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CONTENTS

Truck King Challenge

A new winner is crowned at the 2013 Canadian Truck King Challenge...pg 12

G-Class

SEMA 2012

Mercedes hasn’t messed with a good thing ..pg 20

Raid Truck

Take a look at what we saw at the 2012 SEMA Show ...pg 29

Chasing Kites

What does it take to survive 16 days of the Dakar Rally? ...pg 38

Also Inside

Fresh Tracks--------------------------------- 4 New Wheels: Hyundai Santa Fe --------- 22 New Wheels: Mercedes GL-Class---------- 26 Feature: Bio Gas ---------------------------- 32 Feature: Car based pickups ---------------- 35 Feature: Gearing Up ---------------------- 42

A Guinnes World Record trek across the Outback ...pg 46

RV-Ing: 2013 Roadtrek Ranger RT ----- 50 Project: Bedrug Installation -------------- 53 Project: Extang SolidFold Installation -- 55 Gearing Up -------------------------------- 58 Stuck Trucks - ----------------------------- 62

DISTRIBUTION PARTNERS

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

FRESH TRACKS

Volume 5, Issue No. 6 December 2012/January 2013

Ram Dominates Texas Truck Rodeo

Publisher/Editor: Dean Washington

dean@rpmcanada.ca

Associate Publisher: David Symons david@rpmcanada.ca

Advertising Inquiries: sales@rpmcanada.ca Circulation: Brenda Washington brendaw@rpmcanada.ca Editorial Coordinator / Graphic Design: Jordan Allan jordan@rpmcanada.ca Controller: B.M. Walker 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 Budd Stanley

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Trucks Plus

DEC 12 / JAN 13

When we sampled the new 2013 Ram 1500 last issue for the truck’s launch, we were impressed with the gains Ram made with its new truck. Well, it seem as though we were not the only ones taken with the 1500, as the Texas Auto Writers Association named the Ram as its “Truck of Texas,” the highest honour in the Texas Truck Rodeo. Judging by the 50 TAWA members occurred over two full days of on- and off-road vehicle evaluation. Consideration is given to everything from interior and exterior styling and off-road capability to the entrant’s overall utility, value and fuel efficiency. The 1500 wasn’t the only big winner, as the Chrysler Group showed quite well at the event pulling in top honours for the “Luxury Pickup Truck of Texas” with the Ram 1500 Laramie Longhorn, the Ram 1500 was named “Full-size Pickup Truck of Texas” and the Ram Truck Brand voted “Truck Line of Texas.” On top of Ram’s success, Jeep showed equally well with the Grand Cherokee named “SUV of Texas,” “Full-size Luxury SUV of Texas” and “Full-size SUV of Texas,” with the Wrangler winning “Mid-size SUV of Texas.”

Gearbox Wars Rage On as GM and Ford Join Forces on Ten-Speed

In the passenger car world, with the gearbox battles of one-upmanship, we now have cars with eight-speed transmissions, with nine-speeds coming down the pipe in the very near future. It is a phenomenon that reeks of the razor wars, but there are real benefits to equipping a vehicle with all those ratios, with increases of both performance and fuel efficiency.

When Ram decided to mount an eight-speed to its 1500, we were skeptical if the extra ratios would hold up to the demands of a truck owner. We were wrong, and the eight-speed box actually makes more sense in a truck than a car. So it comes as no surprise that a ten-speed transmission is in the works for the competition. What is a surprise is that GM and Ford, two natural rivals, are actually teaming up on the project. According to the New York Times, the two have entered into a memorandum of understanding to look at an appropriate nine-speed for passenger cars and a heavier-duty ten-speed transmission for larger vehicles, like half-tons and full-size SUVs. Needless to say, there will be more to come on this subject.

Nissan Launches Extreme New Concept

Last issue, Nissan surprised us with an interesting new concept, and, well, it has gone and done it again, this time for the 27th São Paulo International Motor Show. Created especially for Brazil, the Nissan EXTREM was designed by Nissan Design America (NDA) in San Diego, California, in collaboration with Brazilian designers, and produced in Brazil. The concept previews a new breed of car by blending versatility and toughness with the agility of a compact 2+2, calling the EXTREM, “a new genre of urban compact sports car.” With power coming from the feisty 1.6-litre turbo also found in the Deltawing racing prototype, we’re thinking that they really do mean sporty.

It goes without saying that this is simply a concept, but the design language here could possibly make its way into future generations of the Juke. At least we certainly hope they do, as this is a brilliant looking ute.

FRESH TRACKS Defender Makes Final Hurrah in Next Bond Film

The Land Rover Defender is the epitome of the old-school Land Rover rugged lifestyle, one of only a few vehicles left in existence that has changed little since its inception in 1983, a continuation of the Series I Land Rover that started its life way back in 1948. Unfortunately or fortunately, depending on the way you look at it, the end is near, as Land Rover is in the midst of completely re-engineering the new Defender. However, one longtime Landy lover is paying homage to the old girl before her forced death. James Bond has had many Land Rovers in his possession, and as a last hurrah, the dependable Defender will grace the screen once again as one of the star cars alongside another old classic, the Aston Martin DB5. In all, Jaguar Land Rover provided 77 vehicles for use both on-screen and as production support for the latest “Skyfall” film. Rumour has it that the next Defender is scheduled out in 2015; we only hope it will be as rugged and utilitarian as the 110 pickup you see here.

Subaru Flaunts New Forester

Subaru has released the first official photos of the all-new 2014 Forester, which will make its public debut in Japan on November 13, followed by its North American premiere at the Los Angeles auto show in late November and Canadian introduction at the Montreal auto show in January. The new Forester shows off Subaru’s new design language already seen in the new Impreza and will be equipped similarly, with the 2.5-litre flat-four stalwart and the new 2.0-litre turbo flat-four. The 2.5 gets a new six-speed manual transmission, and the 2.0T is equipped with CVT with 6-speed and 8-speed manual modes and Hill Descent Control. Subaru comments that the new drivetrains will increase fuel efficiency and the body has a roomier interior with increased rear-seat legroom and an enlarged cargo area with virtually the same dimensional footprint as the outgoing model. Look for the 2014 Subaru Forester to be available in early 2013.

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FRESH TRACKS Toyota Wants Your Vote

Sure, there was a big election going on south of the border recently, but Toyota is also looking for votes for the SEMA Show, that took place just after the time of writing. Toyota has brought together four professional racing teams and had each one build very different custom cars or trucks for SEMA, dubbed the Toyota’s Dream Build

program (www.RaptorAssault.com). The program allows drivers of all skill levels to get behind the wheel for their own extreme off-road adventure. A variety of terrain, including an eight-acre rock-crawling course, a 22-acre high-speed off-road short course, and a 900-acre desert-racing course, are available to demonstrate the Raptor’s portfolio of off-road capabilities. A massive off-road playground to legally test the limits of your Raptor - we can’t think of a better way to spend a weekend.

Next-Gen Silverado to Debut in December

Challenge custom-vehicle build-off, and it wants you to decide the winner. Each team had a theme and had any and all tools from their own garage at their disposal. The team leaders were NASCAR racers Clint Bowyer (Prius) and Kyle Busch (Camry), plus NHRA hot shoes Antron Brown (Sequoia) and Alexis DeJoria (Tundra). To vote, visit the Dream Build Facebook page and vote for your favourite custom vehicle. The winning team will be awarded $50,000 for its designated charity, with second place receiving $25,000, third place $15,000 and fourth place $10,000.

Ford Announces SVT Raptor Off-Road School

Speaking of the Raptor, fans of the crazed off-roader now have a unique opportunity to experience it at a state-of-the-art off-road course at Miller Motorsports Park in Utah. Ford, along with Miller Motorsports Park, has created the Ford Racing Raptor Assault

Trucks Plus

DEC 12 / JAN 13

We already knew that the next generation Chevy Silverado and GMC Sierra pickups would be debuting very early in 2013, but GM has now confirmed that the trucks will meet the world at a special event on December 13. And of course, to drum up excitement, they’ve released a teaser photo of the new design. So, what can we tell you about the new vehicle? Well, we do know an all-new small-block V8 will make a debut, but other than that, we know as much as you now do. Obviously, it will have a more pronounced grille and projector beam headlights. Beyond that, common sense tells us that the new trucks will also be packing fuel-efficient powerplants aimed to take both the V6 Ram and EcoBoost F-150 to task, and maybe even a rugged off-road edition for the Raptor/Power Wagon crowd. We’ll keep you updated when we find out everything this December.

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FRESH TRACKS New Ram Van to be Named Promaster and Promaster City

Ford Overtakes GM in Towing War – Still No J2807 Standard

The towing bar gets raised once again and this time it is the Ford F-Series Super Duty trucks claiming new best-in-class industry benchmarks for heavy-duty pickup towing and payload capacities.

Increased brake rotor swept area by 16.4 percent in front and 14.5 percent in the rear for maximum braking to help dissipate heat, especially on long downhill grades, are the main reasoning for the capacity changes. It all contributes to increased payload capacity for 2013 F-Series Super Duty pickups, resulting in a towing capacity of 8,391 kg (18,500 pounds,) with improved payload capability of 3,293 kg (7,260 pounds.) Of course, as we’ve been reporting, these numbers do not adhere to the J2807 standard, the standard agreed upon as a set market-wide measuring rule to provide customers with unbiased real world comparisons. Ford has commented that it has already applied J2807 standards to the Escape and Fusion, but “only future all-new models will comply with the [J2807] standard.”

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With Mercedes taking the Sprinter back in the divorce with Chrysler, Ram has not had a full-size van with which to compete in the evergrowing commercial market. With Ford transferring its European Transit and Transit Connect over to North America, they look set to dominate the market. However, Fiat provides direct competition to the Transit duo in Europe with a full line of commercial vehicles, and we’ve known for a while that it plans to move both the Ducato and the smaller Doblo. However, now we may know what these vehicles will be called in their new American clothes, according to Car and Driver, which caught Fiat applying for a few name trademarks; it looks like the new vans will be called the Promaster (full-size) and Promaster City (midsize). These two new models will also be matched with the current Ram Cargo Van, which is based on the Dodge Caravan. While this is good news for Ram, we still have no word whether the Strada mini-pickup will also make the trip across the pond.

NEW WHEELS

2013 Canadian Truck King Challenge

By Howard J Elmer

O

ne-ton pickup trucks are a small slice of an automotive segment within another segment. As such, you’d think it’s small enough to escape much scrutiny; certainly the lack of marketing publicity suggests that. Yet, the numbers are not as small as most would think.

According to DesRosiers Automotive Reports, the Honda Civic is the best selling car in Canada at 42,412 units (YTD). However the best selling truck is the Ford F-series with 74,362 sales (YTD). Now, that encompasses all Ford pickups (and I’m not even adding Chevy or Ram), but around 30 percent of full-size pickup sales are in the Heavy Duty segment. One-ton duallies are then a smaller slice again, but on a percentage basis, they outsell high-end luxury and performance cars across the country, and that’s a group that gets no end of attention in the media.

From a fleet perspective, real-world testing of the one-ton segment is very important; after all, these vehicles work for a living, and how well they work is what buying decisions are based on, not what colour they are.

