Trucks Plus June-July 2019

THE 2019 FORD F-150

GET OUT AND STAY OUT

With our most capable F-150 ever, there’s no limit to where your journeys may lead. So, load up your F-150 with all the gear necessary for any adventure. And it’s loaded with technology and innovations that help you get there, and get work done (but only if you want to).

BEST-IN-CLASS* TOWING AND PAYLOAD THAT EASILY HANDLES THE BIGGEST TOYS

AVAILABLE WI-FI HOTSPOT † CAPABILITY FOR BOTH WORK AND PLAY

BACK IT UP RIGHT THE FIRST TIME WITH AVAILABLE PRO TRAILER BACKUP ASSIST‡

EXPLORE THE 2019 FORD F-150. FORD.CA/UNDISPUTED Vehicle may be shown with optional features. *When properly congured. Maximum towing of 13,200 lbs with available 3.5L V6 EcoBoost engine conguration. Maximum payload of 3,270 lbs on F-150 XL Regular Cab, 8̩ box, 5.0L, 4x2, Heavy Duty Payload Package and Heavy Duty Wheel. Class is Full-Size Pickups under 8,500 lbs. GVWR based on Ford segmentation. SYNC Connect, an optional feature, is required. Certain restrictions, 3rd party terms, or message/data rates may apply. 4G network complimentary 5-year subscription included (after which, fees apply) for remote features excluding Wi-Fi Hotspot, activates with vehicle sale date. Requires compatible 4G cellular network connectivity, and is subject to 4G network availability. Evolving technology/cellular networks may affect future functionality. Additional data plan for Wi-Fi Hotspot required.

See dealer for details. ‡Some driver input required. Driver-assist features are supplemental and do not replace the driver’s attention, judgment and need to control the vehicle. ©2019 Ford Motor Company of Canada, Limited. All rights reserved.

CONTENTS BUMPERS:

Bumpers Buyers Guide ....pg 18

ROAD TEST:

2019 Honda Ridgeline ...pg 22

TECH:

HyperTech Max Energy 2.0 Install ...pg 42

TOWING:

Towing Products Buyers Guide ....pg 36

Long Term

Long Awaited We finally get some seat time in the all-new 2020 Jeep Gladiator ...pg 10

RV-ing

We begin our long-term test of the 2019 Canadian Truck King Challenge winning GMC Sierra Denali 1500 ...pg 28

Lance Travel Trailer 1995 ... pg 50

ALSO INSIDE:

Fresh Tracks--------------------------- 4 Truck King Fuel Study---------- 34 Tow Truck Museum--------------- 46 Gearing Up---------------------------- 56 Stuck Trucks------------------------- 62 June/july 2019 Trucks Plus MAGAZINE

FRESH TRACKS

Ford Reveals All-New Ranger Raptor in Europe

F

ord of Europe has recently pulled back the curtain on the all-new Ford Ranger Raptor, which is, of course, designed with off-roading in mind. The truck features a bi-turbo version of Ford’s 2.0L EcoBlue diesel engine that delivers 210 horsepower and 369 lb-ft of torque, and will be paired to a new 10-speed automatic transmission. The truck will feature a race-bred suspension which is designed to tackle gruelling terrain at high speeds with a wider track and higher ride height when compared with the Ranger XLT. FOX shock absorbers with Position Sensitive Damping are utilized to provide higher damping forces for unparalleled off-road performance and lower damping forces in more moderate conditions, and to provide a smooth ride on-road. A set of 33-in. BFGoodrich all-terrain tires are used with an aggressive off-road tread pattern that provides grip in wet, muddy, sandy or snowy conditions. The Ranger Raptor also boasts a Terrain Management System that allows drivers to select from six modes including Normal, Sport, Grass/Gravel/Snow, Trucks Plus MAGAZINE June/July 2019

Mud/Sand, Rock and Baja mode. Although meant to do its best work in the rigorous environment of a desert, the truck still retains all of the creature comforts you’d expect including Ford’s SYNC 3 infotainment system, Apple CarPlay and Android Auto, an 8-in. colour touchscreen and FordPass Connect. Finally, the biggest question is, will we see it in North America and the answer is unknown right now. Given the success of the F-150 Raptor and the resurgence of mid-size trucks on our side of the world, it would make a ton of sense but as of this writing, there has been no indication from Ford either way.

Truck Hero Inc. Announces Acquisition of Lund International

Volume 12, Issue No. 3 June / July 2019

STAFF & CONTRIBUTORS

Publisher: Dean Washington dean@rpmcanada.ca Associate Publisher: David Symons david@rpmcanada.ca Managing Editor Jordan Allan jordan@rpmcanada.ca Distribution Manager: Brenda Washington brenda@rpmcanada.ca

Truck Hero has once again added to its extensive brand portfolio with the recent acquisition of Lund International, which is a portfolio company of Highlander Partners, LP. Lund is based in Buford, Georgia and is a leading designer and manufacturer of branded automotive accessories for all types of vehicles. Lund was founded in 1965 and has roots dating back to the 1920s, and has built itself into one of the world’s leading automotive accessory providers with brand names such as AMP Research, AVS, Belmor, Bushwacker, LUND, Rampage Products, Roll-NLock, Stampede Automotive Accessories and TonnoPro. “This is an opportune time to bring Truck Hero and Lund together,” said Bill Reminder, President and CEO of Truck Hero. “Mitch Fogle and the entire Lund team have built an impressive collection of great companies which will be a perfect match to Truck Hero. We look forward to working with Mitch and his team to leverage our combined capabilities to further build the Company’s position as the foremost source for automotive aftermarket accessories.” Mr. Fogle stated, “We believe the merger of these two great companies is a winning combination. Together, we manufacture and commercialize market-leading brands that encompass the broadest product offering of vehicle accessories. We are extremely happy to join Bill and the Truck Hero family to continue to drive innovation across the industry.” This transaction marks Truck Hero’s fifteenth acquisition since its formation in 2007 and its second in the last few weeks, with the previous acquisition of Backrack at the end of April.

Ford Unveils New Features and New Engines for 2020 Transit Van Ford has once again improved its best-selling Transit family with the addition of new features, technology and two new engine options. On the technology side of things, a standard FordPass Connect modem with 4G LTE Wi-Fi hotspot and connectivity has been added,

Copy Editor: Gerry Frechette gerryf@rpmcanada.ca Advertising Sales: Elaine Fontaine elaine@rpmcanada.ca Contributing Writers / Photographers: Jordan Allan Howard J Elmer John Gunnell Dan Heyman Benjamin Yong CONTACT INFORMATION

TRUCKS PLUS Magazine is published seven times per year by RPM Media Inc. MAILING ADDRESS: 2460 Kingsway Avenue Port Coquitlam, BC, Canada V3C 1T4 TELEPHONE: (604) 629-9669 FAX: (778) 285-2449 TOLL FREE: (888)-500-4591 EMAIL: info@rpmcanada.ca WEBSITE: www.rpmcanada.ca Second Class Mailing Agreement #40050183

Trucks Plus MAGAZINE June/July 2019

which allows drivers to stay in touch with their business and customers more easily. New driver-assist features have been added as well, including standard Pre-Collision Assist with automatic emergency braking and available Ford Co-Pilot360 technologies. The new engines offered include an all-new 2.0L EcoBlue bi-turbo I4 diesel that provides more power and torque than the outgoing 3.2L engine, and a new 3.5L PFDi V6 as the standard gasoline offering. Both engines will be paired with Ford’s proven 10-speed automatic transmission which offers a wide span of gear ratios and low-engine speeds while highway cruising, which leads to improved fuel efficiency. Finally on engines, the proven 3.5L EcoBoost gasoline engine is still available and now includes Auto Start-Stop technology. The 2020 Transit will be offered with available all-wheel drive for improved traction which is ideal for the Canadian climate, and is of course available as either a Cargo or Passenger van with two wheelbases, three lengths and three roof heights available.

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Volume 12, Issue No. 3 June / July 2019

ADVERTISER INDEX

Anzo USA ------------------------------------ 7 BAK ------------------------------------------- 5 BOLT Lock --------------------------------- 16 Bright Source ------------------------------ 61 Bully Dog - --------------------------------- 63 Dominion Sure Seal ---------------------- 51 Enthuze ------------------------------------- 37 Extang -------------------------------------- 17 Ford ------------------------------------------- 2 Formula Distributors - -------------------- 57 Husky Liners - --------------------------38,39 HyperTech - ---------------------------------- 9 ICI ------------------------------------------- 19 Iron Cross Automotive ------------------- 45 LMC Truck --------------------------------- 49 Lordco Auto Parts ------------------------ 59 Meguiar’s ---------------------------------- 53 Nitto Tires ---------------------------------- 64 Retrax -------------------------------------- 25 SCT ----------------------------------------- 29 Steelcraft Automotive - ------------------- 23 TrailFX -----------------------------------32,33 Trimax -------------------------------------- 41 Truck Hardware --------------------------- 27 Truxedo - ----------------------------------- 13 UnderCover -------------------------------- 55 WeatherTech ------------------------------- 15

Ram/Dodge’s last mid-size pickup was the Dakota which was around from 1987-2011

Ram to Produce Mid-Size Pickup Truck Ram will soon be adding a mid-size pickup truck to compete in what is clearly a growing segment. In a discussion with Automotive News, FCA boss Mike Manley said that they will indeed be bringing a mid-size offering to the table soon and that it will properly compete with popular pickups like the all-new Ford Ranger, Toyota Tacoma and the Colorado/Canyon GM twins. As you probably know, Jeep has already entered the mid-size pickup market; however, the Gladiator is almost in a class of its own and it appears FCA would like to add a more traditional truck to compete in that segment along with the Gladiator. Ram/Dodge has not been in the mid-size truck market for the better part of a decade after discontinuing the Dakota in 2011, and it will be interesting to see how the truck fares in what is a truly growing segment.

