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Contents

Head-to-Head

Tacoma Our first drive of the redesigned 2016 Toyota Tacoma ...pg 14

Tire Guide The 2015 Trucks Plus Winter Tire Guide ...pg 28

ALSO INSIDE :

The Ford F-150 EcoBoost and Ram 1500 EcoDiesel square off in a battle of economical pickups ...pg 8

Off-Roading

Winch

Truck Guy

RVing

Our coverage of the Vegas to Reno Off-Road Race ...pg 48

Our truck expert talks snowplows for the upcoming season ...pg 54

We tell you everything you need to know about truck winching ...pg 38

The Airstream International Serenity 30 ...pg 56

Fresh Tracks-------------------------------------------------------4 New Product: Michelin Defender LTX M/S--------------------- 22 Gearing Up-------------------------------------------------------- 62 Stuck Trucks----------------------------------------------------- 70 OCT / NOV 2015 Trucks Plus

FRESH TRACKS Volume 8, Issue No. 5 October/November 2015 Publisher/Editor: Dean Washington dean@rpmcanada.ca

Associate Publisher: David Symons david@rpmcanada.ca

Managing Editor Jordan Allan jordan@rpmcanada.ca Circulation: Brenda Washington brendaw@rpmcanada.ca Copy Editor: Gerry Frechette gerryf@rpmcanada.ca Sales & Marketing Elaine Fontaine elaine@rpmcanada.ca

Chevrolet Officially Introduces Colorado Duramax Diesel C

hevrolet has officially introduced the 2016 Chevrolet Colorado Duramax diesel that is set to go on sale in Canada this fall. The all-new 2.8-litre Duramax turbo-diesel engine will generate 181 horsepower with an impressive 369 lb-ft of torque, and will see the Coloradoâ&#x20AC;&#x2122;s maximum trailering capacity rise to 3,492 kg (7,700l bs) on 2WD models. The diesel version will be offered in LT and Z71 Crew Cab models with 2WD or 4WD and will include a smart diesel exhaust brake system that will enhance vehicle control and reduce brake wear on steep grades. Also featured will be a standard Hydra-Matic 6L50 6-speed automatic transmission matched with a Centrifugal Pendulum Vibration Absorber in the torque converter, an all-new integrated trailer brake controller, and a standard 3.42 rear axle ratio. The Colorado has already received numerous accolades since being re-introduced for 2015, and this will most certainly add to its appeal as it brings it to another level of versatility.

Contributing Writers/Photographers: Off-Road Jordan Allan Howard J Elmer Vehicles Allowed Ian Harwood on Shoulders of John Harwood Some Public Roads LJ Koch in Ontario Arch Linsao Starting back in July, all-terrain veAlbert Vandervelde hicles (ATVs) and off-road vehicles (ORVs) are now able to travel along MAILING ADDRESS: shoulders of provincial highways in 2460 Kingsway Avenue, Ontario, as announced by Ontario Port Coquitlam, BC Canada Transportation Minister Steven Del V3C 1T4 Duca. The previous law allowed only single-rider ATVs to use proTELEPHONE: vincial and municipal highways, but (604) 629-9669 the new law allows two-person and

FAX: (778) 285-2449 TOLL FREE TEL: 1-888-500-4591 EMAIL: info@rpmcanada.ca WEBSITE: www.rpmcanada.ca Trucks Plus is published six times per year by RPM Media Inc. Second Class Mailing Agreement #40050183

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FRESH TRACKS side-by-side ATVs the same access. The Transportation Ministry reportedly consulted with trail, municipal, industry, enforcement and health and safety officials before approving the new law. Drivers who plan on operating an ORV along a road or highway must hold at least a G2 or M2 drivers license, and the vehicle must be both registered and insured.

FCA Upgrades the Popular 3.6-litre Pentastar Engine for 2016

Although Fiat Chrysler Automobile’s 3.6-litre V6 Pentastar engine has been generally a success since it was introduced a few years ago, it will be remade for the 2016 model year to improve e ff i c i e n c y a s well as power. Depending on the application, the redesigned powerplant will deliver fuel economy improvements of more than six percent while increasing torque more than 14.9 percent at engine speeds below 3,000 rpm. The most compelling enhancement to the Pentastar engine could be the new, two-step variable valve lift (VVL) which is designed to remain mostly in low-lift mode until the customer demands more power, allowing it to switch to high-lift mode for improved combustion. The new VVT (Variable Valve Timing) system increases its range of authority to 70 degrees from 50 degrees which helps mitigate knock during hot starts and expands the operating envelope of the Engine Stop-Start feature which carries over from the outgoing engine. The 3.6-litre Penta-

star engine can be found in many vehicles across the FCA lineup including Chrysler 200 and 300, Ram 1500, Dodge Charger and Challenger, and the Jeep Wrangler and Grand Cherokee, to name a few. The remade Pentastar V6 will debut this fall in the 2016 Jeep Grand Cherokee.

Keystone Announces Plans for Two Additional Distribution Centres

Keystone Automotive Operations Inc. have announced plans to open two additional distribution centres, which will secure its foothold and extend its reach in the Pacific Northwest, Great Lakes region as well as both Central and Western Canada. The new facilities will be located in Cheney, Washington and Brownstown, Michigan and will add a combined 500,000 square feet of inventory space to Keystone’s current 2 million square foot footprint. This will enhance the service capabilities in these critical geographies and cross dock and truck run expansion will be a likely output of the new warehouse locations. Bill Rogers, VP and General Manager of Keystone, was quoted as saying “We are extremely pleased to announce that we are expanding our operation once again. Our leadership role in both the RV and Automotive industries is something we take very seriously.” It is expected that both warehouses are to be fully operational by the second quarter of 2016.

Ford Trail Tests All-New F-150 Raptor Prototype

Ford Performance engineers have recently been busy trail-testing prototypes of the all-new 2017 F-150 Raptor. The new truck is able to tackle tougher hills, ruts and bumps than the previous model, as it climbs two track trails in Northern Michigan where the engineers monitor the truck’s components in challenging terrains. The early engineering prototype that’s being used combines parts from the 2017 Raptor with the 2015 F-150. The new Raptor will have better ground clearance than the first generation and comes standard with new 3.0-inch FOX Racing Shox with custom internal bypass technology. The shock absorption technology works to damp and stiffen suspension travel over rough terrain and an all new four-wheel drive, torque-on-demand transfer case further improves the Raptor’s trail performance. The all-new iteration of the Raptor will debut in the Fall of 2016.

F-150 Raptor Prototype Trucks Plus

OCT / NOV 2015

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EcoBoost vs

SPECIFICATIONS: Ford F-150 EcoBoost Price: . .............................................................................$56,449 Engine: . ................................2.7L V6 EcoBoost DOHC 24-valve Power: . .......................................................325 hp @ 5,750 rpm Torque: ...................................................... 375 lb.ft @ 3,000 rpm Transmission: . ........................................................6-speed auto Towing Capacity: . .......................................... 8,500 lbs/3,856 kg Fuel consumption (L/100 km, city/hwy): .....................13.3 / 10.4 Story and photos by Albert Vandervelde

he light truck segment has always been an innovative part of the automotive marketplace despite it being a market targeted to North America, where wider roads and longer travel distances have turned the venerable pick up truck into a dedicated family do-everything vehicle (and much cooler than a minivan). Every new generation of truck brings new cab configurations and more refinement, but until recently, was never a purchase made with fuel economy in mind. Let’s face it; how can you have your do-everything, hauling-thekids, camping, trailering vehicle also get you good commuting fuel mileage, in a vehicle shaped more like a box than an aerodynamic, modern sedan? While Chevrolet claims best-in-class V8 fuel economy in the 1500 (half-ton) truck class with its 5.3-litre V8, Ford and Ram have been thinking a little more out of the box. All trucks in the past couple of years have made a giant leap forward in fuel economy without having to go the hybrid or electric route. My daughter’s 2013 Ford Focus saves her over $100.00 a month in fuel costs over the 2003 PT Cruiser we handed down to her, generally getting 7.0L/100 km with mixed driving, or 40 miles per imperial gallon. As a baseline for our truck test, I’ll quote some numbers from my personal 2012 Ram 1500 5.7-litre Hemi – a truck I bought to tow my Jeep around and act as a versatile family vehicle – not basing my purchase on fuel usage. Average city mixed driving is 17.5L/100 km or about 16 mpg. Best highway mpg is about 12L/100 km or 23.5 mpg. I use the truck maybe 4-5 times a year to tow 8,000 Trucks Plus

