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Contents
World Debut
The 2015 Ford F-150 has
been completely redesigned
...pg 12
Highlander
Diesel
Pathfinder
Oregon
The Toyota Highlander is all-new and
looks to stay fresh
for 2014
...pg 20
More and more
diesel vehicles are
hitting the market
...pg 34
The 2014 Nissan Pathfinder
Hybrid warrants
a long look
... pg 24
ALSO
INSIDE
Truck Tech
Fresh Tracks---------------------------------------- 4
New Wheels: Chevrolet Traverse---------------28
Feature: CMS Jeeps -----------------------------48
The installation of
an Eaton ELocker
Differential
...pg 36
Canyon
A look at the
4x4ing opportunities found at the
Oregon Sand
Dunes ...pg 44
Our first look
at the revived
GMC Canyon
...pg 32
Truck Tech: On-Board Air------------------------ 54
Gearing Up----------------------------------------58
Stuck Trucks--------------------------------------62
Feb / mar 2014
Trucks Plus FRESH TRACKS
Volume 7, Issue No. 1
February/March 2014
Publisher/Editor:
Dean Washington
Chevrolet Silverado Named North
American Truck of the Year
dean@rpmcanada.ca
Associate Publisher:
David Symons
david@rpmcanada.ca
Circulation:
Brenda Washington
brendaw@rpmcanada.ca
Managing Editor
Jordan Allan
jordan@rpmcanada.ca
Copy Editor:
Gerry Frechette
gerryf@rpmcanada.ca
Sales & Marketing
Elaine Fontaine
elaine@rpmcanada.ca
Contributing Writers/Photographers:
Jordan Allan
Howard J Elmer
Gerry Frechette
Russell Purcell
Bruce Spierenburg
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Trucks Plus
FEB / MAR 2014
A
fter a seven year hiatus, the Chevrolet Silverado has once again been named the 2014 North
American Truck of the Year. This award is considered to be especially prestigious because, unlike
some other car or truck of the year awards given by a single media outlet, this award was decided
by a jury of 49 automotive journalists from the United States and Canada who represent all types of
media outlets from magazines and newspapers to television, websites and radio. To be eligible for
this award, a vehicle must be all new or substantially changed, which is exactly what the Silverado
is. The all-new Ecotec3 engines that include a 4.3L V6, 5.3L V8, and 6.2L V8 feature three integrated
systems: direct injection, cylinder deactivation and continuously variable valve timing, all of which
help the Silverado achieve the title of being the most fuel-efficient V8 pickup.
All-New Porsche Macan to get Diesel Version
As we told you last issue, Porsche has added a fifth model
to its lineup with the all-new Macan compact SUV, which
will be immediately available in two models, Macan S and
Macan Turbo that feature a 3.0L twin turbo V6 and 3.6L
twin turbo V6 respectively. There had been a few rumours
floating around that a pair of four-cylinder models were
on their way, a 2.0L turbo and a turbo diesel engine of the
same capacity. Now, a report from Car & Driver is saying
that while other markets not including North America may
get the 4-cylinder versions, Porsche will be bringing the
Macan S Diesel to our shores in early 2015, nearly one
year after the gas versions arrive. Under the hood of the
diesel version will be a 3.0L turbo diesel V6 that makes
248 horsepower and 413 lb-ft of torque.
DISTRIBUTION PARTNERS
FRESH TRACKS
Mitsubishi Canada Sets All-Time
Sales Record in 2013
2013 has proven to be a good year for Mitsubishi, as it has enjoyed
its best-ever sales year, delivering a total of 21,104 vehicles, which
is up 7.3 percent from 2012’s 19,671. The sales leader was the RVR
compact crossover which sold 7,653 units followed by the Lancer
compact sedans which saw 7,404 vehicles bought. 2013 was a big
year in other ways for Mitsubishi, as it released the all-new 2014
Mirage subcompact hatchback as well as the completely redesigned
2014 Outlander compact sport utility. Rounding out Mitsubishi’s lineup
is the all electric i-MiEV and the now discontinued Eclipse.
high-strength aluminum alloy body, 11 new class-exclusive features,
and the addition of a new engine option. The frame is now stronger
and lighter thanks to the addition of more high-strength steel than
ever before and the use of military-grade aluminum alloy in the body
has helped shave up to 700 lbs off of the previous generation. The
F-150 will feature many new (and some class-exclusive) productivity features such as a 360-degree camera view much like Nissan’s
Around View Monitor system, BoxLink which is a system of metal
brackets and cleats in the bed that can secure accessories like ramps
or bed dividers, and a new remote tailgate that allows it to be locked,
unlocked, and released using the key fob. The new engine option will
be a 2.7L EcoBoost V6 engine with Auto Start-Stop that is designed
to deliver the same power numbers as some mid-range V8s.
AJAC Canadian Car and Truck of the
Year Category Winners Announced
The AJAC (Automobile Journalists Association of Canada) Canadian
Car and Truck of the Year category winners were announced recently
and saw the brand-new 2014 Jeep Cherokee take home an award,
as well as the completely re-designed 2014 GMC Sierra. The 2014
Ford F-150 Reveal Shows New Look
and a New Engine Option
Ford has introduced the next generation of Canada’s best-selling
pickup line by showing the 2015 Ford F-150 at the 2014 North
American International Auto Show in Detroit, Michigan. Highlights
of the unveiling included an all-new high-strength steel frame and
2015 Ford F-150
Trucks Plus
FEB / MAR 2014
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Cherokee was named the Best New SUV/CUV Under $35,000, beating out some impressive foes in the Buick Encore, new Mitsubishi
Outlander, the redesigned Toyota RAV4, and the Subaru Forester.
In the Best New Pickup category, the GMC Sierra was proud to receive the prize, winning over its GM brother the Chevrolet Silverado
as well as the always popular Ram 1500. The other winners in the
Truck/SUV/CUV categories were the Kia Sorento receiving the prize
for the Best New SUV/CUV from $35,000 - $60,000 and the Acura
MDX gaining top honours in the Best New SUV/CUV Over $60,000
category. All four winners now have a chance to win the overall Canadian Truck of the Year which gets announced on February 13th
at the Canadian International Auto Show in Toronto.
GMC Unveils All-New 2015 Canyon at
North American International
Auto Show in Detroit
GMC fans will be pleased to know that General Motors has unveiled
the all-new 2015 Chevrolet Colorado’s counterpart at the 2014 North
American International Auto Show in Detroit, Michigan, the GMC
Canyon. The all-new midsize pickup will go on sale this year and is
an efficiently-sized pickup that’s a great option for someone wanting
the cargo-hauling and diversity of a truck without the large size of a
full-size pickup. Two engine options will be offered with the Canyon
when it is released - a 2.5L I-4 that delivers an estimated 193 horsepower and a 3.6L V6 engine that should put out an estimated 302
horsepower. Inside, an available 8-inch colour touchscreen controls
the entertainment and offers many great features like OnStar 4G
LTE with built in Wi-Fi hot spot and Siri Eyes Free Mode for iPhone
users. Notable exterior features include a CornerStep rear bumper
design based on the 2014 Sierra, an available EZ Lift-and-Lower
locking tailgate, and standard bed rail and tailgate protectors. The
truck will come in both 2WD and 4WD models as well as extended
and crew cab options.
key components of what make Android a part of millions of people’s
lives daily. This news comes as a bit of a surprise as Honda, GM
and Hyundai are all partners in Apples Siri Eyes Free program that
is trying to bring the interactive Siri platform into vehicles as well.
New, Smaller Ram ProMaster City
Coming to North America
Last issue, we showed you the all-new Fiat Ducato-based Ram ProMaster commercial van that is seen as Chrysler’s re-entry into the
commercial vehicle market. Now, another Fiat-based van has been
confirmed as coming to North American shores, the Ram ProMaster
City, which is based on the Fiat Doblo. The Doblo has twice been
named International Van of the Year and has sold over 1.3 million
examples worldwide. Overseas, the Doblo is available in a large
number of setups such as the Cargo version, the larger Cargo Maxi
The Fiat Doblo on which the
ProMaster City will be based.
Open Automotive Alliance Aims to
Bring Android Platform to Cars
Car manufacturers Audi, General Motors, Hyundai and Honda have
teamed up with Google and chip maker NVIDIA to form the Open
Automotive Alliance whose goal is to bring the Android platform
to vehicles starting in 2014. The purpose of forming the OAA is to
accelerate auto innovation into a common platform that will make
the car safer and more intuitive for everyone. The goal is to offer a
platform that offers openness, customization and scale which are
2015 GMC Canyon
Trucks Plus
FEB / MAR 2014
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Van, and a high-roof version just to name a few, but while there is no official word on what
iterations will be making the jump across the Atlantic, it’s a safe bet that at least a few will.
Arriving for the 2015 model year, the ProMaster City will compete in a growing small commercial vehicle segment that features Ford’s Transit Connect, the Nissan NV200 and the
upcoming Chevrolet City Express.
