries its own insured GVW. You might think, so what. Well, now lets step to a commercial trailer. In the case of a commercial trailer, you may use weekends to haul your quads, Jeep or other toys to your favourite camp spot, but it’s still a commercial trailer and will be insured as such. As it’s still a commercial trailer, and commercial trailers’ insured GVW is carried by the vehicle that’s towing it, you may end up over the insurable allowance even though, during the week carrying goods of a lighter load, you are not.

Confused yet? It gets better. The highest weight class (GVW) you can insure your truck for is 5,000 kilograms without going to a commercial-type insurance. Keep in mind, no matter what you insure your truck for weight-wise, you can not exceed the GVW rating or the GCVW of your vehicle.

Trailers come in all sizes and shapes but do you know what yours is classified as? This cargo trailer can be clas-sified as a utility trailer or a commercial trailer and it makes a big difference. As a utility trailer it carries its own insurance for its weight, as a commercial trailer the truck has to carry the insurance for the weight. Utility is defined by personal use only. If you make any moneyw with your trailer of any kind its automatically considered a commercial trailer and commercial classification trumps personal. The maximum weight you can insure your vehicle for is 5000kg without applying for a NSC (national safety code) number. This truck with the trailer empty comes in at �952kg - it can legally only carry ��lbs as a commercial trailer without that NSC. As a utility trailer it can haul its gross GVW without bumping up yours trucks insured weight.

GVW, GVCW, commercial trailer, utility trailer, RV.....


FEATURE

PREPARE FOR ADVENTURE

Dick Cepek Radial F-C II

Radial F-C II ® Mud Country ® Crusher TM

Dick Cepek’s Radial F-C II® is the ultimate all around truck tire. Its all-terrain tread design is carved into a mud terrain mold giving it up to 30% more tread depth than typical all-terrains and providing intense traction and great mileage. The large outer lugs will get you through mud while the close inner tread blocks give you a smooth, quite ride on the highway and in the dirt.

Add a set of tough DC wheels to your purchase and you’ll feel like you have a whole new truck. Visit DickCepek.com for more info all on the great Dick Cepek products.

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Once you rate your vehicle above 5,000 kg, you are required to apply for a NSC (national safety code) number and to stop at all weight scales, have a yearly inspection of your vehicle and need to keep a log book, even if you are not a commercial driver. Keep in mind, this does not apply to a vehicle you tow rated as an RV or a utility trailer, only in cases where you need to carry the weight class of your trailer on your vehicle’s insurance, i.e. those flat decks and enclosed cargo trailers used for work that have a large commercial trailer plate. Again, you still can’t exceed the GVCW of your vehicle and trailer combination at any time. We won’t talk about cars and SUVs here, as they are considered passenger cars and only have a “net” weight and fall outside what DOT would enforce regardless of how much they tow.

RV owners – you don’t get off quite so easy either. On the ICBC

website, there are regulations to towing RVs. Any towable RV which exceeds 4,600 kg (fully loaded as it would go across a scale) requires a “house trailer” endorsement if you have a class 4 or 5 license, which requires an application, knowledge test, road test and, of course, fees. Take, for instance, a typical large toy hauler. I checked the Forest River website, makers of a wide range of popu-lar fifth-wheel trailers and toy haulers, and almost every large fifth wheel they sell requires you to have a house trailer endorsement to pull the trailer.

I do not confess to knowing everything there is about towing, and your particular vehicle’s ratings. If you tow anything - a boat, RV, car trailer etc - you need to check with your insurance agent to make sure you are insured correctly; there is nothing like having a holiday or trip ru-

ined by a highway DOT officer, and have to leave your trailer behind or have it towed miles to an impound yard. It does happen and there are spot checks all summer long all over B.C. Happy travels!!!!

Take some time to look at the section on the ICBC web site with a downloadable recreational trailer guide to help you make your choices, or as mentioned, bring your trailer’s and tow vehicle’s pa-pers into your agent’s office and they will help you sort it all out. Type towing into the search box on the ICBC web site.

www.icbc.com

Thanks to:Western Financial GroupRutland office

An RV also carries its own GVW. An RV is classi-fied as having living space so this covers toy hauler type trailers as well. For RV trailers over ��00kg or 10,�00lbs you are required in BC to have a House Moving Endorsement on your license unless you have a class 1-3 license. This requires a written test and a driving exam.


PREPARE FOR ADVENTURE

Dick Cepek Radial F-C II

Radial F-C II ® Mud Country ® Crusher TM

Dick Cepek’s Radial F-C II® is the ultimate all around truck tire. Its all-terrain tread design is carved into a mud terrain mold giving it up to 30% more tread depth than typical all-terrains and providing intense traction and great mileage. The large outer lugs will get you through mud while the close inner tread blocks give you a smooth, quite ride on the highway and in the dirt.

Add a set of tough DC wheels to your purchase and you’ll feel like you have a whole new truck. Visit DickCepek.com for more info all on the great Dick Cepek products.