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pounds, and at that point, it’s closer to 25L/100 km over a long trip, or 11 mpg. Note that Transport Canada has moved to a new Five Cycle test that is supposed to be more accurate than the past “generous” fuel consumption rating test. While I haven’t had the opportunity to tow behind the two featured vehicles yet, I will quote towing numbers, as the chances are if all you need is a four-door to cruise around town, you’re probably not buying a full-size truck, and towing numbers, ability, power and many other features will play into your mind. I think I’m probably the average “towing” guy with a heavy trailer. Enough towing and weight that I need a full-size truck, but also a vehicle comfortable enough for my family to use daily to go back and forth to work. Let’s now step into the powertrain of the “eco trucks” offered by Ford and Ram – two very different approaches to fuel efficiency in the half-ton class. Ford F-150 EcoBoost Ford has been touting its Ecoboost turbocharged line for a few years now. The engine range starts at a little 1.0-litre in the Fiesta,

s EcoDiesel

SPECIFICATIONS:

up to the 3.7-litre in the F-150. Our tester came with the newfor-2015 2.7-litre V6 rated at a whopping 325 hp and 375 lb·ft of torque, and is a $1,300.00 option over the base engine. These are full-size V8 numbers from just a few years ago. My last tester was in 2011 with the 3.5-litre Ecoboost, which produced 365 hp @ 5,000 rpm, 420 lb-ft @ 2,250 rpm. At the time, I was very unimpressed with the fuel consumption numbers, which were above the 2012 Hemi for highway cruising and the same, if not higher, when I towed an empty 3,500-pound enclosed trailer over a couple of mountain passes. This 2.7-litre version performed better. The V6 configuration features twin turbos run through an intercooler, and dual overhead cams with variable valve timing, mated to a six-speed automatic. Ford fuel numbers from its web site: 13.3 city/10.4 hwy/12.0 combined (L/100km). Our Ford EcoBoost test The vehicle was a well-equipped F-150 4x4. Sticker price was in

Ram 1500 EcoDiesel Price: . .............................................................................$66,645 Engine: . .................................... 3.0L EcoDiesel DOHC 24-valve Power: . .......................................................240 hp @ 3,600 rpm Torque: ...................................................... 420 lb.ft @ 2,000 rpm Transmission: . ........................................................8-speed auto Towing Capacity: . .......................................... 9,200 lbs/4,173 kg Fuel consumption (L/100 km, city/hwy): ....................... 11.3 / 8.0 the mid-$45,000 range as equipped. Our week behind the wheel was impressive to say the least. Where comments on my Facebook site ranged from ‘curious’ to ‘what’s the point of a 2.7 in a full size truck’ – I can say power, unloaded, was not lacking and the expected small engine whine wasn’t present at all. The new generation aluminum-body panel truck was more than pleasant and before anyone can talk turbo lag – there was none. The 2.7 would happily fry the tires till the traction control kicked in on bare pavement, and passing in traffic wasn’t an issue at all. The best flat-highway cruising fetched 9.9L per 100 km (28 mpg) but was difficult to maintain, needing a very light foot and endless dash watching to keep in that eco range. Our week-long mixed driving ended up in the 12.5L range or 22.5 mpg. It is very nice to see that the Ford website numbers tracked right into the numbers we saw in our week behind the wheel. Unfortunately, I didn’t manage towing numbers, but the maximum capacity for this truck is 8,500 pounds towing and 2,000 pounds payload in the bed. A friend of mine, a long-time Ford owner, recently bought one and uses it 4-5 times a year to tow his 22-foot Mastercraft ski boat around the Okanagan, and he says it handles it with no issues at all. OCT / NOV 2015 Trucks Plus

NEW WHEELS

Ram 1500 EcoDiesel Before we cry Bias here, yes, I own a Ram, and no, I am not a die-hard Ram owner. Until this truck, every one I have owned has been a Chevy. Okay, now with that out of the way, here we go. Before the issues of 2008, every truck manufacturer had a small-displacement diesel in the works. All dropped them. Along comes Fiat and buys up Chrysler (now a long acronym, FCA US LLC, or FCA Canada Inc.), and along comes a Fiat-built 3.0-litre diesel in the Ram. No, not a Cummins – nothing like a Cummins to drive or otherwise. The 3.0-litre engine generates 240 hp @ 3,600 rpm and 430 lb-ft of torque @ 2,000 rpm. Towing capacity is up to 9,200 pounds, and payload is 1,400 pounds (due to its much heavier weight overall than the Ford, the payload numbers are lower). Note the much lower rpm numbers for both maximum torque and horsepower – typical for diesel engines. An 8-speed automatic backs this engine. From the Ram truck site: 8.0L/100 km highway (35 mpg), 11.3L/100 km city (25 mpg). Our Ram EcoDiesel test The vehicle was well-equipped, featuring air suspension, which lowers the vehicle on the highway to reduce wind drag, and as

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tested, came in at just over $50,000. Keep in mind, our testers are typically quite loaded up to let journalists play with all the toys the manufacturers offer. The diesel engine option is $5,700.00. To allay any fears over an “unknown in North America” engine, despite it being used for years in Europe, the engine warranty is 160,000 km. It sounds nothing like a Cummins; really, when inside, you don’t hear anything relating to diesel engine noise unless you really step on it. No tire spinning here, but a surge of diesel power. The front suspension felt “heavy” over my 2012 Hemi, but the engine, despite the use of aluminum heads, is heavier than the V8 gas engine. After a couple of days, it wasn’t noticeable. Outside, you can hear a slight diesel “tick,” otherwise it’s no different than any modern quiet truck. No cylinder deactivation here like the Hemi – which is a feature I really don’t care for in my gas truck. However, fuel numbers were very impressive, helped along by the 8-speed automatic keeping the diesel in the right torque curve. Driving on a level road, making an effort to drive economically, I managed below 6.0L/100 km (42 mpg). An average highway with variable terrain still netted 8.0L/100 km (37 mpg). Overall mixed driving for the week tallied in at 10.5L/100 km or 26 mpg. Again, no towing here, but I’ve re-booked this truck for a tow to the Oregon Coast and back, so we will put it to a real towing test, typically where diesel engines shine.

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To sum up â&#x20AC;&#x201C; either way, great strides have been made in this truck segment, where it was unheard of to reach numbers in the mid-to-high 30 mpg range, and even over 40 mpg, only a few years ago. Currently, diesel fuel prices are slightly less than gasoline, and the diesel truck requires

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DEF fluid for emissions, but over the last five years, typically diesel has been slightly more. I can say both trucks are impressive, and it bodes well for those wishing to use a pickup as a versatile family vehicle without incurring a huge fuel penalty.

NEW WHEELS

Relaunch

First Drive of the 2016 Toyota Tacoma Story and photos by Howard J Elmer

or 2016, the Toyota Tacoma has relaunched itself for the first time in nine years in, of all places, Tacoma, Washington. A bit corny perhaps, but this location (the entire west coast for that matter) does seem to support more than its fair share of Tacoma owners.

suspension, it continues to drive “heavy” and truck-like – which for many is what they love about it. The base engine on the Tacoma remains the 2.7-litre four-cylinder. This motor is as old as the truck is – but it works. It generates a peak 159 hp, and up to 180 lb-ft of torque. A five-speed manual transmission continues

In a way, it’s this west coast, eco-friendly, off-road outdoors-oriented lifestyle that seems to define Tacoma buyers. It’s hardly surprising, then, that much of what is new on Tacoma is aimed at younger, active purchasers. These guys climb, run, mountain bike, hike, off-road, fish, snowmobile and ATV – and the Tacoma is the vehicle that accommodates this lifestyle. What they don’t do is heavy towing, significant work tasks, carry crews or spend lots of hours in the cab in rugged field conditions. Those are things that other pickups do. And for Toyota, that’s okay. Knowing its market is also why (as you’ll see) Toyota changed what was necessary in this new Tacoma (like adding a permanent Go Pro mount to the inside windshield), but left a lot of other features alone. The first important change is a new engine. Replacing the long-in-thetooth 4.0-litre V6 is an all-new, 3.5-litre Atkinson Cycle V6 equipped with Toyota’s D-4S technology, featuring both direct and port fuel injection. This engine is already in use in the Lexus line, but for Tacoma, it is meant to relieve the poor fuel economy of the old 4.0-litre. It develops a peak 278 horsepower and up to 265 lb-ft of torque; numbers that are not unlike what the old engine produced, but then power was not the problem. The Atkinson cycle is what delivers that increased fuel performance (despite this engine information at the introduction, actual numbers are still not available) but its use does drop power. To combat this trait, D-4S tech switches from port fuel injection (Atkinson) back to direct injection (conventional) when the driver calls for power. This operation is seamless and effectively offers the best of both fuel consumption worlds. My accumulated fuel consumption readout during my drive (around 200 km) was an average of 11.5L/100 km. This is what I felt on the mountain roads of the Pacific Northwest – ample power – when called for. On the other hand, with its solid frame and stout 14 Trucks Plus

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to be offered with the four-cylinder; however, for all other configurations, two new transmissions debut. A six-speed manual and a new six-speed automatic Super ECT with lockup torque converter are coupled to the new 3.5-litre engine. While pushing the truck uphill, I found the new transmission works well with the new engine by often dropping two gears when acceleration is demanded. It’s quizzical at first, but then I figured let the gears do their job and they do. Trucks, unlike cars, don’t need a great deal of restyling at each new generational leap. Frankly, truck buyers don’t like it. Because of this, changing the tin on a new truck is one of the most finicky tasks for a designer. Not enough and the truck looks old; too much and you’ll lose the loyalists. In the case of Tacoma, designers worked both the front and rear of the truck with favourable results. While the wheelbase remains the same,

