C.A.R. June 2011

INSIDE: 3 CAR news 8 Fuel-efficient work trucks 12 Benefits of driver training Vol. 13, No. 1 June 2011

14 Voice for safety

Cutting Edge

Ford’s revamped crossover takes tech to new heights

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Industry drivers

Nissan taps Colleran Industry veteran Michael Colleran has joined Nissan Canada Inc. as regional vice-president, responsible for field sales and sales operations across the Canadian market. With over 23 years’ experience in the auto industry, Colleran will help Nissan

further strengthen and expand Canadian sales operations.

“We are so pleased to have Michael join the Nissan team here in Canada, bringing with him a wealth of knowledge and experience in a variety of different roles,” said Allen Childs, president of Nissan Canada.

“In this newly formed position, Michael will help further strengthen the incredible sales team Nissan has across the country.”

Colleran joins Nissan Canada from Saab Automobile AB where he served as the president and chief operating officer for the independent Saab Automobile in North American markets including the US and Canada. Before joining Saab, Colleran spent 20 years at General Motors Corporation in a variety of marketing and sales positions in the US. He holds a bachelor’s degree from California Lutheran University and an MBA from Marymount University in Arlington, Virginia.

BSM appoints two execs Fleet management company BSM Technologies Inc. has appointed Alban Hoxha as chief technology officer and Lisa Hunter as executive vice-president sales and marketing.

“Alban and Lisa both have extensive experience in the telematics industry and understand the needs of our customers,” said Aly Rahemtulla, president and CEO. Hoxha has over 15 years of information technology experience and most recently was vice-president of systems and development at Interfleet Inc., a division of WebTech Wireless, where he led development teams and directed information technology operations for domestic and international operations.

Hunter also comes to BSM from Interfleet, where she served as vice-president of sales since 2005. In this role she contributed to significant revenue growth and built a successful sales team. c.a.r.

Enterprise EcoBoosts its fleet Ford pickups welcomed as gas prices climb Enterprise Rent-A-Car is adding 2011 Ford EcoBoost F-150 pickup trucks to its Canadian fleet (see page 8 for the full story on fuel-efficient work trucks, including the F150 EcoBoost). The vehicles are available for rent as gas prices hit record highs.

“As the world’s largest owner and operator of passenger vehicles, we have a vested interest and a history of working with manufacturers to integrate new engine technologies into our fleet,” said Lee Broughton, director of sustainability for Enterprise Holdings, which owns and operates Enterprise Rent-A-Car along with the Alamo Rent A Car and National Car Rental brands.

“We’re committed to using our fleet and our network of more than 450 locations across Canada to promote more fuel-efficient technologies like the EcoBoost F-150 and provide an extended test drive for curious customers.”

The EcoBoost F-150 pickups join Enterprise’s line-up of

fuel- efficient vehicles, already the largest in the world, including includes thousands of gas/electric hybrids.

“We are pleased to work with Enterprise to offer its customers the EcoBoost F-150, a vehicle that is really on the cutting edge of technology,” says Darren Halabisky, truck marketing plans manager at Ford Motor Company of Canada. c.a.r.

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Fleet managers mainline maintenance At the 48th annual Canadian Fleet Maintenance Seminar (CFMS) in May, fleet managers took advantage of the insights and expertise offered by more than 30 presenters who addressed a variety of hot topics in nine information-packed seminars.

“This was my third CFMS and an investment in our shop’s commitment to keeping our equipment running at the best possible cost while also keeping our drivers safe and happy,” says Brenda Alderson, assistant to Steve Haus, fleet manager, The Erb Group of Companies, New Hamburg, Ontario, which operates 600 trucks with 700 drivers across North America.

“It’s an opportunity to meet and reconnect with suppliers and maintenance managers that become valuable resources. Transportation firms’ maintenance departments face the same challenges and we regularly share ideas and solutions with colleagues across the country.”

In view of rising fuel costs and ongoing environmental concerns, there was a particular interest in the SmartWay and green alternatives panels. SmartWay, the US initiative launched by the Environmental Protection Agency in 2004, develops partnerships and identifies products and services to reduce transportation-related emissions while slashing fuel costs.