Audi Adds Third SUV
to its Lineup with Q3
Audi proudly introduced a third SUV to its lineup at the North American International Auto
Show in Detroit, called the Q3. The Q3 will be a compact SUV that has some coupe-like looks
but with the functionality and utility of an SUV. The Q3 slots in below the Q5 and Q7 in Audi’s
lineup and features a
balanced chassis that
allows it to achieve
great handling, safety
and on-road comfort.
Powered by a 2.0L
TFSI four-cylinder engine paired to a standard six-speed Tiptronic transmission, the Q3
will produce 200 horsepower and 207 lb-ft.
and comes available
in either front-wheel
drive or Audi’s Quattro
all-wheel drive. Many
of the Q3’s design cues
are reminiscent of one
of their sporty coupes
but with more functionality. A spacious cargo area is featured behind the second row of seats,
and an available power tailgate will allow you to access that area with the push of a button
on the key fob. Audi expects the Q3 to hit showrooms by the fall of this year.
Porsche Launches Special Edition
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FEB / MAR 2014
Yet another unveiling has come out of the North American International Auto Show in Detroit;
this time, though, it’s Porsche stepping to the forefront. Based on the base Cayenne and
Cayenne Diesel models, the all-new Platinum Edition Cayenne will offer enhanced standard
equipment. Everything from an 8-speed Tiptronic S transmission and Power Steering Plus, to
a Bose audio package and front and rear park assists now comes standard in the Platinum
Edition. Additionally the Convenience Package is also standard and has many great features
itself like the Porsche Communication Management (PCM) that has a 7-inch touchscreen,
BiXenon headlights, and the Driver Memory Package. On the outside this special edition
showcases accents painted in Platinum Silver Metallic and come with 19-inch Cayenne Design
II wheels with a coloured Porsche crest. Under the hood, the Platinum Edition will have a 3.6L
V6 engine that delivers 300 horsepower and 295 lb-ft of torque, while the Diesel Platinum
Edition is powered by a 3.0L V6 turbo diesel engine with 240 horsepower.
NEW WHEELS
Is Ford Leading
or Following?
Our first look at the 2015 Ford F-150
Story and photos by Howard J Elmer,
additional photos courtesy of Ford Canada
T
he newest Ford F-150, shown recently in Detroit, won’t arrive
till late this year, but its new design, materials and technical
improvements are already being discussed and evaluated in the
media. And, frankly, there is a lot to talk about.
For 2015, Ford’s best-selling truck will feature an aluminum body.
Yes, above the steel frame, almost every single panel and body
component is made of aluminum. At the
same time, under the hood, Ford pushes its
EcoBoost engine to a new low – displacement that is – with a 2.7-litre engine. This, at
least, reveals Ford’s engine strategy which,
unlike its competitors, does not include diesel in its half-ton pickups any time soon.
So, in light of these two very different
evolutionary leaps in truck building, the
question has to be asked; is Ford leading
or following?
The aluminum body is a first and the obvious benefit is weight – around 700 pounds
less than the current steel version – but
what else does this change? Ding and dent
resistance improves as does corrosion
protection. Peter Reyes, chief engineer on
the F-150, also said “aluminum is stronger,
pound for pound, than steel, even though
it ends up being lighter overall. This is the
same aluminum that is already used in the
military and in aerospace.”
12 Trucks Plus
FEB / MAR 2014
This weight loss should also translate to fuel savings with the
current crop of engines; however, with a new smaller EcoBoost
under the hood, the fuel consumption improvement should be
multiplied. One other fuel-related initiative will be the addition of
standard stop/start technology. Historically, this single feature
has been shown to decrease average fuel consumption by up
to six percent annually.
While we don’t have any official numbers from Ford yet, we
can look at the current 3.5-litre EcoBoost with an average of
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12.0L/100km consumption and extrapolate downwards to come
up with a possible average for the new 2.7. That number could
be 9.0L/100 km – and that does not factor in the weight savings
or the stop/start function.
other question that currently has no answer other than to state
the known fact that EcoBoost is more expensive to build than a
naturally-aspirated engine. But then, diesel is more expensive to
build than gas engines, so it may all end up being a wash.
That number is in diesel territory and may well explain why Ford
is leading with its EcoBoost technology. Of course, cost is an-
The next question that arises among buyers with any new engine
may well be more important, though. How good is it going to be?
Feb / mar 2014
Trucks Plus 15
NEW WHEELS
Ford has set out to answer that question too, almost before it’s
asked. This past November, a disguised 2015 F-150 was raced in
the Baja 1000 desert classic. It used the new frame, underpinnings
and the 2.7-litre EcoBoost engine. It completed the race, while many
hand-built trucks did not.
Between the newest small EcoBoost truck engine and the allaluminum body, I’d say yes, the 2015 F-150 is (and in future will
be seen as) a great leap forward in the highly-competitive pickup
market. And from a leadership perspective, Ford has to be seen
as taking its own road; that alone is the first requirement of being
the lead dog.
At this point though, I also want to point out a number of other
changes and improvements that on their own are significant, but are
in danger of being overshadowed by the other new key features.
The all-new
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engine
16 Trucks Plus
FEB / MAR 2014
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NEW WHEELS
truck from this system? This
is great.
On the business end of the
truck, Ford introduces a new
system called BoxLink. This
is a combination of brackets
and cleats that will secure
items like loading ramps, a
cargo box, storage bins and
bed dividers in the bed, as
well as new (and much better)
tie-downs.
Also out back, the Ford signature tailgate step has been
modified to swallow all the
moving parts into the gate.
The fold-up handle-bar is no
longer exposed on the tailgate; it now slides inside. This
now makes the gate smooth
– once again, a preferred
state for pushing and pulling
heavy cargo across it.
First, for me, is the 360-degree camera view. Using several
exterior cameras, a bird’s eye view of the truck is shown on the
centre console screen with real-time images of what is around the
truck. All – around – the – truck! This is wonderful for parking,
backing up, hooking trailers and navigating into loading ramps.
This technology has been in upmarket sedans for awhile, but
frankly, is there any other vehicle that could benefit more than a
18 Trucks Plus
FEB / MAR 2014
As the year passes, no doubt
Ford will continue to drop
background data and testing
results on us before the new truck is released, probably in the
third quarter. But the last great improvement I want to leave you
with is the new location of the four- and seven-pin electrical trailer
connections. They are now above the rear bumper! It only took
me eight years of complaining in print to get it moved, although,
strangely, when I pointed this out, the Ford guys pretended it
was their idea.
NEW WHEELS
Keeping it
Fresh
The completely redesigned
2014 Toyota Highlander
Story and photos by Jordan Allan
W
hen the Toyota Highlander was first introduced back in
2001, it essentially created a new segment of passenger
car-like SUVs that featured a unibody design. It was meant to
create a vehicle that was to be found somewhere between a
minivan and a more rugged SUV like the Toyota 4Runner, in
that it would still be more versatile (and stylish) than a van, but
it would also provide owners with more comfort and efficiency
than a 4Runner would. Now entering its third generation, the
Highlander finds itself with more competition than ever, and thus
has been completely redesigned for the 2014 model year with
Toyota intent on keeping ahead of the pack. During my trip to
Carmel Valley, California for the media unveiling, I was able to
make a number of observations that suggested the Highlander
would be able to do just that.
The Highlander’s exterior is definitely sleeker and more aggressive than its predecessor thanks in part to a lower, wider, and
longer body. This, in spite of the wheelbase remaining the same
20 Trucks Plus
FEB / MAR 2014
as previous generations. The result is more interior space, as
well as more seating room on the inside, but we’ll get to that later.
Other notable exterior features include the power rear liftgate
with height adjustment that is featured on some models, and the
flip-up rear hatch window which is ideal if you just need to grab
something small out of your cargo area.
Inside the Highlander is where I was most impressed. The allnew steering wheel and gauge cluster look cleaner and are more
practical than before, and the sheer simplicity of the climate and
entertainment controls are exactly what I am looking for: easy to
use, and without the mad clutter of buttons some vehicles have.
A new technology called Easy Speak is also included, which is
controlled from the centre-mounted touchscreen, and allows
the driver to be heard from the rear speakers thanks to a roof
mounted microphone in the headliner.
The highlight of the interior, though, is a shelf that runs under the
dash in a spot which is almost never utilized, and makes you wonder why nobody has done this before. It’s the perfect size to throw
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down iPods or cell phones and even features a hole for wires to be run through
to be plugged in to the inputs on the
centre console. The Limited model gets
second-row captain’s chairs instead of
the usual bench, but all models that do
include the second-row bench become
one of the very few mid-size SUVs with
an eight-person seating capacity.
The same 3.5-litre 24-valve DOHC V6
engine returns from the previous generation and still makes the same 270
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horsepower and 248 lb-ft of torque, but
this time it is paired to a new six-speed
automatic transmission. We Canadians
see the deletion of the four-cylinder option from our market this year, but are
still able to purchase the Highlander
Hybrid. The Hybrid version uses the
same 3.5-litre V6 engine but adds three
electric motors (two in the front, one in
the rear), which will bring combined fuel
economy numbers down to 6.9L/100km
as compared to the 9.6L/100km found in
the petroleum-powered Highlander.