GMC Sierra CarbonPro Editions Beginning Production GMC has announced that the Sierra CarbonPro Editions will begin production in early June and will arrive at dealerships this summer. Available on the Sierra Denali 1500 and the Sierra AT4 1500, the CarbonPro bed is the first application of its kind for carbon fibre composite, delivering dent, scratch and corrosion resistance. In addition to the added durability, the carbon fibre bed also weighs 25 percent less than a traditional steel bed, while its grained surface eliminates the need for bed liners. The CarbonPro bed design also enables best-in-class cargo volume, and features indentations specifically designed

PICK UP LOCATIONS

for tires of dirt and street bikes, while two tie-down locations are installed at the front of the bed. The CarbonPro bed was rigorously tested to ensure durability and functionality with a number of tests including drop tests, corrosion test, extreme temperature testing and a generator test. The bed won’t be the only new feature available on the all-new 2020 GMC Sierra, with the additions of the available ProGrade Trailering System, Rear Camera Mirror and a Multicolour 15-in. Diagonal Head-Up display.

Trucks Plus MAGAZINE June/July 2019

Are You Not Entertained?

The Jeep Gladiator is officially here and we had the opportunity to do some real world testing

magine yourself in the boardroom at FCA five or so years ago. The plans for the Jeep Wrangler redesign have Iwell-recognized just been finalized, and it’s time to see what can be done to add even more cachet to one of the most beloved and vehicles available today, and that’s before we even consider its historical significance.

So, what to do, then? Well, as more and more households go the one-vehicle route, more and more car and truck buyers are asking for more from their vehicles. So it goes that a pickup truck today can get pretty far from the workaday roots they once had. It’s taken some time, but it’s to the point now that manufacturers are actually touting the lifestyle aspects of their pickups as opposed to their rock-moving, equipment-towing, crew-hauling aspects; see the Toyota Tacoma or new Ford Ranger.

I would imagine, then, that the folks in that FCA boardroom probably saw this coming and so it was decided to ensure that Jeep – and parent brand FCA – wouldn’t be without an entrant in this burgeoning segment. So it goes that it was time to add a pickup bed – a proper pickup bed – to the Wrangler, and the Gladiator was born. We were dispatched to Sacramento, CA to find out what it was all about.

Story and photos by Dan Heyman, additional photos courtesy of FCA Canada

Of course, “proper” is a subjective term; the Gladiator is offered with just a single, five-foot bed option (and four-door cab), so right away you can see how Jeep was positioning the Gladiator not to haul wood, perhaps, but dirt bikes or downhill bikes instead; there are even some “tread marks” punched into the back of the box. That would make it so much easier to haul dirt bikes, you see. In a nod to the wood-movers, however, they have made it so you can lock the rear tailgate at a 45-degree angle, allowing for easier fitment of longer objects.

The cab itself gets a few added practicality pieces as well; the rear seats either fold flat or flip-up, stadium style, to allow for a little more space. There are also lockable storage areas beneath the seats for valuables (or wet items), but no flat load floor so you’ll have to get a little creative there.

Otherwise, inside it’s all Wrangler – the dash is a direct lift, as are the climate controls, vents and so forth. Essentially, from the Bpillar forward, the Gladiator is all Wrangler Unlimited except for one important caveat: the Gladiator gets Dana 44 front and rear axles on all three trims (Sport S: $45,495, Overland: $49,495, Rubicon: $52,496), whereas the Wrangler only gets these on the Rubicon trim. Jeep says that in order for the Gladiator to perform like a proper pickup, the Danas were required at all levels. It also has the track bar and steel control arms from the Ram 1500. The result is a best-in-class tow rating of 3,470 kg and best-in-class 760 kg payload rating. These figures drop a little when you move to the Rubicon but if we’re honest, that’s not really what the Rubicon’s all about.

Indeed, the Rubicon is called as such because it’s built to conquer the famous 4x4 trail of the same name in California; it’s a trim meant to excel in all things off-road, and all things off-road we would try during the test. There was the scramble up and down jagged rock faces made completely greasy by recent rain in the area. Or the rutted grass trail that wasn’t even a trail until we showed up in our Gladiators. Or the sharp-as-shale dirt roads we had to take in order to get to the ranch where we sampled all of that other stuff.

12 Trucks Plus MAGAZINE June/July 2019

STRENGTH AND STYLE

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The sleek, matte black woven fabric conceals heavy-duty aluminum slats, making this cover the ultimate in strength and style.

ALSO AVAILABLE Sentry, with a leather-grain vinyl fabric.

An extra security latch in the middle of the cover keeps your cargo secure.

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Turns out Jeep probably couldn’t have asked for better conditions in which to launch the Gladiator. While I thought that longer wheelbase (+ 480 mm on the Wrangler Unlimited) and longer overall length (+ 752 mm) would make it almost impossible to judge my progress over these slick, narrow roads, the beauty of the Gladiator – like so many Jeeps before it – is its squared-off corners. This makes it so much easier to pace in narrow spots even if you do have extra length, which I can’t say I really felt. Instead, I engaged 4L, off-road + mode (this automatically adjusts throttle and traction control to better suit the conditions) and felt the Gladiator scratch and claw (it’s got either rear-locking or full-locking mechanical diffs, activated by a toggle switch at the base of the centre stack) to a blemish-free traverse over all of this.

While the diffs do their mechanical work, bigger 33-in. tires (35-in. items would also fit) do the physical work, spewing mud to the heavens and squelching over sharp rocks like a good pair of hiking boots. This is off-

14 Trucks Plus MAGAZINE June/July 2019

roading at its finest, the Gladiator’s added hauling capabilities not affecting its overlanding capabilities one iota. Oh, it can also crawl through up to 30 inches of water, and while we didn’t get to test this, I have little reason to doubt it.

Power at this juncture comes from a single engine choice: a 3.6L Pentastar V6 good for 285 hp and 260 lb-ft of torque; a 442 lb-ft turbodiesel 6 is also on the way, but we won’t be getting the gas turbo-four found in the Wrangler. The capabilities required by the Gladiator simply wouldn’t allow for it. Transmission duties are handled by a six-speed manual at all levels; upgrading to an 8-speed auto like our tester had will cost an additional $1,595 regardless of trim.

The Pentastar has worked well in most any application in which it’s been used, and it continues to do the yeoman’s job here – pleasant enough

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kilos. Indeed, it was a rather loud experience that had me switching to manual mode for a spell just to make my forward progress that much smoother.

Once up to speed, everything is kept in check, but since the Gladiator lacks a trailer blind spot monitor or trailer brake as standard (a trailer brake control will soon be made available), I’m not sure if towing loads like this are the right fit. I’d say a trailer with an ATV or maybe some Sea Doos would be better, which is fine considering those are the kind of lifestyle loads people that Jeep’s aiming at would want. Then again, the same could probably be said for most trucks at this level.

Once out on the open road and free of said trailer, the Gladiator drives, sounds and feels pretty much exactly like a Wrangler. That is to say it’s not really what you’d call “civilized,” but a step in the right direction away from what it’s traditionally been thanks to certain subtle changes such as the grille and body panels shaped to decrease drag, that eight-speed transmission and extensive use of aluminum to save weight, putting less stress on the engine and making for quieter progress. while cruising, but with good low-end torque when climbing or splashing through gripless, muddy fields. Unlike FCA’s 9-speed auto that has gotten many a nose out of joint, the 8-speed here works in unison with the V6 to provide ample forward progress. It gets a little loud, but some would say “that’s a Jeep thing” and in this case, I agree with them. I want a little bit of a growl from my truck, which is a feeling I felt when I sampled the new Ford Ranger, as well. It just provides an added layer of immersion that I think any truck manufacturer with an entry in this segment would be loathe to miss out on.

Of course, one of the places you’ll really hear that powertrain make its feelings felt is when towing; we were given the opportunity to put that towing capacity to work by towing a boat and trailer weighing about 2,300

AS EASY AS

IGNITION KEY 16 Trucks Plus MAGAZINE June/July 2019

This makes it a little easier to enjoy the creature comforts the Gladiator has; yes, you can still take off the doors and either fold a soft top or remove hard top panels, but you’ve also got two levels of Uconnect infotainment (a 7-in. or 8.4-in. screen), optional leather seating (but you’ve got to pay on top of that to get heated seats, and only on Rubicon trims), Apple CarPlay/Android Auto support and even a built-in WiFi hotspot.

“WiFi hotspot”? “CarPlay”? Not really things you’d normally associate with anything based on a Wrangler, but there you go. The Jeep reps kept separating the Gladiator from the Wrangler during the launch; a bit of a strange paradox, but one you can understand if you see that the pickup game is very different than whichever game the Wrangler is in. The Gladiator has to walk the line a little, here, but it’s surely got the shoes for it.

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PRODUCTS: BUMPERS

BUYERS’ GUIDE ARB Modular Front Bumpers

Description: ARB’s Modular Front Bumpers are available in three distinct configurations which allow for complete customization to meet individual needs or preferences. They possess the ability to mount a variety of winches and provide unique press-formed fog light housings. The three available configurations include a base style modular, Sahara style modular and full deluxe modular.

Specifications: Finished with ARB’s matte black Integrit finish.

Applications: Available for select Chevrolet, Ford and Ram applications.

Website: www.arbusa.com Body Armor’s Pro Series Front Winch Bumper Description: Body Armor’s Pro Series Front Winch Bumper for Toyota Tacoma features a 10,000-lb. winch capacity and provides a high-clearance design which is meant to accommodate the factory TRD skid plate. The installation of the bumper does require the trimming of the factory front bumper but still works with the OEM receiver. Additionally, two spaces are provided for a 30-in. dual row LED light bar and two cube lights.

Specifications: Manufactured from 3/16-in. steel with ¼-in. integrated steel winch plate.

Applications: Available for the 2016-2017 Toyota Tacoma.

Website: www.body-armor4x4.com Dee Zee K-Series Bumpers Description: Dee Zee’s new K-Series Front and Rear Bumpers are the ultimate line of defence for your off-road truck’s front and rear ends - like armour for your truck. Heavy-duty one-piece steel construction provides serious strength. Models for Heavy Duty trucks available with additional winch plate and 1-in.-thick shackle mounts capable. Cutouts provided for standardized LED lighting plus up to a 20-in. light bar in the centre.

Specifications: Material: Heavy-duty steel; Finish: Two-stage finish of E-Coated and then Texture Black NRT™to inhibit corrosion; Winch Plate Weight Rating: up to 16,500-lb. Winch.