The Green Alternatives seminar addressed the latest hybrid/electronic vehicles and their potential impact on today’s fleets, their performances and bottom lines. Canada Post’s Steve Clark shared his experience with the new, all-electric eStar delivery vehicles, one of which was displayed at CFMS. “eStar offsets 9.4 tons of GHG emissions or the equivalent of about 900 trees—a 6.2 ton/600 tree saving over conventional hybrids,” said Clark.

The Hands-On Professional Training component allowed delegates to attend two of four concurrent sessions in which industry professionals tackled wheel ends, diesel particulate filter systems, selective catalytic reduction systems and hydraulic and air disc brake systems. This was a new format for the CFMS, and it received many favourable comments from delegates who appreciated the experiential learning. Dave Ongaro, general manager, CFMS, says, “Look for it again at future seminars.”

The computer technologies seminar outlined the use of computers in the maintenance shop as well as onboard systems that track vehicles, monitor driver behaviour, boost dispatch and route efficiency and help manage fuel and maintenance costs.

“At CFMS, I found out about Detroit Diesel’s virtual technician which is attached to the

By Kara Kuryllowicz

truck’s ECM, allowing maintenance managers to determine the severity of the problem identified by the ‘check engine’ light—it puts us in the truck when we can’t physically be there,” says Alderson. “CFMS brings the latest technology to me—I don’t have to seek it out.”

Canadian Auto Repair and Service Council, a not-for-profit organization offering human resource development and training for the repair and service industry, also presented its new Trucks OnDemand online training for technicians who want to upgrade or refresh their knowledge.

“Technology in the trucking industry is continuously improving,” says Doug Elphick, president, ELM Technologies Ltd, Mississauga, Ontario. “Fleet managers can really use the new and improved products and services to enhance their companies’ productivity and efficiency.”

Les Wakeling of Canada Building Materials in Toronto, won the Canadian Fleet Manager of the year award. Now managing a 400-vehicle fleet that includes mixers, trucks and tractor trailers in 20 maintenance facilities, Wakeling has more than 34 years of fleet experience, 31 of which are with CBM. The 2012 CFMS is scheduled for May 7th to 9th. c.a.r.

BMW wins for engines Four BMW engines have been honoured with the International Engine of the Year Award for 2011.

The 4-litre V8 power unit of the BMW M3, the 3-litre, straight six-cylinder gas engine with BMW TwinPower Turbo technology, the

2-litre four-cylinder diesel with BMW TwinPower Turbo technology and the new 1.6-litres four-cylinder power unit under the hood of the MINI Cooper S all received an Engine of the Year award. The award-winning engines are used in a number of current models of the BMW and MINI brands.

The award winners were selected by an international jury, which consisted this year of 65 car journalists from 32 countries.

The awards ceremony took place during the trade fair, Engine Expo, in Stuttgart.

Since 1999, BMW has claimed more than 50 class and overall victories in the Engine of the Year Award competition. c.a.r.

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practical and luxurious. safe and sporty. fwd and awd. yes, your fleet can have the best of everything.

1. An IIHS Top Safety Pick for 2011.

2. Choice of engines: 182 hp 2.7-Liter DOHC 4-cylinder VVT-i; or 268 hp 3.5-Liter DOHC 6-cylinder VVT-i.

3. Choice of drivetrains: Front-wheel Drive (FWD) or All-wheel Drive (AWD) with Active Torque Control.

4. 2011 Venza comes standard with the Star Safety System™.This integration of active safety features is designed to protect occupants by helping drivers avoid accidents in the first place. The Star Safety System™ includes Vehicle Stability Control (VSC)1, Traction Control (TRAC), Anti-lock Brake System (ABS), Electronic Brake-force Distribution (EBD), Brake Assist (BA)2 and Smart Stop Technology (SST).3

We know you want versatility in your fleet. You expect a great price, economical operation and excellent resale value. A choice of engines and drivetrains. Comfort, safety and performance.

With a fleet of Toyota Venzas you can get it all.

price calculator, competitive comparisons, guides, plus more fleet tools at:

www.fleet.toyota.ca 2011

VENZA

1.