During the media preview, we were able
to test drive the Highlander in a number
of different situations to see how it would
handle our real-life challenges. We had
some long highway drives where I found
that the cabin was incredibly quiet,
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FEB / MAR 2014
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eliminating almost all road and wind noise, and found there to be
enough power (in both gasoline and hybrid models) to make an
uphill pass without having to mat the throttle. During some drives
through a busier city setting, the steering was amazingly smooth
when having to manoeuvre around in a tight parking lot, and with
a backup camera now being standard on all models, one wonders
when the rest of the automotive world will follow suit.
There is no question that this new Highlander is a dynamic vehicle, as it seems to be able to handle pretty much any task you
throw at it. Whether it be towing something up to 5,000 pounds,
or driving your kids to school every day, the Highlander is ready
for anything. Add that to the fact that it is full of some of the latest,
greatest technology and safety features available in the class…
and you’ve got a formula for getting this Highlander to the top of
the mid-size SUV segment.
Feb / mar 2014
Trucks Plus 23
NEW WHEELS
Warranting a Look
The 2014 Nissan Pathfinder Hybrid
Story and photos by Russell Purcell
T
he Nissan Pathfinder has been a common sight on Canadian
roads for almost three decades, and during this time it has proved
to be one of the most rugged and reliable all-terrain passenger vehicles in the marketplace. Unfortunately, times have changed, and
the current trend in the utility segment is a move towards more carlike
handling and a comfortable, very refined ride.
The folks at Nissan have been down this road before. In fact, the
Pathfinder has bounced back and forth between the more truck-like
body-on-frame SUV design and the more civilized unibody CUV
design in an effort to gain market share twice.
The first generation Pathfinder (1985) was a hit with outdoorsmen as
it was hungry for the rough stuff, but back on the street it tended to be
somewhat stiff. The second generation Pathfinder (1996) emerged
with a unibody design and slightly larger dimensions. It placated the
ride issues for city folk, but struggled when the pavement came to an
end. This was good news for the new Nissan Xterra, which picked up
the off-road banner and ran with it, but for many buyers, the Xterra
was too small. As a result, when the third generation Pathfinder
arrived in 2005 it featured a more robust, body-on-frame design.
Dwindling sales sparked the development of the fourth generation
Pathfinder, which Nissan introduced in 2013, scrapping the rugged
body-on-frame SUV platform once more, in favour of a more ridefriendly unibody CUV design.
It is unfortunate to see another trail-ready vehicle get neutered,
but the decision makers at Nissan have to react to the demands
of the marketplace in an effort to remain profitable and move more
automobiles.
Pathfinders have never been class leaders when it comes to fuel
economy, so with the arrival of the latest iteration, the product
24 Trucks Plus
FEB / MAR 2014
planners at Nissan sought to find ways to improve the Pathfinder’s
efficiency. The first step was to fit the new model with a Continuously Variable Transmission (CVT). Nissan has fully embraced this
technology, so the company’s engineers have tremendous knowledge
and experience when it comes to using these very flexible transmissions. As a result, Nissan’s CVTs are well-sorted, very reliable, and
operate seamlessly.
The second step towards better fuel economy was the reduction of
weight. Nissan designers have incorporated a host of lightweight
materials and components into the construction of the latest Pathfinder.
There is no doubt that the combination of the efficiency of the Xtronic
CVT and the strict weight loss program will help the situation, but
the design team was quick to recognize that in order to appeal to a
broader audience, a hybrid offering would have to be considered.
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The 2014 Nissan Pathfinder Hybrid represents the company’s first
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While these numbers may seem low for a seven-passenger vehicle
that weighs in at more than 4,500 pounds, I found power delivery
more than sufficient for everyday needs during my week-long test
period. On the other hand, the Pathfinder Hybrid has a 3,500-pound
towing capacity, which would probably be a test for this rig if it also
had to contend with a full complement of passengers and gear.
During vehicle operation, Nissan’s Intelligent Dual Clutch System
has been engineered to manage the flow of power from both the
engine and the 15kW electric motor as efficiently as possible. In an
effort to conserve fuel, the gasoline engine will only kick in when it
needs to, so the system will favour the electric motor during initial
start-up, when coasting, or when you come to a complete stop at
intersections and traffic lights.
Acceleration is impressive, as the electric motor engages to supply
the Pathfinder with instantaneous torque when you step hard on the
accelerator. The electric motor will also step in and out of the action to
provide an additional boost of power whenever load on the engine
increases such as when the vehicle is climbing a hill or the driver
requires an extra surge of power to execute a passing manoeuvre.
Nissan’s hybrid system has been designed to recharge the lithium-ion
battery pack through regenerative braking, and the user can monitor
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NEW WHEELS
the status of the system by utilizing the Energy Flow feature integrated
into the driver information system.
As much as Nissan flaunts its corporate preference for the CVT, I for
one, have never been a fan due to the fact that they tend to cause
the engine to run at high rpms for sustained periods of time during
acceleration. This can cause stress to various components, but it
also generates a lot of excess noise which intrudes on passenger
comfort. I will admit, however, that the CVT in the Pathfinder Hybrid
was somewhat of a revelation.
The Xtronic transmission reacted quickly to my inputs, and it seemed
to find its optimal operating zone with far less drama and noise than
that I have experienced in other Nissan products. As a result, the
cabin environment remained tranquil enough that I could carry on a
conversation with my passengers and better enjoy the outstanding
Bose-engineered sound system.
In this age of extraordinarily high fuel prices, Pathfinder Hybrid owners
will appreciate the ability to choose to run the vehicle in two-wheel
drive at the twist of a dial. However, when the going gets slippery,
the All-Mode 4x4-i intuitive 4WD system can be engaged and locked
to handle rough terrain. I chose to set it to Auto Mode which will
automatically select where power is directed in an effort to keep the
vehicle moving forward as efficiently as possible.
My test vehicle was the top-of-the-line Pathfinder Hybrid Platinum, so
it was loaded with luxurious appointments. Notable features included
SPECIFICATIONS:
Base price (MSRP): ......................................................$39,248
Price as tested: .............................................................$49,198
Vehicle Layout: ......................4WD, front-engine, full-size CUV
Engine: . ..2.5L supercharged 4-cylinder w/15kW electric motor
Transmission: . ....... Continuously Variable Transmission (CVT)
Power: ........................230 hp @ 5,000 rpm (250 hp combined)
Torque: ....................................................243 lb-ft @ 3,600 rpm
Brakes: ..................................Four-wheel vented disc with ABS
Cargo capacity: .............................................................. 2,260 L
Fuel Consumption (L/100 km, city/hwy): . .......................7.8/7.1
heated and chilled leather seats, an advanced navigation system, a
trailering package, twin head restraint-mounted LCD monitors, and
a dual panoramic moonroof. Nissan’s clever Around View Monitor
camera system was also on board to make navigating this rather large
vehicle in tight spaces such as parking garages a breeze. In short, the
passenger cabin is very comfortable and a pleasant place to be.
There is seating for seven, and I found that all positions feature sufficient leg- and headroom for all but the tallest individuals.
In short order, the rear seats can be folded to create a virtually flat
space capable of fitting up to 2,260 L (79.8 cu. ft.) of cargo. A poweroperated rear hatch swings up and out of the way at the touch of a
button, and a large hidden storage area can be found beneath the
rearmost cargo floor.
Pricing for the 2014 Nissan Pathfinder Hybrid begins at $39,248,
which is a relative bargain for a seven-passenger four-wheel drive
vehicle, let alone one sporting hybrid technology. In fact, this price
beats main rival Toyota’s Highlander Hybrid by several thousand
dollars at all trim levels. For this fact alone, the Pathfinder Hybrid
warrants a long look.
Feb / mar 2014
Trucks Plus 27
NEW WHEELS
Meeting
the Needs
The 2014 Chevrolet Traverse
Story and photos by Gerry Frechette
T
he traditional minivan does what it does very well – haul people,
mostly families. But its sales numbers, and hence the number of
manufacturers who continue to make them, have dropped a lot in recent years. We doubt that the number of North American families has
declined much, so they must be buying some other kind of vehicle to
meet their needs. Vehicles like this – the Chevrolet Traverse.
The Traverse would be classified as a large crossover utility vehicle,
to distinguish it from the full-size truck-based body-on-frame models
that GM still makes (the Tahoe). It has unibody construction, transverse
V6 engine, all-wheel drive, better fuel efficiency than the old-style
trucks, and almost as much interior space as a minivan – and, maybe
the most important attribute to many fathers, a more truck-like image
than a minivan.
Where these vehicles fall slightly behind a minivan is space, mostly due
to the higher floor made necessary by there being a rear drivetrain to
accommodate. But of course, many think that the added traction and
safety of AWD in the Canadian climate is worth the trade-off.
There is certainly no fall-off in utility as defined by how the interior
can be configured. For maximum passenger capacity (which is seven
with the second-row bench seat, six with captain’s chairs), deploy the
middle and rear rows of seats, and still maintain 691 litres of space
for luggage, as much as most compact cars.