Bold Looks andHigh Mileage

BuyNow at DickCepek.comShop Compare & Save With

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FEATURE

Story by Budd Stanley, photos courtesy of Jason De Carteret

It was one of the most heroic feats in all of mankind’s history. Norwegian Roald Amundsen used dog sled and fur winter

clothing to discover the South Pole in the middle of the Antarctic continent in December of 1911. The expedition was successful due to expert planning, preparations and a good knowledge of the environment. One hundred years later, and the planning and preparations are just as important, but the equipment has changed drastically.

Jason De Carteret is an avid adventurist who had already held the record for driving the overland route from Antarctica’s coast to the South Pole, piloting a 6x6 vehicle from the nearest coastal area, Patriot Hills, located over the area where the Ronne Ice Shelf meets Antarctica’s coast buried deep below. That trip in 2005 took De Carteret 2 days, 21 hours, 21 minutes to complete the 1,100-kilometre journey. However, even as he stepped out of the vehicle and onto the South Pole, he knew that he could have done the trip even faster.

Since that time, De Carteret has dived headlong into building what he considered the perfect vehicle to complete his new challenge. With funding coming from Thomson Reuters, De Carteret and co-driver Kieron Bradley set about designing the ultimate Antarctic speed machine. They started with an American-procured Toyota Tacoma dubbed “Polar” that was tuned for greater power by Sparks Toyota with the aid of a high-pressure supercharger. From there, the truck was shipped to Iceland where Arctic Trucks got their hands dirty. You may remember Arctic Trucks as they built the Toyota Hilux that Top Gear brought to our shores to drive to the magnetic North Pole.

Arctic Trucks went about converting the truck with their AT44 kit for deep snow capability. This kit consists of relocating the front and rear suspension, increasing the wheelbase by 160mm and rebuilding the body and frame to fit the 44-inch Dick Cepek tires

with minimal lift, and the rear leaf springs are replaced with Arctic Trucks’ rear coil suspension system. The right weight balance was achieved for snow driving needed to work with the added fuel the team would need and added additional fuel tanks, increasing the fuel capacity to 320 litres. Weight was the prime concern of De Carteret, as a lower weight capacity is needed to cope with more speed and keep the truck on top of the snow. The driveline was also rebuilt to take on the extreme cold with the rear axle being reinforced, a new larger rear differential installed with lower gear ratios in the front and rear, heavy-duty HT coil springs, Koni shocks and ARB air lockers.

From Iceland, Polar was shipped off to the UK, where Bradley converted the engine over to Bio-Ethanol and put in two 400-litre fuel tanks and pumps in the rear, to give a total of 1,200 litres of fuel capacity. Fellow Brit Ian Nesbitt also received the truck to design the unique bodywork to keep it as aerodynamic and as light as possible.

The expedition proper started in December, 2011 with a series of breakdowns as the team arrived in Patriot Hills. A trip out into

Conquering the South Pole

Jason De Carteret Drives to the South Pole in Record Time


FEATURE

the route was made to place some extra fuel caches just in case the team didn’t have enough fuel. Down in Antarctica, you are all on your own, and if you burn up all your fuel trying to get the truck unstuck in severe weather, the consequences could be fatal. On the return trip back to Patriot Hills, the bolts on a brake caliper snapped due to thermal flux, breaking the caliper off and smashing through the wheel, destroying it. The team had to weld the wheel back together in order to start the expedition proper, but the first start saw the team hit extreme weather conditions, forcing them to return to Patriot Hills and postpone that attempt. Upon returning there, the suspension system collapsed on one corner requiring an additional mechanical fix before another attempt could be made.

On the third attempt, the team was determined to get the job done, to either break the record or break the truck in attempting. The first 500 kilometres were not very hard, as it was mainly flat and icy, but then the team started to climb to the South Pole’s 10,000-foot elevation. At about 800 kilometres, the team was faced with the steepest terrain and as such, the most severe weather and elements. Massive ice blocks the size of Super Tankers sit in the way, and as the ice sheet is constantly moving towards the sea, massive crevasses also open up providing another danger, sometimes hidden by a layer of snow covering the top of the opening.


FEATURE

The team stopped hourly to check the vehicle over and Kieron had gotten out and inadvertently fell into one of these crevasses that were right beside the truck, unannounced to Jason. Thankfully it was only hip deep; however, after realizing the situation, Jason had realized they were in a massive field of these dangerous rips in the ice.

Once navigating the deadly crevasse and boulder fields and climbing up the icy slopes, the team found themselves on the Polar Plateau and the conditions turned ideal. On Tuesday December 20, they arrived at the South Pole at 12.36 UT, to capture the record with a time of 39 hours and 54 minutes. The truck performed well above expectations, only burning 440 litres of fuel to make the 1,100-kilometre journey, but the adventure was not over just yet.