Applications: Most models of Ford, Chevy, GMC, and Dodge / Ram Website: www.deezee.com Go Industries Pro-Series Bumper Description: Go Industries’ one-piece, fully-welded Pro-Series bumper provides heavy-duty front end protection for both on- and off-road use and is constructed of 7-gauge smooth steel. The bumper provides two auxiliary light tabs while the bumper itself comes with a heavy-duty mounting system that has been designed for rigidity and no vibrations.

Specifications: The centre section and skid plates are ¼-in. heavy-duty smooth steel with ¾-in. D-rings.

Applications: Available for the 2017-2019 Ford F-250/F-350.

Website: www.goindustries.com Go Rhino BR10 Bumper Replacements Description: Go Rhino BR10 Bumper is a heavy-duty bumper replacement that provides a rugged and aggressive look to the front end of your truck. The bumper features a very easy install utilizing Go Rhino’s innovative two-step installation process. The optional light bar provides extra protection and light-mounting options, and the bumper is rated for use with winches up to 16,500 lbs.

Specifications: Features textured black powder coat finish.

Applications: Available for a wide variety of truck applications.

Website: www.gorhino.com ICI Grille Guard Magnum Series Bumpers Description: ICI’s New Grille Guard Series Magnum Bumpers made in the USA out of 1.75-inch diameter tubing and ¼-inch steel up-rights that are welded directly to the mounting frame brackets for a one-piece construction. Custom stand-offs attach the radial formed tube to allow for open clearance around the headlights and match the curve of the hood and grille of the vehicle. Winch and Non-Winch Bumpers are available and can accommodate vehicles equipped with factory OE Parking Sensors.

Specifications: 1.75-inch diameter radial formed tubing, 1/4-inch steel up-rights, 1/8-inch steel outer shell, ¼-inch internal support and brackets, 3-stage coating process, made in the USA. Applications: Most models of Chevy, GMC, Dodge/Ram, Ford, and Toyota Trucks Website: www.icionline.com 18 Trucks Plus MAGAZINE June/July 2019

Iron Cross Hardline Series Rear Bumper Description: The new Hardline rear bumper comes with all kinds of new features: Built-in step side, bolt on plates, 3x3 cube light option, and pre-drilled sensor holes. Made from 10gauge steel and a matte black finish.

Applications: Most 2010 and up Chevy, Ram, Ford, GMC, Toyota Website: www.ironcrossautomotive.com

Kelderman Alpha Series Front Bumper Description: Kelderman’s Alpha Series front bumpers utilize a 3-piece design that allows for many possibilities for customizing the colour scheme to the truck and other accessories.

The bumper has a main centre section and a pair of end caps or wings that are available in a number of widths to allow you to match up to either stock or aftermarket fenders.

Specifications: Features a unique set of pockets that allows for mounting of clevis hooks, tow ropes and more. Available in a bare metal finish and prepped for paint and powder coat.

Applications: Now available for the 2017+ Ford Super Duty.

Website: www.kelderman.com Luverne Journeyman™ HD Replacement Bumper Description: The durability and one-piece construction of the LUVERNE Journeyman™ bumper make it one of the strongest replacement bumpers in the truck accessories market. This Americanmade bumper features industry-leading rust protection with its unique zinc primer and highly durable black powder coat finish. The Journeyman™ is equipped with a welded 2x2-in. receiver tube and has been tested at Luverne’s Detroit engineering facility to 25,000 lbs. straight-line pull.

Specifications: The bumper installs with no drilling required and comes with a punched steel screen, contoured brush guards and signature logo reveal for maximum front-end protection.

Applications: Many Website: www.luvernetruck.com

N-Fab M-RDS Prerunner Front Bumper Description: N-Fab’s M-RDS Prerunner front bumper follows the line of your truck to create an extremely clean and truly pre-runner look. The new Multi-Mount system allows you to mount various combinations of LED lights and the bumper itself bolts onto the factory bumper mounts for an easy installation.

Specifications: Features a fully 1-piece welded design using 1.75-in., .095 wall tubing.

Applications: Available for select Chevrolet, Ford, Nissan and Toyota.

Website: www.n-fab.com

Paramount Automotive Front LED Winch Bumper Description: Paramount Automotive’s Front LED Winch Bumper protects your truck from debris whether on- or off-road, and provides high-strength D-ring mounts welded both inside and out. The D-Rings are included with the bumper and offer a 4.75-ton capacity, while the built-in winch plate will allow you to mount a winch up to a 12,000 lb. capacity.

Specifications: Manufactured from durable 5/32-in. steel.

Applications: 2011-2014 Chevrolet Silverado 2500/3500.

Website: www.paramount-automotive.com Road Armor Vaquero Non-Winch Pre-Runner Bumper Description: Road Armor’s Vaquero non-winch Pre-Runner Style bumper is a modular front bumper that accommodates both factory fog lights and tow hooks. The classic cowboy style bumper features a direct bolt-on design, offers a winch plate option, and has been CNC laser-cut and precision brake-formed to ensure it will be the perfect fit on your 2018-2019 Ford F-150.

Specifications: Manufactured from 11-gauge smooth steel for the outer shell with ¼-in. heavy-duty mounting system, and finished in a standard premium 5-stage satin black powder-coat finish.

Applications: Now available for the 2018-2019 Ford F-150.

Website: www.roadarmor.com 20 Trucks Plus MAGAZINE June/July 2019

Smittybilt M-1 Front Bumpers Description: Smittybilt’s M-1 Front Bumpers are manufactured out of cold-rolled steel and powder coated with the company’s signature series two-stage powder coat. Each bumper comes standard with 7/8-inch solid D-ring mounts, ultra-bright driving & fog lights, winch mount system that can hold up to a 17,500 lb winch, and requires no drilling for installation.

Specifications: Made from 3/16-inch cold rolled steel with 1/4-inch mounting plates. Onepiece welded design.

Applications: Available for Dodge, Chevrolet, Ford and Toyota applications.

Website: www.smittybilt.com Steelcraft Elevation Bullnose Description: Steelcraft’s Elevation Bullnose bumper is fully winch mount-ready and allows the factory fog lights and license plate location to be retained. The bumper is fully LED light bar capable and features sensor hole cutouts which are necessary for many late-model pickups.

Specifications: Bumpers are both E-coated and powder coated. Made from flat steel with a ‘texture 1’ matte finish.

Applications: Available for many late-model Chevrolet, Ram, Ford, GMC, Nissan and Toyota applications.

Website: www.steelcraftautomotive.com TrailFX Light and Heavy Duty Bumpers Description: The TrailFX light- and heavy-duty front and rear bumpers protect trucks from damage and feature a rugged, fully-welded design in a titanium black finish with easy bolt-on installation that utilizes the factory mounting points.

Specifications: Both bumpers have integrated LED lighting options (with product sold separately) and cutouts for additional accessories like D-rings and a winch tray that houses up to a 12,000 lb. winch.

Applications: Ford, Chevy, Ram and GMC. Website: www.trailfx.com TrailReady Light Line Series Description: TrailReady’s new Light Line of bumpers will be a perfect fit on your truck and adds sharp styling and protection to your front end. It includes mounting for a ton of lights but weighs only 100 lbs. It features a pre-runner grille guard, centre mount for a 20-in. LED light bar, cooling vents sufficient for hard work and diesel performance, and D-ring clevis shackle mounts.

Specifications: Features a three-piece modular construction and a fine-texture black double powder coat finish including epoxy primer.

Applications: Available for Ram (Dodge) and Ford pickups. Visit website for complete listings.

Website: www.trailready.com

Warn Heavy-Duty Front Bumper Description: Warn’s Heavy-Duty bumper without the grille guard for the fourth generation Ram HD contours to the shape of the truck’s grille and body to have that truly customized look. It offers the ultimate front-end protection and incorporates round light ports, a concealed winch mount and welded eyelets for D-shackles.

Specifications: Welded, one-piece construction that uses heavy ¼-in. and 3/16-in. thick steel.

Applications: Available for the 2010-2019 Ram 2500/3500.

Website: www.warn.com

Westin Automotive HDX Bandit Bumper Description: Westin’s new HDX Bandit Bumper combines a heavy-duty diamond steel plate bumper with a stylish grille guard that features 2-in.-diameter outer wraparound wings and 2-3/4-in.-wide upright rubber strips. The bumper is designed to protect all of your front end elements from road hazards and debris and provides your truck with an aggressive look that is sure to make it stand out from the rest.

Specifications: Constructed of Schedule 40 steel pipe. Has provisions for factory parking sensors for late-model Chevrolet and Ram. Applications: Available for a wide variety of pickups. Visit website for complete listings.

Website: www.westinautomotive.com June/july 2019 Trucks Plus MAGAZINE 21

ROAD TEST: 2019 HONDA RIDGELINE

Different Breed

The Honda Ridgeline is truly unlike any other mid-size truck Story by Benjamin Yong, photos courtesy of Honda Canada

I

’ve said it in the past and I’ll say it again — the second generation Honda Ridgeline is the perfect truck for people who don’t need a truck.

What do I mean by my statement? The folks at the Japanese manufacturer have made the perfect blend of car and pickup, not seen since the glory days of the ‘80s and ‘90s when mini trucking was king.

Released two years ago, this mid-size vehicle vastly improved on the outgoing model wearing a handsome front end looking very similar to the one on the contemporary Pilot SUV, and that’s because both — along with the brand new Passport — are built on the company’s Global Light Truck platform at the Alabama production facility.

Front and centre is the signature flying wing grille featuring a chrome bar extending out overtop of the optional LED headlamps like a pair of eyebrows. Below the grille, a rugged black garnish protects the lower part of the bumper and extends over the wheel arches, along the bottom of the doors and wraps around underneath the bed.

Although the bed measuring 1,626 millimetres in length is shorter than those offered on modern competitors (the upside being the pickup can fit in places most others can’t), it’s 100 millimetres longer and 140 millimetres wider than before and can accommodate up to four-footwide items in-between the wheel wells. Thanks to high-strength glass fibre-reinforced SMC composite construction, a liner is not required as would be on conventional steel examples.