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the body does stretch just a bit, much of which is found in increased cab space. The front end continues to take on the tough family resemblance it shares with the Tundra and the ForeRunner. Wheels grow, as do the pronounced wheel arches. Embossed sheet metal on the tailgate ensures no one will mistake your Tacoma for any other brand. The interior on the Tacoma is all-new and it’s nice – finally. Toyota has taken heat for its grey plastic interiors, but these are now gone. Colours, materials and soft surfaces are now found throughout the Tacoma cab, so much nicer than the old one. Driving it also showed off something you can’t see – how quiet the new truck is. In fact, along with the new interior comes a new top trim level – the Limited. Toyota, like the Big Three, has discovered that luxury in pickups sells, and they are obliging. Found on the V6 Double-Cab 4x4, the Limited pack-

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NEW WHEELS moonroof, unique exterior details, LED daytime running lights, front air dam, 17-inch alloy wheels, mirror integrated signal lamps, Class IV trailer hitch with 7-pin trailer wiring harness, chrome side step bars, and exterior chrome accents. With its new powertrain, the towing limit on Tacoma has now been raised to 6,500 lb, plus it will handle up to a maximum payload of 1,620 lb. And while both these numbers are important to truck buyers, the fact is, for Tacoma buyers, the following features are probably more important. Tacoma’s excellent off-road reputation is about to take a leap with the introduction of “Crawl Control.” This is a hands-off system that can be set to drive the truck in low-range from one to five km/h without any gas or brake input from the driver. Kinda-like ultra-slow cruise control. Crawl Control also controls power to each wheel independently using information from the ABS system to drive and brake individual wheels as needed to maintain traction and speed. The driver just has to steer. Frankly, the system is remarkable. Because the computer runs each wheel separately, a driver could not reproduce the results the truck can achieve. To demonstrate, Toyota buried a Tacoma up to the axles in soft sand, then with Crawl Control engaged in reverse, it slowly dug itself out – one wheel at a time. This is the birth of a system that will be a future benchmark – count on it. So, what hasn’t changed? The Access Cab still has rear suicide doors; the Double Cab is as big as the truck gets; it still has rear drum brakes and basic leaf spring suspension (though modified). There is still no footwell and the seat is not height adjustable. Box lengths are either five or six foot – but not on every model. The truck gets heated mirrors but no heated steering wheel. Towing limit is up but there is no factory trailer brake controller offered. This is where you can see the compromises that are made when building a new truck. The key, though, to knowing what to change and what to keep is knowing your customer, and to that end, I think Tacoma is just about on

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the money. For instance – for us Canadians, consider that both engines come with a standard heavy-duty battery, starter, alternator and heater, plus a stainless steel exhaust system – for cold mornings and protection against the ravages of winter. In true Toyota form, though, safety systems are increased once again. The new Tacoma will now offer (standard) ABS, Brake Assist, Electronic Brake-force Distribution, Vehicle Stability Control, Active Traction Control and Smart Stop Technology. These are six active technologies that work together in the truck. Also, Tacoma is now outfitted with (class-leading) eight airbags. Tacoma production starts up in Texas shortly and the new trucks should be at Canadian dealers by mid-October. As for pricing, Toyota has decided to hold off till mid-September to release those numbers. However, with the GM mid-size twins out there selling briskly, you just know that Toyota will be pressed hard to price the Tacoma competitively.

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FEATURE

Michelin Defender LTX M/S

Story and photos by LJ Koch, additional photos courtesy of Michelin

n Canada, we love our SUVs, crossovers and pickup trucks. We want them to offer a quiet comfortable ride, handle like a dream, go anywhere we need to go and have enough power when we want to do some serious work. In order for us to get all of that from our vehicles we need some excellent rubber. Michelin introduced the first LTX M/S tire in 1993. The Toronto Blue Jays had just won their second consecutive World Series and Roberto Alomar was a stud. There were only a handful of

SUVs available, with most of them made in North America, and a crossover was something you did on skates. Since then, the whole world has changed...except that Canada is in love with the Jays again. In 1993, an F350 equipped with turbocharged 7.3-litre diesel had 190 hp and 388 lb-ft torque. In 2015, that same truck equipped with 6.7-litre diesel produces 440 hp and 860 lb-ft of torque. As the speed limits, weight and performance get higher on todayâ&#x20AC;&#x2122;s trucks, the downward force on the tire increases exponentially. This means increased friction and heat. As a result, existing tires on the market experience increased wear and decreased longevity. With truck manufacturers in a horsepower/torque space race, Michelinâ&#x20AC;&#x2122;s goal was to engineer the latest Defender LTX M/S to meet the demand of the new trucks without losing the wet traction, low noise and excellent ride quality of the LTX M/S2. A tire that can last 100,000 km or more on these ever better trucks. They wanted to design a tire that upheld the Defender motto of stronger longer. It is very difficult to demonstrate how long a tire can last, so they decided to show us how versatile this new tire is. Michelin brought us to Burlington, Vermont and their 4x4 Center Driving School located at the Bolton Valley Ski Resort. An opportunity to really test what the new technology could do. Looking at it, there is no doubt this new tire is designed for pavement driving, but we climbed into their Jeep Rubicons and headed off into the Vermont wilderness to experience what it can do off-road.

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We began our day with a brief 4x4 driving lesson. It included training on how to utilize left foot braking. We also practised some hill ascent, descent and obstacle crossing before tackling the trail that climbed out of Bolton Valley and to the summit of the ski hill. Before August 1st, you are unable to drive beyond 2,000 feet because the area is the protected habitat for Bicknellâ&#x20AC;&#x2122;s Thrush. The endangered bird makes its home here in this region of Vermont and spends the winter months in Haiti/Dominican Republic. Fitting that we would be testing the new tire here with its goal of lasting for a long and difficult journey just like this hardy bird. During our time in the bush, it was very noticeable how little the tires slipped regardless of the surface. Most people would never take this tire off-road; however, gravel and rock is something it

will encounter. Its ability to stand up on harsh road surfaces that cut, rip and tear both the tread surface and destroy sidewalls, has made the LTX M/S a go-to tire for work trucks. Michelinâ&#x20AC;&#x2122;s new EverTread technology uses a stronger, advanced tread compound that holds up in tougher conditions and delivers improved gravel wear, all-season confidence and better fuel efficiency than the previous model. 24 Trucks Plus

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FEATURE

Our all-season-equipped Rubicons easily made it to the summit and an impressive view of Burlington and the Adirondack Mountains in upstate New York. A very capable tire that, at first look, improves upon a strong heritage. If you are looking to replace tires on your SUV or pickup, this tire should be on your list of contenders. The Defender LTX M/S comes with a 80,000â&#x20AC;&#x201C;115,000 km warranty and will be available in 69 sizes ranging from 15 to 22 inches, starting this fall. Visit your local tire retailer or visit www. michelin.ca for more information. I like what I like, and I like the new Michelin Defender LTX M/S.

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WINTER TIRE GUIDE Let’s start at longevity. Yes I know, it’s well known that winter tires aren’t the longest lasting. But you need to look at it differently. You’re only using them for (at most) half the year. The rest of the year, you’re on your summers or all-seasons. With an all-weather, you’re using that tire all-year-round. And we all know that a tire with any sort of winter compounding gets nice and soft and melts away when the weather gets warm, right? So it makes sense that this one tire that you’re using all-year-round would wear quicker than two sets of tires that only get used for half the year each.

The Great Debate: Winter or All-Weather? Story by Arch Linsao, photos courtesy of the manufacturers

o I know I’ll turn a few heads with this one, but I think it’s time for me to finally put my thoughts on this topic in the hands of everyone who continues to read my yearly rant about winter tires. And to all of you regular readers, you know I’m quite opinionated (some would even call me “passionate”) about this topic, and that hasn’t changed one bit this year. With that being said, the question remains: Am I a fan of this all-weather craze? The answer is no. Now before you all freak out, let me explain. The idea that one tire is able to eliminate the need for a winter tire is mindboggling to me, yet many are jumping on the train like it’s the greatest thing since chicken wings. I’m just not quite sold on it. Personally, I think convenience is the only thing all-weather tires have going for them. But since they’re gaining popularity, I guess that’s enough for some people. Not for me, though. I still think winter tires are the way to go. Sure, maybe it’s not the most convenient thing to have two sets of tires which you’d have to swap over twice a year. But I think that once you look past the convenience benefit, there are so many more benefits to having a separate set of winter and summer tires.