This year, the Canadian Truck King Challenge decided to concentrate on this segment, testing the Ford F-350 head-to-head with the Chevrolet Silverado 3500 and the Ram 3500. Each of these was the Crew Cab, long-box, 4WD, diesel-powered version equipped with a removable fifth-wheel hitch. Our testers were two 2012s (the Ram and Ford) along with a 2013 Chevy. While we prefer to always have

The competitors this year were: • •

•

2012 Ford F-350, Crew Cab, DRW w/8ft box, 4WD, 6.7 Power Stroke Turbo-Diesel V8, six-speed automatic MSRP $59,799 2013 Chevrolet Silverado 3500, Crew Cab, DRW w/ 8 ft. box, 4WD LTZ, 6.6L Duramax Turbo-Diesel V8, Allison six-speed automatic, MSRP $56,950 six-speed automatic, MSRP $43,975.20 2012 Ram 3500 Crew Cab, DRW w/8 ft box, 4WD Long horn, 6.7 HO Cummins Turbo-Diesel V8, six-speed automatic, MSRP $72,940

same-year models, we conceded that the Ford is virtually unchanged for 2013. The Ram, though, will be substantially changed next year, but it’s unavailable until the end of the first quarter of next year.

So, we appreciate Ram being involved, because while we were already aware of the planned changes for 2013, namely Cummins diesel updates, new chassis, new air suspension and the like, having the 2012 really demonstrated not only the areas that were lacking, but also how it compared to both the Ford and Chevy that were both new in 2011. In essence, Ram offered a truck doomed to lose, yet already knowing that it is changing almost everything, that we could be critical of this year’s model speaks to its competitiveness.

Testing this year was conducted in and around London in southwestern Ontario. The first day we ran the trucks empty from Toronto (200 kilometres) to London, then we hitched them to three similar fifth-wheel RV trailers. These weighed in at around 14,500

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NEW WHEELS FUEL CONSUMPTION EMPTY TOWING TOWING PAYLOAD

HIGHWAY BYWAY

FORD F-350 12.95 L/100KM 22.8 L/100KM 22.5 L/100KM 14.5 L/100KM

CHEVY 3500 12.75L /100KM 21.5 L/100KM 23.9 L/100KM 16.3L/100KM

RAM 3500 16.4 L/100KM 25 L/100KM 27.6 L/100KM 18.3 L/100KM

AVERAGES 18.19 L/100KM 18.61 L/100KM 21.8 L/100KM

pounds each. We than spent the day doing a 400-kilometre tour with the judges (of which there were five) switching up every 80 kilometres.

Each judge, therefore, was able to spend at least an hour hauling with each truck, plus being a passenger on two legs, where they were asked to evaluate the interior design, comfort and conveniences in each truck from a crew perspective.

This last item is actually a new idea we decided to look at this year.

This new category acknowledges that these HD Crew Cabs often carry “crews” regularly. We figured it made sense to look at the truck from the point-of-view of someone who never drove it, yet spent hours a day in it. Looking at each truck through this lens offered up some interesting observations.

It’s worth mentioning right here that this is the fifth time we have run the Canadian Truck King Challenge in the last six years, only skipping 2008 when the industry was in crisis.

How we decide what to test has to do with the normal life cycles of trucks. In this case, the three HD pickups are the newest offerings from the manufacturers, with the Ford and Chevy being all new in 2011 and the Ram being new in 2010. Curiously, though, as mentioned

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earlier, the Ram will be coming to us as an almost-new 2013 in the early spring. For those who have been around for a while, they know this short three-year run is almost unheard of. Trucks typically have a generational lifespan of between five and seven years. Well, that’s what it has been historically, but moving forward, I can see the market heating up. Competition is growing ever fiercer, in part because the buyers are demanding more and more capability. Payload and towing

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capability keep rising, engine output is growing, and interior comforts and electronic conveniences are expanding.

Trust me – this is not the industry leading the market. This is the market (that’s you and me) demanding more from the builders. This statement is the indicator that the nature of the typical buyer of HD trucks is also changing. How so? Well, fleet buyers traditionally look for a fair saw-off between capability and price, as they buy in bulk.

But the rise of small business (the one to five trucks market) is much more interested in capability and comfort; they still want a decent price, but are less likely to go for the cloth seats and rubber floors.

And I think it’s also fair to say they do care how the truck looks.

What all this means from a testing point-of-view is that we, as judges, work to put ourselves in those shoes. Not to mention that as much as 30 percent of HD trucks are purchased by retired recreational-only haulers. They, too, have specific needs, including having comfortable space for the grandkids.

So, with all this in mind, we towed our fifth-wheel trailers through wind and rain (because it always rains during Truck King - just lucky, I guess) on highways and byways. After a full day of towing, we put the trucks to bed. The following day was dedicated to payload. As

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with any test, we had to go with the lowest published weight, and this year that was the Ram at 4,600 pounds. Roof Mart, an IKO company in London, loaded us up with pallets of shingles which weighed in at 4,480 pounds. The dimensions of each pallet were four-feet wide, four-feet high, and five-feet long. Watching the trucks drop under that weight was fascinating. We then set off on a 300-kilometre loop, down to Lake Erie and back, where we once again cycled through the trucks as judges.

So, what were the conclusions? Well, in short, we collectively came up with the following insights: • The Ford and Chevy were very close in all areas, while the Ram just wasn’t in the same league this year • The Ford and Chevy both handled the towing weight and payload weight well, but the suspension on the Chevy was visually better.

Meaning, it sat more level under load, it squatted less, and in general, felt better while driving.

• As an empty truck, everyone loved the Ram best – interior-wise and design-wise. However, that love was lost once weight was added.

Once all the numbers, driving opinions and fuel calculations were added up, the 2013 Chevy Silverado was named this year’s Canadian Truck King Challenge winner.

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NEW WHEELS

Results: CHEVY 3500

TOWING

PAYLOAD

COMFORT

CHOICE

9

9

8

8.5

1

STEPHEN

8.5

8

7.5

5.5

1

MATTHEW

8.5

9

7

7.5

2

HOWARD

7.5

8

7.5

7

2

ANDY

8.5

8

8

8

1

Totals Average

8.4

8.4

7.6

7.3

TOWING

PAYLOAD

jIL

4

5

STEPHEN

4

MATTHEW

jIL

RAM 3500

EMPTY

31.7

COMFORT

CHOICE

6

6.5

3

3

7

9

3

6.5

6

8.5

9

3

HOWARD

5

5

8

7.5

3

ANDY

7

6.5

8.5

7.5

2

4.875

5.1

7.6

7.9

TOWING

PAYLOAD

jIL

7

7.5

STEPHEN

7

MATTHEW

Totals Average FORD F-350

EMPTY

CHOICE

7.5

3

2

6.5

7

6

2

9

8

8.5

8

1

HOWARD

8

7

8

8

1

ANDY

6

6

7

7

3

7.4

7

7.6

6.4

FIVE JUDGES CHOICES FORD: TWO FIRSTS, TWO SECONDS, ONE THIRD CHEVY: THREE FIRSTS, TWO SECONDS, ONE THIRD RAM: FOUR THIRDS, ONE SECOND 18 Trucks Plus

DEC 12 / JAN 13

3rd Place

25.475

COMFORT

Totals Average

EMPTY

1st Place

2nd Place

28.4

NEW WHEELS

Comfort of a Familiar Face

New Mercedes G-Class stays true to its roots Review and Photos by Budd Stanley

W

hat you see before you is the new Mercedes-Benz G-Class, aka, G-wagon, aka, Geländewagen. The keen-eyed reader may have noticed that the new for-2013 G looks much like the old 2012 G. And you would be right; other than some fairly unnoticeable fascia tweaks, this new G-Class looks exactly the same, an odd move for a German company. Usually it’s a case of “if it ain’t broke, let’s make it more complicated.” Thank heavens Mercedes hasn’t messed with a good thing.

The fact is, they really haven’t messed with a good thing for well over 33-years now. The G-Class has been one of those rare classics that has withstood the test of time, and while the Mini, Porsche 911 and Land Rover Defender are all starting to change shape, the G-Class still looks the same as it did when it rolled of the production line for the first time back in 1979. Now, you may be saying, with the rate of technological advancements, can this really be a good thing? I say yes, and this is why.

For years now, I’ve been bitching about how 4x4s have lost their way, how they’ve been trying to be all things to all people. In order to be such, many have ditched body-on-frame construction and solid front axles, and built new aerodynamic bodies to be smooth, fuel efficient and handle tarmac as well as the rough stuff. It has spelt the devastation of the true utilitarian 4x4. However, stepping into the G-550, I felt as though I was meeting up with a good friend after a long hiatus, and indeed I was, as the last time I drove a G of any kind, it was painted Canadian Forces Olive Drab Green and had a large C-6 GP Machine Gun mounted to the roof.

However, despite the shiny paint, luxurious interior and all the fancy buttons on the dash, this is still that same 4WD. There are solid axles front and rear, all three differentials are lockable, and you still have that excellent view of the road. Most Crossovers these days have deplorable vision; however, the G has a lower door line and high greenhouse, offering magnificent vision all around, especially straight down in front, so as to properly approach offroad obstacles. It really does have that old all-terrain vehicle feel to it, and the abilities to match. On paper, the G-Class has 210 mm of ground clearance, a 36-degree angle of approach, 27-degree angle of departure, slope climbing ability of up to 80 percent, and a fording depth of 60 cm. All good numbers, but what does that mean in the real world?

Running the G-Class out in the wilds, it handled all the terrain the Mercedes off-road instructors could build with ease. Mere dirt berms, trenches, inclines and three foot-deep elephant tracks, all with a good coating of mud, were child’s play. Balancing on two wheels, the old-school layout allowed for massive suspension articulation from a stock vehicle, while all the diffs could be tailored to any sort of obstacle. Out of the box, the G is capable of handling just about anything an average four-wheeler could throw at it with little fuss, as long as you’re not one to cry over scratched paint. On the smooth tarmac, the V8 hustles the G down the road with a fair amount of grunt, although I advise making use of its big brakes, as cornering on tarmac is not the forte of any high solid-axled 4WD. Let’s just

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NEW WHEELS sive V8s, so fuel efficiency is not exactly a selling point. On-road handling is what you would expect of a tall body-on-frame vehicle with heavy amounts of body roll. The steering wheel blocks the top of the gauge cluster, and then there is the price. Despite being the most utilitarian of Merc SUVs, it’s also the most expensive, starting at $120,900. The closest thing you can really properly compare it to, if anything, is a Range Rover, yet it is still $25,000 more. The G-550 is an SUV I would love to one day own; however, at that price, it’s only a pipe dream. It would be awesome if Mercedes brought over a European model, diesel-powered, manual gearbox and transfer case and a barebones interior for an obtainable price, a military off-shoot for the civilian, much like the Hummer H1 if you will. I think that would be a spectacular move. After all, this is the company the builds the Unimog.

say if there was a modern mechanical nicety that should be added, it would be disconnecting sway bars, big ones.