After making it to the ceremonial pole, and taking the obligatory photos, the team looked back at the truck and noticed that it was sitting a bit crooked. It had broken one of its spring perches

and would still need to travel the 1,100 kilometres back to Patriot Hills. An ingenious solution was found where the team formed a cup around the broken spring, and filled it with porridge. The porridge froze solid into a cast, holding the broken spring together for the entire journey back. However, upon the truck’s arrival in South America during its voyage home, the porridge melted away and new parts were now needed. They were now in civilization, though, and a Toyota parts counter was all that was needed.

It wasn’t so much the record that pulled Jason to the South Pole. Antarctica is one of the last true pristine and uninhabited regions left on the planet, a truly awe-inspiring place that has captured the hearts and minds of all who have had the chance to visit. Jason comments that Antarctica is so much more than just a white line at the bottom

of the world map. It is a place that dictates the world’s weather systems, the ice is 10,000 feet-thick at the South Pole, it is where the lowest recorded temperatures are measured and is nearly the size of Canada itself. For Jason, the real privilege was just to be there and share the experience with the world.

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Trucks Plus JUN / JULY 2012�0

TECH

Story and photos by Bruce Spierenburg

Camping season is upon us and it’s the time we haul out our toys and head to our favourite spot somewhere far from home – or

not so far. I’ve had a 1999 F350 project on the go over the past year which serves many duties including towing a fifth wheel and at times a camper, hauls sleds to the hills in the winter, quads to the trails in the summer and more. So far, I have added a Superchips programmer and MBRP exhaust which woke up the 7.3-litre diesel and helped with hauling big loads, but with heading deeper up the back roads, a little front-end protection and recovery gear was in order.

Get Ready For Your Off-Road Adventures

We turned to Warn for a combination winch mount and winch, as we were on a bit of a budget for this project and the fact the winch isn’t used on a regular basis, Warn’s new VR series of winch fit the bill perfectly. The VR can be considered an entry-level system and is listed so on the Warn website, but for those who use a winch only from time to time or want the extra security of dealing with back road washouts or recovering a quad or fellow traveler when the roads get a bit rougher than expected, it’s a perfect choice.

The VR winch series comes in a VR8000, 10,000 and 12,000 pull ratings. We opted for a 10,000 unit as the Ford is heavy but we wanted to add the Warn Spydura winch rope to help reduce weight on the front of the vehicle and add the safety of a winch rope rather than a winch cable. This made the unit a VR10000-s, the small s marking it as containing winch rope rather than steel cable.

Spydura rope can be added to any existing or new winch purchase on winches below 10,000 pounds. This winch rope is unique to Warn. Constructed of a unique ultra-high molecular weight polyethylene material and coated for UV resistance, it drops considerable weight from the winch assembly. The new rope also has a unique branded cover on the first layer on the drum to help resist heat and add grip on the smooth steel drum. Using winch rope is also much safer for the user and those close at hand as winch rope retains much less energy than a steel cable and in the case of a failure drops to the ground rather than flies through the air. Winch rope is also safer on the hands and while gloves should always be worn while winching, there are no chances of barbs sticking out which can happen with steel rope.

A solid secure mounting system was also needed and we chose to go with the Warn Trans4mer system. This bumper system comes in either black powder coat or stainless finish and being modular in design, can be purchased in sections as your budget sees fit. As this truck will see trail duty, we wanted the headlight protection to keep trees and branches from damaging the headlights and grill area. This system utilized stock mounting holes on the vehicle and retains the stock bumper. Systems are available for a wide range of vehicles as well. The unit we purchased covered the 1999-2004 Super Duty models.

The install took about four hours and looks great on the truck. The added security of having a Warn winch on the front of the truck and protection for the grill and front end will be something great to have all year long.

www.Warn.com - Dealer locator service: 1-800-910-1122

Warn VR10000-s & Trans4mer 1) Like most trucks, the 1999 Ford shown here has front bumpers that are just tough enough to survive a light crash, and you can’t mount much more than a set of driving lights onto them.

2) The Warn Trans�mer grill guard system can be ordered in sections to suit your budget and your truck model needs. This model covers 1999-200� Ford Super Duty trucks. The Grill guard comes in a pack of pieces for you to “transform” it into a bumper.

3) The stock bumper must be removed to install some for the brackets required to mount the grill guard system.


TECH� & 5) The stock tow points also need to be removed but they can be reused later…

�) Inside the bumper, a pair of brackets are bolted to the stock bumper with the original hardware

7 & �) The frame end b racket uses three bolts to bolt into the l o c a t i o n o f the stock tow hooks. Placing the bolts in the b racket and fishing them into the frame end is the easiest way to get them into the holes.

9) The stock b u m p e r c a n b e remounted with the new b r a c k e t s i n p l a c e , checking to make sure the bumper sits nice and straight with the grill.

Trucks Plus JUN / JULY 2012��

TECH

10) The optional winch mount was ordered, in order to mount the VR10000-s winch. To use the winch plate, one of the round tubes that comes with the grill guard portion is not used.

11) The side plates of the upper tube can be bolted in place. If no winch is being installed, the second tube for the grill guard can be installed as well. There are shims included and are used as needed to space the end plates properly

12) The winch bolts between the two grill guard ends.