This leads into the cost-benefit of running a winter/summer setup. Many argue that it’s cheaper to run an all-weather, since you’re only paying for one set of tires. Well for initial investment, I guess I have to agree. But if you take the longevity benefit into mind, it actually isn’t much cheaper. That single set of all-weather tires will cost less at first, but won’t last as long as two sets of seasonal tires. So in the long run, since you’ll have to replace that one set of all-weathers sooner than you would your two individual sets of summer/winter tires, there isn’t really much cost savings after all. Now, also take into consideration that there are a limited number of allweather tires on the market currently. Really, it’s only a handful of options, available at only a handful of retailers. And in all honesty, a couple of those all-weathers do cost a fair bit more than conventional winter tires. With many more choices of winter tires available, the likelihood of finding a more cost-effective winter tire option is far greater than that of an all-weather. And finally, we get to the performance benefit. To me, an all-weather tire can be called a “jack of all trades, but a master of none.” Now by that I mean that I’m sure it performs in many aspects pretty well, but probably doesn’t do any one specific thing really great. Basically, an all-weather tire is designed to be good in all situations. But a winter tire is designed specifically to excel in only winter conditions. And vice versa, a summer tire is designed specifically to excel in summer conditions. Naturally, a tire (or anything for that matter) that is designed for a specific purpose would be superior at that specific purpose than a tire that was designed for multiple purposes. Now ask yourself, would you rather have the jack? Or the master? Also, just think about it this way. Running separate winter and summer tires allows you to customize each one to perform the best for you and your vehicle and the conditions you’ll be driving in. You can pick and choose your combination. Whereas with an all-weather, you’re pretty much stuck with whatever is available and you aren’t able to optimize the tire’s performance in any specific area. You just get the one tire that “does everything.” It’s like 2-in-1 shampoo and conditioner. Yeah, that’s all I’ve got. [mic drop]

Featured: Winter Slalom KSi State-of-the-art looks and the ability to take you where you want to go throughout the winter make the BFGoodrich® Winter Slalom® KSI Key Snow & Ice the RIGHT tire for all types of cold weather adventures. The KSI features winter regenerating compounds, which are micro-pores that provide grip mechanism for continued traction on snow and ice. The optimized sipe configuration offers better block stability for improved handling and wear, plus enhanced cornering and braking on snow, ice, slush, wet and dry roads. More hydroplaning resistance and deep snow traction come from full lateral grooves and increased tread voids. BFG’s Etec System, or equal tension containment system, is available on most sizes which basically provides a consistent footprint and maximum tread contact under any speed, giving you better control on the road no matter what the weather. 28 Trucks Plus

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WINTER TIRE GUIDE Featured: Blizzak DM-V2

The Blizzak DM-V2 is Bridgestone’s best winter tire engineered for drivers of SUVs, crossovers, and pick up trucks who want confident performance during demanding winter driving conditions. The tire delivers enhanced traction and stopping power on snow and ice and increased handling on snow - and better overall control in winter conditions.

Featured: WinterContact SI

Continental introduces the all new WinterContact SI with PolarPlus+ Technology for ultimate grip in snow, ice & wet conditions. Traction Grooves improve snow on snow traction and grip. Also features an Alignment Verification system with short sipes on both shoulders of the tire which visually alert the driver of any misalignment before the tires are ruined. +Silane additives in the compound enhance grip on slippery roads and reduce stopping distances..

Featured: Grandtrek WT M3

Dunlop winter tires feature specialized tread compounds and advanced tread designs that help provide superior traction on ice, slush and snow. The Grandtrek WT M3 is a winter tire for luxury SUVs. Highperformance winter traction helps provide powerful grip in all weather conditions. Directional tread pattern with high density sipes helps enhance handling in winter conditions. Lateral zigzag sipes and independent tread blocks help bite through ice and snow. An increased contact patch help enhance the tire’s ice grip and promote long tread life. Featured: Winterforce UV

The Firestone Winterforce UV is “siped and studable” for good winter performance. Its directional, computermodelled tread design helps to deliver confident snow, wet and ice traction. The Firestone Winterforce is designed to deliver a quiet and comfortable ride to get you to your destination regardless of the weather conditions. Its directional tread pattern optimizes wet and dry performance and its high sipe-density three-dimensional tread pattern makes for confident snow, ice and wet traction. Also being pinned for standard studs provides additional traction potential for severe conditions. The Firestone Winterforce UV is designed for light trucks, SUVs and CUVs to deliver a quiet and comfortable ride to get you to your destination - regardless of the weather conditions. Featured: Altimax Arctic The Altimax Arctic has unique grooves and sipes, combined with a modern compound, offering high performance at low temperatures. Its innovative Quad-Tech Smart Tire Technology provides improved handling and exceptional traction on snow and ice. It also features a multi-angle sipe system with 270 degrees of sipes and biting edges that maximizes traction in any direction of travel. The directional tread pattern with its centre stability rib provides enhanced straight-line stability and water evacuation, while the Reactive Contour Technology reacts to different road conditions to maintain optimum contact with the road surfaces. And of course, its silica tread composite allows for cold-weather flexibility for increased snow and ice performance. Featured: Ultra Grip Ice WRT LT / SUV

Goodyear improves on its already impressive winter lineup of the Ultra Grip SUV with the Ultra Grip Ice WRT (Winter Reactive Technology) SUV and WRT LT. The WRT Series is available from commuter cars to light trucks and SUVs and crossovers, featuring two-dimensional blades in the centre zone which offer enhanced stopping and starting power on snow and ice, and three-dimensional tread lock technology blades in the shoulder zone which offer enhanced wet and winter traction as they lock together for confident grip in turns. The directional tread pattern helps channel water and slush away from the tire for enhanced winter traction and handling. 30 Trucks Plus

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ROLL-UP UTILITY WITH A HARD COVER ATTITUDE TruXedo presents the next addition to the roll-up cover line. Titanium is the ultimate combination of hard slats and soft vinyl, resulting in a stylish, low-profile, roll-up cover with the strength and toughness of a hard panel tonneau.

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Handy storage accessories to keep your tools, supplies and loose articles contained.

WINTER TIRE GUIDE Featured: I*Pike RW11

Hankook continues to be a strong force in the winter tire market, offering a great lineup of tires that are comparable with many premium manufacturers but at a fraction of the cost. The i*Pike RW11 is a premium studable winter SUV/Light Truck tire designed for excellent traction on snow and ice. i*pike Rw11 takes the lead in stronger braking power and superior traction in snow condition. More powerful driving and braking forces will give you confidence on wet or frozen roads. The winter stud tire for light trucks and SUV vehicles that provides the best traction and braking performance on snowy and icy roads, maximized snow traction implemented with the Edge Block at centre and enhanced ice performance with the pin arrangement optimized through computer simulation. Featured: I’Zen RV Stud KC16

Weather or not, here you come in the I’Zen RV Stud KC16. This tire features cross-linked sipes to maximize traction and steering precision, five wide channel grooves to improve water evacuation for wet roads, and saw blade sipes to maximize snow and ice performance.

Featured: Latitude Alpin LA2 Designed for today’s CUV and SUVs, the MICHELIN® Latitude® Alpin® LA2 tires provide you with winter safety and mobility, winter after winter. A new generation formula of full silica-based rubber Helio Compound 3G, allows the MICHELIN® Latitude® Alpin® LA2 tire to remain flexible in low temperatures for better winter performance. 3-D Stabiligrip Technology™ with variable geometry sipes, rigid tread block reinforcement, adding firmness for more precise and better handling. MICHELIN® Comfort Control Technology™ helps deliver one of the most comfortable rides in the industry by using computer-optimized design and precision manufacturing to offer greatly reduced vibrations and road noise plus the longevity you expect from Michelin®. MaxTouch Construction combined with the interlocking action of Michelin’s siping technology delivers impressively long wear life by providing exceptional tread block rigidity while optimizing the tire’s contact with the road during acceleration, braking and cornering. Featured: WinGuard SUV

Winter traction and control are the name of the game, as well as the function of the Winguard SUV tire. Superior grip and driver confidence are made possible by the v-shaped directional tread design. A multiple kerf design and five random pitch variation keep noise to a minimum.

Featured: NT90W

With advanced 3D interlocking and multi-wave siping, and a silica-infused compound, the NT90W is engineered for severe winter driving conditions. It is a studless winter tire sized for crossover vehicles, SUVs and passenger cars and made with a unique blend of natural materials that improve winter traction. Crushed walnut shells bite into ice and snow while bamboo charcoal helps absorb water off the road surface. Nitto’s NT90W helps you stay connected with the road, even in adverse weather conditions of ice and snow. Featured: Scorpion Winter

Scorpion Winter has been designed to fit modern SUVs and CUVs, with a special focus on the high-end segment, and provides an important contribution to the driver’s safety as it guarantees maximum stability and control in snow, wet and dry conditions. Featuring best-in-class on snow (braking, handling and traction), excellent braking and handling (in wet and dry conditions at low temperatures) and lower noise and rolling resistance, the Scorpion Winter was rated highest overall in terms of braking, handling, traction in snow conditions, compared with its main competitors. Adirectional and symmetrical tread pattern, modular block geometry, enhanced sipe layout and circumferential grooves allow this tire to achieve such a high rating.

BUILT FOR EVERY ADVENTURE ADVANCED CUT AND CHIP RESISTANT COMPOUND HIGH DENSITY SIPES PINNED FOR STUDS LARGE LATERAL GROOVES VARIABLE PITCH TREAD BLOCKS TOUGH 3-PLY SIDEWALL 3-PEAK MOUNTAIN SNOWFLAKE FOR SEVERE WINTER CONDITIONS

Tackle your truck’s next adventure with sure footed all weather traction. Mud, gravel, sand or snow, Exo Grappler’s unique wide stud drilled lugs & anti-chip polymer compound will have you traversing places you never thought possible. Exo Grappler keeps your adventure in high gear.