Vehicle Stability Control (VSC) is an electronic system designed to help the driver maintain vehicle control under adverse conditions. It is not a substitute for safe driving practices. Factors including speed, road conditions and driver steering input can all affect whether VSC will be effective in preventing a loss of control. 2. Brake Assist is designed to help the driver take full advantage of the benefits of ABS. It is not a substitute for safe driving practices. Braking effectiveness also depends on proper brake-system maintenance and tire and road conditions. 3. Smart Stop Technology operates only in the event of certain simultaneous brake and gas pedal applications. When engaged, the system will reduce engine power to help the brakes bring the vehicle to a stop. Factors including speed, road conditions and driver input can all impact stopping distance. Smart Stop Technology is not a substitute for safe and attentive driving and does not guarantee instant stopping.

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Vol. 12, No. 01

JUNE 2011

PUBLISHER/EDITOR: Emily Atkins (416) 510-5130, EAtkins@mmdonline.com ART DIRECTOR: Sandy MacIsaac (416) 442-5600 ext. 3242, SMacisaac@hpacmag.com PRODUCTION MANAGER: Karen Richards (416) 764-1688, karen.richards@rci.rogers.com SALES MANAGER: Dorothy Jakovina (416) 510-6899, DJakovina@purchasingb2b.ca US ADVERTISING MANAGER: Tom W McGavin (312) 264-5854, tmcgavin@rubloff.com

Honda production to reach 100 percent in August Honda will increase production volume at its North American automobile plants to a rate of 100 percent of its original production plan in August, for all models except the 2012 Civic.

As the supply of parts from Japan improves, production will ramp-up in August on a step-by-step, plant-by-plant and model-by-model basis, including the 4-cylinder Accord, CR-V and Acura RDX, as well as all V-6 models including the Accord, Accord Crosstour, Odyssey, Pilot, Ridgeline, Acura TL and the Canadian-built Acura MDX and ZDX. Production of the all-new 2012 Civic lineup will continue at a reduced rate of approximately 50 percent due to the limited supply of key components. Full production is expected to resume sometime in the fall, with plans to meet anticipated demand for the Civic lineup.

“Throughout this crisis, Honda has been working hard to achieve a speedy recovery, while maintaining a focus on our longer-term plans for continued growth in sales and production. We thank our customers and

dealers for their understanding in these challenging times while we resume vehicle production to regular levels as quickly as we can.” said Jerry Chenkin, executive vice president of Honda Canada Inc. Honda has managed the unprecedented parts supply issues resulting from the devastating impact of the March 11 earthquake and tsunami in Japan with no layoffs at any of its 14 production plants in North America.

“We are proud of the efforts of our manufacturing team in Alliston, Ontario,” said Chenkin, “and applaud them for the steps they have taken to keep our associates working together as a team during this difficult period, while maintaining their outstanding focus on quality for the customer. We still have challenges to overcome, but once we have normalized operations we will owe them a great debt of thanks.”

Honda Canada Inc has produced more than five million cars and trucks since 1986 at its two vehicle assembly facilities in Alliston, Ontario. c.a.r.

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SENTRA

.

Your employees don’t deserve just any car.

They deserve a Nissan. And no matter what business you’re in, Nissan has the perfect vehicle for your fleet.

Nissan vehicles boast distinctive styling, quality and a reputation for great value. Add to that, we have a history of bringing innovation and technology to everything we build. With Nissan, not only do you get a car that lasts, but a car your employees will look forward to driving for years to come.

Visit fleet.nissan.ca or contact us at fleet@Nissancanada.com

VERSA

ROGUE

ALTIMA

By Howard J Elmer

Big, brainy and easy on the gas New work trucks cut fuel use without sacrificing power We don’t have to tell you that the price of fuel is up and its future unpredictable. Worse than that, for any size fleet, this means the cost of gas or diesel is a monthly surprise on the balance sheet— and not a pleasant one. However, for work trucks (that have to keep rolling) there are fuel-saving technologies out there right now that can positively impact the bottom line. What follows is a sampling of what’s available on the market now.