13) As there are a lot of differences between the truck years, Warn leaves a few holes to drill to the truck owner; this allows you to set the angle of the grill guard properly to the grill.

�5JUN / JULY 2012 Trucks Plus

TECH

1�) The new grill guard brackets provide holes to re-use the stock tow hooks.

15 & 1�) The bumper and headlight guards look pretty good even with no winch in the bracket.

17) Warn’s new VR series of winches are a perfect winch for those who do not do serious off-roading but want the Warn quality and brand when they need it. The VR 10000-s comes with Spydura winch rope rather than steel cable.

1�) The solenoid box mounts to the bumper with the bracket that was included with the winch mounting plate.

1 9 ) W i t h the w inch bolted into the bumper, the solenoid box cables are attached. T h e y a r e colour-coded and install o n t o t h e studs on the motor end of the winch.


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TECH

20) The bumper system is designed for a wide range of Warn winches and uses a universal winch mounting pattern so many other brands of winches will fit as well. Along with the Spydura rope, a polished aluminum hawse fairlead guides the rope onto the drum.

21 & 22) The rope feeds onto the drum from the bottom. The Spydura rope has a unique wrap on the rope for the first layer on the drum to protect it from drum heat.

23) The extra cover ends with a piece o f s h r i n k tube around the rope.

2�) The 100 feet of rope completely fills the drum and comes with a large hook.


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TECH

25 & 2�) The Trans�mer bumper systems looks great on the truck and provides a solid mounting point for a winch on the front of the Super Duty. The bumper fits like stock and the winch system sticks out as little as it possibly can.

�9JUN / JULY 2012 Trucks Plus

RV-ING

By Howard J Elmer

For 2012, Fleetwood adds content and style to its entry-level gas-engined Terra motorhome. In fact, what I saw at the

National RV Show in Louisville is what led me to test it, even as the last remnants of snow were still clinging to the shoreline of Lake Simcoe here in Ontario. In this weather, checking the windows and heating was the first job and to this end I found the Terra sports two heating (and two A/C) units. Dual glazed windows are an option, but my coach had them.

The two separate heating units are controlled from two ther-mostats – one for the kitchen/salon and the other for the rear bedroom. This feature offers economical savings by allowing only the area of the coach needing heating or cooling to be serviced. The basement storage is heated as are the holding tanks.

So, during the day, cool the kitchen, and at night, only cool the bedroom, or vice versa. If guests are in the house, they may prefer a warmer sleeping temperature than the owners, so now, neither has to suffer. A/C is typically roof-vented with ample diffusers, while the heat is blown across the floor from vertical-mounted registers under counters and cabinets. This is actually a feature many RVers asked for. Why? Floor registers collect dirt, and wall registers don’t. So, cold weather observations aside, entering the Terra, you have to be struck with the unique salon/dinette layout. It takes up the entire driver’s side slideout with a continuous “W” shaped couch. Called a dinette ensemble, this attractive feature offers lots of seating space, comfortably facing the cross-aisle 32-inch flat-screen TV. The couch section also opens to reveal an inflatable bed. However this will always be a backup, because the better sleeping location is located over the driver’s cockpit. Now note that this slideout is not flush-floor – a concession to cost, I’m sure, but they have to save money somewhere.

The drop-down queen-sized bed up front is an option; however, it is probably the one you wouldn’t do without, it’s so handy. The bed is electrically-actuated and runs on rails and roller-chain. It’s

run off a switch that also has a lockout with a key (you don’t want the grandkids playing with it) and it has safety switches built in for the overhead lights and seatbacks, which makes it all worry-free. The best thing about it, though, is when raised, at fits flush into the ceiling; in fact, if you didn’t know it was there, you likely wouldn’t notice it. This thin mounting position is helped along by the fact that the mattress is also inflatable (this air mattress has its own internal air pump which pumps up and also works to exhaust air quickly in the morning) and is stored under the dinette. A powered front shade creates privacy from outside, and it also has a dividing curtain for the coach side, and a ladder. The Terra rides on a 208-inch Ford chassis and is powered by a front-mounted 6.8L V10 engine. With a GVWR of 22,000 lb, this engine is well-matched to the coach. Accelerating to highway speeds and holding speed on hills was no problem for the V10 (362 hp and 457 lb-ft of torque). The automatic transmission is a five-speed with overdrive and on grades, it did kick down, but on the flats, it fairly loped along in overdrive at low rpm, which has to be good for fuel consumption. The power of this engine is also geared to accommodate a towed vehicle of up to 5,000 lb. A trailer hitch with two-inch receiver and prominent seven-pin electrical connector is standard.