Other highlights not usually seen include a unique Dual-Action Tailgate that not only opens down,

22 Trucks Plus MAGAZINE June/July 2019

capable of supporting a maximum 300 pounds in this position, but also out to the side when space is tight or to access an innovative integrated lockable trunk able to squeeze in 207 litres of cargo. Hint: perfect for an ice cooler.

Honda calls the Ridgeline the “ultimate tailgate vehicle” and it’s hard to argue with them considering the above, and a world-first Truck Bed Audio System.

Six “exciters” are strategically embedded to dole out 540-watts of sound, perfect for those summertime open-air cookouts.

The special stereo hardware is controlled via the eight-inch Display Audio infotainment home screen, or through the HondaLink smartphone app. While the brand brought the rotary volume knob back to life on several current products, users have to rely on touch commands or steering wheel buttons for now.

There’s a hint of lag when navigating through the various menus, although response is nowhere near as slow as the software found in Acuras, for example the 2019 RDX I recently tested.

Sitting inside, one would hardly know they were in a truck, the cabin of our Black Edition trim boasting contrast-red-stitched leather upholstery, red ambient lighting and ample room for five passengers. Aesthetically, the interior appears a tad dated, particularly the bulky plain-looking plastic shifter. The rear seat cushions can flip up — similar to the Magic Seats in the Fit hatchback — to carry awkwardly-shaped items such as a flat-screen TV or bicycle.

All Ridgelines are powered by a naturally-aspirated 3.5-litre i-VTEC V6 engine, mated to a six-speed automatic transmission. Output is rated at 280 horsepower and 262 lb-ft of torque, an improvement of 30 and 15, respectively, compared to previously.

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Base price (MSRP): ....................................................$49,990 Type: . .......................................................................Pickup truck Layout: ........................................... front engine, all-wheel drive Engine: ........................................................................... 3.5L V6 Transmission: .............................................6-speed automatic Power: ....................................................... 280 hp @ 6,000 rpm Torque: .................................................... 262 lb-ft @ 4,700 rpm Brakes: ..................................................front/rear disc with ABS Fuel Consumption (L/100km, city/hwy): ..................12.8 / 9.5

And when duty calls, the pickup can haul quite a bit, advertising a 5,000-pound payload capacity and Trailer Stability Assist, which detects and counters oscillations from improper loading, excessive speed, adverse road conditions, crosswinds or emergency-avoidance manoeuvres.

One of the vehicleâ&#x20AC;&#x2122;s best attributes is driving feel. The unibody, rather than conventional body-on-frame, design is ultra-rigid, constructed using lightweight high-strength steel, aluminum

The 2019 Ridgeline is sold in four grades: Sport, starting at MSRP $40,990, EX-L ($43,990), Touring ($48,490) and the aforementioned top-of-the-line Black Edition ($49,990).

and magnesium. Combined with fully-independent suspension, adaptive electric power steering and an always-on all-wheel drive system, handling is sharper than anything else Iâ&#x20AC;&#x2122;ve experienced in the segment.

As is the case across the rest of the portfolio, the award-winning Honda Sensing suite of driver assist technologies is available, like collision mitigation braking, lane departure warning and keep assist, radar cruise control, blind spot information and rear cross traffic alert.

26 Trucks Plus MAGAZINE June/July 2019

FEATURE: LONG-TERM TESTER

Additional Testing

The reigning Truck King Challenge winner is back for a four month test Story and photos by Howard J Elmer, additional photos courtesy of GMC Canada

T

he 2019 GMC Sierra Denali 1500 took the top award at last fall’s Canadian Truck King Challenge. That win, for the GMC half-ton, was a first in the 13-year history of our event. It also came as the Sierra went through a generational update – bringing with it a host of new features, inside and outside the truck. The judges considered everything the new Sierra had to offer, and after two days of intensive road testing, scored it highest among its peers.

Testing, as those who follow the Challenge know, includes empty test loops, driving with payload and also towing our low-boy trailers loaded with concrete and having a gross weight of 7,000 lb.

Still, no matter how thorough our testing is, it’s still just a snapshot taken over two days, so considering that Truck King is known for doing real-world testing for Canadians, we felt we could do better.

So, with the assistance of GM, we have our 2019 winner back for four months of additional road test time. This is the same truck we had last fall. At the time it came to us with just 1,000 km on the clock, but since we drove it, it’s been used by other auto journalists regularly, and these writers have added 8,000 kilometres to the odometer.

The Sierra is currently being used as a daily-driver – which includes the regular towing of any of the seven trailers I own. I am driving it, as is my wife, and even my son, auto-journalist Stephen Elmer. My grandson, Otis, is not driving, but getting his car-seat in and out is a story in itself.

My plan for this long-term test is to report the good and the bad as it presents itself during daily operation, while also examining and reporting on the truck’s key features. To that end, we are using the truck as any Canadian would. Luckily, we have started at the tail end of winter and will continue through spring into summer.

I will be writing about my experiences regularly, as well as producing YouTube videos on our Truck King channel, so you can watch me on-line or read my comments on the various components and features of this new Sierra.

Today’s discussion centres on the new powertrain in my Sierra. It was built with the 6.2L V8 gas engine coupled to GM’s 10-speed automatic transmission.

This is a new combination and, in my truck, also features a new system from the General called Dynamic Fuel Management. This industry-first technology enables the engine to operate in 17 different power patterns, all governed by demand.

The first thing to note here is that while there are other “fuel management” systems on the market, as

28 Trucks Plus MAGAZINE June/July 2019

of today, none are as efficient as this one. DFM is the next generation of GM’s other deactivation system; Active Fuel Management. First introduced in 2005, AFM has been in use ever since. This original system fuelled either eight cylinders or four – depending on the power demanded from the engine. A seamless system, it requires no input, or thought for that matter, from the driver.

The point to this system? Well, it’s two-fold. First is the obvious one – it saves fuel. The second reason for its existence is GM’s engineering decision to not go with turbo-chargers on its truck engines. So, instead of lowering displacement and using turbo’s to make up for the drop in horsepower, they have maintained the size of their small-block V8s, but found another way to save fuel. This strategy applies to the two main truck engines on offer – the 5.3L V8 and the 6.2L V8. Now, at this point, I do have to state that GM has dipped its toes into “that” other pond with a 2.7L turbocharged four-cylinder engine.

However, that’s a story for another day.

In our test truck, we are running the 6.2L V8 engine. It’s the segment’s largest and most powerful engine - making 420 hp and 460 lb-ft of torque. It uses a cast aluminum block and head. Its valve train is designed with a single camshaft and two overhead valves per cylinder; it features variable valve timing and feeds those cylinders via direct high-pressure fuel injection.

Dynamic Fuel Management is certainly more complex than the earlier AFM system. But that added complexity has resulted in greater

30 Trucks Plus MAGAZINE June/July 2019

gains on the fuel savings side, while still keeping the punch of the V8 available.

particularly relevant during cylinder deactivation events – another reason why the DFM is so subtle while operating.

GM says that drivers require V8 power less than 40-percent of the time – meaning DFM kicks in and saves the fuel that would otherwise be pouring into unneeded cylinders. This electro-mechanical system can deactivate any of the engine’s 16 hydraulic valve lifters. These two-piece lifters “unlatch” when the solenoid gives the command and keep the ports closed. As to how many are closed – well, that’s determined by the inputs from the accelerator pedal and calculations based on the requested torque. The computer that runs this system can make these calculations (and send commands) as often as 80 times a second.

The last piece of this fuel savings effort is the addition of a standard Stop/Start system. These have been around for several years and various fuel studies claim as much as a three-percent annual savings in fuel – simply by regularly stopping the engine at traffic lights. Still, some folks find it annoying. To that end, there is a centre console toggle switch that shuts it off if you so choose, though you do have to do it each time the truck is re-started, as the system resets itself whenever the engine is shut down. It doesn’t bother me – but it does bug my wife.

From my perspective as the driver – after several weeks of operation – I don’t notice any changes in performance while driving. There is no change in sound, or any noticeable “feeling” while driving. In the city or on the highway, there is nothing to indicate that DFM is in operation - it works completely in the background, but when punched, the big V8 delivers power instantly. This invisible effort from DFM is exactly what I want.

As I mentioned earlier, the truck has a 10-speed automatic transmission. Again, fuel savings is a big plus here – if you add gears, you lower power demand particularly from a standing start. This new transmission was designed for improved shift quality by adding a new centrifugal pendulum absorber torque converter that effectively reduces vibration. This is June/july 2019 Trucks Plus MAGAZINE 31

2019 Truck King Fuel Study

Story and photos by Howard J Elmer

2

019 marks the sixth year that the annual pickup truck testing event has collected fuel economy numbers using electronic data collectors. These data units plug directly into each truck’s OBD II reader and collect raw data from the truck’s computer. These numbers are not to be confused with the instant fuel economy readings that most trucks provide directly to the driver today. No, this data is “raw” and it’s uploaded to a company in Kitchener, ON, that collects, analyses and converts that data to litres-per-100 km figures. On our end (the testing judges), we provide the distances and times that the trucks are being driven empty, loaded and while towing set weights. This gives us consumption numbers for each of these operating conditions.

We call this “real-world” fuel economy testing and it differs considerably from the testing the government does. When you see those black-and-white EnerGuide stickers on a new vehicle, you are looking at consumption figures that were gathered in an Ottawa test laboratory where new vehicles are mounted on a two-wheel

chassis dynamometer which simulates on-road driving. A computer controls the test with a pre-programmed test route.

Each vehicle is taken for a “simulated” drive, starting with “The City Course.” This is a simulated 12-km trip during which the average speed is 32 km/h. During the trip, the vehicle is halted 18 times to represent traffic lights, and the test takes 23 minutes to complete.

The second part of each test is the “Highway Course.” This calculation is made using a simulated 16-km trip with an average speed of 77 km/h. The top speed during this test hits 97 km/h during the 13 minutes it runs. There are no stops included and the vehicle is tested from a hot start.

The Truck King “real-world” method is the polar opposite of this.

Each one of our trucks is driven on-road, is expected to tow a trailer and haul payload. We treat these trucks exactly how an owner treats them.