However, while I am enjoying the retro qualities of the G-Class, that doesn’t mean that Mercedes has just left the old girl with a few minor cosmetic enhancements. The unseen technical innovations Mercedes has provided to the G-class are likened to the installation of a glass cockpit in an old C-130 Hercules; it doesn’t kill the character, just makes it all the more competent. Mercedes 7G-TRONIC PLUS automatic transmission directs power to the transfer case via paddle shifters, while Blind Spot Assist, PARKTRONIC, a rear view camera and DISTRONIC PLUS make you more alert to your surroundings. And like all Mercedes, the fully integrated COMAND infotainment system comes standard.

I must admit, my lust of the G-class has returned, but that’s not to say there aren’t some pressing issues with the vehicle. For one, it is an incredibly heavy and boxy vehicle powered by a pair of mas-

Regardless, the G-Class remains a brilliant SUV with real-world off-road attitude and capabilities, the last of the true originals. For those who have the means to take such a vehicle romping out into the wilderness, there really is nothing that gives you the top-flight capabilities in such a pampered environment. However, if you are an urbanite, I would suggest the G63 AMG. Despite the bi-turbo powered V8 pumping out 536 horsepower, the G63 actually gets better fuel efficiency and has better on-road manners; it will be worth the extra $29,000.

SPECIFICATIONS: MSRP: . ........................$120,900 (G-550) $149,900 (G63 AMG) Engine: . ............5.5L V-8 (G-550), 5.5L Bi-turbo V-8 (G63 AMG) Power: . .............................................. 382 hp – 391 lb-ft (G-550) 536 hp – 560 lb-ft (G63 AMG) Layout: ...........................................................Front engine, 4WD Curb Weight: ................. 2,530 kg (G-550), 2,550 kg (G63 AMG) Fuel Efficiency: . ...............................................18.1L/100km city, 13.6L/100km highway (G-550) 17.5L/100km city, 13.4L/100km highway (G63 AMG)

DEC 12 / JAN 13

Trucks Plus 21

NEW WHEELS

Best In Class

Story and photos by Gerry Frechette

I

t’s been quite a couple of years for Hyundai, as every new model it has introduced has been greeted by critical acclaim, and sales success. The latest new model in the “Fluidic Sculpture” design revolution is the third-generation Santa Fe, and the mid-size Crossover SUV made a good start by garnering the Best SUV/CUV ($35-60K) award at the recent Automobile Journalists Association of Canada Car of the Year testing, over a very impressive field of contenders.

The Santa Fe Sport (the Sport refers to the initial five-seat model, while the longer seven-seater coming soon will be just plain Santa Fe....yeah, a bit confusing) is totally new compared with the previous generation, which is no surprise in this day and age of having to out-do the competition in every regard, and it is full-value for the AJAC award.

The model we drove locally was the absolutely top-of-the-line 2.0T AWD Limited model, and while the “Limited” part means about as much as the “Sport,” the rest of the nomenclature is significant. One might guess, correctly, that this top-end Santa Fe has a 2.0-litre turbo engine, which is, of course, a four. That’s right, there is no V6 available, for the first time, although there will be one in the seven-seater. Similar to the Sonata sedan, Hyundai judged that the direct-injected turbo four, with 264 horsepower, would do a perfectly good job of propelling the Santa Fe in all normal situations. But in AJAC performance testing, the best 0-to-100 km/h time achieved was 9.2 seconds – a bit leisurely by current standards and the slowest in its class. Having said that, other published tests have it a bit quicker, so your results may vary. On the other hand, the turbo showed its strength with the quickest time in the 80-to-120 run, at 5.1 seconds. So....off the line, it may not be the quickest, but in merging or passing on the highway, it is plenty quick. And still quite adequate (and smooth and refined) in normal usage.

The power goes from there through a six-speed automatic transmission and on-demand all-wheel drive, a continuously-variable type that monitors driving conditions to provide maximum traction, along with an electronic torque-vectoring function that uses the brakes in conjunction with the stability control. We didn’t get much chance to put this system to the test locally, but a brief gravel-and-mud excursion in AJAC testing showed that the system should handle all but the roughest conditions. There are lesser models that come with front-wheel drive, and that is the bias of the AWD system when full traction isn’t needed. The transmission works smoothly, and has a manual-shift capability, but no automatic sport mode and no paddle shifters. In this class of vehicle, they probably wouldn’t get used too much, anyway.

Official fuel consumption figures are 11.0L/100 km city and 8.4

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NEW WHEELS Dynamically, the new Santa Fe is much improved, at least in part due to an increase in chassis rigidity, with a lighter and more balanced feel in all situations, making one forget it is still a large two-ton vehicle despite going on a diet. Indeed, perhaps the most overriding impression of driving it is one of refinement, and attention to noise, vibration and harshness (NVH). This is obviously an important consideration in a luxury-level vehicle like this (despite not being a “premium� brand), as a smooth and quiet driving experience makes everything else look and feel good, too, especially the fact that it has only a four-cylinder engine, typically not as smooth as an equivalent V6.

Obviously, utility is part of the CUV equation, and the Santa Fe does well everywhere behind the front seats. The rear seats fold down in 40-20-40 fashion, yielding a pass-through for long

highway, which is mid-range in this class of CUV. The onboard computer showed 15.9L in all-urban driving during our test (we never ventured out onto a highway, not hard to do in downtown Vancouver), although we did manage 12.0L being very light-footed, and in Active ECO mode, which, like most similar technology, gets the transmission into top gear as soon as possible.

If there was one overriding technical goal for the Santa Fe, it was to reduce weight from the previous version. This has been accomplished largely by the use of over 30 percent more hightensile steel (thinner steel with the same strength) in its unitized body/frame, and despite the presence of added sound deadening and an airbag, the new model weighs some 120 kilograms less.

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NEW WHEELS items (think skis) between the two rear passengers. The seat itself moves fore-and-aft some 13 centimetres to enable a choice between passenger and cargo room, and reclines too, so being relegated to the back seat is not so bad a thing.

The seatbacks fold flat via levers in the cargo area, and there are small hidden storage compartments under the load floor.

Said floor is relatively wide and flat, thanks to the multi-link rear suspension that pushes the springs out toward the wheels, and leaves minimallyintrusive wheel wells. A power liftgate is not part of the program, at least initially, but it wouldn’t surprise us if the Sport eventually gets one, especially if the sevenseater does.

SPECIFICATIONS: MSRP (Base): .................................................................$26,499 Price as tested: ...............................................................$38,499 Vehicle Layout: ...... Front transverse engine, AWD, 5-door CUV Engine: . ....................................................... 2.0L DOHC turbo I4 Transmission: . ............................................................6-spd auto Power: . .............................................................................264 hp Torque: ......................................................269 lb-ft @ 1,750 rpm Brakes: . ..........................................................4-wheel disc, ABS Curb Weight: .................................................................. 1,752 kg Towing capacity: .............................. 1,590 kg (with trailer brake) Fuel Consumption (L/100 km, city/hwy): . ....................... 11.0/8.4

Our Limited was obviously “loaded,” as they say, with touch-screen navigation, cooled front seats, Infinity ten-speaker audio and lots more, and is a very good deal at an MSRP of $38,499. You can spend less than that, primarily if you opt for the 2.4-litre naturally-aspirated engine and front-wheel drive, the entry-level model that starts at $26,499. Even it has A/C, Vehicle Stability Management, heated front seats, USB connectivity, and trip computer – and lots more room than a mid-size car with similar mechanical specs and price.

So, whichever way you go, there are lots of reasons to like the new Hyundai Santa Fe Sport. And many AJAC members thought so, too.

DEC 12 / JAN 13

Trucks Plus 25

NEW WHEELS

Comfy Cruiser

New Mercedes GL-Class ups the class and the comfort Review and Photos by Budd Stanley

M

y time in the all-new 2013 Mercedes GL-450 was short, yet after scrambling into the full-size crossover, it didn’t take long to be astonished at just what the big GL had to offer. Working through all of Mercedes’ SUVs, I went from the old school classic off-roader that is the G-550, to the economically equipped GLK, but once I jumped into the GL-Class, I knew that I was in the S-Class of Crossovers. Classy, comfortable and packed full of all the latest technology a concerned driver would want in their daily driver.

I never really liked the look of the outgoing GL-Class, but it’s amazing what a couple of fine touches can do to the exterior design. With the new headlights and grille, I’m starting to warm to the 2013 edition of the GL.

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Being a Mercedes, there is no shortage of technological marvels implemented into the GL. You get all the usual suspects - Traction and Stability Control, Blindspot and Lane Keeping Assist and the COMAND infotainment system. Mercedes upped the ante, now offering Collision Prevention Assist, Crosswind Assist and Active Curve System for 2013.

I could get way off topic explaining all these complicated systems but let’s just say they are all going to help the driver keep the vehicle on the road, running true when the unexpected happens.

So, what does that all feel like on the road, you may ask? Well, my mileages were small, but one thing is for certain, the GL-450 is most definitely an extremely nice place to spend your time. The interior is very tastefully designed, well laid-out and those seats, oh those seats.

I’m pretty sure I can go on record for saying the GL is likely the most comfortable vehicle I’ve ever planted my rear-end into. The ride is soft,

NEW WHEELS SPECIFICATIONS: MSRP: $73,700 (GL-350), $75,900 (GL-450), $95,900 (GL-550) Engine: . ...........................................3.0L V-6 BlueTEC (GL-350) 4.6L V-8 (GL-450), 4.6L Bi-turbo V-8 (GL-550) Power:............................................. 240 hp – 455 ft-lb (GL-350), 362 hp – 406 ft-lb (GL-450), 429 hp – 516 ft-lb (GL-550) Layout:......................................... Front engine – all-wheel-drive Curb Weight: .................. 2,455 kg (GL-350), 2,425 kg (GL-450), 2,445 kg (GL-550) Fuel Efficiency: 11.9L/100km city, 8.6L/100km highway (GL-350) 15.1L/100km city, 10.6L/100km highway (GL-450) 15.7L/100km city, 11.2L/100km highway (GL-550) smooth, yet just firm enough to make the big brute feel a little lighter on its toes than one would think.

However, that extra weight does have a large effect on the efficiency of the big GL, making the 3.0-litre diesel mill feel a bit anaemic. Nothing twin turbos can’t overcome, with the 4.6-litre turbo V8 of the GL-550, or the non-turbo GL450.

Both engines provide more oompf, but despite efficiency advances, both will hurt when it comes time to fill the tank. It comes down to a toss-up - do you want the decent power and great efficiency of the diesel, or more power and the guzzling abilities of the

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big V8s? I’ll take the diesel, thank you very much, and better yet, it’s the model that goes for the best price.

Now, I must say, as pleasant as the GL was, there were a couple of issues I also found with the big Merc. While the size and weight make it ideal packing away massive amounts of children and cargo, I still found it too large and a bit cumbersome in tight spaces. Also, the view out the rear is painfully bad. Mercedes has made up for this with a 360-degree-view camera system, all very cool, but I still like to see everything through my own eyes. And finally, the big engines suck fuel big time; as expected from such a large vehicle, the diesel is a must, as it garners a full-size sedan-like 11.9L/100km in the city.