2012 Fleetwood Terra 34E


RV-ING The ride in the Terra benefits from its long wheelbase; it’s smooth, and over bumps, it has very little hobby-horsing. Even side-to-side motion is limited, interesting because I noted how high the coach sits when I first saw it. This turned out to be a plus, though. Clearance means less chance of scraping the tail in steep driveways. The multi-position driver’s seat is comfortable for any size driver and the passenger gets similar seating. Steering was responsive and tight, and controls simple and easy to access. If there is one keen observation I have to report during my test drive, I have to be honest and say it came from my wife. Five minutes in, Tracie said “this unit is really quiet; I don’t hear any rattles or squeaks” – and she was right. The stove didn’t rattle, no doors or drawers rubbed or groaned and there was little outside wind noise. Once she mentioned it, I tuned in as well. This fact is significant; we’ve been in units that sounded like a junkyard band.

The height of this motorhome (12 feet), in part has to do with its build technique. All the mechanicals, plumbing and electrical (except the generator) are located on top of the chassis floor. Then, the basement storage is hung below it; this means fewer through-floor cuts and intru-sions (this is a cheaper more efficient production method). There is ample basement storage in this unit, though the doors are all old-style flip-up latch-in-place types. These are examples of the economies that allow this Class A motorhome to be priced just north of some Class Cs and Bs. Inside, there is no doubt that the dinette ensemble will catch your atten-

tion first, but the kitchen on the opposite wall is well-designed as well. Counter-space is ample and the offset sink has two deep bowls and a pull-out sprayer faucet. It’s nice to see a window over the sink too. The three-burner stove has an oven and its stainless steel cover doubles as a backsplash when raised. Still, there is a real backsplash there too – a good feature. Another good design element is a powered vent right over the cooking area, this in addition to the vent hood under the microwave. The double-door refrigerator gets hardwood insert panels as standard and the amount of cupboards, closets and general storage

along this side of the coach is impressive. I also want to mention that the hardwood cabinetry has nice hardware, handles and finish; in fact, it’s a bit more than I expected in a unit priced like this.

Overhead, there is a microwave oven, which is standard as well. At this point, I should mention that the Terra is limited to 30 Amps of shore power. Some may think that isn’t enough, but having to flip a switch when running the microwave is a small concession to cost, I think. However, in an interesting twist, the Terra comes with a 5.5kw generator standard. I ran the genie and it was reasonably quiet, easy to start and drew gas from the onboard fuel tanks. This feature makes the Terra that much more versatile. www.arrowtruckcaps.com

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RV-ING

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The bathroom features two doors, a corner shower, offset toilet and a shallow linen closet. Obviously, the designer anticipated a high level of traffic in there. One door opens into the rear bedroom (bi-fold door), while the other opens to the hallway just outside the accordion door to the bedroom. A nice feature here is a tall window that lights up what is normally a dark passageway. Inside, the three-sided shower is large, with a skylight. There is a powered fan, of course. The toilet is off the wall for room. The only issue I had was with the very small bowl on the sink. Also, Tracie noted that the bi-fold door had a flush handle that would break a nail – so she says. The bedroom itself has the second slide in this unit, moving the head of the bed out and revealing windows on each side, both of which open for a cross-breeze. At the foot of the bed is a floor-to ceiling, wall-to-wall closet and drawer unit. The main hanging portion has double mirrors on it, while on one end. it has a counter surrounded by drawers. Good use of space. At 34-feet in length, the Terra drives easy, has lots of room, good design cues and some surprises. Certainly worth putting on your list to check out if you are in the market for a starter Class A.

2012 FLEETWOOD TERRA 34DS

Chassis: .............................................................................. FordEngine: ................................................................... 6.8L V10 gas Transmission: ............................. Five-speed automatic with ODWheelbase: ..........................................................................208”GVWR: ......................................................................... 22,000 lbGCWR: .........................................................................26,000 lbHitch Rating: .................................................................. 5,000 lbFuel Capacity: ................................................................... 80 galLength: ................................................................................34’2”Height (with A/C): ................................................................... 12’Width: ...................................................................................102”Interior Height: .......................................................................82”Interior Width: ......................................................................... 96”Fresh Water: .....................................................................60 galBlack Water: ......................................................................35 galGray Water: .......................................................................35 galLPG: ..................................................................................... 14 lb

MSRP $114,172.00

*Plus options as tested on unit: electric awning, bedroom LCD TV, outside entertainment centre, side-view camera package, convection microwave, drop-down queen bed, dual A/C, entertainment centre with home theatre surround sound, dual glazed windows.

Options total ..............................................................$12,575.00Price as tested ........................................................$126,747.00

Unit supplied for testing by Bella Vista RV Centre, Hwy 11, Oro-Medonte, ON.

SPECIFICATIONS:


PROJECT

By Tim Baillie

One of the main purposes of the Budget Hauler was to promote proper towing and proper towing options and upgrades. Most people have no

idea how to tow a trailer let alone how to outfit their vehicle to begin towing a trailer of any size or style. You can’t just buy a truck, buy a hitch and expect to hook up to a trailer and drive away. Most people have no idea the differ-ences between all the different classes of hitches on the market and what they should be looking at when purchasing a hitch. The simplest and most important rule is bigger is always better (insert Tim Taylor grunt here) and you can never go wrong with buying the biggest hitch you can fit on your vehicle. Obviously, if you’re driving a mid-sized SUV, then you’re limited to the size of hitch you can install, but if you can install a class III, don’t cheap out and buy a class I or class II.