Or, with the flick of a few levers, fold all the seats down, totally flat
and horizontal, and you get 3,293 litres. Or, pick and choose which
combination of seats you want up or down, based on the people and
28 Trucks Plus
FEB / MAR 2014
cargo you need to get on board. The power rear liftgate eases access
to the cargo area. Our tester had no rear cargo compartment cover,
which we consider an absolute “must” in the Big City, and we couldn’t
see any notches in the side panels where one would be attached.
As always, we mention that the third row is not somewhere the average adult would want to spend a lot of time, due to seat comfort and
space constraints, but to be fair, it is roomier than most we have seen
outside of a minivan.
But the front and middle seats are very pleasant places to be on a long
ride, as our deluxe LT tester (2LT in GM-speak) was one level down
from the top-end LTZ, and thus very nicely equipped without going
overboard. The front seats (in optional leather for $1,870) are very
comfortable, except that the head restraints, adjustable horizontally as
well as vertically, don’t slide back far enough and can dig into the upper
back of taller drivers like me. This is one of the best looking interiors
in any mainstream vehicle, with its attractive tone-on-tone treatment,
faux woodgrain trim on the centre stack, and lots of soft-touch surfaces.
Much nicer than vast swaths of black plastic.
The top section of the centre armrest slides back and forth; with the
rear HVAC controls on the trailing edge of it, sliding it back puts the
controls much closer to the rear passenger. There are cupholders all
over the place, including the two on the console, one in each door,
and one for each passenger in the third row. Our tester came with the
optional (for $2,255) rear-seat entertainment system with single screen.
Should you want the upgraded MyLink audio system with Bluetooth
and voice recognition, along with the Bose ten-speaker 5.1 surround
sound audio (and who wouldn’t), you must get the rear seat system
whether you want it or not. At least the audio gear is included in the
price of it. But you can’t get just the audio gear. If Dad wants the hightech toys, the kids must be entertained.
Safety is well taken care-of in the Traverse, with the expected StabiliTrak system and a full complement of airbags, including an industryfirst balloon that inflates between the two front seats to prevent their
occupants from hitting each other. The latest radar-based warning
technology is available, with Forward Collision Alert and Lane Departure Warning on our tester (for $415), but to get Rear Cross Traffic Alert
and Side Blind Zone Alert as well, you must move up to the LTZ model,
where they are all standard. The electronic all-wheel drive system will
not likely have you going too far off-road, not that we tried, as it has
NEW WHEELS
The Traverse is rated at 13.0L/100 km city and 8.6 on the highway.
We didn’t get it onto a highway, as it turns out (hard to do in downtown Vancouver), but in the city, driving as economically as we could,
including shutting off the engine at long traffic lights, the best that the
onboard computer indicated as an average was 18.1, or about 15 miles
per gallon. Interestingly, we have since driven the GMC version of this
same vehicle (Acadia) and it showed easy 16L readings right off the
bat. The Traverse was still very new, so maybe that was the reason.
But in either case, the city rating seems a touch optimistic.
The Traverse is like a tall heavy car to drive, in that it handles better
than expected with its independent rear suspension, has direct-feeling
steering, soaks up the bumps and delivers a smooth ride, and is very
quiet, in the sense of both road noise and aero management. Nothing much there you could say about a truck-based SUV. On the other
hand, the V6 is not a powerhouse for a heavy vehicle like this, and the
competitive V8s will beat it on acceleration and towing.
no locking or low-range like the truck-based systems, and is meant for
safety and control in soft-road situations like snow and gravel.
So, while you give up a bit of space versus a minivan, you gain so
much more in a big crossover SUV like the Traverse, and it’s no wonder
active families are moving into these vehicles in great numbers.
Mechanically, the Traverse has the same combination it had when it
was first introduced for the 2009 model year – a 3.6-litre 281-horsepower DOHC V6 with Variable Valve Timing and Direct Injection,
driving through a six-speed automatic. The latter is controlled by a
lever moving through a shift gate labelled “PRNDL”, and I thought at
first I must be in my grandfather’s ‘65 Chev and this was a two-speed
Powerglide. But “L” stands for manual shift, and with the lever there,
you can use the little rocker switch on the side of the shifter knob to
select gears yourself. There is also a Tow-Haul mode, like that found
on the big pickups, because the Traverse has a trailer towing package
available (for $550) that allows pulling up to 2,359 kilograms.
SPECIFICATIONS:
Base Price (MSRP): . ....................................................$33,295
Price as tested: .............................................................$49,860
Vehicle Layout: ...................... Front engine, AWD, 4-door SUV
Engine: . .............................................................3.6L DOHC V6
Transmission: . ..........................................................6-spd auto
Power: . ...........................................................................281 hp
Torque: ....................................................266 lb-ft @ 3,400 rpm
Brakes: . ........................................................4-wheel disc, ABS
Curb Weight: ................................................................ 2,216 kg
Towing capacity: .......................................................... 2,359 kg
Fuel Consumption (L/100 km, city/hwy): . .....................13.0/8.6
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NEW WHEELS
Looking to Score
The 2015 GMC Canyon is all-new
Story and photos by Howard J Elmer,
additional photos courtesy of GMC Canada
T
he single most lucrative segment in the automotive world is
trucks. That statement spells out the simple truth about pecking
orders when it comes to auto shows. Even when you have a caged
beast like the Corvette Z06 to drop on hundreds of auto scribes, the
truck comes first, and in this case its GM’s new mid-size truck, the
GMC Canyon.
much like Detroit itself; recently granted bankruptcy protection from
its creditors, the city that put the world on wheels is also stretching
to become new once again. So, whether the contrast was purposely
created or to be found only in my head, the fact remains that GM
needs the new mid-size Canyon to capture new customers.
So, on Sunday night, the night before the official opening of media
day at the North American International Auto Show, I find myself in
the Russell Industrial Complex in mid-town Detroit. This behemoth
multi-story industrial building saw its best days a hundred years ago;
yet, for the brand-new Canyon, it was the site of its Day One. Canyon
is all-new, yet it’s old as well, having been around for more than a
decade. However, this time it is leading a charge back into a segment
that is virtually dead. The mix of old factory and new truck is a contrast
The GMC Canyon is the twin to the Chevy Colorado that was shown
at the L.A. Auto Show back in November, and while much of what is
under the skin is identical, GM works hard at creating a separation
between the brands – and if you talk to its customers, many will tell
you there is a distinct difference. Certainly, the look of the Canyon is
different with emphasis on the nose and over-the-wheel haunches
of the truck. The grille and pronounced hood are a more masculine
vision as well, versus the Chevy Colorado’s slicker lines. It’s these
distinctions that create individual followings and in many ways can
double the sales. If you’re wondering – yes, it works, otherwise they
wouldn’t do it.
Both trucks are meant to reinvigorate the mid-size truck segment
that over the last decade has virtually collapsed, and by extension
32 Trucks Plus
FEB / MAR 2014
NEW WHEELS
of just 2,000. The 3.6, though, ups the ante with 302
hp and 270 lb-ft of torque.
In a surprise move, GM also announced an innovation that is more than one model year down the road
– a small diesel engine option. In the 2016 Canyon/
Colorado, a Duramax 2.8-litre I4 turbo diesel will be
available. Another first for the North American midsize market. This is a proven motor already working in
global markets.
So as the first reveal of the 2014 Detroit Auto Show,
this Canyon pickup is setting the mood. New technology
wrapped in traditional Detroit heavy industrial marketing.
But most importantly, being the first mid-size back to this
party, GM may well score big – all the more important
as the launch of its full-size line of trucks is currently
losing steam.
capture new sales for GM. To this end, there will be a nice mix of options offered. Canyon will come in three configurations – an extended
cab with 6-foot box and a crew cab with either a 5-foot or 6-foot box.
There will not be a standard cab. In two of these combinations, with
the tailgate down, owners get the magic 8-foot length most look for.
That’s a nice feature in a “mid-size.” At the rear, look for the grown-up
GMC Sierra’s new corner bumper step design, EZ-lift/fall tailgate and
13 standard tie-down locations. Spray-in bed liner is also available
as a factory option.
Standard engines in the Canyon will be a base 2.5-litre I4 and a
3.6-litre V6. Both will be matched with a six-speed automatic transmission. That V6 (with the towing package) will pull 3,039 kg (6,700
lb), which is not a small truck load by any means. Even the base I4
promises to deliver lots of jam with an estimated 193 hp and 184
lb-ft of torque – most of which (90 percent) is available at a low rpm
Feb / mar 2014
Trucks Plus 33
FEATURE
Loving Diesel
Story by Howard J Elmer,
photos courtesy of the manufacturers
I
t’s time to love diesel. Yes, the fuel and the engine. Why?
Because it’s not just for truckers anymore. More and more
diesel-powered passenger cars are coming onto the market and
what they are truly about is fuel efficiency. So if you’re “green,”
frugal, hybrid-obsessed or simply cheap, diesel engines will
save you money - lots of it.
The how of all this is all about chemistry – which thanks to
the TV series Breaking Bad is now considered cool. Strings of
molecules called hydrocarbons form the typical components
of gasoline and diesel fuel, but the groupings in each are very
different and so is the power they produce.