During the two days of back-to-back testing, judges are asked to keep the vehicles running for the duration of each cycle, as each judge drives each vehicle, on the same route, back-to-back. Idle time is also included in the calculations. Lastly, consider that each judge also drives differently.

The test loop used for our on-road evaluation is 19 kilometres long. Called the Head River test loop, it’s a combination of public roads that starts on gravel, moves to a secondary paved road and finally to highway. Speed limits vary from 50 to 80 km/h and the road climbs and drops off a 35-metre escarpment several times. At its lowest point it crosses the Head River twice – hence the name.

What follows are the results of the fuel testing during the most recent Canadian Truck King Challenge. For the results of previous years’ fuel studies, please go to our website at www.truckking.ca

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June/july 2019 Trucks Plus MAGAZINE 35

PRODUCTS: TOWING PRODUCTS

BUYERS’ GUIDE B&W Tow & Stow Hitch Description: B&W’s Tow & Stow hitch features adjustable height settings as well as multiple ball sizes to allow it to fit just about any trailer. It is easily stowed under the vehicle when you are not towing, which keeps it out of the way when not in use. The hitch boasts a steel construction for durability and fits any standard 2-, 2.5- or 3-in. receiver.

Specifications: Features an anti-theft design that allows you to insert lockable pin, and even when not in the ball portion, is not removable while the hitch is installed on a vehicle.

Applications: Fits any standard 2-, 2.5- or 3-in. receiver.

Website: www.bwtrailerhitches.com

BOLT 5/8-Inch Receiver Lock Description: BOLT’s 5/8-in. Receiver Lock features a stainless steel shaft and opens with your ignition key once programmed on the first turn. It is weatherproof and the auto return spring locks automatically when the key is removed. It features a double ball bearing locking mechanism and plate tumbler sidebar to prevent picking and bumping.

Specifications: Fits Class 3, 4 and 5 hitches.

Applications: GM, Ford, Chrysler, Nissan, and Toyota.

Website: www.boltlock.com BOLT Off-Vehicle Coupler Lock Description: Conveniently secure your unattended trailer with just one key, your ignition key, with the BOLT Off-Vehicle Coupler Lock! The BOLT Off-Vehicle Coupler Lock provides a visible theft deterrent and maximum security for your trailer.

Specifications: Designed to fit a wide range of trailer couplers, the Off-Vehicle Coupler Lock has a powder-coated finish for durability and weather resistance. As with all BOLT Lock products, the BOLT Off-Vehicle Coupler Lock comes with a Limited Lifetime Warranty.

Applications: Most Chevy, GMC, Ford, Lincoln, Ram, Jeep, Toyota and Nissan vehicles.

See BOLTLock.com for a full list of the supported vehicles.

Website: www.BOLTLock.com CURT Adjustable Channel Mount Description: CURT’s adjustable channel mount with dual ball mounts on trailer hitches with a 2x2-in. receiver tube opening and allows for precise trailer leveling. The shank can be flipped for a max rise of 5-1/4-in. and a drop of 6-in. while the two hitch pin holes provide shank lengths of 11- or 12-in. The 2-in. ball is rated for 10,000 lbs. and the 2-5/16-in. ball is rated for 14,000 lbs.

Specifications: Built-in anti-rattle helps promote quiet towing, while the highly durable carbide powder coat finish provides protection.

Applications: For vehicles with a 2x2-in. receiver tube opening.

Website: www.curtmfg.com CURT Echo Mobile Brake Control Description: CURT has launched the Echo, which is the first-ever Bluetooth-enabled mobile brake control that features a portable, plug-and-play functionality that links directly to the driver’s smartphone to control and monitor all trailer brake activity. The downloadable Echo Smart Control app for both Apple and Android phones allows for manual control and sends status updates, all utilizing the driver’s smartphone.

Specifications: The Echo is designed to be highly portable for use with multiple vehicles and easily plugs in between the 7-way RV blade connectors of the vehicle and trailer.

Applications: The app is also able to store multiple user and trailer profiles and the device itself is constructed for long-lasting weather resistance.

Website: www.curtmfg.com 36 Trucks Plus MAGAZINE June/July 2019

CURT Light-Duty TruTrack™ Weight Distribution System #17499 Description: The CURT TruTrack™ is an advanced weight distribution hitch that offers smooth, safe towing by combining precise weight distribution with integrated sway control. It uses a hardened spring and cam system, built into the hitch head, to actively stop trailer sway.

It also features adjustable support brackets, instead of chains, to keep the trailer better aligned with the tow vehicle.

Specifications: This light-duty TruTrack™ model is rated for 5,000 to 8,000 lbs. GTW. 10K and 15K models are also available.

Applications: Many Website: www.curtmfg.com

Draw-Tite I-Command Electronic Brake Control Description: Draw-Tite’s I-Command Electronic Brake Control is a compact, proportional brake control that requires no leveling, with up-front buttons that provide easy access to Output and Boost. It is made for use with 1- to 4-axle trailers and features diagnostic features incorporated right into the LED display. Finally, the Plug & Play feature allows for quick and easy installation.

Specifications: Made for use with 1- to 4-axle trailers. No level adjustment necessary.

Applications: Not vehicle specific.

Website: www.draw-tite.com

Draw-Tite 18K Hi-Rise Fifth-Wheel Conversion Hitch Description: Draw-Tite’s 18K Hi-Rise Fifth-Wheel Conversion Hitch converts a gooseneck hitch into a fifth-wheel hitch and features a four-way pivoting head with a self-latching jaw design.

The four-degree side-to-side pivot offers better control while the hitch features two bolts for bed height adjustments. The hitch features a lockable, extended-length handle and offset legs to enhance performance while braking.

Specifications: 18K gross trailer weight, 4.5K pin weight capacity.

Applications: Only works with B&W Gooseneck Hitch and Cequent series heads.

Website: www.draw-tite.com

TOES, SAND, LINER...

HOSE IT OFF, GOOD AS NEW.

Enthuze Class III Hitch Description: Enthuze Class III Hitches are made with vehicle-specific design offering superior strength and fit. Made with a co-cured rust-resistant liquid Bonderite coating and durable black powder coat finish, and an open-back receiver for easy cleaning.

Specifications: Made with a vehicle-specific design for a custom fit.

Applications: Available for many late model trucks and SUVs. Website: www.enthuze.ca

Fastway e2 Hitch Description: Fastway’s e2 Hitch features rigid brackets to give you permanent sway control, which is an improvement over old chain-style hitches that are a hassle to remove when backing up and making tight turns. Integrated sway control offers many benefits including no backing or turning restrictions, and simple and easy-to-understand adjustments.

Specifications: Available in round bar and trunnion styles with max trailer ratings of 4,500 lbs. to 10,000 lbs.

Applications: Universal product.

Website: www.fastwaytrailer.com

Master Lock Stainless Steel Barbell Extended-Length Receiver Lock Description: The Master Lock features a 5/8-in. stainless steel barbell extended-length receiver lock which includes the push-to-lock locking mechanism which is easily used by pushing the lock body firmly onto the pin and removing the key. The Weather Tough seal and watertight cap provides additional protection from moisture and dirt.

Specifications: Class III/IV 10,000lb. load rating.

Applications: Designed to fit Toyota Tundra, Ford F-150/F-250/F-350, GMC/Chevy 2500/3500 and Ram trucks with heavy-duty tow packages.

Website: www.masterlock.com

Precision fit to perfectly match the contours of your truck or SUV.

StayPut™ Cleats keep your liner from shifting around underfoot over carpet or vinyl.

FormFit Edge™ contains a spill until you can pull it out, wash it off— good as new!

Choose from Cocoa or Black to match the interior of your vehicle’s carpet or vinyl.

Go to HuskyLiners.com or call 800.344.8759 to avoid unwanted stains and damage.

Reese Titan 16K Fifth-Wheel Hitch Description: Reese’s new Titan 16K fifth-wheel hitch features a new contoured handle with a customized grip that includes universal control instructions, and a premium Reese arch with pin mounting holes that better align with current rail kits. The hitch is SAE J2638 compliant, sidewinder compatible and features a new cast head, new cast jam system and a new cast pivot beam.

Specifications: Requires rails and installation kit. 16,000 lbs. capacity / 4,000 lbs. pin and weight capacity.

Applications: For pickups capable of towing fifth-wheel trailers.

Website: www.reeseprod.com

Smittybilt Aluminum Adjustable Hitch Description: Smittybilt’s Aluminum Adjustable Drop Hitch Ball Mount boasts a 6-in. drop to adjust to the proper height easily, and comes with reversible 2 to 2-5/16-in. steel balls. It is machined from a high-grade billet aluminum for added strength and has a polished finish for a stylish touch.

Specifications: 6,000 lbs maximum load rating.

Applications: Works with all 2-in. hitch receivers.

Website: www.smittybilt.com

Trimax TRZ6AL Adjustable Drop Hitch Description: Trimax’s TRZ6AL 6-in. adjustable drop hitch with locking ball mount includes dual 2- and 2-5/16-in. chrome balls and receiver lock, and has a 10,000 lbs. tow rating with a tongue weight rating of 1,500 lbs. The hitch is able to adjust in 1-in. increments and can be flipped and used as a drop or rise hitch.

Specifications: Features a 10,000 lbs. tow rating and tongue weight rating of 1,500 lbs.

Applications: Not applications specific.

Website: www.trimaxlocks.com

Weigh Safe Drop Hitch Description: Weigh Safe’s Drop Hitch features a built-in scale that signals you to adjust your load before you hit the road, which results in a much safer and more enjoyable towing experience. To use, simply hook your trailer up to the Weigh Safe ball mount as you would any other ball mount, and the weight of your trailer will push down the hitch ball which then will give you a reading on the scale.

Specifications: Drop Hitch comes with a drawbar, 2-in. ball, ball retaining pin, dust lock cover, slider with gauge, a 2-5/16-in. ball and lock plate key assembly.

Applications: Not application specific.

Website: www.weigh-safe.com

Westin Automotive Class III & IV Receiver Hitches Description: Westin’s Class III & IV Receiver Hitches have a high-quality textured black powder coat finish to match the vehicle cladding and bumper trims and all hitches provide a unique delta cut safety chain loop and stylized forged steel collar. Hitch includes a mounting tap for electrical connector and requires no drilling for installation.