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WINTER TIRE GUIDE Featured: Open Country C/T

The Toyo Open Country C/T light truck tire is designed for on-off road winter driving conditions, combining winter performance with commercial durability and traction. The Open Country C/T delivers optimum traction in all off-road conditions including dirt, gravel, mud and snow, while providing a quiet, comfortable highway ride. The tire features a brand-new compound that balances cut/chip resistance with improved winter performance. This was achieved without sacrificing durability, tread life and wet/dry handling, while delivering a quiet, comfortable ride that you would not expect from an all-terrain light truck tire. Featured: Laredo HD/T

The Laredo HD/T gives you serious on- and off-road traction in the winter for long-lasting durability. Improved traction on ice is achieved through heavy-duty DuraShield construction. Studable shoulder design (size #16 studs, where permitted by law) gives you extra traction in extreme conditions. The Uniroyal Laredo HD/T tire has been designed specifically for use in cold weather and severe snow conditions, certified by the marking of the pictograph of a mountain with a snowflake on it.

Featured: iceGUARD iG51v

The new iG51v is the latest addition to Yokohamaâ&#x20AC;&#x2122;s iceGUARD family line. Designed with the latest developments in winter tire technology such as micro diagonal slush and lightning grooves, 3D sipes and a high-density reinforced compound, this tire has an aggressive performance-oriented tread pattern, making it ideal for Canadian winter driving conditions. The tireâ&#x20AC;&#x2122;s unique compound and construction delivers not only great handling but also unexpected long term durability, more even tire wear and improved fuel consumption.

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FEATURE The new-generation Smittybilt X2O winches offer some great features for the price point. A new braking system reduces heat inside the drum, making the winches more compatible with synthetic winch rope. The easy-to-use wireless remote can be disconnected from the cable and used on its own. The 6.6-hp motor is their most waterproof yet, for long life in the elements.

All About Winches Story and photos by Albert Vandervelde

hen you get to exploring deeper into the back roads, the time will come when you get stuck, or turn around due to the possibility of getting stuck. While high-lift jacks and tug straps can help, you always need a friend to help get you out with these tools. There really is no replacement for a good-quality recovery winch on your vehicle. My first winch was a game-changer for my adventures. While I didn’t go out just to get stuck, that potentially deep mud hole in my way, that pile of rocks, or even just wet slick trails or snow were not nearly as formidable as before. Selecting a winch can be an extensive process these days. It seems just about every 4x4 and parts store has branded their own winch. Gone are the days when there was a choice of three – Warn, Superwinch and Ramsey. Today, there is an array of brands, and the price point has come down substantially on quality entry-level winches. While all three of those brands above do offer excellent choices, how they are used while winching - the techniques, safety and gear to make your winch work longer and more effectively - have not changed.

on the novice side or maybe rarely use a winch, so investing into a $1,000+ unit that you “might” use 3-4 times a year may not be your first choice. The Smittybilt 10,000-lb waterproof winch featured here is a typical mid-range for cost winch. A winch is rated on the first layer of wire on the drum; each added layer of cable reduces max pull capacity - typical to any winch. Layer 2 – 9,100 lbs, layer 3 8,570 lbs, layer 4 – the top layer, 7,950 lbs for this model. A full 10,000-lb pull will draw 380 amps a minute of power. Line speed is also directly affected by load on the winch, and these numbers can vary a lot between winch brands. The Smittybilt has a 31footper-minute line speed with no load and 7 feet-per-minute under full load.

How much winch do I need? There is nothing worse than installing a winch without enough pulling power. The typical rule is, a winch should have twice the pulling capacity of your vehicle’s weight. A 3,500-4,000 lb Jeep will need an 8,000 lb winch, a 4,500-5,000 lb vehicle a 9,000 lb+ winch. For a full-size truck, expect to purchase a 10,000 lb+ winch. If you’re big into mud – err on the high side – mud can build and cling and suck onto your vehicle in the worst way, adding pounds of resistance to your pulls. Only you can really know what you need – but I tend to err on the high side myself, hence why in the compact 4x4 world of Jeeps & Toyotas, the 9,000-10,000 lbs. bracket is the most popular. Many of these winches contain the same HP motor and add gearing to increase the capacity they are rated for, so in this case, speed is reduced. I am not the biggest fan of the fastest winches on the market; rarely, unless you are competing in events, does line speed come into play. Buy quality over line speed. Mounting Having a solid mounting point is very important. Think about a double line pull using a pulley, which can add upwards of twice the winch’s capacity on your frame and bumper. There are some

The winch If you’re digging into this article, we are expecting that you are

Mounting systems come in all shapes and sizes. This Trail Ready full replacement bumper system adds serious beef to the front of a full-size truck, and bolts directly to the frame.

The controller can either be plugged into the control box or used as a wireless remote. There is a switch on the side of the control box to turn off the wireless option.

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excellent bumper and mounting systems on the market, from addon systems to your stock bumpers to full replacement bumpers like this Trailready HD steel replacement unit, but don’t skimp on the strength for your winch mounting point.

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It’s important to have a good-quality battery when using an electric winch. A hard pull can draw upwards of 500 amps on a typical winch. The stock battery in your SUV or truck will be rated at 750-800 amps. These Odyssey batteries are rated at 1,200 amps, have built-in reserve capacity, and can take the shock and bouncing of off-road driving.

Making it run I hear complaints that the winch a person has bought doesn’t pull as hard as they thought. A winch is only as good as its power source. Most electric winches can draw upwards of 200500 amps of power in a typical strong pull, giving you only a couple of minutes of pulling power on a low-end battery (your vehicle’s engine should be running, if possible, during winch pulls, to aid in power recovery). Your typical modern SUV will have a 750-amp battery with a long recovery duty cycle, which can deteriorate over time. Upgrading to a quality battery in the 1000+ amp range with good reserve power is essential to make your winch work to its capacity. Modern cars also have decent amperage alternators today in the 140-160 amp range. If you are running an older vehicle, yours may be no more than 60 amps (max amount of amperage per minute an alternator can supply back to the battery). Upgrading your alternator will give you the best possible battery recovery.

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Tools of the trade So you bought a winch – now what do you need? A winch is just a tool, just like the mix master on your kitchen counter; it

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A winch is only as good as the tools you pack with you. Tree straps, extension rope, shackles, gloves and other assorted tools go a long way in adding flexibility to your winch. See the full selection of BESTOP easy access products at

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40 Trucks Plus

needs some accessories to get the most from it, and safety is a huge factor, as well. Many winch manufacturers have winch kits in nice bags to get you started – buy one if your winch choice doesn’t come with one.

OCT / NOV 2015

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Your typical winch accessory bag should contain: - 2 or more shackles (rated 2x your winch) - A strap to wrap around trees - Gloves to handle the cable - A weight to place on the winch line - A winch pulley (snatch block) - Extension line for long pulls. Steel cable vs winch rope Winch rope has become a very interesting addition to the utility winch crowd, but it isn’t for everyone. Winch ropes are typically a braided nylon cell-type material, which weighs much less than its steel cable counterpart, has a much higher breaking strength than steel, and tends to store less energy and has less mass in case of a breakage in the line. All good reasons to spend the extra dollars right? Well, not always so.

Winch rope and steel line come in various sizes and pull strength. Steel line has been the go-to material for winch cables for years, but in the past ten or so years, marinegrade synthetic rope has become very popular as a lightweight, safer option – but it too has some drawbacks.

Winch rope can cut much easier than steel cable on sharp rocks, and use in muddy conditions means dirt and mud can soak the rope and get grit inside the rope fibres. Abrasive sand can literally eat a rope from the inside out (this also goes for your tug straps too). They need to be kept clean in these instances. I’ll be the first one with my straps and winch ropes soaking them in water the first chance I get, to get the sand out of them so they have a good full life. So you should buy steel then? While steel rope can take a lot more punishment, they tend to create barbs along their length, so should never be handled without gloves. If not wound onto the winch drum correctly, they can get crushed, and a steel cable with a crushed section should be replaced ASAP. They also store a lot of energy, and if a break occurs, a wiping steel cable can cause considerable damage to people and your vehicle. Okay, scare tactics over – take care, and use safe winching techniques, and both will work very well for you in the right conditions! When opting for a synthetic rope for your winch, a heat shield on the drum is recommended. Most braking systems on winches are contained inside the drum, and they can build a lot of heat and melt the rope. Slideable abrasion covers are also common when using winch rope, so they can be slid into position around rocks and trees to protect the winch rope.

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FEATURE Safety when winching This part can’t be stressed enough. Winching can be very safe for everyone and an amazing tool for the off-roader, but like any tool, you need to take care: - Always use gloves when handling the rope (steel or nylon). Keep everyone standing around at least the length of the extended cable away from the winching operation in case of a line breakage. - The safest place for the winch operator is in the cab of the vehicle, with the hood up. A flying winch hook can cut through a windshield like butter. Every kit needs a tree strap. A great source is logging supply companies if you can’t get one from your favourite 4x4 store. Wrapping your cable around the tree will not only harm the tree, but will potentially damage your cable.