Regardless, the GL proved surprisingly better than I had hoped. Is it the vehicle for me… no. However, if you are well-healed, have a large family, and do a lot of driving, I can’t think of a nicer vehicle to pack seven people into for a long period of time.

FEATURE

T

he 2012 Specialty Equipment Manufacturers Association (SEMA) Show took place from October 30th to November 2nd at the Las Vegas Convention Center in Las Vegas, Nevada. This year’s show drew more than 60,000 domestic and international buyers and had thousands of displays that were separated into 12 sections. The show provides an excellent platform to learn all about what’s new and trending in the automotive world, and to make new business relationships with people who you may not have been able to meet anywhere else. With that said, here is a small pictorial of what the 2012 SEMA Show had to offer.

DEC 12 / JAN 13

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FEATURE

Biogas as fuel

By Howard J Elmer

M

ost of our vehicles burn gasoline, so when someone starts talking about biogas, it just sounds like gas by another name.

And generally speaking, that is exactly correct – Biogas can run anything from a Prius to a tanker truck. So the end result of using this fuel is the same. But unlike petroleum-derived gasoline, biogas is composed mostly of methane and carbon dioxide and it’s derived mainly from animal waste. Yes, that’s what your kid might call poo – or down on the farm is simply known as manure.

But relax, you won’t have to yank on a cow’s tail and fill your tank with the brown stuff anytime soon. No, it’s simpler and thankfully cleaner than that.

And while this may seem at first sniff to be some sort of space age technology, it’s not. Biogas generation has been going on for over a hundred years and in Europe is a common process to create fuel on the farm, which in turn is used for heating and electrical generation. The concept of making this fuel mobile, however, is a bit more recent, and the reason for this is money.

In this case, the ever-rising cost of gasoline is making biogas attractive.

As with most things, once a technology becomes cost effective, entrepreneurs and the government prick up their ears and start the programs that will create another “green” energy source (despite its original colour).

The actual process of making biogas is called anaerobic digestion (AD). A closed tank is laced with microorganisms that then break down organic materials in the absence of oxygen. The result is the production of biogas (consisting primarily of methane and carbon dioxide). The gas is bled off and depending on the system, the captured biogas can be combusted to run a generator for making electricity and heat, or it can be burned as a fuel in a vehicle.

This then begs the question – how many cows per 100 kilometres do you get?

The City of Guelph, ON set out to answer that question by converting a 2007 Dodge Ram pickup to run on either gasoline or biogas. The Ram is powered by a 5.7-litre Hemi V8 engine and its conversion included a new fuel control system and the addition of two 70-litre compressed gas storage tanks. The original 70-litre gasoline tank is still in place as well.

The cost of the conversion was $8,400. Converting (and building) the fuel system cost $5,000, while the key component, a Vehicle

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FEATURE – after it leaves the cow, that is.

If there is a drawback to this system, it is the size and weight of the additional pressurized tanks that must be added to a vehicle. Pickups, therefore, are well suited to conversion, but exponentially, then so are even larger vehicles.

At a recent Farm Show, a full-sized tractor-tanker was shown off by a milk hauler. This truck, too, had been converted to run on biogas. The parallels of commerce and consumption were certainly hard to miss in this example. The truck was needed to move the milk from farm to market, and the fuel the truck needed to do this was derived from the waste of the same cows that produced the saleable milk. A fuel consumption chart posted beside the truck indicated that a single milk cow produced enough manure in a year to provide 2,400 kilometres of biogas to run that truck. Ah, the circle of life... or something like that.

Refuelling Appliance, cost $3,400. It’s this VRA that pressurizes the gas to the necessary 3,000 psi and feeds it into the storage tanks on the truck.

This amount of gas (2 x 70 litres) gives the truck a range of roughly 200 km. Refuelling takes between five and eight hours and is typically done overnight.

If, while driving, the biogas runs out, a switch on the dashboard starts the gasoline feed.

As for the source of the biogas, the City of Guelph is using its wastewater treatment plant for its anaerobic digestion site. In fact, they have been doing this for years using the resulting biogas for electricity and on-site heat generation. The biogas that goes in the truck is simply surplus.

The rest of the financial equation works like this. The truck previously used around $2,500 of gasoline a year. The biogas is essentially free (in this specific scenario) so the payback is just over three years of use. Obviously, the major cost in a biogas operation is the creation of the gas itself

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FEATURE Ford The Ford Ranchero, or Meteor Ranchero as it was also known to us Canucks, was the first to bring the car-based pickup theory to reality for us on this side of the pond way back in 1957. What Ford did was to take the new two-door Ranch Wagon station wagon and open up the rear with a reinforced bed featuring its own unique rear window and integrated cab and cargo box. Sold under Ford’s truck division, the Ranchero was a great success for the company and saw many different generations taking it from full-size to compact and midsized platforms all the way to the car’s eventual termination in 1979.

Car Based Pickups

A long line of car-based pickups began in Australia Story by Budd Stanley, photos courtesy of VW, Ford, GM, Subaru

Over its 22-year production run, the Ranchero was based on the Custom, Falcon, Fairlane, Torino and the garish LTD II. In that time, Ford built over half-a-million Rancheros that were sold throughout the world, with particular popularity in Australia and Argentina. Today, only Ford Australia’s Falcon Ute carries on the tradition as one of Australia’s most popular commercial and private vehicles.

General Motors With the success of the Ranchero, GM figured that it would grab a piece of the niche pie in 1959 with the release of the iconic El Camino. At this time, GM was taking a new design direction, building lower, longer and wider silhouettes, which the new El Camino would be added to. Like the Ranchero, it was based on an existing and modified platform, namely the new-for-1959 Brookwood two-door station wagon and corresponding sedan delivery variant. The El Camino featured a trick suspension set-up to handle heavy loads, the Level Air suspension option,

O

n a recent trip to Australia, I was reunited with a form of vehicle that I had not seen in years, the car-based pickup.

While this odd and very niche species of vehicle died out long ago in North America, Australia seems to be a safe haven for the “Ute,” as they call them.

Ford Australia was the first company to produce a coupe utility as a result of a letter from the wife of a farmer in Victoria, Australia in 1932, asking for “a vehicle to go to church in on a Sunday and which can carry our pigs to market on Mondays.”

Ford designer Lew Bandt developed a suitable solution, the first coupe utility model was released in 1934, and the car-based Ute remains popular in that country even today. So, we take a look back at the car-based pickups that made it to our shores.

allowing the car to ride level when loaded, unlike the Ranchero that had stiffer raised suspension in the rear. Ironically, it was an option that was nearly never ticked at the time of purchase, and even the El Camino itself took a four-year hiatus from 1961 to 1964 as sales plummeted in 1960.

However, the El Camino would rise again, this time riding on the Chevelle platform right up to 1978 when it switched over to the Malibu chassis until its demise in 1987. Like the Ford, the El Camino was popular the world over, and only the Aussies still build a modern day interpretation in the Holden Commodore Ute, a car whose rivalry with the Falcon is likely even greater than what the El Camino and Ranchero ever was.

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Trucks Plus 35

FEATURE

Dodge Dodge was a little late getting to the game; in fact, it wouldn’t produce the Rampage or its short lived sibling, the Plymouth Scamp, until well after the Ranchero was dead. However, Dodge took a different route, using the Dodge Omni and Plymouth Horizon as their bases, offering a sub-compact truck featuring unibody construction and front-wheel drive. It even managed not to get overlooked when Shelby was commissioned to tweak everything in the Chrysler lineup, giving the Rampage the same modifications as the Shelby Charger.

drive. With production starting in 1980, the Caddy was only sold in Canada for four years ending with Volkswagen’s secondgeneration platform. The Caddy still lives on overseas, but it is produced as a courier van body rather than an open-top pickup.

Here in Canada, we got another special edition in 1983, the “Canadian Direct” special edition that featured a Shelby-style front spoiler, special extended-length side skirts, fibreglass tonneau cover with integrated spoiler, orange and red stripe package with DC logos, roof wing, cast aluminum valve cover and a chrome air cleaner box. However, it wasn’t just the domestics that were turning cars into pickups; both Subaru and Volkswagen jumped into the game as well with a couple of unique little numbers.

Volkswagen Like the Rampage, Volkswagen would turn its popular little sub-compact, the Rabbit, into a truck dubbed the Caddy. The body was also of unibody construction and utilized front-wheel

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Subaru Not to be outdone, Subaru even offered its own car-based pickup, but this particular vehicle was the nichest of the niche. Called the BRAT, the name is an acronym for Bi-drive Recreational Allterrain Transporter. To make use of loopholes aimed at evading the “Chicken Tax,” Subaru mounted two additional rearward facing rear seats in the payload bed.

Despite also being a compact, the BRAT actually had the highest seating capacity of all the carbased pickups, even if the rear passengers were subjected to the elements, and fatal injuries in the event of an accident. The BRAT also came with Subaru’s full-time AWD drivetrain, making it also the most versatile offroad. The only problem was that the rear seats took up the vast majority of the bed’s cargo space, effectively killing the whole point of a car-based pickup. Sales were good, though, as the BRAT sold from 1978 to 1993. Subaru even reincarnated the BRAT in 2002 with the Baja, but unfortunately it wasn’t as popular and died out after only four years.

FEATURE

Anatomy of a Raid Truck

What does it take to survive the grueling 16-days of Dakar?

Story by Budd Stanley

T

he Dakar Rally is a special beast in the world of motorsport.

In a little over a month at the time of writing, nearly 500 riders and drivers will be leaving the city of Lima, Peru, on the adventure of a lifetime. Crossing high-altitude blowing sand dunes, rugged and arid plateaus, the driest desert on earth (Atacama), narrow rocky mountain tracks and massive water crossings on a competition route covering over 8,000 km. It is a special beast, and to those who have felt its wrath, one saying has rung more popular than any other - “you don’t fight the Dakar to win, you fight just to survive to the end.”

Over the course of the event’s 35-year history, the Dakar has built a name for itself as not just a race or epic adventure, but sometimes as a battle for survival, as lives are put at risk due to the brutal environment, dangerous tracks or even rebel gun fire on past occasions when the route took competitors through the Sahara. On average, half the field will DNF simply due to the harsh environments alone. Once you start to dig into what the Dakar really is, you tend to even forget that it is a race, that there are trophies given to those who make it to the finish line first.

So we ask, just what does it take to finish a Dakar Rally?

Competitors must be as physically fit as any professional racer, with the mental and physical fortitude needed to reach the North Pole, to press on in the most rigorous of conditions despite being exhausted, half-starved and running on only a few precious hours of sleep per night… if they are lucky.

While the drivers and riders themselves are icons of adventure, we are going to concentrate on the other heroes, the ones 38 Trucks Plus

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that take the real beating, I’m talking about the Raid cars themselves. Just how do these magnificent machines survive such a marathon of abuse? RaBe Race Cars is the British-based manufacturer of the D4 WN5, a T1-class raid truck designed to take on the likes of BMW/Mini, Toyota, Hummer and, not so long ago, the factory Volkswagen team. The Excite Rallye Raid team is the top team to run the new truck and has provided an excellent example of what every team needs to finish an event as rigorous as the Dakar.