Specifications: Class III hitches offer 3.500-10,000 lb. towing capacity while Class IV hitches offer 10,000 lb. towing capacity.

Applications: Available for many late model trucks and SUVs. Website: www.westinautomotive.com

40 Trucks Plus MAGAZINE June/July 2019

F-150 INSTALL

TECH H

yperTechâ&#x20AC;&#x2122;s Max Energy 2.0 Programmer is an extremely versatile product. Not only will it provide your vehicle with added power and efficiency, it also helps correct a lot of the problems caused by upgrades such as lift kits and larger wheel-and-tire packages. After installing both on our 2018 Ford F-150 project vehicle, along with other things, over the past year or so, we thought it would be a great idea to add a programmer into the mix and reap all of the benefits it can provide. Our friends at HyperTech were more than willing to help us out and in no time, a Max Energy 2.0 arrived at our doorstep ready to be installed.

Since it was lifted and began running the larger tires and wheels last year, the speedometer and odometer on our truck have been out

1. The HyperTech Max Energy 2.0 Programmer all laid out and ready to go. It comes with the OBD-II connector cord as well as a USB cord for any online updates that may come out.

42 Trucks Plus MAGAZINE June/July 2019

of sync due to its on-board computer thinking everything was still stock, and therefore causing it to read incorrectly. Additionally, the lift kit obviously made the truck taller and leveled, making it slightly less aerodynamic, while the new wheels and tires are heavier than stock causing us to lose a bit of power as a result. As mentioned, the Max Energy 2.0 can correct all of these things and improve many other aspects such as throttle response, TPMS threshold and transmission tuning.

So, with the truck and tuner ready to go, we went about installing and setting it up, which was a very simple process that took no longer than 20-30 minutes. We will first show you how we went about doing this and then talk about the immediate results we found after.

2. Available for a wide variety of vehicles, our part number is good for both gas and diesel Ford and GM vehicles.

3. Our first step was to locate the OBD-II port on our truck which, like most vehicles, is located under the dash on the driver’s side.

4. Once connected, we were able to navigate through the easy-to-use interface of the Max Energy 2.0 and selected tuning to see what parameters we could adjust.

5. The tuning menu listed everything that is adjustable for our truck including engine tunes, top speed, and tire size which will provide the necessary calibrations to get our speedometer and odometer to provide the correct readings.

6. Once we went through and decided what adjustments we were going to make, we simply clicked the flash button which brought us to a summary of everything we had changed, and from there, we hit ‘accept’ and let the tuner work its magic.

7. The installation of our tunes took no longer than 15-20 minutes and required us to sit in the vehicle and simply turn the truck’s ignition key to either ‘run,’ or ‘off’ when the tuner prompted us to do so.

8. With the process over, the tuner simply returned to its home screen with the changes having been made. From there we went out on the road to see if we could notice an immediate difference.

June/july 2019 Trucks Plus MAGAZINE 43

Our truck currently reads an average of 14.9km/100km. As we add in tunes geared towards efficiency rather than performance, it will be interesting to see how much it will change.

As you may have noticed in the installation photos, we definitely focused our tuning upgrades on performance for now, but given how easy it is to adjust, we can easily go back and make adjustments that lean more towards efficiency, but we felt that in order to really test the product out, performance was the way to go.

ferent parameters and see what we like and dislike until we find the tune that is right for us. To make that easier, the programmer lets you set up and save tune files which can then be easily installed for different situations such as having one more for performance and another for, say, towing or fuel economy.

With the ridiculous gas prices in our area at the moment, we decided to go with just an 87 Octane fuel tune which yielded us an additional 17 horsepower and 22 lb-ft of torque, which can go all the way up to 40 and 35 respectively with the 93+ Octane tune. In addition, we adjusted the shift response and firmness, as well as throttle response, and adjusted the tire size to accommodate our larger setup and correct the speedometer. The tuner also allowed us to permanently turn off the auto start/stop function which, if you’re like us, will be a huge bonus.

Finally, in addition to all of the tuning and adjusting the Max Energy 2.0 can do, it can also read and clear Diagnostic Trouble Codes (DTCs). This will allow you to find out what’s wrong should a warning appear without having to visit and pay your mechanic to do so.

Having driven the truck with no tune only a few minutes before, the difference after the tune was immediately noticeable. The added power brought our 2.7L EcoBoost’s totals to 342 horsepower and 422 lb-ft of torque, which really gave back the slight bit we lost due to the lift kit and tire/wheel installations. The shifts really did feel faster and crisper, while the throttle response was just that much better, giving us all around increased performance from an already good-performing truck. Additionally, we can rest assured that our speedometer and odometer are now reading correctly, which not only is good for our peace of mind, but also will allow our transmission to correctly read the speed and shift accordingly.

As mentioned, the incredible versatility of the Max Energy 2.0 leaves our tuning possibilities endless, and with this quick tune, we have only scratched the surface of what we can do. It will be interesting moving forward to play around with dif44 Trucks Plus MAGAZINE June/July 2019

We want to again express our thanks to Jason and the whole team down at HyperTech for providing us with the product, and we look forward to enjoying its benefits for many years.

ˣ˔˥˧ ʖ ʩʥʠʧʥʨʠʤʪ

ˣ˔˥˧ ʖ ʩʤʠʧʥʨʠʤʪ

ʶ˅˂ˆˆ ʶˈʵʸˆ ˣ˔˥˧ ʖ ʤʤʣʣʠʣʤ

ʵ˘ ˣ˥˘ˣ˔˥˘˗ ˙ˢ˥ ˣ˥ˢ˗˨˖˧˦ ˧˛˔˧ ˪˜˟˟ ˖˛˔ˡ˚˘ ˧˛˘ ˪˔ˬ ˬˢ˨ ˔ˡ˗ ˢ˧˛˘˥˦ ˟ˢˢ˞ ˔˧ ˬˢ˨˥ ˧˥˨˖˞ʡ ʼ˥ˢˡ ʶ˥ˢ˦˦ ˣ˥˜˗˘˦ ˜˧˦˘˟˙ ˔˦ ˢˡ˘ ˢ˙ ˧˛˘ ˢˡ˟ˬ ˥˘ˠ˔˜ˡ˜ˡ˚ ʤʣʣʘ ʴˠ˘˥˜˖˔ˡ ˠ˔˗˘ ˠ˔ˡ˨˙˔˖˧˨˥˘˥˦ ˢ˙ ˔˨˧ˢˠˢ˧˜˩˘ ˔˖˖˘˦˦ˢ˥˜˘˦ʡ

FEATURE: TOW TRUCK MUSEUM

WreckMasters spent over $100,000 restoring the largest tow truck ever made.

Towing History International towing history is displayed at Tennessee museum Story and photos by John Gunnell

T

he International Towing and Recovery Hall of Fame and Museum is located in downtown Chattanooga, Tenn. because the first tow truck was put together by the Ernest Holmes Co. in a building about three-and-a-half miles from where the

museum stands today. But even though Chattanooga is pretty far from Canada, the “tow truck” museum includes a number of nods to Canadian businesses and people.

For example, it’s hard to miss the 1974 Ford tow truck with an American flag on the driver’s door and a Canadian Maple Leaf on the passenger door.

The truck was originally owned

by Bob London’s Wrecker of Longview, Texas, which does little to explain the door graphics. But this truck became part of a trade out for a Vulcan Model 869 “Cradle Snatcher.”

Leslie Bubik, Sr. invented the Cradle Snatcher to speed up the job of taking a car out of a parked place (for instance, when doing a bank repossession of the vehicle). It was basically a boom or “wheel lift” that attached to the back of a tow truck and could be slid under a car to lift it and tow it away like a car pulls a trailer. Such devices also came in handy for towing badly wrecked vehicles that could not roll on their own wheels after an accident.

This tiny Japanese truck was turned into a mini wrecker.

46 Trucks Plus MAGAZINE June/July 2019

Vulcan sold the Cradle Snatcher for $6,000, so the old tow truck was used as a trade-in and was

This 1913 Cadillac carries the original style Holmes wrecker invented in 1916.

The late H. Roy Runciman of Mississauga, Canada is in the Towing Hall of Fame. taken back to the Vulcan factory to be restored. That factory was in Olive Branch, Mississippi, but the original Vulcan plant was in Toronto. The special paint job honouring the company’s TransAmerican history was selected to memorialize Bernard Alm, the founder of Vulcan Equipment Co. “Hot Rod” Rod Mackenzie did the paint restoration.

Another truck in the museum with Canadian connections is a 1961 Auto-Car that carries the largest wrecker ever made. It is one of four Holmes W-70 wreckers that were built for the military.

This truck is owned by Wreckmaster of Niagara Falls, N.Y., but Wreckmaster is actually a Canadian-based training centre for tow-

truck drivers. Wreckmaster was founded by Justin Cruse in 1991 in Beamsville, Ont. The company spent over $100,000 restoring the Auto-Car with the giant Holmes W-70 crane on back.

The museum also exhibits tow trucks and towing equipment dating as far back as 1916. Its collection includes early wrecker equipment built by Holmes, Manley, Weaver and others. The wreckers are mounted on a variety of chassis. One of the oldest is a 1913 Locomobile car that was converted into a recovery vehicle by mounting a late-1920s Holmes 485 wrecker on the back. It recalls when large cars with little used-car value were made into “service cars.”

Note the Maple Leaf on the driver’s door of the restored ’74 Ford wrecker.

June/july 2019 Trucks Plus MAGAZINE 47

Roosevelt’s Garage of Canajoharie, N.Y. donated this Chevy COE to the museum.

In contrast to the world’s largest tow truck, the museum has a tiny Japanese-built Cony ¼-ton pickup truck with a custombuilt wrecker body modeled after a Holmes Commander 1200.

Another small tow truck is a 1926 Model TT Ford flatbed.