Here is a break down of the different types of class trailer hitches:

Photo Courtesy of R and P Carriages

NOTE: Always choose a hitch that is strong enough to handle the maximum anticipated total weight of the trailer but does not exceed the towing capacity of your vehicle. Refer to your vehicle’s owner’s manual for maximum towing and tongue weight limitations. The trailer tongue load should be kept at ten percent of the loaded trailer weight for weight-carrying* (deadweight) trailer hitches, and 12 percent for weight-distributing** (equalizing) trailer hitches. Also, you may want to consider vehicle modifications that might be beneficial, such as stiffer springs, air springs, overload or air assist shocks, larger sway bars or automatic transmission fluid (ATF) cooler. Such modifications may be needed on vehicles used for heavy towing or long-distance towing.

* Dead-Weight Hitch: Or “weight carrying” hitch is the type of trailer hitch most people think of when they consider trailer hitches. It is the basic trailer hitch that provides a simple ball-and-socket arrangement to connect the trailer to the towing vehicle. Intended for (usually) lighter loads. ** Weight-Distributing Hitch: This type of hitch has an attachment that slides into the receiver to redistribute the weight on the tongue. The hitch usually has two spring bars, one for each side of the trailer, to lift and apply leverage to the tow vehicle. This redistributes weight from the rear axle to the front and improves vehicle stability while towing.

Class I Hitches This is the lightest type of trailer hitch. A Class 1 trailer hitch can handle a gross trailer weight (GTW) of up to 2,000 lbs., and a maximum tongue weight of 200 lbs. The hitch may be a simple drawbar-type hitch or step bumper-type hitch. Other hitches may have a crossbar with a small one-inch or 1-1/2-inch square receiver, or a small 2-inch by 5/8-inch receiver. This type of hitch is often used on smaller cars, pickups and vans (mini-vans) for bicycle racks, camping racks, and light-duty towing.

Class II HitchesClass II hitches are for loads of up to 3,500 lbs. GTW and 300 lbs. tongue weight such as a small boat trailer, snowmobile trailer, motorcycle trailer or camper. This type of trailer hitch is appropriate for larger cars, full-size vans, full-size pickups and SUVs. Many class II hitches are designed specifically for your vehicle, but there are some universal class II trailer hitches.

Class III HitchesClass III hitches can handle up to 5,000 lbs. GTW and 500 lbs. tongue weight. This type of hitch generally has a two-inch rectangular receiver and is considered the “standard” type of hitch for general towing. Many class III hitches are designed specifically for your vehicle. There are also some universal-fit class III trailer hitches available.

Class IV HitchesClass IV hitches are for up to 10,000 lbs. GTW and 1,000 to 1,200 lbs. of tongue weight. This type of hitch is usually a weight-distributing hitch.

Class V HitchesClass V hitches are for extra-heavy loads greater than 10,000 lbs. GTW

Project Budget Hauler – Towing Upgrades

2.The mounting hardware for the front hitch.

1.Front mounted Draw-Tite hitch. 3.The six mounting points for the front hitch.


PROJECT

and more than 1,200 lbs. tongue weight. This type of hitch is usually a weight-distributing hitch. This type of hitch may have up to a 2-1/2 inch receiver with a 3/4-inch pinhole. Typical uses might be to tow a car trailer, horse trailer or unusually large boat or camper.

5th Wheel and Gooseneck Hitches5th wheel and gooseneck hitches mount in the bed of your pickup truck.

When we bought our 1-ton dually off of Craigslist, it was listed as a one-owner truck from California (which it was) and was used to haul their trailer from L.A. over to Palm Springs. It was equipped with the factory heavy duty towing package (electric trailer brake wiring, automatic trans cooler, heavy duty overload springs and heavy duty transmission) but it only came with a class III hitch mounted to the frame. This would be fine for an average-sized travel trailer but not for what we wanted to tow or may want to tow down the road. As I said earlier, there is no such thing as overkill when it comes to towing. We went with a Reese class 5 hitch for towing our car trailers so that no matter what size of trailer we want

to tow, we won’t have any issues now or down the road. The class III came with a two-inch receiver but the class 5 came with a much larger 2 ½-inch receiver on it, which means our hitch now has more surface area inside the receiver to distribute the weight. The class 5 hitch is capable of handing 18,000 lbs weight carrying ability.

We also wanted a front-mounted hitch, so we went with the Draw-Tite Class III front-mounted hitch which is good for 9,000 lbs. It’s not something that would be used often but it is just simply easier to manouevre trailers around a tight area like a yard or at the shop.

Lastly, we needed a fifth-wheel hitch so that once we move up to a larger car trailer, we are already set for it and won’t have any issues. That and my father sold his Dodge 1-ton but still owns his 38-foot fifth-wheel travel trailer. We went with the Pro Series fifth-wheel hitch which is capable of handing 20,000 lbs, which is one the biggest on the market and one of the most common.