Let’s start with the body. At the speeds that the top T1 cars travel, a unibody design is not strong enough to handle the massive abuse, and is susceptible to twisting and manipulation.

FEATURE four nylon sidewall plies and rubber armouring, these tires are designed to attack rough terrain at maximum speed with the least amount of danger of a puncture.

A complicated web of steel tubing makes up the skeleton from which every other aspect of the car can be mounted, providing the strongest yet lightest frame.

The suspension is particularly important, as it is what connects the vehicle with the ground. Due to the speed at which these trucks race over the desert, massive friction and heat is produced inside the dampers as they are beaten relentlessly. To keep everything in check, while providing the highest performance possible, large external reservoirs are used on all dampers, and twin dampers are used on each corner, accounting for eight in total, all with coilover springs attached. While suspension travel is less regulated in other off-road racing series, Dakar T1 vehicles must adhere to 250mm of total suspension travel.

In the driver’s cabin, a regular race set-up is found, with two racing seats for driver and navigator mounted on air suspension to absorb the punishing terrain. However, in front of the navigator will be a wall of computers consisting of a primary and backup GPS unit as well as dual trip meters to help him or her keep the driver on course. Behind the driver’s cabin is the cargo area, where three full-size competition spares are housed along with sand-rails, emergency equipment and high-lift jack if the vehicle gets stuck. Here you will also find a large-capacity fuel tank; in the case of the Excite team, that’s a 260-litre unit with the engine’s radiator mounted just above. The radiator is located in this position to remove it from the highly dangerous area that is the front fascia. As this area receives massive impacts over the course of a rally, relocating it to the safety of the cargo area ensures reliability. Air is captured in a large roof scoop that directs it down in to the cargo area, through the radiator and back out over the rear wing, making the most efficient use of aerodynamics.

It’s all connected by massive overly-built double A-arms with heim-joint bushings, built to take a hit from a large rock at speed.

Likewise, the tires are built equally as strong, in this case, BF Goodrich desert race G-series. With two full-width steel belts,

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Trucks Plus 39

FEATURE The heart of the race vehicle is the engine, in this case the 3.0-litre diesel engine that BMW uses in the X5 xDrive35d and last-generation 3-series. You may be asking yourself why a diesel in a race car, but a diesel is the engine of choice as it is ideally suited to the rigours of the Dakar.

It may only produce 275 horsepower when fitted with the regulatory 38 mm restrictor, but the 650Nm (480 lb-ft) of torque is ideal for driving the car through deep sand, up steep inclines and over large obstacles. What really makes a diesel the ideal choice is its efficiency.

The team could get a lot more power out of the engine if it wanted to, but that would affect its fuel efficiency, one of the most important aspects of a car that is required to sometimes drive over 1,000 km in a single day, and may be required to drive even more if the team gets lost.

The body skin is most often a composite, usually a mixture of Carbon Fibre and Kevlar for ideal durability, while being as lightweight as possible. As you might imagine, the entire underside of the vehicle is plated in either aluminum or Kevlar skid plates with all the vitals, including the exhaust, tucked up safely out of the line of fire.

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So there you have it, the ideal formula for a vehicle designed to withstand the Dakar Rally. There is every bit of attention given to the survivability of the vehicle as there is to its performance.

For those who love the engineering that goes on behind the scenes of a competition vehicle, the Raid trucks of Dakar are a truly fascinating breed.

Gearing Up

FEATURE

What axle ratios are and why picking the right one is important Story by Budd Stanley, photos courtesy of GM

T

here are a lot of numbers to look at when buying a new truck - payload capacities, towing capacities, Gross Vehicle Weight ratings, bed lengths.... there is no shortage of specifications you can have your truck come with to ideally fit what you plan to do with it. In most cases, we’re buying a truck because we plan to haul or tow large loads, and this is where some rather important numbers come into play, the final drive ratio. So, what do numbers like 4.10:1 mean?

Te c h n o l o g i e s l i k e a d v a n c e d t u r b o d i e s e l e n g i n e s a n d hydroformed steel frames have advanced the modern full-size pick-up to levels of capability never before seen. In just the last decade, maximum towing capacities have risen 43 percent, with full 3500s capable of towing upwards of 10,433 kg (23,000 pounds). To allow such weights to be propelled efficiently by the engine, the proper final drive ratio must be installed onto each drive axle. The ratio represents the rotating speed of the gear that drives the wheels in relation to the rotating speed of the driveshaft. So, a drive ratio of 3.08:1 indicates the drive gear will spin 3.08 revolutions to turn the driven gear once.

Now, these different numbers will make a large difference in how your truck will handle a heavy load, affecting both towing ability and fuel consumption. Think of it like a bicycle; when you are riding uphill, this represents a heavier load put on the driving wheel. When you shift the bike’s chain down onto the smaller gears, you are lowering the bike’s gear ratio, closer to a 1:1. With more rotations of the pedals needed to speed the wheel once, the speed slows down; however the effort needed to move forward lessens. These are the same physics at work inside the differential; higher ratios generally yield higher towing capacities, as it makes it easier to use the engine’s power to pull heavier loads, while a lower axle ratio will have a harder time coping with the weight but will keep engine speeds lower for better fuel efficiency.

Luckily, the big three truck makers are quite liberal in the amount of final drive ratios offered

42 Trucks Plus

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FEATURE with a 3.73:1 ratio but that number rises to 6,532 kg (14,400 pounds) with a 4.10:1 ratio.

So, the moral of the story is that the higher the combined weight of a truck and trailer, the harder the vehicle needs to work. If a truck owner is going to tow a small boat just a few times a year, a higher ratio will be able handle the occasional towing duty while delivering better efficiency the other 95 percent of the time. However, for someone towing heavy equipment every day, a lower ratio like a 4.10 axle is a must. So be sure to look at what the average work life of your truck will be, and be sure to make an educated decision as to what gear ratio will work best for you.

on both 1500 and heavy-duty trucks, allowing you to find the right option that will work for your particular environment.

However, it is important to remember that the tires themselves play a large role in the final drive ratio, as the manufacturers have developed each ratio to OEM equipment. So those wanting to put a big set of aftermarket chrome wheels or large all-terrain tires on their trucks, beware, this will affect the final drive ratio and the efficiency of your truck.

How much of a difference does the choice of axle make? GMC tells us that a 2013 Sierra 2500HD with a 6.0L V8 and fourwheel drive can tow a maximum of 4,491 kg (9,900 pounds)

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FEATURE humid heat of Sydney. With epic rainfall filling the streets, I worked my way to the team meeting point in Brisbane at the wheel of a rented Toyota Land Cruiser. The scenic drive up the coastal highway was not what I was expecting. The epic rainfall continued and soon I found my trek halted as flood waters completely cut the country in two. A night spent along the roadside, with the deafening sound of the jungle keeping me awake most of the night, and I arose to make another push north. The road would still be closed, but some resourceful locals knew a back route where waters could be lower.

My choice of rental vehicle turned out to be genius as the legendary Land Cruiser lumbered up over slippery landslides, through treacherous washouts, and waded through flooded valley floors with water coming right up over the hood.

Eventually, I worked my way through the natural disaster to the Gold Coast region to meet the rest of the team.

Chasing Kites

A Guinness World Record Trek Across the Outback Story and photos by Budd Stanley In a zombie like stupor, I raise up from my sleeping bag, hanging off the end of our pop-up tent trailer, the sound of Mark’s zipper opening his tent door enough to wake me from my light sleep. It feels as though my head had just hit the pillow, and the crew is already starting to rise from the grave. The sun is nowhere near the horizon yet as LED headlights start to blink on; the tent of our last team pilot, Glenn, begins to glow with the blue hue of his laptop checking the latest weather forecast.

We need to have camp all packed up and Glenn’s Paramotor warmed up and ready for action before the light of day starts to break over the long flat horizon of the farm lands of Western Australia. As soon as it does, “Clear!” Glen shouts as he fires up, checks the wind, and gives a mighty tug on his Parawing lines filling the wing with air. With a handful of throttle and mustering all the strength he has, Glenn stumbles through a farmer’s paddock and lifts into the air as the sun breaks through the morning dawn. Mark, Craig and I pack up what’s left of camp and jump into the Nissan Patrol lovingly named Sasquatch, and give chase to the kite, far in the distant sky. It is a routine that we have mastered over the last two months on the road to a world record.

The journey started with a drive from Kelowna to the Vancouver airport.

Negative twenty-five degrees-Celsius and thirty-centimetres of snow on the road would soon be replaced twenty-four hours later by the sticky 46 Trucks Plus

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Mark Jennings-Bates I already knew, along with regular readers, as he is Canada’s own factory driver for the Bowler Rally Raid team. As team leader, this expedition was his brainchild. A Paramotor pilot, he had envisioned breaking the Guinness record for the longest flight, while simultaneously gaining awareness for his charity, Rally4Life.com, a charity to provide the underprivileged in Africa and South America with clean drinking water. Joining him in the skies was a friend and Paramotor instructor, Glenn Derouin. As part of the chase crew, I would be paired with mechanic Craig Greenwell, an Aussie who not only can perform a mean carb rebuild, but would provide translation duties with the locals.

A few days spent making preparations in Brisbane, obtaining a Nissan Patrol 4WD and a rickety old tent trailer, and we were off to Townsville in the far north to start the expedition proper. I’d still not acclimatized to the heat of the Australian summer, and as we crossed over the Tropic of Cancer, the humidity combined with temperatures began to hit me particularly hard. With temperatures in the low 40s and humidity high, I was beginning to sweat as though I was on a long-distance run.

Rolling into Townsville, we were all looking forward to a refreshing swim in the ocean, but warning signs of poisonous Manatees brought that dream crashing down.

That first night was one of the worst sleeps I’ve ever experienced. The heat never let up and I was forced to sleep with a Camelback hanging out of my mouth as I still was unable to replenish the water fast enough, even when sleeping. Heat stroke had dropped me twice already and energy levels were at minimum. In the morning, we moved out to an airfield just west of the city to get a few test flights in, make last-minute adjustments to the gear and prepare for an attack on the record the following day.

However, the day’s events would give an ominous aura over the whole expedition.

The first sign that things may not all be fine came with Mark’s first flight.

On takeoff, he got his wrist tangled in the lines to his wing, which saw him narrowly missing a stand of trees and crashing into a bush at the side of the runway. With a hobble Mark picked himself up, saying “I’m okay.” The next sign came that night; after a day of clear skies, we noticed a rather violent storm cell moving in on our position. The constant lightning show lasted for well over an hour as it slowly became larger and larger in the

FEATURE sky. Just before it was upon us, we turned in, Craig and I into the trailer, Glenn and Mark both having their own tents. With a massive crash, the tent trailer lit up as though a flash grenade was lobbed in. A great wind picked up and rain began to fall as though there was a waterfall just above us. The canvass sides to the tent trailer were bubbled in as far as they could stretch, the trailer shaking from side to side. It was as though a giant was trying to break in.