- Never wrap your winch cable around a tree and hook it onto itself. Always use a strap. This way, you don’t damage the tree (you may need that tree again someday) and the hook creates a stress breakage point on the cable.

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A typical pulling technique that works when you need to lift the front of the vehicle slightly while pulling forward. A good typical use is in mud, where pulling straight will plow more material up around the axle and into the engine bay. A good strong tree is needed for this type of rigging along with a pulley and a tree saver.

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FEATURE Using a line weight greatly reduces the risk of a broken cable flying into the air and potentially hurting someone. This bag is designed just for this task, and each pouch can be filled with rocks or anything else to add weight. No line weight? A floor mat or jacket can be a substitute.

- When winching another vehicle out, make sure to use proper attachment points on the vehicle being pulled. - Take caution when winching on a angle to make sure the cable is not binding in the drum – stop, re-spool, and continue when possible. - In a hard pull, remove as much line from the drum as possible. Your winch is rated at max capacity at the drum, and pull capacity is reduced with each extra layer of cable on the drum. Use a pulley to return the cable back to the vehicle if needed. - When attaching the hook to the pull point, face the open side of the hook upwards. This will help drive the line into the ground rather than up into the sky in the case of a hook failure. - Never reach in to grab a slack cable when winching is taking place. A vehicle can easily

Despite it looking like a double line pull, as the line does not return to the vehicle doing the pulling, this in only a single line pull. It does show a way to rig a pull to assist a vehicle having an issue in front of you moving forward.

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roll back and cause considerable harm, and in most cases, the driver who is winching can’t see you. Devise a hand signal system that works for you. Most of the time, someone outside the vehicle can’t be heard by the driver, and to many people, shouting is very distracting, so pick a single person. The standard winch rigging hand signals are: Arm in the air turning hand up – winch in. Hand pointing down - turning winch out. Hand in air tapping thumb and fore finger – inch in. Fist in air - stop until told to do otherwise. Always check that your winch is operating properly and your charging system is working well, and that your cable doesn’t have any damage before a trail adventure. Being safe is the best way to have fun on your adventures!

Every tool kit should have a pulley or a “snatch block.” This aids in angled pulls, and when doubling the rope back to your own vehicle, you can double the pulling ability of your winch.

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OFF-ROADING

Vegas to Reno

Story by John Harwood

f you are planning a road trip from Las Vegas to Reno, Nevada, and you wanted directions on the fastest route to take, you might want to ask Jason Voss. Going into the 2015 General Tire Vegas to Reno Off-Road Race presented by Fox Shocks, Jason had won the previous two Vegas to Reno races. Whoever would win the 2015 race would have to overcome the extreme harshness of the Nevada desert over the two days of August 14th and 15th. This year’s race started in Beatty and finished in Dayton, with 14 pit stops along the 543-mile

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course. Race teams from 25 states and 10 different countries competed in 39 Trophy Trucks, 24 Open Wheel Unlimiteds, 50 UTVs and more, totalling 333 entries. The Vegas to Reno race is known as America’s longest, most gruelling off-road race. Bryce Menzies in his Red Bull Geiser Bros. Trophy Truck had the fastest lap in Qualifying with an average speed of just under 90 mph. Justin Lofton was second and in third was Eduardo Laguna in RPM Motorsport’s Class 1500 Geiser Bros. Buggy. Just outside the top three were BJ Baldwin, Apdaly Lopez and Jason Voss in his Jimco TT rounding out the top six.

Well, for the third consecutive year, Jason Voss {Voss Motorsports} took the win in a time of just under 9 hours, more than 30 minutes ahead of 2nd place Luc McMillin. Battling silt rock, severe washouts and rain ruts, Voss got to the front and never looked back. Canadaâ&#x20AC;&#x2122;s Tracy Graf was in front at race mile 100 on corrected time, until Voss pulled away. Not only did Voss catch up to win the race, he increased the distance between himself and the rest of the pack until the very end of the race! Total domination by the Voss Motorsports team. Second qualifier Justin Lofton dropped back after the start of the race. He had the misfortune of having eight flat tires

during the race. In spite of this, he still managed to finish in 9th spot. It was a close battle in the 1500 class (open-wheel unlimited buggies) between Eduardo Laguna and Cody Parkhouse. Cody was 24th off the line and by halfway, he had a 7 50 Trucks Plus

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OFF-ROADING Jason and Derek Murray of Murray Motorsports on a Can Am Turbo finished second and Brandon Schueler in a Jagged X Polaris Rzr took third. Many eyes were on Johnny Angal in the new Polaris Rzr Turbo. He had a slow start but charged hard getting faster as the race went on. He finished in fifth place. The 2015 General Tire Vegas to Reno Off-Road race is in the books. A nice presentation by Fox Shocks and a long gruelling race living up to its name. A ThreePeat by Jason Voss and Voss Motorsports who can almost claim they own this race now! A claim I’m sure they won’t make because of the respect for the Great Nevada Desert. All of the teams that had to change flat tires will surely agree!

minute lead! Unfortunately, he also had tire issues later in the race. Only having one spare tire on board left them short near the end. Parkhouse limped in with a flat tire in 4th place in class. Laguna got top place in class. In the UTV class, for the first time, they had to run with the big boys. This would be tough due to the 200 race vehicles ahead of them chewing up the course. In first place was Justin Lambert of Cognito Motorsports. Justin, driving a Polaris Rzr, had to overcome some 20 minutes of down time after co driver Justin Sheakley got the Rzr’s bumper tangled with the rear bumper of Cody Nyguen while trying to nerf him out of the way. In Justin’s defence, he did honk his horn first. They lost time repairing their skid plate, got back into the lead by the half way point, and stayed there.

52 Trucks Plus

OCT / NOV 2015

In the end, if you’re looking for the fastest way from Vegas to Reno, I would recommend the highway, unless you have the best race vehicle, the best race team and a lot of spare tires.

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TRUCK GUY

Snowplows 101

Story by Ian Harwood, photos courtesy of the manufacturers

know we are just at the end of summer and about to enter into autumn, but there is nothing wrong with being prepared for the upcoming winter. We are probably going to see snow this season, so let’s talk about snowplows. For most people who are just using a plow for clearing their own driveway, a straight-blade will more than likely be just fine. Snowsport offers a personal plow that is perfect for the homeowner. This system attaches to a front-mounted receiver just like a boat trailer would. The U-shaped bracket is connected to the receiver, and the snow blade rides up and down on these bars to allow for change in the terrain you’re plowing. Because there are no hydraulics involved, all you do is back up and the snow blade lies back skimming over the surface. When driving forward the blade automatically re-engages for plowing. When you are finished, lift the blade back over the push frame into the transport position. The cost of this option is $1,644. K2 is another brand of snowplow designed for the homeowner with acreage. Designed to work with a front receiver hitch, just like the Snowsport, it simply slides in the receiver and locks in place with a hitch lock. The winch is controlled from inside the cab and will raise or lower the height of the blade. The blade comes with a hardened steel cutting edge scraper, rubber snow deflector, skid shoes, and plow markers. It is available in 82, 84, and 88-inch lengths. Cost is $1,315.

If you require a more durable or commercial-grade snowplow, check out Meyer plows at www.meyerproducts.com. I have used these plows in the past and found them to be exceptional in quality and performance. You may want to go with a multi-position plow. These plows are up to 50 percent faster due to the fact that you can reposition the blades to all straight-blade positions in addition to the scoop and V positions. This makes the plow adaptable to nearly any job you need to do. When it comes to the composition of the blade, you have the choice between steel and poly. The vast majority of snowplows on the market today come with steel blades, although the poly plows are becoming more and more popular. The reason for the growing popularity is that poly is just as strong as steel and maybe stronger. They also have a lower coefficient of friction, which saves on fuel costs and is easier on your vehicle. The poly plows are also saturated with colour all the way through, so nicks and scratches do not show like they do with steel, plus they do not rust. Attaching and detaching the plow is very important as well. You do not want to be freezing and trying to deal with getting a blade on and off your truck. Try the attachment system for yourself at the dealer so you can see firsthand how easy or difficult it is to use. Most snowplow makers use a single halogen light bulb, which are not bright enough; some makers have come out with dual halogen bulbs with the option of upgrading to High Intensity Discharge. These HID lights are four times brighter than standard halogen bulbs and also last ten times as long. Hydraulics is probably the most important part of the plow, along with the controls. Be sure that the hydraulics system is dependable and the controls are simple and easy to use. Go for quality rather than trying to save a buck. Remember “you get what you pay for” definitely applies here. Cost for these units are $6,000 to $8,000, depending on the model. When it comes to the warranty, be sure to know exactly what you are getting and what the warranty covers. Some only cover parts, while others cover parts and labour. Warranties are usually either one year or two years, so pay attention to the warranty. Take all of these things into consideration when shopping for a snowplow, and you will be able to choose the right one to suit your needs.