But, when you are at the fuel pump, you don’t buy power, you
buy litres of liquid fuel at a set price per litre. This is what
everyone knows, but what most consumers don’t know is that
there is 20-to-40 percent more power in a litre of diesel fuel. Put
another way, if a litre of gasoline will propel your car a distance
of 10 kilometres, a litre of diesel fuel will push the same vehicle
an additional two to four kilometres further down the road.
Currently, gasoline and diesel fuel sell for almost the same
price per litre, but considering the “power” output, you can see
which one is really cheaper. This is where the savings comes
from. Is this a secret, then? Why doesn’t the average driver
know about this? Two reasons, really. The first has to do with
the engines and the diesel fuel itself. Up until about 10-15
years ago, the emissions from diesel were really dirty and the
engines were also hard to run at low temperatures. That’s why
only heavy trucks ran them. Both these conditions have been
corrected. Diesels start as easily as gas motors now, and the
fuel has been cleaned up by government mandates. The other
reason, though, is a bit murkier. It has to do with pop culture
and misinformation.
34 Trucks Plus
FEB / MAR 2014
The 2014 Ram 1500 now offers an
EcoDiesel engine option.
When talking about gasoline - thanks to the movies and
television - the word “Octane” is understood to mean the power
in gasoline. But it’s also used in non-automotive similes and adspeak for non-fuel products. In a word it implies powerful, and
of course, the gas companies chirp about their clean-burning,
detergent-washing, and gummy deposit-removing Hi-Octane
gasoline all the time. So?
This perception has kept a generation or more of car buyers
buying gas motors thinking they were simply more powerful.
Wrong. Octane ratings are not indicators of the energy in
fuel.
Octane is a family of hydrocarbons found in gasoline. They
are colourless liquids that boil at 125 degrees C. One of these
Octanes is Isooctane, a compound that is used as a benchmark
for measuring the fuel’s resistance to self-ignition. See, in a
Mercedes’ BlueTec Diesel Technology
42 – 53 range) indicates a cleaner, quicker burn during what’s
called the power stroke of the piston.
This is where the chemistry comes into play again. The Cetane
family of hydrocarbons is much more complex than the Octane
family found in gasoline. In this regard, “complex” means a
bigger bang. A bigger bang means more pressure in the cylinder
(called compression) and compression is what equals power.
This means that a smaller displacement diesel engine can
outperform a larger gasoline engine. It costs less to run and
because it has no ignition system, it can be cheaper to service
over its lifetime, which is also typically twice as long as a
comparable gasoline motors. A diesel is more expensive to buy
initially because of its build quality, but that more than evens
out over its service life. Oh, and resale on diesels is higher than
that of average gas-powered vehicles.
Chevrolet Cruze Diesel
gasoline engine, the last thing you want is ignition before the
piston completes its up stroke and the spark plug fires. If it
does, then your engine is said to be “knocking” and damage is
sure to follow. So, the true measure of Octane is the resistance
to early ignition. The higher the number (found on every gas
pump) the higher the resistance.
Diesel, on the other hand, uses a compound called Cetane
to describe how easily the fuel will combust in a compression
setting (such as a diesel engine). Diesel engines don’t have
spark plugs; instead, the fuel ignites as the upward stroke of
the piston compresses the sprayed fuel and heats it. So, in
this case, a higher Cetane number (typical values are in the
Why wouldn’t you love diesel?
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Trucks Plus 35
TRUCK TECH
not, well, having them takes any vehicle to a
whole different level and confidence off-road,
but full-time lockers can have significant
detrimental road manners.
Selectable lockers offer a choice of an “open”
setting allowing the maximum amount of
rotation between left and right wheels for the
best road manners and a “locked” position
where both wheels on the same axle are
positively engaged with each other providing
maximum traction.
ELocker
Differential Install
Story and photos by Bruce Spierenburg
W
hen Jeep brought out the Rubicon model in 2003, it was ground
breaking. A factory vehicle with selectable locking differentials
and a super low-range transfer case, all the parts those who venture
off road were installing via the aftermarket. Since that time, Toyota,
GM and Ford have all produced vehicles with their own versions of
selectable locking differentials.
For those of you reading this who have four-wheeled at all, you
know the benefits of locking differentials. For those of you that have
The ELocker is replacing an Eaton
Detroit mechanical locker in the
Dana 60 front differential. The goal
is to ease steering in tight trail
situations while providing 100-percent traction when it’s needed.
36 Trucks Plus
FEB / MAR 2014
Eaton has been in the differential game a
very long time and its products are found all
over the world from sports cars to off-road
competition trucks and rock crawlers. The
product selection for light trucks includes the
Detroit Locker, a fully mechanical locking
differential; the Truetrac, a gear-driven
limited-slip differential; and the ELocker, an
electrically-locking selectable locker, along
with other positraction units covering off
highway equipment to street cars.
The ELocker uses an electromagnet activated via a dash switch to
engage a locking ring inside the differential for true full axle traction.
When not engaged, it gives the driver a fully “open” differential for
the best road manners. Unlike some other selectable lockers on
the market, there is no need for a manual lever and cable to the
differential, or the use of an air compressor to provide pressure to a
locking mechanism. A simple dash switch is all that is needed.
The ELocker is available for a wide array of axle brands and provides
on-demand traction at the flick of a switch. This install is taking place
in a Dynatrac Pro Rock 60 custom axle, along with a gearing upgrade
using a Quality Gear gear set and a bearing kit from Gears & Rears
in Surrey, B.C.
Thanks to:
Eaton Performance differentials www.eaton.com
Gears & Rears www.gearsnrears.com
The Eaton ELocker Performance Differential utilizes an electromagnet on
the end of the carrier which engages
a locking ring. This locking ring ties
the left and right axle solidly together
for 100 percent traction. When not engaged, the ELocker is a free-spinning
“open” design which allows each axle
to rotate at different speeds when cornering for the best possible steering
feel and excellent road manners.
While the carrier is a machined
piece, it’s best to run a file over
all the gear mounting surfaces to
make sure no burrs are sticking up.
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TRUCK TECH
The crown gear bolts take a
shot of thread lock before being
torqued to factory specs.
The install is using a Quality Gear 5.13 ratio crownand-pinion set and a Quality Gear bearing kit sourced
from Gears & Rears in Surrey.
The bearing kit features Timken bearings and
Spicer parts along with extra shims needed
for adjusting the pattern on the gear set.
Like the carrier, it only takes a few
moments to run a flat file over the
crown gear before assembly.
38 Trucks Plus
FEB / MAR 2014
The old bearings were pulled from the carrier and
with a sanding drum on a cordless drill, honed out
slightly on the large side so they would slide on and
off the carrier easily. This process turns them into
“set-up” bearings and allows the shims to be easily
adjusted during the set up procedure. Always remember, though, to never use them for final assembly.
TRUCK TECH
The assembly parts ready to go with an array of
extra shims on hand. We had Gears & Rears press
the pinion bearing on, along with the large “slinger” shim, as all the shimming for the pinion gear
is done under the bearing races on a Dana 60 so it
won’t need to come back off.
A hole needs to be drilled into the axle housing for access of the electrical wires to engage
the ELocker. Final hole size was 1/2-inch for the
rubber grommet on the wires.
Shims of different thickness are
required to set the carrier in proper
orientation to the pinion gear.
40 Trucks Plus
FEB / MAR 2014
TRUCK TECH
The original shims were measured
and replaced as they were damaged slightly when the old bearings were removed from the Detroit
Locker. Using the same amount of
shim on each side is a good starting point for the new gear set-up.
A nice centred gear pattern was achieved
on the coast side with a slight heal configuration on the drive side – a pretty good
pattern for an aggressive gear set.
Using the old nut for set up also saves the
new stover nut for final installation.
After setting what’s called preload on the bearings (typically 15-20 inch-pounds), the new nut is driven down
onto the yoke along with some thread lock. Preload is a
slight load on the bearings so they stay tight. Typically,
an inch-pound torque wrench is used. As I don’t have
one, I use a “by feel” method, but I’ve assembled a lot of
diffs so I’m comfortable with this method.
A dial gauge and magnet base are essential tools for
gear set up. It allows you to measure backlash on the
gear set. Backlash is a small amount of gap between
forward and backward rotation of the gears and allows for heat expansion of the gear set. Typically 8-12
thousandths is required for proper gear set-up.
Before installing the locker for the final time, I prefilled
the upper bearing area. The slinger and a large flat shim
under the bearing race holds part of the oil in the upper
bearing area so they don’t run dry. Adding engine assembly lube to the bearings is also a good idea so you don’t
have a dry start up and possibly overheat the bearings.
Feb / mar 2014
Trucks Plus 41
TRUCK TECH
The new bearings and shims are pressed onto
the ELocker before final assembly and the setup bearings are stored for future diff builds.
The wiring kit includes an activation
switch, a good long length of wire and
wiring loom to finish off the assembly.
The electric switch in the Jeep TJ fits perfectly
into the switch panel in the lower part of the centre
dash stack. I bought a second matching switch for
my onboard air system and it still leaves one more
space for a rear ELocker switch if I ever want to
change the rear Detroit Locker for an ELocker.