Needless to say, it was another night with no sleep, but the coming light brought the excitement of the first day on the road to a world record. Both Glenn and Mark suited up, Craig and I fueled the Paramotors, and prepped the wings and lines for takeoff. One after the other, the two pilots revved their little Parajet two-strokes to full throttle, pulled their wings into the air and with a short sprint down the field, lifted off into the air and disappeared over the trees. Meanwhile, Craig and I broke camp, packed everything up and jumped onto the road, giving chase to the two pilots.

A couple of hours down the road, we found the two kites drifting in the air, soon looking for a suitable place to land.

This would be the routine that would soon come to rule our lives. A three-hour flight to commence as soon as the sun hits the horizon, Craig and I scrambling to pack up the truck and camper, give chase, find the floating kites and shadow them to their landing spot. We would then hold fast during the midday hours and if we were lucky, we would be close to a village to find shelter from the blazing sun in a bar. If the conditions calmed down suitably in the late afternoon, a second flight would be made to make up as many kilometres as possible.

As we worked our way across the top of Queensland, all was looking good. The heat was still high, but we were now diving deep into the Outback and the humidity was plummeting. However, now we were becoming more acquainted with nature. A country that is home to seven of the top ten most venomous snakes in the world is not the ideal place for someone with a snake phobia. It didn’t help matters when the pilots would usually land in a paddock full of tall grass. Craig and I would have to jump the fence and go in to grab the wings and Paramotors. Running through the tall grass was like running through a mine field in my eyes. Adrenaline pulsed through my veins as I was waiting for that one step that would land on a slightly pliable bulge, followed by the strike of two fangs sinking into my leg a split second later. Making camp next to a croc-infested river also kept my head on a swivel.

Drama would strike the team at the end of the first leg. Mark had not got as much training on the new Parajet Paramotors as he would have liked, and had a couple of tumbles along the way. On one occasion, he landed on his motor, effectively turning the Carbon Fibre prop into shrapnel. With only one spare left, Mark’s journey would come to a tragic end on the highway outside Cloncurry, crashing on the tarmac road, blowing his last prop and damaging his knee in the process. The end of his dream was hard to watch, but we still had one pilot left and we all agreed to pool all our resources to see Glenn to the end.

The strain of being on the road began to rise as we worked our way south. The insects were maddening; with all the rain, mosquitoes filled the air come evening. After a half-hour of clearing out the trailer before bed, sleep never came easy with the deafening sound of mossies hovering next to my head on the other side of the mesh netting. I did my best to plug any hole where they might find a way in, not to mention snakes looking for some warmth at night, yet I would wake every morning covered in bites.

It was so bad one night, the canvas above me was covered in blood from all the mossies I squished.

I had been constantly sewing up a tear that had developed in the canvas over my bed. With a heavy rainfall one night, Glenn’s tent was washed away as he set up in a ditch while a steady stream of water was falling on me. At first, I tried to hold back the flood, but it was futile and I woke the next day looking like I had slept in a tub of water. Sleep was a luxury I often couldn’t afford on this trip.

Our trusty Nissan Patrol proved an intelligent purchase, as Craig and I would have to grab 4WD on more than one occasion to extract Glenn from rough terrain. Then came the floods, as we began to dive down into New South Wales. Epic hundred-year floods were ravaging the area, washing entire villages away with waters as deep as 22 metres. The Patrol dove headlong into massive water crossings 48 Trucks Plus

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FEATURE and into muddy paddocks, keeping the record chase alive. However, drama would rise once again, as we did our best to evade the flood waters. Soon, our creative routing found us cornered, flanked on three sides by flood waters.

Our only way out was to go back the way we came, and even then, we would be racing the waters that threatened to make our current position near the town of Gilgandra nothing more than a small island in the sea. Bathurst and Wagga Wagga were underwater, which put us in a difficult position; we had spare parts waiting for us in Wagga Wagga, as a bad batch of starters were starting to deteriorate.

Making a run for the mining town of Cobar, it took a stressful three days to get out of the way of the oncoming floods. We were now high and dry on our way to Port Augusta and the South Coast. Our detour took a massive two-thousand kilometres out of our route, while Craig, Mark and I seemed to be making major repairs nearly every night on the overworked equipment. It seemed like everything was breaking down. The truck lost tune and broke its exhaust, the tent trailer was slowly falling apart and the Paramotors were in constant need of tuning and replacing worn parts.

Even worse, the stress and exhaustion were starting to take their toll on Glenn. He became increasingly irritated and confrontational with the team, effectively causing a rift between ground crew and pilot. He won an epic fight with Mother Nature when we got caught in a valley of wind turbines just outside the town of Burra. Where there are wind farms, there is wind, and several hard-fought days saw Glenn conquer the valley in an epic battle against nature. However, he still deteriorated. After a good day that saw a 250-kilometre gain in distance towards the infamous Nullarbor desert, something strange happened.

We had just picked Glenn up in a paddock after the successful run and looking for a good campsite when Glenn’s frustrations boiled over. Mark, Craig and I were ecstatic with the distance gained. I asked Mark to take dinner making duties that night, as I had work to do. Glenn, it seems, was impatient, jumping into the trailer, and soon a spaghetti wrapper went flying by my head while working outside. “Whats that all about,” I wondered, then another wrapper went flying. Inside, I could hear sickening sound of metal on metal as Glenn ground cutlery unmercifully into the nonstick finish of the pots and pans. One wrapper after another came flying out the door into a stranger’s field that we were borrowing for the night, and instantly any respect I had for Glenn was tossed out the door much like the garbage he was ejecting out the trailer. The rest of us didn’t say a thing, just chuckled under our breath witnessing the breakdown. It was the worst meal I think I’ve ever forced down my throat, and it came to be known as “The Angry Dinner.”

Needless to say, team tension rose as we pushed out onto the Nullarbor desert, an infamously flat and barren piece of land that separates Western Australia from the East. Long boring days on the road were matched with tension as soon as Glenn was back on the ground. It was only made worse when we arrived at the border to Western Australia, where we came upon a border toll booth. The fruit police were waiting for us, and emptied the trailer of nearly all our food. Rather annoying as we still had a week of the Nullarbor to go. There was only one can of beans left in the fridge when we finally hit civilization for the first time in well over a week, yet Craig

and I felt the liquor store was the more important place to start restocking supplies. Working our way closer to Perth, our goal of passing 8,008 km was becoming desperately close.

And so, we the zombies woke from our poor sleep, after two months on the road, just outside the town of Corrigin. The mornings are now cold with fall and a thick mist hangs in the air as Mark preps breakfast under the light of his headlamp and Glenn hides in his tent checking weather. With some food in our stomachs, we prep Glenn for yet another takeoff. Wearily, he lifts into the air, already exhausted, muscles and bones sore from the long daily grind. We, the ground crew, pack camp and give chase once again, chasing the single kite that floats and bobs in the sky just above. As soon as we hit the road, we break into song, our morning ritual after launching Glenn, “We’re on our way, from misery to happiness today… uh huh, uh huh, uh huh, uh huh…” However, today, these words have greater meaning; today is the day we break the record.

Just outside the village of Dumbleyung, high winds force Glenn to the ground, but it’s enough - we’ve just broken the world record for the longest Paramotor flight. A month ago, we were all but totally defeated in the town of Gilgandra. We had flown into a trap of massive weather systems and hundred-year floods. When we decided to cut west and take our chances, we figured there was maybe a ten-percent chance of achieving our goal.

All the daily emergencies, the mechanical issues, the weather issues and more importantly, team chemistry, have all been conspiring to bring down the whole adventure; however, we’ve persevered and come through champions. Packing up the Paramotor, we head into Dumbleyung to crunch the numbers at the local roadhouse. Ironically, pictures on the walls of the restaurant tell a similar story of Donald Campbell who broke the water speed record for a boat on the nearby lake back in 1964. How fitting that Mark confirms the numbers that realize our goal in such a place. Mission accomplished!

For nearly a week we added to that number, tacking over 200 kilometres onto the previous 8,008-kilometre record. Late in October, Guinness confirmed the record as official. To learn more information about this great journey and the Rally4Life charity, please visit www.theflight4life.com.

DEC 12 / JAN 13

Trucks Plus 49

RV-ING

2013 Roadtrek Ranger RT

Story and Photos by Howard J Elmer

A

lmost 40 years ago, a Kitchener, Ontario company called Home and Park started building Class B van conversions. Today, it is still at it and for 2013, it has an all-new model – something that doesn’t happen every year. Now called Roadtrek, the company has just released the Ranger RT. This unit is now its lowest-priced van, a whole new entrylevel price that should provoke interest from customers who otherwise may have thought of these Class Bs as too pricy.

Now, it’s still fully equipped, though with smart shortcuts. It’s also lighter, has a smaller engine and offers better fuel economy. All attractive features, but the best one is the new base cost of $72,800. That’s the cheapest Roadtrek in years.

To start with, the Ranger RT is built on the Chevrolet Express commercial van chassis, uses the 4.8-litre V8 gas engine, and utilizes as many of the OEM systems as possible. However, the roof is raised, like on other Roadtreks, housing the heat pump for cooling and heating, and also offering venting, storage and skylights. I’m six feet tall and that is the max height inside without stooping. Not bad, but entering the side door does require a penitent bow as the roof is only raised through the centre-line of the van. Also, while the photos show two side doors, only one opens; the other is the back of the wet bath, and it only opens for maintenance and plumbing access. This build compromise (which at first glance isn’t obvious) is the type of innovation found throughout the Ranger; it saves money by not removing it and building a wall.

Put another way, the Ranger looks like most any other Roadtrek; the cost savings are in the systems and the design, none of which really changes the function or purpose of the van.

Alright, like what, you ask? Well, van energy needs are supplied by gasoline and electricity. No propane. This exclusion saves money.

Stove, fridge, and water heater are run electrically. To accommodate this, the Ranger has dual auxiliary batteries and a 1250W power inverter. The engine charges these batteries (or shorepower when 50 Trucks Plus

DEC 12 / JAN 13

plugged in), however a built-in gas generator is available as is a propane option if you just have to have it. But, it’s the base model that is attractive because the build trend today is to bundle features together.

That means you often have to pay for things you don’t want. I like the idea of having a basic model that I can add to only if I want to.

So what else have they done? The big one is the Chevy chassis which is cheaper than the Mercedes Sprinter. The same goes for the gas engine vs. the Mercedes diesel. Construction-wise, during the build, the roof is raised but the floor is left untouched, another savings. Inside, all the available space is well utilized, but no exceptional body modifications are made to create more storage space than what is standard. For instance, the added body-side doors pretty much just provide access to the dump valves, water hookups (there is an outdoor shower, though) and electrical cable. The one downside to this lowerpriced unit is that its winter use is limited. It just doesn’t carry all the necessary insulation and heating systems needed for really cold weather, so keep that in mind.

Oh, and as all valves are about six inches off the ground, bring a cushion to kneel on.

This brings me to a myth about Class Bs; then again, I don’t know that myth is the right word – let’s say growing trend.

Most Class Bs spend a good deal of time in hotel parking lots – that’s the trend I’m thinking of.