Other tow trucks on display included a 1979 Chevrolet Silverado C30 with a Holmes wrecker that was built as a high-speed promotional vehicle, and a converted ‘29 Chrysler passenger car with a Weaver 3-ton Auto Crane that’s finished in dark green paint with gold leaf lettering and gold trim. There’s a 1913 Cadillac with a 1916 Holmes 680, a 1926 Graham Bros. truck with a 3-ton Manley Auto Crane, a 1929 Packard 640 with a 3-ton Manley crane, a 1934 Ford with a 1-1/2-ton Weaver crane, a 1940 Chevrolet with a Holmes 515 wrecker, a circa-1941 Diamond T 989 military recovery vehicle with a Holmes W45 twin-boom crane, a 1947 GMC “bubble-nose” COE wrecker, a 1952 Ford F-4 with a Holmes 460 wrecker, an early postwar Chevrolet “round nose” COE wrecker and a 1995 Freightliner w/25-ton composite body prototype wrecker.

This 1940 Chevrolet wrecker came from a towing service in Fond du Lac, Wis.

The museum includes a “Hall of Fame” with photos and bios of people who made important contributions to the towing industry. They include Robert Parker of Toronto and the late H. Roy Runciman of Mississauga.

Other memorabilia and artifacts related to the tow industry’s colourful past are also on display. They include toys, tools, equipment and pictorial histories of manufacturers who have supplied the industry. There are displays of clothing and uniforms that towing professionals wore, badges and medallions from various statewide towing associations, and uniform patches from AAA groups. There’s also an AAA history exhibit.

The International Towing and Recovery Hall of Fame and Museum is located at 3315 Broad St., Chattanooga, TN 37408.

For information and exact hours at a certain time of the year, call: (423) 267-3132 or visit www.towingmuseum.com.

48 Trucks Plus MAGAZINE June/July 2019

This is a 1929 Chrysler that was converted into a tow truck.

Lost and Found

ROGER M.'S 1972 CHEVY CHEYENNE

Watching his beloved “Black Beauty” roll down the street on someone else’s trailer wasn’t easy. But Roger’s newborn son and tight finances had forced his hand. He needed to sell the first truck he ever owned for something more “practical.” Nearly thirty years later, he found another one. An all-original, matching-numbers truck that he bought within minutes of seeing it.

You see, trucks have a way of getting a hold of your heart and not letting go.

At least, they have with us. We’re just glad we’re not the only ones.

Read Roger’s story and share your own at LMCTruckLife.com Get your FREE CATALOG at LMCTruck.com

Chevy/GMC 1947-13 Ford 1948-16 Dodge 1972-15

LMCTruck.com 800.562.8782

KEEP`EM ON THE ROAD

®

RV-ING: LANCE TRAVEL TRAILER 1995

A Sense of Quality

Story and photos by Howard J Elmer

T

here are two things most people know about the RV builder Lance. One, they have been around for a long time – over 50 years now. Two, they make truck campers.

In fact, if you’ve ever thought about a truck camper or been asked to suggest a brand name to someone, chances are Lance was the name that sprang to mind. And, yes they still make truck camp-

ers, but they now also build travel trailers and this expansion of its product line piqued my interest. Because this California-based company has earned a reputation for quality products, I wanted to see how its decades of building campers has translated to the travel trailer segment.

The unit I chose to pull with my 2019 Ford Ranger tow vehicle was a model smack in the middle of this product line. (There are 10 floorplans, ranging in length from 19 to 29-feet). The Ranger is rated to tow a max weight of 7,500 lb and this unit – the 1995 - paired nicely with it being just over 23-feet in length and having a GVWR of 5,700-lb.

The floorplan features a single slideout, spacious walk-around queen-bed and a full bath. The unit will sleep four and carries every convenience buyers expect; it is also four season-capable and can be equipped with an optional solar panel system.

Quality. It’s a word Lance uses over and over in all its brochures and online product information. We all know what that word means; however, it also translates to something else - price.

The truth is, you can’t have one without the other, and this Lance product definitely sits in the premium end of the market.

That said, I set out to see where the design money was spent – and it’s

50 Trucks Plus MAGAZINE June/July 2019

That was EZ.

EZ Liner Bedliner and Industrial Strength Coating

1. Prep 2. Mix 3. Apply, it’s EZ! The toughest bedliner available to protect your hard earned investment. EZ Liner remains WLYTHULU[S` ÅL_PISL VɈLYPUN [OL ILZ[ HKOLZPVU HUK K\YHIPSP[` VM HU` HM[LY THYRL[ HU[P ZRPK JVH[PUN ,A 3PULY ^VU»[ MHKL HUK ZLHSZ V\[ TVPZ[\YL YLZPZ[Z OLH]` PTWHJ[Z HUK YLK\JLZ YVHK UVPZL (SZV NYLH[ MVY [YHPSLY 9= HUK ÄM[O ^OLLS ^H[LYWYVVÄUN (]HPSHISL PU H JVU]LUPLU[ HLYVZVS MVY [V\JO \WZ HUK YLWHPYZ HZ ^LSS HZ [OL WYV[LJ[PVU VM ZTHSSLY Z\YMHJL HYLHZ

AVAILABLE AT

dominionsureseal.com | 1-800-265-0790

worth remembering that it’s often on items that are not evident on first inspection – but over the long term, they will make a big difference in the life of the unit.

What I’m talking about here specifically is build quality – that refers to the materials and construction methods used for the frame, walls, roof, insulation, windows, tanks and running gear.

Lance uses aluminum for the framing in the sidewalls, floor and the ceiling. Interior walls use the solid Azdel product which is a thermoplastic composite that eliminates wood from Lance trailer walls. Most parts are cut on computer-controlled CNC machines that produce exact fitting pieces – no need for gobs of caulking to cover up gaps here. The insulation is a solid-block foam-type that won’t sag over time. The exterior is covered with a laminated fibreglass bonded product that completes this shell sandwich.

The nose has a gravel guard and fitted propane tank covers. Above it on the curved nose is the bonus (also a focal point of the trailer) - a large curved front picture window. This is automotive-style glass that’s also tinted, as are all the frameless dual-pane windows in the trailer. The roof is covered with a one-piece PVC material and it’s crowned to shed water. Each of these components carries a premium cost – but they will last and that’s the pay-off. The floor is also laminated and insulated. This trailer rides on aluminum wheels and Goodyear radial tires.

Inside, the layout is typical for a trailer this size, but the appointments are what are different. For instance, the lighting. Light fixtures, mood & spot lighting as well as dimmers all add to the sense of quality that Lance is going for. In fact, everywhere I Iooked, I found what I expected – but then I’d see the little extra. In the ceiling, there is a powered vent and shower skylight in the bath - standard fare. But, there is also one over the bed as well as a second skylight above the kitchen.

Something you wouldn’t notice right off is the use of Lite-Ply for cabinet construction. This material imported from Europe is both

52 Trucks Plus MAGAZINE June/July 2019

lighter and stronger than other wood products. It is used extensively in the interiors of corporate jets. It’s used here with both tongueand-groove and dovetail construction.

What really dominates the trailer design is the U-shaped “Super Slide” dinette. This dinette has fabric-wrapped storage doors and reversible faux leather cushions, giving the 1995 an elegant yet functional look. Also, as a fold-down for sleeping, this dinette will make for a very cozy and intimate second bed.

The galley is complete and large in this trailer. It features a 7-cu ft, two-way refrigerator with stainless steel door panels next to the stainless steel three-burner range with 21-inch oven. Above it is the stainless steel range hood and the “flat bottom” stainless steel microwave oven. The counter is nicely extended by using the included sink covers. The faucet is a residential-style single-lever with a pull-out sprayer. A nice bonus is a spice rack just above the work area, while behind you is a built-in magazine rack – or cookbook storage.

As the bath is set in the rear corner with an off-set hard door, it’s spacious. The corner shower dominates the room with the sink, cupboard and light-up medicine cabinet to one side, and the porcelain toilet on the other. Overall, a very nice use of the space.

Looking at the cupboards, closets and wall edges, I saw radiused corners, bevelled and rounded edges – all extras and very attractive.

Storage is always a must-have for RVers and most will tell you that there never seems to be enough. That statement may still be true of the Lance, but they have made a serious effort to build as many varieties of storage into this trailer as possible. Entering the trailer there is a full-length clothes closet right next to a second half-closet with pull-out drawers below it. Under each dinette seat is a long, deep pull-out drawer. The walk-around queen-bed also has nightstands with storage and a hanging clothes cupboard on each side. Outside, a set of slam-latch pass-thru doors access a decent sized basement storage space that takes advantage of the curved bed space in the nose of the trailer.

54 Trucks Plus MAGAZINE June/July 2019

While I never had a chance to run the 25,000 BTU forced-air furnace, I did note that it is ducted throughout the trailer floor which includes the heating of the water tanks. So, along with the insulation, dualpane windows and by-pass valves for the hot water heater, you are ready for any weather. And, with the optional 170-watt solar panel system, you can easily go off-grid as well.

As for towing, the power of the Ranger’s new Ford 2.3L EcoBoost engine (now coupled to a 10-speed transmission) was easily up to the task. A balanced ride attitude was achieved by using an equalizing hitch – which also cut down on cross-wind sway. The quality of the axles, suspension and tires on the Lance were also part of this comfortable ride equation. It was an easy pull on the highway and on secondary roads.

Overall, I was happy to see that what Lance has been doing with truck campers has been carried over to its new travel trailers. And while price is always important – so is quality.

Length:......................................................................... 23-ft 8-in.

Width: . ......................................................................... 96 3/8-in.

Height w/AC: ............................................................. 10-ft 2-in.

Dry Weight: ...................................................................4,265 lb Cargo Capacity: ..........................................................1,435 lb GVWR: ............................................................................5,700 lb Fresh Water: ....................................................................45 gal Grey Water: ......................................................................45 gal Black Water: ....................................................................45 gal Propane: . ......................................................................2 – 20 lb Lance 1995 base MSRP - .................................. $56,487.00 Plus options as tested: 3-burner range w/oven...................................................... $457.00 Microwave oven................................................................ $340.00 Solar panel – 170watt.................................................... $1,256.00 Ladder............................................................................... $268.00 All-weather package......................................................... $828.00 Price as tested:............................................................ $59,636.00

Unit supplied courtesy of Can-Am RV Centre, London, ON

TECH: NEW PRODUCTS

GEARING UP

Anzo USA 2014-2018 Chevy Silverado Sequential LED Tail Lights

Anzo USA’s new S e q u e n t i a l Ta i l Lights for the 20142018 Chevrolet Silverado are 100percent street legal and completely aftermarket DOTcompliant. The superior high-power SMD LED lights are manufactured to meet or exceed OEM specs and provide a customized look. The lights are fully sealed to keep moisture out, while an internal constant-current, weatherproof inductive driver is used. External resistors are used to regulate the turn signals and the lights feature plug-and-play installation with no drilling necessary.