GM has been offering a full-size hybrid pickup for several years now, but it’s only really been getting attention as gas prices spike. Nevertheless here is a truck that is ready to go now, one that says it will deliver a 29 percent improved city fuel consumption and a 22 percent overall fuel efficiency in a full-size truck, that still includes a 2,767kg towing capacity. GM says the 2WD model gets 10.1L/100km in the city and 8.4L/100km on the highway.

The Silverado Hybrid combines GM’s patented two-mode hybrid system with a 6L gas V8 and uses an Electrically Variable Transmission (EVT) and 300-volt nickelmetal hydride Energy Storage System (ESS). The V8 gasoline engine also has Active Fuel Management (AFM) and late intake valve closing (LIVC) technology.

The hybrid system generates the electricity itself. When the brakes are applied or the vehicle is coasting, the hybrid system makes electricity and stores it. This truck is capable of all-electric driving up to 48km/h, saving fuel.

Intelligent fuel use As a more conventional fuel-fighter GM is offering the XFE—also known as the Fuel Economy Package. Available on the standard 5.3L Sierra 1500 2WD (Crew Cab only) it combines a six-speed automatic transmission with AFM (Active Fuel Man-

agement). This system lets an on-board computer shut off the fuel to four of the V8’s cylinders when it decides the power is not needed, for example when highway cruising. With a fuel consumption rating of 13.7L/100km in the city and 9.1L/100km on the highway, GM claims the AFM-equipped 2011 GMC Sierra XFE is the most fuelefficient V8 full-size pickup in Canada. With this setup this truck will tow up to 4,536kg.

Over at Ford, a happy coincidence of timing sees the V6 EcoBoost engine available in the F-150 for the first time right now.

Ford marketing says its EcoBoost is a V6 engine with the power of a V8, but with fuel economy besting even other conventional V6 engines. Ford claims the 3.5L V6 EcoBoost makes 365hp, 420 lb-ft of torque and will tow 5,135kg. Fuel mileage is stated as 13.0L/100km average (14.7L city and 10.7L highway).

The V6 engine program manager, Jim

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Mazuchowski, explaines the new engine technology this way. “Power Density is what the EcoBoost produces, using two technologies—twin turbos and direct gas injection. First, the turbos cool and compress air which is then denser as it’s pushed into the engine. This charged air also cools the cylinder and injected fuel.

The result is a dense mixture that fully burns. Also fuel pressure in the injection process ranges from 65 to 2,000psi during delivery, and the fuel-air mixture has a high rate of tumble through a new port design and detonates in a cylinder with a new piston. We used something like a diesel piston head with a bowl design.”

Ram introduced a new Tradesman pickup earlier this year, based on the Ram 1500 ST trim package along with features such as a standard 5.7 Litre HEMI engine with five-speed automatic transmission.

Also included in the package is a standard Class IV trailer hitch with four and sevenpin trailer wire connectors. Tradesman also features heavy-duty engine cooling and a heavy-duty transmission oil cooler.

Equipped like this, the Tradesman will tow 4,740 kg.

The Tradesman is available in both regular cab short-bed (6ft, 4in) and long-bed (8ft) models, with a choice of 4x2 or 4x4.

Buyers can choose vinyl or cloth 40/20/40 split bench seats in dark slate and medium greystone, and either carpeted or vinyl flooring. While this package is attractive from a capital investment view point—the HEMI is not known for its fuel efficiency.

However it’s worth noting that Ram is currently developing a plug-in hybrid Ram 1500. These trucks are powered by a combination of a plug-in hybrid system, giving them up to 32km of electric driving, backed up by a two-mode setup using the 5.7L Hemi and a 12.9-kWh lithium-ion battery.

Several prototypes are undergoing testing now; no production date is set though.

Last year Toyota brought out a small V8 alternative to its large V8-only powered Tundra that should pay dividends right now.

Using an all-new 4.6L V8, coupled to a six-speed automatic transmission (that now comes with a Tow/Haul mode) this truck will get a combined fuel consumption rating

of 12.1L/100km (says Toyota).

This 4.6L V8 makes 310hp and 327lb-ft of torque and offers a 12 percent increase in horsepower and an 11 percent improvement in fuel consumption over the outgoing 4.7L engine.