Starting up front, our front-mounted Draw-Tite Class 3 hitch was designed

5.The original hitch.4.The front hitch fully mounted. 6.New Reese Class 5 hitch.


PROJECT

for our Chevy truck so it used existing holes in the frame to mount to. We used the provided grade 8 hardware to mount the hitch to the existing six holes in the frame. By having three mounting holes spread out on either side of the hitch, it improves the weight distribution and puts less stress on the frame as well as the hitch.

Next, our Reese Class 5 hitch was also mounted to existing holes in the truck’s frame. The big difference between our old hitch and our new hitch was that the old hitch only mounted to the frame with two mounting points along each side of the frame while the new Reese Class 5 was mounted to each side of the frame with four mounting points as well as being spread out further down the frame which also helps to distribute the weight over the frame instead of a smaller section at the back of the frame.

The fifth wheel hitch gets mounted through the sheet metal of the bed then to the frame of the truck. Once the rails are laid out in the bed, the floor of the bed is drilled using the template provided with the hitch to make sure that they are laid out in the right spots above the frame as well as over the rear end for the maximum weight distribution. Using large carriage bolts, they are bolted to larger quarter-inch thick angle brackets that you then drill the frame and bolt the brackets to the frame in four different spots.

Lastly, we needed to wire up the truck for towing. Wiring is one of the most overlooked things in the automotive world. Most people will just grab a trailer plug and grab some scotch locks and simply tap into the OEM wiring. The problem with this is that these connectors are cheap and break the wire and this leads to troubles. Others will just use butt connectors to connect into the stock wiring and the problem with this is that eventually they will rust under your vehicle. If your trailer wiring fails you are a hazard to other drivers on

the road. If people don’t know where you’re going or what you’re doing with your trailer, you run the risk of hitting someone or them hitting you.

We took our Tow Ready trailer wiring and started mounting it to the truck. We used their standard seven-pin connector with the additional four-pin connector so that we could plug in any trailer big or small. We soldered these connectors into the park lights, turn signals and brake light wiring. We also tied into the brake pedal so that as we applied the brakes to the truck, it applies the braking signal to the electric brakes on the trailer.

The other important part of the towing electrical system is the brake control-ler. This allows you to adjust how easy or how hard the electric brakes work on the trailer. Some guys like to use their trailer brakes more for stopping when towing large loads instead of using their truck brakes. The controller also allows you to use the slide lever to engage the trailer brakes without having to even touch the truck brakes. For a brake controller, we wanted the best out there, so we went with the Tekonsha; they are simply the best. Lastly, we wired in a quick-disconnect power plug with 4ga wiring right up to the second truck battery so that we had lots of power on board the trailer as well as providing lots of voltage to charge the trailer battery.

Please check out www.projectbudgethauler.com for expanded coverage including more pictures of the project and more information on our parts sources.

Tim Baillie is the owner of The Hot Rod Garage in Abbotsford, B.C. and serves as the Project Manager for this publication. You can reach Tim at [email protected] with any questions regarding Project Budget Hauler.

8.The four mounting points per side of the hitch.

7.The mounting hardware and instruc-tions for the Reese Class 5 hitch.

9.The Reese hitch fully mounted.


PROJECT

11.Mounting the rail kit to the bed.10.The Pro Series 20,000 lb Fifth Wheel Hitch.

12.Getting the rail kit mounted with the hitch swivel mounts.

14.Mounting the heavy duty brackets to the frame.

13.Mounted to the bed. 15.Mounting the brackets to the frame from the rails.

17.Quick release pins allow the hitch to be removed quickly and easily.

16.The Pro Series hitch mounted, on display at the 2011 SEMA show.

18.The new wiring compared to our beat-up original wiring.

20.The 7-pin and 4-pin connector along with the charge plug.

19.The 7-pin connector with the built-in trailer light tester.

Draw-Tite - www.draw-tite.com

Fulton - www.fultonperformance.com

Pro Series - www.proseriestowing.com

Reese - www.reeseprod.com

Tekonsha - www.tekonsha.com

Tow Ready - www.towready.com

Parts Sources


GEARING UPTrail Master’s New 2.5-inch Leveling Kit for 2012 Toyota Tundra

Trail Master’s new 2.5-inch Leveling Kit for the 2012 Toyota Tundra will level out the front to rear stance, and will also clear room for larger-diameter tires. The kit includes CNC-machined aluminum coil spring spac-ers and two aluminum strut bolt-plate spac-ers. This method will reduce the excessive pre-load on the stock coil spring to ensure a smoother ride. It also minimizes the length of the strut assembly to maintain proper

suspension geometry and prevent premature component wear. The kit will fit all 2007-2012 models and comes with all of the hardware necessary for installation.