With the ELocker installed, the electrical wire is fed through the housing and
the grommet pressed into place.
All buttoned up and ready to be filled back up with
gear oil. As there are no fibre plates in this locker,
there is no need for special additive – just standard
80/90 gear oil or a synthetic of your choice.
The plastic fitting needs to be assembled onto
the locker wires. It’s left off so the hole in the
diff can be as small as possible when feeding
the wires through the housing.
Feb / mar 2014
Trucks Plus 43
OFF-ROADING
The Sand Dunes of Oregon
Story and photos by Bruce Spierenburg
W
hat do most Canadians dream of in the Winter? Sand, surf
and sun in Mexico come to mind. Hanging out on a nice beach
watching the waves crash on the sand. If you’re a four wheeler, own
a quad, a dirt bike or pretty much anything else with off road tires,
add octane, big dunes, a 9 foot-tall flag and you will be just as happy
on a beach in Oregon, a short trip down I-5 from the border – or happier! And it’s year round.
If you have never visited the Oregon Dunes off-road recreation areas
and fit into the second bracket above, you need to go. Heading out
onto the sand dunes doesn’t require a big sand machine with a giant
engine or a paddle tire-equipped quad; a decent 4x4 with 33-inch tires
flattened out to a few pounds of air can take you almost everywhere,
or your trail quad or SxS can be a ton of fun, too.
I’ve been traveling to the sand dunes almost yearly for over 15 years
and it never gets old. Even my wife, who has no interest in coming
trail wheeling with me, will agree to come out to the dunes for a
weekend of fun.
Sand Lake:
The Sand Lake riding area is much further north than the other OHV
riding areas and is also the smallest, but the dunes are also located
close to the Tillamook National Forest which offers a wide array of
4x4 trails, and OHV beach access. Like all the dune areas, there
is no speed limit on the interior dunes, but a speed limit of 25 mph
is enforced on the oceanside beaches. I have visited these dunes
twice, once for an event called SOB which was all about pre-’76 Ford
Broncos (100s of them). This event no longer takes place but if you
are into classic Broncos, put your search goggles on and look up
the “Bronco Unevent” which takes place in Florence August 14-16,
2014, and you will find lots of action on the web. Unlike the dunes
further south, there are no dune buggy rentals or sand tour companies operating here; it’s mostly locals and tends to not get as busy
on long weekends. These dunes are accessible from Sand Lake
Road off Hwy 101 just south of Tillamook. This area also includes
the amazing Tillamook and Netarts Bays with hiking areas along
long sandy beaches.
The Oregon sand dune rec sites include Sand Lake at the North end,
to Coos Bay (Spinreel to Horsefall Dunes) in the south, with Winchester Bay, Umpqua Dunes near Reedsport and South Jetty near
Florence in between the two. Each area offers unique topography,
and the southern dunes also have quad, dune buggy rentals and
sand tours available if you don’t have a machine of your own. The
southern dunes (Florence to Coos Bay) are the most popular and
offer the most amenities with each town offering hotels and campgrounds, with many of the latter having dune access (can be noisy in
the areas that allow night riding), and full services, restaurants and
parts stores – just in case something goes wrong….
US Forest service site:
http://www.fs.usda.gov/main/siuslaw/home
Bronco Unevent:
http://www.oregonunevent.com/
44 Trucks Plus
FEB / MAR 2014
On the Beach in Sand
Lake. Keep in mind if
you drive in the water
– it is salt water!
TAKE THE ROAD LESS TRAVELED
WITH THE NEW DICK CEPEK
TRAIL COUNTRY
South Jetty:
Located steps from Florence, the South
Jetty entrance is right across the bridge
from the town. This is my favourite
place to camp with Honeyman State
Park (no OHV access to the dunes)
steps from South Jetty Road. There are
also campgrounds with sand access,
all along the dunes. Use the US Forest
Service site to access information on
the camp grounds. There is also limited
camping space out on the sand dunes
with reasonable access for RVs, but
this is best left to those who are used
to traveling on the sand with loaded
vehicles. I’ve visited South Jetty the
The Oregon dunes are not a
desert and it can and does rain
often, This beach access trail
was flooded with fresh water and
made for an interesting challenge
we were not expecting.
most and the first big feature is what’s
called “Show-off Hill.” This large parking/unloading area tends to get a lot of
tourists hanging about in the summer
and lots of sand drags up the large hill
take place. There are also the most
dune buggy and quad rentals close
to Florence and companies with large
sand tour vehicles that can take groups
up to 20+. Some unique features of the
South Jetty dunes are areas that get
flooded in rainy seasons and can be
headlight deep, a large “dry lake” that at
times is a real lake, and what are called
Tree Islands which are chunks of forest
marooned in the sea of sand. There are
lots of trails twisting through the trees
here also so explore every inch.
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• Alternating shoulder scallops give an aggressive look and increase traction
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45 Trucks Plus
FEB / MAR 2014
Mud
Country ™
TORQUE GUN METAL
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Crusher ™
PREPARE FOR ADVENTURE
For a dealer near you, call
888-317-8640 or visit us at
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OFF-ROADING
While you don’t need a lot of horsepower to get
out and play in the sand, a small V8 can add to
the experience!
area in the dunes. There is beach access here for OHV riding but
only access to the interior dunes from each end. This riding area is
large, with lots of dunes reaching to the 100 foot-tall range. There
are OHV campgrounds with sand access as well as night riding opportunities (light on your flag mast). If you have horses, there are
also horse-specific campsites with corrals here, with sand access a
short ride from the campsites.
What you need to know:
Accommodation. In the summer months, the entire coastal area gets
busy; book early or you will be disappointed. Long weekends tend
to get busy on the sand.
Winchester Bay - Umpqua Dunes.
This area features the tallest dunes in the area with some reaching
several hundred feet tall. The dunes are accessed just a short distance from Reedsport which has several hotels, fuel etc. One of my
favourite features here are what I call the Camel Humps, which are
sand piles with narrow tracks and steep sides. The camel humps
are topped with tall grass that looks like hair on a camel’s – well....
humps! Careful in here, a Jeep can surprise a smaller ride like a
quad or a bike with the tight twists and narrow tracks; this is where
you spend time watching for those 9-foot flags! There are a few
harder-to-reach areas here with steep access best suited to bigger
tires or paddle tires. There is no OHV access to the beach here and
the tall dunes means this area is the most popular and can get busy
on weekends.
Coos Bay, Spinreel Dunes.
Located just north of the town of Coos Bay, this is the largest riding
Sand flags and permits. You are required to have a flag 9 feet
from the ground on your vehicle. The sports shops in any of the
towns close to the dunes of your choice will sell them. An Oregon
OHV Permit is required and sand dune day passes are also required.
The OHV Permit was $10.00 for 2 years; day passes and three-day
passes for OHV riding can be purchased from kiosks near the dunes.
While two wheels is not
for me – stick a paddle
tire on a bike and you
can have easy air time!
If you can stick some good tires on it you can play on the dunes even in a 1968 Camaro.
46 Trucks Plus
FEB / MAR 2014
OFF-ROADING
Rentals are available at the three major areas from Florence to
Coos Bay:
Florence area
Sand Dunes Frontier Tours: www.sanddunesfrontier.com
Sandlands Adventures:
www.sandland.com See local area information for rental businesses
(Florence)
Reedsport/Winchester Bay area
See local area information for rental businesses (Reedsport/Winchester Bay)
Oh yeah, when it’s windy and the sand is dry, this
look is not a bad one. Bring goggles and a dust mask
or have a bandana around your neck or you may be
removing sand from cracks you didn’t know you had!
If you are leaving a vehicle or trailer in the parking areas, you will be
required to pay for parking as well. These are small prices to pay to
have access to such an amazing riding area.
Mufflers. There are decibel restrictions on the sand. Make sure
you check the rules and have a proper sound suppressor muffler
on your OHV.
Lakeside Area
Sandtracks (Spinreel Dune Buggy Rentals): www.ridetheoregondunes.com
Camel humps are everywhere and lots of fun to play
in. They tend to get low spots at the base in them
from quads spinning tires and can lean you over
pretty good. You can see many off into the distance.
Speed limits. Only the beach heads have a speed limit of 25 mph;
all other areas are open.
Some season closures do take place in some of the riding areas;
check the Forestry site for updates.
Tire pressure. Low tire pressure is critical to having fun in the
sand in a 4x4; make sure you have an air compressor with you. On
33-inch tires and larger, tire pressures in the single digits is critical
and makes all the difference from spending the day stuck to spending
most of the day in 2WD drifting around having fun!
Your Go-to-Guys For Powertrain Parts & Service!
SINCE
1975!
EDMONTON N.
1-800-661-8825
RED DEER
1-800-661-1629
LETHBRIDGE
1-800-483-8952
GRANDE PRAIRIE
1-800-661-8806
EDMONTON S.