54 Trucks Plus

OCT / NOV 2015

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RV-ING

Airstream International Serenity 30

Story and photos by Howard J Elmer

irstream trailers are unique within the mass of manufactured RVs available today, but they didn’t start out that way. To really understand what an Airstream “is” you really do need to know some of its history, because more than any other brands, it wears this legacy on its sleeve. It all starts with Wally Byam, creator of Airstream, a self-made man who enjoyed the freedom of camping and the open road – just not the sleeping on the ground part. His first trailer started out as a home-built tent contraption on a Ford Model T chassis; he soon replaced the leaky tent with a teardrop shaped hard shell and then added a stove and ice chest. Built for his personal use, Wally’s trailer soon gained admirers on the road. This attention convinced him that this was a promising business. That was in 1929.

of this brand – one that, from a practical viewpoint, almost doesn’t make sense. If I compare an Airstream trailer on merit alone to other current RV offerings, I’d have to concede that they are expensive and lack the room that new units with slideouts offer. Within this space, the Airstream is also limited in what layouts it can offer, and the rounded shape also reduces headroom. But, here is where the fascination begins. Despite these shortcomings, Airstreams not only command a premium price when bought new, but they are unchallenged in holding their value as they age. Of course, on the other hand, I also see that an Airstream never looks dated. Its timeless design guarantees that the trailer you own is as new as any that roll off the line, regardless of the year of manufacture. Not

Wally started building trailers in his backyard, but it would be more than ten years before the mass-produced aluminum-bodied trailers we know today came into being. That pivotal shift in manufacturing came after Wally Byam had been working with Curtiss-Wright, an aircraft manufacturer, during WW II. There, the use of aluminum and sleek aerodynamic aircraft design rubbed off on Wally. That, and a suddenly idle manufacturing plant at the end of the war, created an opportunity. A sleek, riveted aluminum lightweight body was created and outfitted with all the conveniences that could be stuffed into that shell. It caught on right away. Airstreams have been built much the same way ever since. But today, an Airstream is much more than just the shape and the riveted aluminum body that has been its hallmark since the war. In that time, it has gone from an ultra-modern design to what today we would call a “Classic.” In fact, Airstreams today are in a class by themselves, yet as a whole, they have come to represent RVing as a lifestyle and the freedom that is associated with it. This is pretty heady stuff for any brand. And for Airstream, I can see that this legacy is both an advantage and a burden. The reason I’m starting my review of the International Serenity 30 with these musings is because I’m fascinated with the cultural significance 56 Trucks Plus

OCT / NOV 2015

to mention this shape and look is what initially attracts most buyers. It’s a unique, artsy look that says – “hey, I’m different.” Of course, from a marketing point of view, this is what every builder is going for. But with Airstream, what sells those lookers, I think, is the interiors. This is where Airstream designers do have license to be creative – as long as their vision fits inside that iconic aluminum shell.

SPECIFICATIONS: Airstream International Serenity 30 Exterior Length: ............................................................... 30’11” Exterior Width:...................................................................8’5.5” Interior Width:........................................................................8’1” Exterior Height with A/C:.......................................................9’9” Interior Height:...................................................................6’7.5” Hitch Weight:..................................................................... 880 lb Dry Weight:.................................................................... 6.382 lb GVWR:........................................................................... 8,800 lb Fresh Water:.............................................................54 gal (US) Grey Water:....................................................................... 38 gal Black Water:...................................................................... 38 gal Water Heater....................................................................... 6 gal A/C w/heat pump:....................................................15,000 BTU Furnace:...................................................................30,000 BTU LP Gas:............................................................................... 60 lb

Watch how it works!

Test unit supplied courtesy of CanAm trailer sales, London, ON.

The company does work very hard at creating one-off stunning interiors. Over the years, they have created some great looks as well as partnering with companies like BMW and Eddie Bauer to bring an even greater flair to its interiors. In the case of the Serenity 30 I tested, the theme of the décor (called Salsa Ultraleather) is tranquillity. The company says every interior shape, surface and colour is designed to envelop the mind and body in a soothing den of luxury and comfort. The Serenity is meant to capture tasteful “East meets West” elegance with Corian countertops,

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58 Trucks Plus

OCT / NOV 2015

handcrafted curved cabinetry and accents of lemongrass and rice paper that deliver luxury and tranquillity in one harmonious design. This, of course, is marketing-speak – but I must admit I liked it. The colour scheme inside is anchored with a vibrant red (leather in the dinette and couch) and white in the bedroom. Earthy natural reds and browns are used as accents. In fact, it’s hard not to go on about the colour scheme in this trailer, but after some time I also realized that this palette worked perfectly with several other features. The windows, the trailer lighting and the semi-skylights (built into the curvature of the roof) all highlight the colours. Also, the use of

the exposed aluminum shell as a backing for many features blends beautifully and achieves the overall effect the designers were going for. As they describe it - a calming, light spirit. One of the Airstream models is called the Land Yacht; however, this term could be applied to all of them, because of the central hallway design such as that which is found on all yachts (no slideouts on those). Everything opens off and leads to the centre walkway. This design also offers practical advantages – particularly height-wise, as the rounded roofline drops off at each side, so keeping foot-traffic to the centre of the trailer makes sense. Our Serenity had a front entrance and an L-shaped couch that received visitors. The galley is across from the four-seat dinette – logical and convenient. Past this, the shower and toilet are separated. This is a nice feature and also a nod to modern tastes in bathroom design – specifically the need for more space. This shower is large with a built-

GMC Canyon Story and photos by Howard J Elmer

he all-new 2015 GMC Canyon has returned to the market as a completely new truck – one that gives buyers the option of buying a new mid-size, a segment that has been neglected in the truck market these past few years. Canyon is available in extended cab and crew-cab four-door models with either a 2.5-litre four-cylinder or 3.6-litre V6 engine. With the larger motor making 305 hp, a max tow rating of 7,000 lb is realistic. In fact, the Airstream I towed with the Canyon put all its abilities to use – maxing out its tow rating. For a trailer this size, we did use an equalizing hitch which made all the difference in smoothing out the ride and helped to handle the weight. Airstreams are known for ride quality. The shape, height and positioning of the axles contributes to a tight, easy following trailer. This was true of my experience while towing with the Canyon. On the highway, the trailer tracks tightly with the truck and feels ”light.” In part, this has to do with the relatively low height of the Airstream. With the equalizing hitch, there was no lurching or hobbyhorsing, just a steady, easy pull. Cornering with the Airstream is another story. While the trailer tracks well (as I said), the tail-swing is something owners need to keep in mind. There is a lot of trailer behind the rear wheels and it requires watching out for what’s behind you as well as what’s in front during parking lot manoeuvres. Still, overall, I found this Airstream to be one of the better towing units I’ve pulled. The new Canyon can be had with either of two next-gen engines. Both are powerful and also more fuel efficient that those that came before them. For instance, the base four-cylinder is rated at 8.8L/100km highway, while the V6 only pushes that number up to 9.2L/100km. Certain models are also available with a six-speed manual transmission (fewer and fewer trucks offer manuals these days), while all others use a six-speed automatic. Some other features that make this new GMC a decent tow vehicle are a fully-boxed frame, coil-over front suspension with aluminum knuckles, electric power steering and four-wheel disc brakes with four-piston front callipers. To shed engine heat, GMC has added active aero grille shutters for cooling and enhanced aerodynamics. 60 Trucks Plus

OCT / NOV 2015

in seat in a completely enclosed moulded cabinet. The pebbled glass door is attractive and a privacy feature. Meanwhile, the toilet across the hall features a hard door, nice counter top with round sink, and lots of storage space in sliding opaque door cabinets. In this trailer, the rear bedroom offers a walk-around bed, with nightstands and hanging closets, while above the bed, sliding glass in the ceiling hung cabinet is backlit to create a centre focal point in the room. It’s this attention to detail and decor that makes Airstream unique. For that matter, each model of Airstream is offered in multiple floorplans, which gives customers a chance to find that exact interior that speaks to them. The kitchen in this trailer is right-sized with a decent counter space and a small flip-up extension on the door side for more prep room. The microwave is under the counter right beside the stove (no oven) that has a full fold-down cover. Above it all is a range hood with exhaust vent. The refrigerator/freezer is found across the aisle and requires a few steps to access. The dinette is what’s directly across from the prep area. This is also where the flat-screen TV is found, giving the most direct viewing option to those seated on the L-shaped couch and in the one side of the dinette. As for storage, it’s worth noting that there is a significant number of closets, cupboards, drawers and under-seat storage in the trailer. The reason you’ll want to notice this is because there is almost no basement storage in an Airstream. This relates directly to its low-profile design. Consider that with a roof-mounted A/C unit, its max height is only 9-feet, 9-inches. While Airstream could add height, they don’t; it would mess with the look of the unit, and when all is said and done, the “look” of an Airstream is so very, very important to its owners.