Smaller diesels win big Diesel engines are generally more fuel efficient than gasoline engines, however the diesels currently available in the HD pickup segment are of such large displacement (6.4 to 6.8L) that potential savings are offset by their size. While it’s also a fact that mid-size diesel engine programs have been going on with the Big Three for several years now, they are not coming to market anytime soon.

The one exception is found in the Mercedes-Benz Sprinter. This van-body work truck is of European origin and has become established here in North America.

When it first debuted with a diesel it was considered strange choice, but that was 2005—now it looks like they were ahead of the fuel price curve. The Sprinters standard engine is a 3L V6 turbodiesel that makes 188hp and 325 lb-ft of torque. The Sprint-

er is available in a 2500 or 3500 series, with a choice of lengths, two roof heights and various door configurations. It will tow up to 2,268kg and has a payload of 1,300kg.

Also new on the cargo van front is the 2011 Nissan NV. This full-size van has three body configurations: Standard roof (NV1500, NV2500, NV3500) while a high roof is available on the NV2500 and NV3500. Its standard 4L V6 is a decent compromise between fuel efficiency and power. Using a five-speed transmission it is also offered with 5.6L V8 as an option.

Ford’s Transit Connect is the smallest of the commercial van bodies available currently; however with its 2L Duratec I4 engine it’s the most fuel efficient. This engine makes 139hp and 128lb-ft of torque. Transit Connect has a payload of 647kg. This work truck is available as a cargo van or wagon.

It has AdvanceTrac with RSC, ABS, front wheel drive, power locks, windows and mirrors and rear barn doors that open to 180 degrees; also dual sliding doors with privacy glass. c.a.r.

Howard Elmer is a powersports writer based in Brampton, Ontario.

JUNE 2011 Canadian automotive Review | 9

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Your business. Our vehicles.

They’ll both run exceptionally well.

If you’ve got a business, Ford has a fleet of safe, smart, fuel-efficient vehicles that can help get the job done. Like the 2012 Focus, with available SYNC technology that keeps your drivers connected on the road.* Or the 2011 Fusion, with a fuelsipping 2.5L Duratec I-4 that makes it the leader in fuel economy. Or the reinvented 2011 Explorer, with fuel economy** and performance that helped make it the 2011 North American Truck of the Year. Or the 2011 AJAC Award-winning Edge, with MyFord Touch technology that understands over 10,000 voice commands. All designed to give you a competitive advantage and keep your bottom line in line.

fleet.ford.ca 1-800-668-5515

2011 EDGE The New 2011 EXPLORER

Vehicles may be shown with optional equipment.* Some mobile phones and some digital media players may not be fully compatible - check www.syncmyride.com for a listing of mobile phones, media p players, layers, nly use and features supported. Driving while distracted can result in loss of vehicle control, accident and injury. Ford recommends that drivers use caution when using mobile phones, even with voice commands. On Only mmands, not essential to driving when it is safe to do so. Sync is optional on most new Ford vehicles.**22% better combined mileage than previous V6 Ex xplorer, mobile phones and other devices, even with voice commands, Explorer, ge. Fuel consumption ratings for 2011 Explorer FWD 3.5L V6 automatic: 11.9L/100 km city and 8.0L/100 km hwy. Fuel consumption ratings based on Tran nsport 23% better city mileage, 19% better highway mileage.

Transport ormation available at the time of posting. Actual fuel consumption may vary based on road conditions, vehicle loading, and driving habits.

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2011 FUSION

2012 FOCUS

By Gerry Frechette

Skills for safety

The benefits of corporate driver training It is common business practice to take a bottom-line approach to the operation of a fleet of vehicles. Cost-benefit analysis applies to just about every aspect of acquiring, operating, and disposing of vehicles used for business purposes.

But what about the human aspect of vehicle operation? What are the costs of dealing with more frequent collision repair and maintenance, insurance claims, driver absence due to injury, and increased fuel consumption, to name just a few aspects that can be directly affected by the skill of the driver behind the wheel? More to the point, what are the benefits of having fully trained drivers with a good attitude behind the wheel of your company’s vehicles?