For more information please go to www.trailmastersuspension.com

American Force Wheels Inc. Introduces the KOLT and KOLT SSAmerican Force Wheels Inc. has intro-duced its newest custom design for du-ally and single rear-wheel trucks with the KOLT and KOLT SS. The KOLT wheels are ideal for a rural country setting with their bold look and greater performance. They are available for dually trucks in 22-, 22.5-, 24-, and 26-inch sizes, and come with a load rating of 3,500 lbs. The KOLT SS is for single rear-wheel trucks and can be had in many different sizes. The KOLT wheels are custom-built from 6061 forged aluminum and available in custom finishes such as a polished mirror finish, black matte powder coat, black gloss, or black texture matte.

For more information please go to www.americanforcewheels.com

Master Lock’s All New In-tegrated Cable LockMaster Lock has just released its all-new Integrated Cable Lock, which is a unique locking system that allows for multiple cables to be connected to a single locking point that maximizes convenience

and security. The lock was designed with pickup truck security in mind and con-sists of a multi-point stain-less steel lock body and single braided steel cable. The locking point can be placed almost anywhere in the truck bed and works by looping a cable through the cargo and a tie-down point

in the truck bed, and then back to the locking point. For more information please go to www.masterlockimages.com


GEARING UPGo Rhino 5-inch O.E. Xtreme Low Profile Side BarsThe new 5-inch O.E. Xtreme Low Profile side bars are now available for both extended and crew cab applications. The bars feature an O.E. factory style with a low-profile design that will add functionality and style to your vehicle. The side bars feature a polished stainless steel construction as well as SuperGrip step pads that allow for easier and safer entry and exits. They require a bolt-on, no-drill installation for most applications and come available in 80- or 87-inch lengths for extended and crew cab applications. For more information please go to www.gorhino.com

WeatherTech FloorLiner DigitalFit Floor Mats

WeatherTech’s Digi-talFit FloorLiners of-fer absolute interior protection due to an advanced manufactur-ing process that molds and shapes the mat to completely cover the floor area. Digital laser measurements of the interior surfaces are taken to ensure a consistent and exact fit. The mats are made with WeatherTech’s

High-Density Tri-Extruded material to ensure they are strong and durable, plus advanced surfacing creates channels that can carry fluids and debris to a lower reservoir. For more information please go to www.weathertech.ca

Zone Offroad �-inch Sus-pension Lift for 1977-�7 Chevy or GMC Truck

Zone Offroad now offers a 6-inch suspension lift kit for 1977-87 half-ton Chevy or GM truck, Blazer, Jimmy, or Suburban. The kit features a five-leaf pack with anti-friction pads and centre spacer plates between each leaf. This design decreases leaf pack internal friction to ensure a smooth consistent spring rate. The kit also features a four-inch steering arm to correct the drag link angle, as well as front and rear brake line relocation brackets. For more information please go to www.zoneoffroad.com


GEARING UP

BedRug is proud to introduce their newest product line: TrailerWare. TrailWare uses similar materi-als to already established BedRug products, but can now be used on the walls of a trailer in order to provide protection to the trailer and the cargo inside. The material is an impact absorbing 1/4” thick closed-cell foam insulated barrier that is sure to protect cars and toys from dents and scratches. The carpet like fibers are 100% polypropylene which will not harm the paint or finish of trailered items. Due to this, TrailerWare is easy to keep clean as just a hose off with a garden hose or power washer will do the trick.

For more information please go to www.bedrug.com

New Titan 50-Gallon Replacement Tank for 2011 FordsTitan has come out with a 50-gallon replacement tank for the 2011 Ford Super Duty Diesel Crew Cab, Short-bed trucks. This tank will save you time, improve the range you

can drive on a single tank, and can cut total fuel costs. The tank is made with high-density cross-linked polyethylene, making it corrosion-proof, durable, and lightweight. The replacement tank installs without making any modifications and works with your existing gauges. Also available is an optional off-road, high-impact rock shield to protect the underside. For more information please go to www.titanfueltanks.com

BedRug introduces TrailerWare


Dayco Canada Corp7810 Keele Street, Unit C, Concord, ON L4K 0B7Dayco Canada Corp7810 Keele Street, Unit C, Concord, ON L4K 0B7

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!

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Trucks aren’t meant for

the high wire act.

Why would he even attempt to cross that?

That ATV probably won’t be enough to pull this guy out

Clearance is one of those things where it’s better to check first


f o r d f 2 5 0 s u p e r d u t y | x t r e m e m t t i r e s | 6 ” s u s p e n s i o n | 6 0 3 2 s e r i e s w h e e l s

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Enjoy i t forEvEr !

With countless years of experience designing, manufacturing, racing, wheeling and install ing off road suspension

products, we have the expertise to produce products that wil l outperform and outlast the competit ion.

It is for these reasons that Pro Comp is proud to offer the best warranty in the industry…..the Pro Comp Promise!

We promise that our suspension products wil l last a l ifetime or we wil l replace it free of charge. It ’s that simple!

Because of our commitment to quality and manufacturing excellence, we are able to stand behind our

products…FOREVER.

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t h e P r o C o m P P r o m i s e

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