If this seems odd to you, then consider who the

RV-ING rants and hotels often. They just don’t park on a beach in Mexico for six months. Okay, so maybe some do, but come on, who can be in a space that small with a spouse for that long. Not me anyway.

Class B owner is. Firstly, they are someone who will do a lot of travelling – unlike the majority of other RVers with larger units. And whether they are first-timers, downsizers, or just folks with a case of wanderlust, they are attracted to the Roadtrek because this unit is built to travel comfortably and its on-board camping amenities really are meant for the ultimate in-transit experience, not long-term camping.

Stop anywhere you like and have your home-like comforts available to you, or find yourself off the beaten path for a night or two, and you are more than fine. But, as I said, these owners also frequent restau-

Having just written that woke me to a memory of a Class B test I did some ten years ago when my youngest son Stephen was about 12 and acting as my co-pilot. After a day of driving and shooting pictures, Stephen volunteered his opinion of the Dodge-based Class B we were testing: “Daddy, this is a good driving RV, not a good staying RV.” Out of the mouths of babes – there you go. It’s as true now as it was then.

Inside the Ranger, two things jumped out at me. One, just how nice the cabinetry, fixtures and materials are, despite the effort to save money on the build. Second, everything was well placed, simple to understand and worked as advertised. As for driving (which is really important with this unit), its reasonable overall weight showed in its firm, light handling.

No wallowing, no leaning in the turns; in fact, there is still some good bounce in the springs over bumps – not harsh, but there. The drive is also quiet. And that is quiet two ways. First, the Chevy itself is well insulated to wind and engine noise, and second, the Roadtrek build is also quiet. I heard no fixture squeaks, air whistles, fibreglass groans, or door creaks. Very nice.

Driving around St Jacobs, ON, I was able to mix stop-and-start town traffic with country highways, with even some gravel sections. This van is equally at home in all these situations. It has ample power to get up to speed while stopping is just as authoritative. One of the features

RV-ING SPECIFICATIONS: 2013 Roadtrek Ranger RT 19EC2 Chassis: ................................................ Chevrolet Express 2500 Engine:................................................................................... 4.8L Standard features: Swivel captains seats, table, compact galley, temporary bathroom & shower, storage cabinets and power sofa.

Also, AC & heat pump; laminated counter; microwave oven; power inverter; 45 amp charger; AM/FM/CD radio; power roof vent; interior TV antenna; 2.5 gal water heater MSRP Base price: . .........................................................$72,800 the Chevy offers in its onboard information systems is average fuel consumption readout. I reset this when I left the Roadtrek factory and found that over my highway route, I averaged 16L / 100 km. When I started driving in and around the village of St Jacobs, it rose to 20L / 100 km. Overall, I drove around 120 km on my test, not a huge sample but an indicator, anyway.

Options: Box awning (11’6�)................................................................$780 Portable generator swing-out carrier....................................$455 Onan MicroLite gas generator...........................................$1,287 LPG stove & furnace with fixed tank..................................$3,510 Deluxe Charcoal lower paint.................................................$221 Screens for side and rear doors............................................$494 19� flat screen TV w/DVD player .........................................$715 Price as tested: ...............................................................$80,262

Unit provided for testing courtesy of Roadtrek Motorhomes Inc, Kitchener, ON As for its road manners, the Ranger is square and its large mirrors offer clear views down the sides, and the drop nose clears the way for unobstructed forward views. Frankly, I’d drive the Ranger through downtown Toronto with the same confidence as I’d navigate the tiny village of Lunenburg, NS. And, I really think that is the point of this unit. Put the kilometres on, and see the country in comfort – two of you, four of you, whatever – it has that kind of flexibility, and now also a much lower starting price.

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TRUCK TECH the side-walls and bulkhead, and a large piece for the floor section. However, the Honda Ridgeline on which we tried it features a cargo trunk integrated just aft of the rear wheels beneath the floor of the cargo box. This handy storage area is accessed via a swing lid that comprises about 60 percent of the rear floor. As a result, the BedRug kit has been adapted to accommodate this unique feature by providing a two-piece panel design for the floor surface. The side-wall and bulkhead panel is shaped like a horseshoe, and it is to this piece that the forward floor panel is fastened by using a non-corrosive zinc alloy zipper. This design will effectively hold the liner in place and prevent loose material and debris from finding its way beneath the surface of the liner. The second floor panel is attached to the lid of the recessed storage bin using the included hook and loop fasteners and then the edges are tucked in at the sidewalls. This accommodation was important, as the Honda Ridgeline’s trunk is where the vehicle’s spare tire, jack and tools are stowed.

BedRug

Innovative bed liner protects your paint finish and your knees Story and photos by Russell Purcell hat the heck is a BedRug, you ask? A BedRug is an innovative new W concept in bed liners designed to protect the surface and finish of your truck’s cargo box. BedRug liners are comprised of a closed-cell foam similar to that used in high-end life-jackets, which means that it will not break down when exposed to water, resists mildew, and does not absorb water. The foam is 3/4-of-an-inch thick and is computerdesigned to guarantee the proper fit for your application. This means that installation is quite simple and that you will end up with a perfectly level floor surface. The foam does not affect the finish of your truck, as the foam backing is nonabrasive.

The BedRug’s exterior surface is covered with an attractive material that looks like carpet, but is in fact a much more durable plastic-based product comprised of Polypropylene resin. It is stain-resistant, will not absorb water, and provides enough surface friction to keep your load stable at speed.

The BedRug uses Velcro to secure it in place, but it comes fitted with the loop material stitched in place so you only have to apply the hook fasteners in the designated areas. Once you have secured the fastening strips in place, you need to position the assembled bed rug in place to check on fit and verify that the fasteners will be in the correct spot.

Most BedRug kits come with two pieces - one designed to protect both

The process for installation is very simple. The first thing you have to do is make sure that the bed of the truck is very clean. It is important to ensure that the surface is clear of any surface dirt or grit that may mar the finish of your bed.

The second step is to unfold the bulkhead and sidewall panel and zipper the forward floor piece into place. Once accomplished, place the BedRug into position against the bulkhead, checking for fit and making sure that it is situated in the correct position. There are slits cut in the liner to accommodate the Ridgeline’s floor and side-wall tie-downs which act as helpful indicators when positioning the BedRug. The Honda Ridgeline also features two cargo lamps near the rear of the cargo bed, so the BedRug designers have provided openings for these which will help you orient the mat.

Once in place, it is important to pull the top of the panels away from the walls and peer down to see where you should position the Velcro strips that will be used to attach the panels to the truck’s surface. BedRug has provided an adhesive (3M 4298) which comes in handy packets that contain small, single use, foam applicator pads that are saturated with the industrial adhesive. Before employing the adhesive it is important to wipe the contact points for the hook and loop fasteners with Isopropyl alcohol to make sure that the area is free of any soap residue, chemicals or other agents that might prevent the adhesion of the Velcro strips. Once you are sure it is clean and dry, you can use the sponge applicator pads to lightly glaze the areas where the Velcro strips will be fastened with the adhesive. It is important to do this step in small stages so that you don’t make a mess, and so that you are careful to place each hook fastener in the correct place to guarantee a good fit. I should also point out that in order for the hook fasteners and adhesive to achieve maximum effectiveness, the temperature of the truck bed surface needs to be 20 ° C (68 ° F).

I then removed the BedRug and flipped it over so that I could attach the long strips of hook fasteners to the truck floor with the adhesive. Once all the hook fasteners were in place, I began to install the BedRug itself.

The floor panel portion slipped easily over the two cargo hooks and once DEC 12 / JAN 13

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TRUCK TECH I had it oriented so that it met all three walls and was clear of the trunk lid, I pushed it down securely into place. During this step it is very important to ensure that the liner does not extend over the rear of the trunk lid, as it would hinder its operation. This would also signal that the floor panel needed to be adjusted so that it sat closer to the bulkhead wall.

Once the forward floor panel was in place, I began to secure the BedRug to the bulkhead area, working from the bottom up and centre out as suggested by the instructions. This allows you to push out any air pockets and to ensure that the liner effectively mates to the bedâ&#x20AC;&#x2122;s many contours. I then continued this process rearward along the two sidewalls continually checking my placement based on the aforementioned slits for the cargo hooks and the openings for the two cargo lamps. While performing this step, I found myself immediately impressed with the quality of the fit, the overall appearance, and the obvious comfort the linerâ&#x20AC;&#x2122;s surface provided for my ageing knees.

The final two steps were a breeze, as the two remaining panels were small enough that they were easy to handle and manipulate. I positioned the rear floor panel in place and secured it down, making certain that it was perfectly aligned with the trunk lid.

The BedRug kit for a traditional pick-up design includes a tailgate extension as part of the floor panel. This works great as it fills the gap between the gate and the bed floor and prevent spills and or the accumulation of debris. In the case of the Honda Ridgeline, however, the tailgate is designed to operate both as a standard drop gate, but also as a swing design, which means that the BedRug kit needed to be adapted to accommodate this feature. As a result, there is a separate panel to cover the tailgate surface.

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The BedRug company literature claims that the surface will not readily stain, but I must admit that I found it quite difficult to clean when damp. I hauled a load of pumpkins to a target shooting event and the soil left behind was hard to clean due to the rainy conditions. The instructions suggest using a vacuum or brush to clean light soil and grime, but compressed air or even a power washer can be used to effectively clean the surface. I imagine the occasional use of the latter would keep the BedRug looking new.

Should you happen to spill gasoline, chemicals, or oil on the surface, a detergent soap with degreaser is suggested, such as that used at most wand-wash locations.

The marketing people at BedRug are quick to stress how ultra-tough and durable these liners have proven to be and they do back it with a respectable three-year limited warranty. I will admit that it gives the truck a much more upmarket look than a traditional drop-in or spray-on liner, and I have had several people stop me in parking lots to give it a closer look. In the Vancouver area, the BedRug retails for under CAN$500 for my application, with some online retailers offering the kit for as low as $450, but shipping will be a killer.

I suspect these will be very popular with people who mount canopies on their trucks, as it provides a minor improvement in insulation and provides a non-slip surface to help keep your load from shifting around while the truck is in motion. I also think that the liner would prove comfortable enough that the more adventurous sort could comfortably sleep in the cargo box while on a hunting or camping trip. Try that on a traditional bed liner.

For more information on BedRug, check out the companyâ&#x20AC;&#x2122;s website at www.bedrug.com.

TRUCK TECH

Engineered Simplicity

Product Test: Extang Solid Fold Tonneau Story and photos by Russell Purcell ick-up trucks are arguably the most popular vehicles in North America P due to their incredible versatility and ruggedness. However, if you happen to live in an environment prone to inclement weather, you may wish to enclose your truck’s box with either a canopy or a tonneau cover so that you can protect your cargo from the elements.

I recently installed one of the most popular tri-fold tonneau covers on my personal vehicle, a 2009 Honda Ridgeline pick-up.

The Extang Solid Fold tonneau is a hard-shell design that is one of the best-selling tri-fold aluminum tonneau covers on the market. It arrives fully assembled so installation is relatively easy and can be completed by the average consumer.