By “fully trained,” we are referring to advanced skills beyond those needed to acquire the provincial license needed to legally drive a given vehicle, and a mindset that allows for such skills to be consistently

put into practice. In the big picture, it would be ideal to have a driver able to control a skid on an icy highway in a five-ton delivery van. Some professional drivers can do that, and there are any number of advanced driving schools in Canada that can teach how to control a large vehicle in an emergency situation.

But training begins with learning smaller and more intangible skills, as a base from which to build. We spoke with two of Canada’s most experienced advanced driver trainers, who gave us their thoughts on the topic.

Change behaviour every day For Doug Annett of Skid Control School in Oakville, Ontario the name of his business signifies only a part of the training he offers. “There are two sides of the coin. There is what you do to handle an emergency, such as skid control, braking, and emer-

gency responses. But what we really want people to do is to change their behaviour every day so they don’t get into emergencies in the first place. If you practice good driving every day, you may not get in the emergency in the first place, and if you do, you’re better equipped to handle it even if you did.”

To illustrate how even the smallest collision can make a difference, Annett uses the example of a courier fleet. “One of the benefits you can look at, once you have a large enough fleet, is your overall crash rate—how many collisions per million kilometres. And, what are the crash types you have. For a lot of courier companies and other large fleets, the most common crash they have has nothing to do with skidding out of control or anything like that; it’s just the careless mistakes that occur in parking lots. Especially for delivery vehicles; the driver who hurries, he’s under pressure

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“In the car they realize they can have fun doing this.” for time, he throws it into reverse without looking, and backs it into a car. Things like that, where good judgments aren’t carried through. Instead of checking both mirrors, he checks one mirror, and he clips the side of a car with the side of the vehicle he just happens to not be looking at.”

“We have courier training courses, in a parking lot with pylons, showing people that if they adjust their mirrors properly and use reversing procedures that are applicable for their vehicle, there is no reason they can’t be better drivers,” says Annett.

“Scraping a car is minor in the sense that it is a $300 scratch or whatever, but that driver has completely thrown off his delivery schedule. He tried to save five seconds, and he just cost the company and its customers half an hour. And that’s if he can drive the vehicle away. Plus, there is the damage to the other vehicle, which could be a new luxury car.”

The essential aspects of training for Annett, and likely every other driver training pro, are vision habits, decision making, and responses. These are skills that are developed, and need to be practiced constantly in all driving situations. But the overall philosophy under which these skills are applied has to be established, and Annett is clear on that.

“Here’s the really critical thing—you can’t be selectively careless. You can’t hit that post, and claim, ‘Okay, I was careless and I’m sorry I made that mistake’, because you can’t make that mistake when you knock down the old lady, and say, ‘oh, I was careless’. You can’t say, ‘I’m going to be careful when there are kids around’, and then go ahead and whack the pole–and treat it with indifference. But that’s exactly the environment that a lot of couriers are operating in, in shopping centres and around office buildings and facilities like that where there are all kinds of people walking. And that’s the real danger, hitting people.”

Perception is key For Danny Kok of Driving Unlimited, the key aspect is how the actual tasks of driving

and learning are perceived by the driver.

“The challenge we face is with people who have been driving for many years,” says Kok. “Typically, such a driver will come in to the classroom and sit back, arms crossed, with ‘not interested’ body language. But as we get into the sessions and modules, they start realizing, hey, I can actually learn something here. The attitude is changed by us.

“The reason I think there is a lack of interest in driver training is because people think it’s boring, watching a guy standing in a classroom with a PowerPoint or a whiteboard, sitting listening to a speaker saying you should do this or that–it’s not experiential,” he adds. “So, the attitudes are like, I don’t want to hear this again. It’s boring and a waste of time. But in the car, they realize they can have fun doing this.

“We are looking to develop a higher interest in driving and the challenge of doing it better. It does take a while to actually measure the results, but in the short term, there is more enthusiasm on the part of the drivers, an improvement in morale. Management can then challenge the drivers to try to drive perfectly.

We want to see a driver take pride in his driving, to always strive for perfection.”

The experts make compelling cases for advanced training, but in the end, it is the corporation that derives the benefits from competent drivers, and the executive responsible for safety who needs to incorporate the principles and culture of advanced driving.

Increased confidence Greg Chownyk of Shell Energy North America in Toronto is one of those executives. He put his driving employees through an advanced course, in this case the Skid Control School, and he can see the benefits first hand.