1-800-661-8807
CALGARY
1-800-661-1378
MEDICINE HAT FORT McMURRAY
1-866-504-0635 1-866-714-3570
WWW.GEARCENTRE.COM
Feb / mar 2014
Trucks Plus 47
TECHNOLOGY
This may be the most
capable vehicle on
Earth
Story and photos by Russell Purcell
K
elowna native Geby Wager is a man on a mission. An avid
adventurer, Geby has spent the better part of the last 25 years
trying to create the perfect vehicle to meet his needs. These needs
aren’t simple, as the successful businessman likes to take his vehicles into environments where few others would dare to venture.
To make matters even more difficult, he prefers to satisfy his need
for adventure during the cold winter months when the mountains in
B.C.’s Okanagan Valley are capped with a thick blanket of snow,
and the service roads are made impassable by fallen trees and huge
stretches of sheet ice.
Severe weather conditions, brutal terrain, and sub-zero temperatures
are a test for any production vehicle, so Mr. Wager began to look
at ways he could adapt an off-the-shelf Jeep YJ so that it would be
able to get him anywhere he wanted to go, no matter how harsh and
impossible the conditions appeared to be.
as a complete kit. CMS currently makes kits for the Jeep YJ and the
Wrangler, but a TJ version is also being considered.
“Our kit attaches to the frame and is then triangulated into the centre,”
explained system designer Wager. “It’s a relatively simple bolt-in design that can be installed by a person with basic mechanical skills in
about a week, and has been engineered to be trouble-free for many
years of extreme use.”
Mr. Wager’s demonstration unit is based on a four-door 2009 Jeep
Wrangler Sahara which has seen regular off-road duty for over five
years. Other than a few bumps and bruises to the extended fenders,
this rolling test bed has proven ultra reliable.
I should point out that the demo vehicle has had an engine swap, as
the stock 3.8-litre V6 was replaced with a 6.4-litre Hemi V8 rated at
525 horsepower and 525 lb-ft of torque. Geby insists that the stock
He formed Creative Motor Sports, a Kelowna-based research and
design business that builds all-terrain vehicles for clients who require
dependable, go-anywhere transportation. And I do mean anywhere.
With 24 inches of suspension travel (18 inches of ground clearance),
four-wheel steering capabilities, and an infinitely adjustable air-operated suspension, a CMS-equipped Jeep YJ or JK (Wrangler) is
capable of getting its passengers and cargo over, through, and up
the most unmanageable terrain.
Based around a proven and tested independent suspension system,
the CMS set-up has been engineered to allow the operator to make
a multitude of adjustments on-the-go, from the safety of the cockpit,
using simple joystick controls.
Most customers prefer to purchase turn-key vehicles from CMS, but
for those looking to save a few dollars, the company offers the system
48 Trucks Plus
FEB / MAR 2014
CMS Founder Geby Wager
TECHNOLOGY
The suspension has evolved over the last
25 years and is both lightweight and robust.
engine is more than sufficient to power a Jeep utilizing the CMS
system, but he just prefers the extra grunt and growl that comes
with a bigger engine. He even suggested that the stock unit may be
preferred for running in the snow, as it is lighter, which helps keep
the Jeep’s front end floating above the surface.
Geby believes that adjustable suspension systems will become the
norm as they offer far superior handling and safety.
“With an independent suspension like ours,” offered Geby, “all four
tires are effectively holding you in place. You also retain traction
and the ability to steer, and the centre of gravity remains between
the wheels.”
The suspension is lighter than the stock Jeep equipment it replaces,
but overall, the vehicle will weigh about the same as the standard
Jeep model even with the enormous 46-inch Baja Claw tires and air
tanks. If you choose to add a larger engine, there will be a weight
penalty.
While recounting tales of off-road adventures past, Geby admitted
that while the CMS suspension is able to handle all types of terrain,
it is the winter season that gets him excited. “Snow is our real love,
so our products are designed to be as lightweight as possible, while
still retaining the durability required for extreme off-road use. These
vehicles ride up on the snow so they are far less harmful on the environment than much smaller vehicles like quads, motorcycles, and
mountain bikes. In fact, they put less pressure (pounds per square
inch) on the surface than does a horse, or even a man walking.“
This allows you to traverse terrain without destroying it. By adjusting the air pressure in the tires, and manipulating the suspension
settings to suit the terrain, the driver can customize the system’s
set-up to make travel more safe, comfortable and efficient than
would be possible with a standard axle vehicle. This is especially
the case when traversing side hills or off-camber situations where
50 Trucks Plus
FEB / MAR 2014
MUD READY
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TECHNOLOGY
The Jeeps designed by Kelowna
based Creative Motor Sports excel
in the snow, but do very little
harm to the environment.
near Penticton, B.C. CMS had two of its Jeeps at the event acting
as lead vehicles to help scout trails and get people out of trouble.
It was here I witnessed how incredible these vehicles were as they
managed to out-handle every other Jeep on site, and even get past
obstacles and through narrow openings that appeared impossible for
much smaller vehicles. This is largely due to the fact that all CMSequipped Jeeps feature an innovative rear steering system which
greatly reduces the turning radius and allows you to “crab walk” up
hills and around obstacles.
“The rear-wheels only have to turn a little to have a huge effect,”
Geby explained, “so you can lock the system out at higher speeds or
for driving on the highway. I must admit, though, that I use it on the
road quite a bit as it enables me to get the vehicle into tight spaces
and through traffic.”
most vehicles become unsettled at about 30 degree angles. Even
specialized off-road vehicles begin to topple over as you approach
40 to 45 degree angles. The CMS kit allows you to transfer weight
from side to side, or front to back in an effort to keep the vehicle
balanced over the tires.
Another significant advantage of this system is that it allows you to
keep the vehicle level whether climbing or descending a steep grade,
which greatly enhances visibility and driver comfort.
At its highest setting, the system offers almost 24 inches of travel.
When dropped to its lowest setting, a CMS Jeep, 46-inch tires and
all, rides low enough to drive under a standard seven foot garage
door.
My first encounter with CMS was a number of years ago when I
was attending a Jeep Jamboree event at the Apex Mountain Resort
52 Trucks Plus
FEB / MAR 2014
The operator uses a custom joystick to manipulate the various suspension settings which are
displayed on an integrated display screen.
TECHNOLOGY
For those individuals seeking the ability to transport passengers, cargo
or gear to a remote location, or just looking to maximize their off-road
fun, the CMS Intelligent Off-Road Travel System will transform a stock
Jeep into one of the most capable vehicles on Earth.
CMS Jeeps offer
up to 24-inches of
travel from their
adjustable suspension system.
Geby really wanted to stress how advanced his system is, as to the
casual observer, it may just look like a Jeep on over-sized wheels.
“Our vehicles are very technical, but the operation of the controls
and interface is relatively simple to learn. Once you get dialed in, it
adds to the enjoyment of traveling into the wilderness. We are not
just a bunch of throttle jockeys pounding through the trees. With a
little practice, the driver is able to change handling capabilities to best
suit the changing terrain conditions and finesse the vehicle through
treacherous conditions with ease.”
For the customer looking to add the system to their own Jeep, the
complete bolt-in package will cost $75,000. The company is presently looking at introducing a new sales model which will allow
customers to purchase the system in phases, beginning with the
coil-over suspension, in an effort to allow the build to better suit the
household budget.
When dropped to its lowest suspension setting, the
vehicle is still driveable and will easily fit under a
standard garage door.
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Feb / mar 2014
Trucks Plus 53
TRUCK TECH
On board air systems can be created out of junkyard
parts such as air conditioning compressors. The
larger York compressor is a staple for the off-road
crowd but for tighter engine bays, the Sandon radialstyle compressor is a good alternative as a base to
an underhood compressor system.
On-Board Air
Compressors
The Sandon compressor on the right is a Ford design
and on the left, a GM design. While the Ford compressor
was a direct fit onto the engine it was destined for, the
head was not removable easily, so there was no way to
plug the oiling hole in the crankcase. The GM head is
bolted onto the back and was a simple retrofit.
be a bracket or two from a 4x4 supplier like www.onboardair.com.
What you need, depending on engine style and space, is a used air
conditioning compressor.
There are two main styles. The York compressors are getting hard
to find as they were mostly fitted to vehicles from the ‘70s and up
Story and photos by Bruce Spierenburg
I
t doesn’t take long for off-road adventurers to realize how effective lower tire pressure can be, not only for traction over big rocks
and slick trails but for ride comfort when rumbling over tough trails.
The concern lies in getting those same tires back up to street pressure when it’s time to head home. There are endless small electric
compressors on the
market and all but
a few of the better
brands are up to the
task of filling truck
tires at the end of
every trail in a reasonable amount of
time. Not only can
a good air supply
fill tires, but it can
also run air tools,
fill up that sleeping mattress when
camping and, in the
case of a damaged
tire, get you back
on the road with an
easy tire fix.
This shows the basic components to
getting an OBA system up and running.
An air tank of any size can maximize
the system and give you the ability to
air tires up faster or even operate air
tools on the trail. A compressor switch,
check valve, blow-off valve and hoses
that will fit the style of compressor you
chose is all that’s needed.