For more information please go to www.anzousa.com

SCT GTX Performance Programmer and Monitor SCT’s GTX is the easiest-to-use tuner on the market, loaded with powerful features and SCT’s most advanced hardware to-date.

Along with the ability to hold 20 custom tunes, GTX comes preloaded with multiple SCT tuning levels. GTX is also the premier data monitoring solution, giving drivers the ability to monitor the industry’s most extensive list of PIDS, or engine parameters, on an easy-to-use device.

Its high-resolution customizable gauges and WiFi connectivity add to the truly unparalleled user experience. The GTX also gives users greater insight into their vehicle by reading out and clearing Diagnostic Trouble Codes (DTCs). The GTX is available for Ford trucks currently, with new vehicles being added soon.

For more information please go to www.sctflash.com 56 Trucks Plus MAGAZINE June/July 2019

Go Rhino Offering Side Step Options for All-New Ford Ranger Go Rhino is now offering a lot of side step options for the new 2019 Ford Ranger. Many different styles of sidebars will be offered including the OEXtreme Series, 1000 Series, RB10, RB20, Dominator D6 and Dominator D2. The wide variety of available styles will allow Ranger owners to pick the one that best suits the overall appearance of their truck. The sidebars provide your truck with a customized look but also a safe and easy stepping surface to safely get in and out of your truck.

For more information please go to www.gorhino.com

Roll-N-Lock Launches New QuikRak Universal Rack System Roll-N-Lock has announced the launch of the QuikRak which is a universal rack system that works with any aftermarket carrier system and makes the space above an existing Roll-N-Lock tonneau

cover usable. The QwikRak has a maximum weight capacity of 350 lbs and allows for the rack storage of items such as kayaks, bikes, ladders or tools and leaves your truck bed open for other gear. The rack is available as a retro-fit for existing Roll-N-Lock M-Series or A-Series or can be purchased as an add-on option when buying a new cover. The bars lock into place with an Allen key which helps keep your gear secure.

For more information please go to www.rollnlock.com

TECH: NEW PRODUCTS

Retrax PowerTrax Series Tonneau Covers The PowerTrax series is available for Retrax XR and Retrax MX covers. PowerTrax covers feature the same benefits as the manual covers, while allowing for hands-off operation via wireless remote control. PowerTrax covers lock in any position using an electromagnetic brake and include an integrated cargo light located on the spiral canister. It is also available for RetraxONE XR and MX covers, is powered directly by your truck, and glides easily on sealed ball bearings.

For more information please go to www.retrax.com

Flowmaster Releases FlowFX Cat-Back Exhaust Systems for Ram 1500 Holley has announced the release of Flowmaster’s FlowFX CatBack exhaust systems which have been developed specifically for 5.7L HEMI-powered 2009-2019 (2019 classic body only) Ram. The systems are built from 409 stainless steel and feature 3-in. inlet pipes that feed into a single-inlet/dual-outlet FlowFX straight-through

Flex-A-Lite Direct-Fit Extruded Tube Core Radiator and Electric Fan System for Power Stroke Flex-A-Lite’s new Direct-Fit Extruded Tube Core Radiator and Electric Fan System for the Ford 6.0L Power Stroke trucks provide significantly better engine cooling than the stock system. The electric fan system replaces the factory belt-driven clutch fan and fan shroud and delivers more power to the wheels and improved fuel economy. The dual-electric fan system also allows the engine to warm up quicker in cold weather and improves air conditioning at idle. The combination provides increased contact area between the coolant and aluminum tubes for better heat rejection and cooling.

It is available for the 2003-2007 Ford F-250 and F-350 trucks with the Power Stroke engine.

For more information please go to www.flex-a-lite.com

Meguiar’s Hybrid Ceramic Wax Features New Advanced Technology

Meguiar’s Hybrid Ceramic Wax features an all-new advanced SI02 hybrid technology that’s easy to use and allows you to wax your paint as you rinse your car off. After washing and rinsing off the soap, simply spray on the Meguiar’s Hybrid Ceramic Wax and then follow that with a second rinse with a strong stream of water. The final rinse helps to spread the wax and ensure that it’s laid down evenly. muffler for great sound and performance. The 2.5-in. mandrel-bent tailpipes are made to be a perfect fit for the factory rear bumper cutouts and have 4.5-in. black-ceramic-coated 304 stainless steel tips. The entire system utilizes factory hanger locations and connections.

For more information please go to www.holley.com 58 Trucks Plus MAGAZINE June/July 2019

For more information please go to www.meguiars.com

Hope Invermere Kamloops Kamloops II Kamloops IV Kelowna Kimberley Ladner Ladysmith Lake Cowichan Langford Langley Lillooet Lumby Maple Ridge Merritt Mission Nanaimo Nanaimo II Nelson Newton North Kamloops North Vancouver North Vancouver II Oliver Osoyoos Parksville Penticton Pitt Meadows

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Port Alberni Port Coquitlam PORT Coquitlam - OXFORD Port Kells Powell River Prince George Princeton Qualicum Beach Quesnel Revelstoke Richmond Salmon Arm Sidney Smithers Squamish Summerland Trail Tsawwassen Valemount Vancouver - E 2nd Vancouver - S.W. Marine Drive Vernon Victoria West Kelowna Whistler White Rock Winfield

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TECH: NEW PRODUCTS BD Diesel 68RFE Torq Force Converter for 6.7L Cummins The new 68RFE Torq Force Converter for the 6.7L Cummins turbodiesel engine is designed for both stock and modified engines with 350 to 550 flywheel horsepower, and for both street and towing applications. The converter features BD’s exclusive “Enhanced Stall” performance cast aluminum stator that improves efficiency and durability for low RPM response in stock to higher horsepower trucks. The 68RFE Torq Force utilizes a billet forged front cover that is machined with thicker walls and stronger mounting pads, and an 11.625-in. dual clutch. Additionally, the turbine fins are furnace brazed for improved fluid coupling efficiency, while the new piston damper springs are installed for both longevity and durability.

For more information please go to www.dieselperformance.com

Tuffy Security Expands Ram Product Offerings to 2019 Models

ICI Grille Guard LED-Lighted Mesh Inserts ICI’s Grille Guard Lighted Mesh Inserts are sold as an add-on accessory and protect your vehicle’s front grille. The Mesh Inserts are made from 14-gauge steel, and laser-cut holes are specifically designed to match the make and model of the vehicle. They come with two 10-inch single-row, 75-watt total, 6300lm, CREE LED Light Bars, and a wiring harness to give you some great looking, functional lighting. The insert installs to the ICI Grille Guard with black zinc hardware and 1.75-inch-diameter clamps, and is available for most models of Chevrolet, GMC, Ram, Ford and Toyota trucks.

Tuffy Security Products has introduced a new rear underseat lockbox to its product line with the Model 353, which is designed specifically for the 2019 Ram pickup, fitting discretely under the 60/40 split bench rear seat. The Model 353 features a full-width form-fitting design which is completely concealed from view when the seats are lowered. An optional feature of twist-tolock pressure fit dividers allows users to further organize the lockbox to their needs. Each lockbox is secured by Tuffy’s Pry-Guard locking system with a ten-tumbler, double-bitted security lock with built-in weather seals.

For more information please go to www.icionline.com

For more information please go to www.tuffyproducts.com

For more information please go to www.brightsource.ca

60 Trucks Plus MAGAZINE June/July 2019

Bright Source’s New ECO 2 Series Light Bars

Bright Source’s new ECO 2 Series Light Bars feature a slimmer housing, so installation is easy on truck bumpers behind the grill. In addition, the ECO 2 Light Bars have both a side-mount option and a sliding base-mount option to provide a greater range of installation choices. The light output of the bars has also been boosted by 10 percent and they are available in 8-, 12-, 22- and 32-in. models with curved bars becoming available in the Fall of this year.

STUCK TRUCKS Well this may be a new one.

Of all the vehicles you’d expect to get stuck, how far down the list was this thing?

It’s a shame he had to get stuck in such a peaceful setting.

What are they standing around for?

Start pushing!

You have to wonder what this guy was possibly doing out here.

Whoever was the 2nd to get stuck should wear the dunce hat.

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!

62 Trucks Plus MAGAZINE June/July 2019

GAS & DIESEL TUNER Bully Dog’s BDX hand-held performance tuner gives you the edge you need, whether you’re tackling tough terrain or pulling a heavy payload.

PERFORMANCE Street-tested, dyno-proven tunes that add more horsepower, torque and OEM Driveability.* *Pre-loaded tunes not available on all vehicles

MONITORING/GAUGES Monitor and display critical vehicle data using the on-screen virtual gauges.

DIAGNOSTIC TOOL Reads and clears DTC (Diagnostic Trouble Codes)

CUSTOM TUNING SUPPORT Stores up to 20 custom tunes created by your local Custom Tuning Dealer. Direct-to-device updates delivered via WiFi.* **Pre-loaded and custom tunes not available on all vehicles.

SHOP ONLINE AT

www.bullydog.com A full list of vehicle applications available at bullydog.com. All vehicle make/model names and vehicle manufacturer names and related marks are trademarks of their respective owners, which are in no way associated or affiliated with Derive Systems, LLC (“Derive”). These trademarks of other manufacturers are used solely to identify the vehicles of those manufacturers with which Derive’s products may be used.

All other trademarks are the property of their respective owners. THIS PRODUCT IS NOT LEGAL FOR SALE OR USE IN THE STATE OF CALIFORNIA ON POLLUTION CONTROLLED VEHICLES.

Just riding the dream!

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