The Solid Fold tonneau features a lightweight, aircraft-grade, aluminum frame and its UV-resistant panels house a sturdy aluminum honeycomb core. The innovative design of the hinges used on the Solid Fold feature special channels to keep water out, so you will have one less thing to stress about while on the road.

The exclusive clamping system has been designed so that the entire cover can be installed or removed with little effort and in minimal time. The front clamps (SafetyKlamps) are a hand-tightened toggle bolt design which are situated in such a manner that they do not interfere with the amount of room available for cargo. The rear clamps (SpeedKlamps) are a spring-loaded design which merely require the user to pull down the clamp’s handle and release it once it meets the bed wall flange (or in the case of the Honda

Ridgeline, the provided aluminum frame rails). All of the clamps feature fibreglass-reinforced nylon composite materials which are very strong and will not rust or corrode.

Obviously, you will want to wash your truck bed prior to installing the cover because once you have the tonneau in position, you will find it a little more difficult to complete this task due to the fact that when folded, one third of the cargo box is basically still protected by the stacked structure.

If you are mounting the solid fold on a traditional pick-up truck design, you simply need to place the pre-assembled cover over the cab end of the truck box. You then need to carefully unfold the three segments so that they cover the bed and adjust the unit’s position so that it is properly aligned with the truck’s cab, sidewalls and tailgate. Once you are satisfied with your placement, you can then carefully refold the cover into its open position at the cab end of the box.

The next step will require you to get into the bed so that you can secure the front clamps. While lying on your back, you will be able to swing down each clamp and set the toggle foot so that it is positioned under the bed wall flange. If your truck has a bed liner in place, you will need to remove just enough of the liner material to ensure that the clamp is able to make proper contact with the metal surface of the bed. These clamps can then be hand tightened until they are secure. Take your time and alternate between the two to guarantee even pressure and reduce the chance of displacing the cover from its position.

You are now free to unfold the panels and close the cover. Close the tailgate to check your placement. If everything looks square and lined

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TRUCK TECH up you will need to drop the tailgate and reach in to the central recess of the rearmost panel to release the rear clamps. Simply slide the clamps towards the sidewall until you are near the mounting point. A simple tug towards the floor will engage these spring-loaded clamps so that you can position them so that they hook under the bottom edge of the bed wall flange. The cover should now be secure, and if your truck has a locking tailgate, you will now have a secure storage space for your gear, tools and cargo.

The Honda Ridgeline is an oddball in the pick-up truck world as it is a mid-size truck with a unibody design. Unlike the traditional pick-up truck which features a body-on-frame structure where the cargo box is independent of the passenger cabin, the Ridgelineâ&#x20AC;&#x2122;s composite box is part of the overall body structure. The body sides are angled rather than horizontal like those on a typical truck bed, so finding accessories for the Ridgeline can be a challenge.

Due to the odd shape and design of the Honda Ridgelineâ&#x20AC;&#x2122;s bulkhead and sides, the Extang Solid Fold kit for this vehicle comes with a set of supplementary instructions and a few additions to the parts list.

The presence of two full-length aluminum side rails is the first thing you notice. On a traditional pick-up design, the tonneau cover sits atop the cargo box, utilizing the top surface of the box walls as a foundation. This would be impossible on the Ridgeline due to its design, so the Solid Fold needs to sit atop a pair of aluminum rails that must be mounted within the confines of the cargo box.

The side wall mounting rails are easy to attach using the provided hardware (which includes two threaded bolts and a pair of sealing washers to inhibit water from finding its way in through the holes). Luckily there is

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no need to do any drilling, as the rails are mounted using holes already provided by Honda. One is sourced from the mounting point for the forward upper tie-down bracket which needs to be removed to complete the install, and the other involves removing a threaded bolt that is located halfway down the cargo wall which I believe is used to help support the composite box. The rails have self-stick weather stripping in place to help ensure that water doesnâ&#x20AC;&#x2122;t find its way in along the edge, and are shaped so that a channel is

TRUCK TECH provided to direct water rearwards. Extang provides the two wrenches needed to perform this step, which is an unexpected bonus.

A pair of rubber pillows are provided which feature a self-stick surface so that they can be mounted behind the side rail at the two points where you have to remove the tie-down bracket. With the bracket removed, there is a small recess into which water might flow, so by placing these pieces into this void, the mounting rails will compress the pillows and block this opening.

Up front along the bulkhead, there are two rubber wedges that need to be placed in the corners to prevent water from finding its way into the bed. These wedges also feature a self-stick surface so that you can mount them underneath the mounting rails. So far, I have found that the exposed portion of the wedge does a good job of directing the water flow away from this potential entry point.

Finally, there is a small square rubber pad that needs to be placed at the rear of the rail to fill another potential ingress point for moisture.

At the time of this writing, I have had the Solid Fold installed for about three weeks, and during this period, Vancouver has been ravaged by some pretty heavy rainfall. On the second day, I noticed that a small amount of moisture had managed to get in along the bulkhead, but this was because I needed to adjust the placement of the extra wedges.

I have to admit I am pleased with both the look and function of the Solid Fold tonneau cover.

It makes my truck look tidy and provides me with much more usable “dry” cargo space. Should I find the need to haul larger items, I can quickly fold the two rear panels forward and lock them in place with the integrated tie-down straps. Should I need to haul even larger items, I can remove the unit in short order without the need for tools, or even another set of hands.

Prices for the Extang Solid Fold tonneau cover vary depending on the make and model of your truck, but typically they can be found for less than $1,000 for most applications. In my area they list at $869.00 to start, but the Ridgeline version is a little more ($919.00 prior to taxes) due to the cost of the extra components.

For more information about Extang products or to find a dealer, visit www.extang.com.

Last weekend I took my truck through a high-pressure, automatic, notouch car wash to really give it a test. Afterwards, I did find evidence of a little soap at the bed’s mid-point on both sides, but after inspection I determined that I merely needed to tighten the mounting rail’s bolts a little more to improve the seal of the weather stripping.

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GEARING UP Four-Inch Channel OE Xtreme SideSteps from Go Rhino The new 4-inch Channel OE Xtreme SideSteps from Go Rhino are an economical SideStep option with a low price point that still has all of the features Go Rhino is known for. The steps feature welded end caps for a more clean, finished look and come available in many different lengths to include most popular truck, SUV, and CUV vehicles. All step bars come with vehicle specific mounting brackets for an easy installation, and are made from polished stainless steel that comes with a limited lifetime warranty.

For more information please go to www.gorhino.com

2012 Jeep Wrangler CatBack Exhaust from Borla Owners of 2012-13 Jeep Wranglers now have an option when it comes to aftermarket exhaust with Borla’s new Cat-Back Exhaust System called the Dirt Sport. The Dirt Sport utilizes the same straightthrough muffler technology that is responsible for many Borla racing wins. The exhaust is designed to add power, low-end torque, and the distinctive Borla “Sound of Power.”

Also, Borla engineers tucked the piping up higher and relocated the muffler to increase ground clearance, and it clears room for any other off-road needs such as an air compressor.

For more information please go to www.borla.com

Firestone Level-Rite Air Helper Springs for 2009 Dodge Ram Firestone Industrial Products has introduced its Level-Rite air spring over-damper suspension for the 2009 Dodge Ram 2500 and 3500, in both 2WD and 4WD models. The Level-Rite systems are designed to help level the front of vehicles that are carrying extra weight on the front such as snow plows, winches, and heavy-duty bumpers. The system features a fully protected air spring that is paired with a Bilstein monotube shock absorber that is designed to improve a vehicle’s stability, reduce potential bottoming and suspension fatigue, and allow for control of the vehicle’s front ground clearance.

For more information please go to www.ride-rite.com 58 Trucks Plus

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GEARING UP A.R.E Offers X Series Canopy for Ford Trucks A.R.E is now offering its X Series truck canopy for current-model Ford F-Series pickup trucks. The all new X Series canopies are a cab-high unit that features a fibreglass composite-frame rear door that is painted to match the canopy and truck for an OE look.

The rear door hides the heavy duty double hinge system, which eliminates exposed attachment points to create a frameless look. The X Series is also fully customizable with a variety of roof racks, window designs, and dome lights to choose from.

For more information please go to www.4are.com

Rancho Torsion Key Systems for Silverado/Sierra 1500, 2500/3500HD Rancho has recently added torsion key systems for the Chevrolet/GMC Silverado/ Sierra 1500, 2500HD and 3500HD pickup trucks to its product line. The keys, which are designed to level the truck’s stance, are a fast and easy way to add 1-2 ¼ -inches of lift over stock height. The kit easily creates enough room to clear up to 33-inch tires and help compensate in situations where there is added front-end weight. Every system includes a forged Level IT torsion key, and a set of Rancho RS5000 front shocks to maintain the proper OE position without extended shock brackets or a spacer kit.

For more information please go to www.gorancho.com

Big Foot Headache Rack from Go Industries Go Industries has solved the “rocking rack” problem with its Big Foot Headache Rack. Most racks attach to the truck bed rails with flat fleet, and since they only connect on top, they can rock or sway when the truck is in motion. The Big Foot Rack uses pre-drilled steel feet that are angled at 90-degrees to anchor the rack to the top and inside edge of the bed rails, which provides more stability and eliminates any movement. The racks are made from 16-gauge steel that is just under two inches in diameter.

For more information please go to www.goindustries.com

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GEARING UP New Bolt Spare Tire Lock for Jeep Wranglers

GRILL INSERTS

New from STRATTEC Security Corporation is the Bolt Spare Tire Lock for 1991-present Jeep Wranglers. The lock features the Bolt Breakthrough One-Key Lock technology which eliminates the need to carry any extra keys by programming the lock to the Jeepâ&#x20AC;&#x2122;s ignition key. Simply insert the ignition key into the lock, turn once, and the lock is automatically matched to that key. The locks have a high-grade lock shutter to keep out weather and debris, and also a six-plate tumbler sidebar that will be able to prevent picking and bumping.

For more information please go to www.boltlock.com

All New Aero-Sport Truck Canopy from Snugtop Snugtop has released an all new truck canopy called the Aero-Sport which features sleek, sculpted lines that that is the perfect complement to contemporary truck styles. The canopy also has a contoured roofline that converges into a subtle rear spoiler, plus large, frameless curved glass side windows and an allglass tailgate door to provide optimum visibility. The tailgate door also features the EZ Open lock that fits flush with the door and pops the tailgate open when the key is inserted and turned.

For more information please go to www.snugtop.com

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Dayco Canada Corp 7810 Keele Street, Unit C, Concord, ON L4K 0B7 4EL s 4OLL &REE &AX s WWW DAYCO CA

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!

This guy must have a lot of trust that stump will continue to hold.

Forget trying to get it out, it’s picture time!

Probably should have veered a little more to the left.

Getting dirty should be the least of his worries.

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B u y i t t o d ay a n d

Enjoy it forEvEr!

ford f250 super duty |

xtreme mt tires |

6” suspension

| 6032 series wheels

the Pro ComP Promise With countless years of experience designing, manufacturing, racing, wheeling and installing off road suspension products, we have the expertise to produce products that will outperform and outlast the competition.

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

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

Because of our commitment to quality and manufacturing excellence, we are able to stand behind our products…FOREVER.

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