LED LIGHTING Quick & easy ways to update your truck! LED Tail Light Set

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GEARING UP Mickey Thompson Introduces the Deegan 38 Wheel Line Mickey Thompson Performance Tires and Wheels has recently introduced a new wheel line developed with six-time Lucas Oil Off Road Racing Series Champion Brian Deegan, called the Deegan 38 wheels. The wheels are available in two exceptional styles for street truck, SUV and Jeep - the Pro 2 Black and the Pro 4 Black. The heavy-duty Deegan 38 Pro 4 Black features a race-inspired eight spoke design with a two-stage matte black finish and a logo-crested pop-top centre cap, and is available in 15- to 17-inch fitments. The Deegan Pro 2 Black also has an eight-spoke design with a two-stage matte black finish. It is available in 15- to 20-inch fitments. For more information please go to www.mickeythompsontires.com

Dee Zee’s New Crossover Padlock Tool Box Dee Zee’s new Crossover Padlock Toolbox features a patented, recessed padlock design making it virtually impossible to cut the shackle. The .072 aluminum construction and keyhole-sliding latch takes 2.5x the prying force to pop the lid. The box is loaded with professional features like a white steel tray, real rubber gasket and electrical access port. It is made for use with Bolt locks that open with your truck’s unique key. It is available in raw aluminum or a stylish textured black finish, and fits most full-size pickups from Ford, GM, Dodge(Ram), and Nissan.

New Thumb Turn Latches for Undercover and Extang Tonneau Covers from Bolt Locks The Undercover Elite, UnderCover Elite XL and Extang EnCore tonneau covers now feature Bolt’s one-key lock technology in a new thumb turn latch. The one-key technology permanently programs the locks on the tonneau covers to the truck’s ignition key using spring-loaded tumblers that move the first time the key is inserted into the Bolt Lock cylinder which immediately codes the cylinder to that unique key. Bolt locks are available for many Ford, Ram, Toyota, Nissan and General Motors truck models including GM’s new centre-cut highsecurity keys.

For more information please go to www.deezee.com

For more information please go to www.boltlock.com

KC Hilites 3-Inch C-Series C3 LED Pair Pack System

New Ceramic Coated Long Tube Headers for 1966-1977 Ford Bronco from Drake Off Road

The new C3 Square LED lights from KC Hilites are both compact and bright, making them extremely versatile. The lights can be mounted in the A-pillars or bumpers of the vehicle to provide great LED spot or flood lighting, which is ideal for your off-roading needs. The lights come with brackets, a complete wiring harness, and LED lifespan of 50,000 hours. The lights themselves feature 1,080 Lumens per light with 12 watts each. The housing is made from die-cast aluminum and the colour temperature of the lights is 6000K. For more information please go to www.kchilites.com 62 Trucks Plus

OCT / NOV 2015

The new Drake Off Road ceramic-coated long-tube headers for 196677 Ford Broncos with either the 289 or 302 engine are engineered to make strong power and torque throughout the RPM range with mandrel-bent 1-1/2-inch primaries and 3-inch collectors. The silver polished ceramic coating provides the ultimate thermal protection which contributes to reducing underhood heat, which allows the engine to produce more power. Each header is made with extra-thick laser-cut flanges to guard against warping, as well as heavy-wall 16-ga tubing for maximum durability. For more information please go to www.drakeoffroad.com

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SEE NEW PRODUCTS • EXPLORE NEW TECHNOLOGIES • EXPERIENCE NEW TRENDS • MEET MANUFACTURERS

NOVEMBER 3–6, 2015 LAS VEGAS CONVENTION CENTER LAS VEGAS, NV

GEARING UP HOOD PROTECTORS AND SIDEWIND DEFLECTORS

New Hellwig Rear Sway Bar for Chevy Colorado and GMC Canyon

Easy Installation / Maximum Protection

Hellwig’s new rear sway bar for the Chevrolet Colorado and GMC Canyon mid-size pickups are able to fit both the 2WD and 4WD models of the truck. The bar is made from heat-treated, solid chromoly, one-inch steel which improves handling and safety while reducing body roll in either daily driving or tow/hauling situations. The Sway Bar kit comes with adjustable end links as well as having two holes in the arms to allow for rate tuning to the driver’s load and specific driving style. The kit comes with all necessary hardware and requires no drilling or welding for installation. For more information please go to www.hellwigproducts.com

Bestops TrekTop Pro for 2007-2015 Jeep JK Wranglers

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The Trektop Pro from Bestop is a true hybrid top that is able to integrate an easy-lift rear glass hatch of a hardtop with the advantages of a soft top that has no zippers. It features Bestop’s Sunrider flip-back panel for open-air driving, and sliding glass windows for extra ventilation. The top is easy to install or remove and has an integrated defroster connector that can be hooked up to your factory wiring bundle. It is made from premium 30-oz. triple-layer black acrylic twill fabric and is available for 2007-2015 Jeep JK Wranglers. For more information please go to www.bestop.com

G2 Axle & Gear Introduces New Axle Truss for 2007+ Jeep Wrangler

G2 Axle & Gear is proud to introduce its new axle truss for 2007+ Jeep Wrangler, which provides a great platform to run large tires with minimal modifications. When larger, heavier tires are installed on a vehicle, they are known to result in bent axle housings when subjected to hard use. The new axle truss is made to reinforce the stock Jeep JK axle housing and prevent bending. The truss is CNC laser-cut from 3/16-inch thick steel and precisely formed for an exact fit. The front truss kits are available for either Dana 30 or Dana 44 applications, while the rear axle trusses fit both Rubicon and standard Dana 33 axle housings. For more information please go to www.g2axle.com

64 Trucks Plus

OCT / NOV 2015

GEARING UP Rugged Liner Premium Rugged Cover 2 Hard Folding Tonneau The new Rugged Cover Hard Folding Tonneau Cover from Rugged Liner is designed for use in all seasons and features a new lower profile and lighter weight than the outgoing model. It features two rear nighttime cargo lights, cab dust seal and levelling locks, and gives you the option to drive with the cover in the open or closed position. Itâ&#x20AC;&#x2122;s manufactured from aluminum top and bottom panels with solid foam in between and finished with a black textured powder coat. Available for most domestic and international pickup trucks, the cover is simple, quick and easy to install with no assembly or drilling required. For more information please go to www.ruggedliner.com

Jeep Wrangler Adjustable Lift Kits from Pro Ryde Pro Rydeâ&#x20AC;&#x2122;s progressive Lift Levelling Kit is able to provide adjustable ride height choices, and is available for both the front and rear of your 2007-2015 Jeep Wrangler JK 2-door and 4-door. The front kit allows front lift options of 1.5-, 2-, 2.5-, or 3-inches which clears room for up to 35-inch tire and wheel combinations. The rear lift kit allows it to be

lifted 1-, 1.5-, or 2-inches and includes a rear track bar relocator bracket to properly centre the rear axle. Both kits are made from high-strength steel & 6005/HT5 aluminum components, and come with 10.9 grade hardware. For more information please go to www.proryde.com

Cold Air Intake for 2003-2007 Ford Powerstroke from Sinister Diesel

The Sinister Diesel Cold Air Intake for the 2003-2007 Ford SuperDuty with the 6.0-litre Powerstroke engine is manufactured from aluminum rather than plastic for maximum durability and heat dissipation. It is CNC mandrel-bent and has a filter-to-turbo connection for maximum flow and air supply. It boasts superior heat-resistant silicone couplers instead of the factory standard rubber couplers. The intake installs easily in just a few hours with common tools and minimal experience necessary. It is finished in a polished and powder-coated Sinister Blue colour for a clean and distinctive look under the hood. For more information please go to www.sinisterdiesel.com

Top-Quality Driveshafts for Pickups, 4x4s & SUVs!

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66 Trucks Plus

OCT / NOV 2015

GEARING UP BedRug for 1976-1995 Jeep Wrangler CJ7 and YJ

BedRug’s new Jeep floor and cargo liner kit replaces the 1976-1995 Jeep CJ7 and YJ’s OEM carpet and is custom-molded to fit each application flawlessly. It installs easily in minutes and doesn’t require the removal of any seat brackets. It comes as an eight-piece front and four-piece rear system, and allows the individual pieces to be removed and hosed off or cleaned if required. The material is 100 percent waterproof in order to ensure it doesn’t absorb any water, and therefore will not stain, stink, mold or mildew. For more information please go to www.bedrug.com

68 Trucks Plus

OCT / NOV 2015

NEW

Premium Rollup Tonneau Cover Removable Cargo Light

Front Release Knob

Quick Release

Vinyl Tensioner

Front Clamp

Rear Clamp

Features:

Rails mount to inside of bed for low profile appearance Easy installation - some tools required z Vinyl tensioner adjusts to weather conditions z Drive with the cover in the open or closed position z OEM tailgate lock can provide additional security z Sleek appearance & improves gas mileage z Removable nighttime cargo light included z z

Patents Pending Warranty Limited Lifetime

Premium Net Pocket Bedliner

NEW

Tough Affordable Protection

Optional - Cargo Net Divider (Organize Your Cargo)

Before

After

Features:

Rear side storage pockets with red nets included Keep small items from sliding around z Optional - short or tall bed net available in red z Made of durable, high density polyethylene to protect your investment. z z

Patent No. 6,827,385 Warranty Limited Lifetime

This guy is in deep.

“Hello, sir... yeah it happened again”

Who takes an RV trip in the snow? We would have to disagree. This was clearly not a happy day.

Perhaps he should’ve thought twice before going in there. 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! 70 Trucks Plus

OCT / NOV 2015

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