54 Trucks Plus
FEB / MAR 2014
Once you progress
past an electric
pump, there are
two engine-driven
choices that you
can assemble
mostly with junkyard parts and may-
The oiling hole was drilled larger and taped so it
would fit an Allen head set screw; this sealed up the
crankcase so it could have oil added, and it will stay
in the crankcase rather than blow back out the lines
and potentially dry out the bearings and fail.
The assembled pressure switch has a one-way check
valve to stop the air from bleeding back through the
compressor, a 155 psi safety blow-off valve, and fittings to run hoses.
TRUCK TECH
to the early ‘80s. The York has a crankshaft in the bottom and two
pistons. A great source for these is still the HD truck wreckers and
parts suppliers. For this vehicle, a serpentine-style pulley was needed
(V-groove styles are common in automotive applications) and this
unit was found at Coldstream Truck Parts in Vernon, B.C. Coldstream
also had rebuilt units for slightly more, but by holding the two parts
of the pulley together and turning, it was supplying a good amount
of pressure and the clutch engaged when hit with 12 volts.
A bracket needed to be fabricated to install the York
on this particular engine. In many cases, cruising the
wrecking yard for a vintage vehicle with the same
engine size as yours can net you the stock air conditioning brackets you need.
Pretty simple, air in via a filter and air out
to the pressure switch or the air tank if
you chose to use one.
A bracket can be fabricated and an air compression
fitting fed out the grill, into the trunk or other convenient spot so it’s easy to access the air system
without opening the hood every time.
Using a York compressor is the same as the Sandon.
Air in and air out and an electric clutch to turn it on.
The advantage of the York is that it has a built-in sump
and retains oil better. The York does provide a higher
continuous CFM volume but is larger and doesn’t
always fit as easily in modern vehicles with a lot of
components under the hood.
The other more common style found on most of today’s vehicles is
the Sandon compressor. The one pictured here is a GM unit from
an Astro van. Some of the Sandons are hard to disassemble and
they do need to be opened up and a hole plugged inside so they will
retain oil in the crankcase. The Sandon is a radial design with five
smaller pistons inside. The GM design offers easy access to remove
the head to plug the port to the crank case.
Air conditioning systems cycle a good amount of oil within the compressor gas system and this is what lubricates the moving parts in the
compressor and also compresses the gas to create the cold air we all
like to have in our cars. But remove the gases, and the compressor
still does its thing and provides 12-15 psi of continuous air flow. Add
an air tank and a pressure switch and you can easily have 150 psi
of on-demand air pressure from one of these compact units.
56 Trucks Plus
FEB / MAR 2014
GEARING UP
Bushwacker 2014
GMC Sierra Pocket
Style Fender Flares
As the 2014 GMC Sierra was released this past year,
so were plenty of aftermarket products to enhance
the look, feel and performance of the Sierra. Added to
that list is the Boss Pocket Style Fender Flares from
Bushwacker. Designed to open the wheelwells enough
to fit 33-inch mud-terrain tires on stock suspension,
the flares are made with Dura-Flex 2000 ABS and
will provide an additional two inches of tire coverage.
Installation is a breeze with simple step-by-step instructions that use the pre-existing factory holes.
For more information please go to
www.bushwacker.com
2007- 2014 Toyota Tundra Helper
Springs from Hellwig
Pro Comp Alloy Series
5035 Wheels
Hellwig’s all-new 2007-2014 2500-lb Helper Springs are made to
get rid of clearance issues by adding springs to the top of the OEM
spring pack, retaining the factory bump stop. New axle U-bolts and
centre bolts are provided for the springs, and once they are installed,
they can easily be adjusted until you find your desired amount of load
support. Tundras have been known to sag a bit in the back with a
big load, but this product should take care of that. The springs are
easily installed using only common hand tools as there is no drilling
required.
New from Pro Comp are the
Alloy Series 5035 wheels
that feature great styling
along with a lightweight
design and a high offset
break clearance in order to
meet the demands of truck
owners. The wheels - which
are finished in a chrome,
polished, or powdercoat
finish - use state-of-the-art
Counter Pressure Casting Technology that provides unbelievable wheel
strength. Additionally, the
wheels include the centre caps and come available in a variety of
sizes.
For more information please go to www.hellwigproducts.com
For more information please go to www.procompusa.com
All-New Rear Hitch Running
Board from Romik
All-New Engo E Series 20-inch
120 Watt LED Light Bar
New from Romik is their universal Rear Hitch Running Board which
is designed to make accessing your SUV or trucks rear cargo area
that much easier. It features a one-piece design, and is five inches
wide which will give you a wide area to step on to ensure there are no
accidents. Made to fit all standard 2-inch vehicle hitch receivers, the
Rear Hitch Running Boards are available in either polished stainless
steel or black powder coated carbon steel and are meant to match
other Romik Running Board side steps.
For more information please go to www.romik-usa.com
Whether you’re looking to provide better lighting while doing nighttime road driving, or if you’re lighting up your favourite off-road trail,
there are a large number of LED lighting options available. A new
offering in that category is the E Series 20-inch 120-watt LED light
bar from Engo. The light bar is a durable product that includes a
built-in heat-sink and is good for 30,000 hours of light. It features
a polycarbonate lens and comes with mounting hardware to make
installation a breeze.
For more information please go to www.engousa.com
58 Trucks Plus
FEB / MAR 2014
GEARING UP
Titan Fuel Tanks Spare Tire Tank
Titan Fuel Tanks have come
up with a way to make use
of the otherwise useless
spare tire space for trucks
that have larger than OEM
tires by designing a fuel tank
to fit in that very spot. The
30-gallon (114 litre) tank fits
directly where your original
spare tire sits under the truck
bed and provides a great way
to extend your fuel mileage.
The first of its kind tank uses
a pump controller to ensure
safe fuel delivery and can be installed easily by one person. It will
come available for most 1999-and-newer diesel pickup trucks.
HOOD PROTECTORS & SIDEWIND DEFLECTORS
Easy Installation / Max Protection / Chrome or Smoke
For more information please go to www.titanfueltanks.com
Westin’s HDX Winch Mount Grille
Guard Available for 2014 Silverado
Westin Automotive Products has announced that it is making its HDX
Winch Mount
Grille Guard Available for the new
2014 Chevrolet
Silverado 1500.
The Guard is designed for heavyduty capability
and is available
in either polished
stainless steel or
a black powdercoated mild steel. It features Westin’s Low Profile MAX Winch Tray
that mounts to the vehicle’s frame, can accommodate most winches
with up to 16,500 pounds of rated line pull, and comes pre-drilled
for winch mounting.
For more information please go to www.westinautomotive.com
Husky Liners WeatherBeater
Floorliners Now Available for 2014
Silverado
Husky Liners’ popular line of WeatherBeater Floor Liners are now
available for the brand new 2014 Chevrolet Silverado. The liners
are designed to prevent just about anything that could potentially
harm your carpets by
providing protection
against mud, spills and
mess. They feature a
Custom Fit design that
uses the latest in laser
measurement technology to ensure an exact
and precise fit in your
pickup. Husky uses
a tough and durable
patented rubberized
material that will be
resistant to most chemicals and keeps your cargo from shifting.
DESIGNED / ENGINEERED
2FIT
At Stampede, form meets function. We create
products that are not only aerodynamic, but
provide an integrated style that compliments
your vehicle. And, did we mention, our products
FIT LIKE A GLOVE.
800.858.5634
StampedeAutomotiveAccessories.com
For more information please go to www.huskyliners.com
Feb / mar 2014
Trucks Plus 59
GEARING UP
AEM Introduces Brute Force Air
Intake System for 2013 Jeep
Wrangler
A new option when looking for more power out of your 2013 Jeep
Wrangler is AEM’s Brute Force Air Intake System. These systems
are designed specifically for large engines that are typically found in
trucks and bigger vehicles. Intuitive dyno testing has allowed AEM to
design the intake to allow the engine to develop even more torque
and horsepower, all while providing proper air filtration thanks to
an all-aluminum inlet pipe that helps carry more air into the intake
valves.
For more information please go to www.aemintakes.com
60 Trucks Plus
FEB / MAR 2014
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Presented by:
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 stucktrucks@rpmcanada.ca and if we use your photos
we’ll send you a cool Trucks Plus hat!
Not sure
why’d
they’d
choose a
roadside
mud pit
rather
than the
actual
road.
Looks like getting our trucks stuck has been
going on for decades.
This isn’t
a truck
but it still
looks
very
stuck.
62 Trucks Plus
FEB / MAR 2014
Looks
like a
case of
should’ve
stayed on
the paved
road.
ULTIMATE
PROTECTION
#EVERYTIME #ANYTIME #ANYWHERE
TONNEAU COVER
:40;;@)03;‹>(Y[LZPH)S]K*VTW[VU*(
FENDER FLARES
» M1 BUMPERS
» M1 FENDER FLARES
» SMARTCOVER TONNEAU COVER
» TRAIL EQUIPMENT & SIDE BARS
» BODY ARMOR
» WINCHES & RECOVERY
» DEFENDER RACKS AND MUCH MORE!
‹^^^ZTP[[`IPS[JVT