“Although Shell Energy doesn’t have a fleet, we do have a sales team that often drives to meet with our customers and others who commute to the office every day. The driving rules (wearing seat belts,

no speeding, no mobile phone use–even hands free) are most relevant to office staff, so I decided to have the team take an advanced driving class last year. A year later, I still hear comments from employees about how much more aware they are while driving, and how much more proactive they are behind the wheel to ensure they are driving safely and minimizing potential risky situations. It has definitely been beneficial.”

Chownyk can see a better attitude in the drivers, with more interest in driving safely and competently at all times. “The course the team participated in has given all participants an increased level of focus and confidence when it comes to advanced driving techniques. There is definitely a conscious effort to continue to implement the techniques. Whether it be in formal discussions we will have about safe driving, or casual conversations amongst a few staff, you hear a number of comments around putting to use the skills we learned.”

Not only that, but he feels his team’s productivity has improved. “I can say the heightened awareness of proactive, safe driving does leave them in a better mindset when they arrive at their destination, whether it be the office or a customer’s location, which I think leads to better productivity.”

In the big picture, advanced driver training can be framed in terms of a company’s overall commitment to safety, according to Chownyk. “As sales professionals, the time we spend commuting to and from the office or to customers’ locations are the parts of our days when we are most at risk. The training really reinforced the importance of safe driving and Shell’s Life-Saving Rules, which form the guiding principles in Shell’s health and safety policy.”

The benefits of advanced training for corporate drivers are measurable on more than just a dollars-and-cents basis; positive attitude and behaviour are the basis upon which safe driving is built. c.a.r.

Gerry Frechette is a Vancouver-based freelance writer.

JUNE 2011 Canadian automotive Review | 13

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By Kara Kuryllowicz

Keep your eyes on the road Voice navigation offers safer driving It’s no surprise that a recent study by OnStar and the Virginia Tech Transportation Institute (VTTI) found that voice-based, in-vehicle navigation systems are safer than those relying on visual/manual interactions.

“The less you take your eyes off the road, the safer you’ll be because research shows that 95 percent of the information required to drive safely comes through the eyes,” says Raynald Marchand, general manager, programs, Canada Safety Council, an Ottawabased non-government organization. “A visual awareness of other vehicles and the road has the greatest impact on safe driving.”

The OnStar-commissioned study evaluated a cell phone-based navigation application, a personal navigation device (PND), OnStar Turn-by-Turn directions and OnStar Destination Download, as well as printed driving directions. Researchers found that voice-based OnStar Turn-byTurn directions allowed drivers to keep their eyes on the road longer, required the shortest amount of time to enter a destination and resulted in better overall vehicle handling.

The study showed that the two OnStar

systems required significantly less mental effort than the personal navigation device and cell phone application. Drivers using OnStar simply push a button to connect with a human advisor who will locate the destination and download the turn-by-turn directions to the vehicle. Drivers can also use OnStar’s eNav to plan their routes ahead of time and send the directions to their vehicles with just one click.

Must be intuitive “A voice-based navigation system with turn-by-turn directions could be quite helpful, but it must be well-designed and intuitive with accurate, reliable content,” says Dr. Joanne Harbluk, a human factors specialist with Transport Canada. “For example, if users have to repeat commands or have trouble understanding the voice, it’s distracting and frustrating, which can impair driving performance.”

While an intuitive, well-designed and accurate navigation system is an effective tool, such conveniences may still be considered a distraction. In the 2011 article, “Distracted Driving: So What’s the Big

Picture”, author Robyn Robertson, president and CEO of the Traffic Injury Research Foundation, notes that because humans are serial processors of information, they can consciously focus their attention on only one task at a time. People believe that they can rapidly switch their attention from task to task, but the reality is that when multi-tasking, no task receives the optimal attention or focus.

Studies conducted by Transport Canada showed that when drivers are distracted, even by voice interactions, they tend to focus on a narrow portion of the forward view. Drivers who do not scan appropriately run the risk of not being aware of their driving environment.

“Inattention blindness” Meanwhile, Carnegie Mellon University researchers examined MRI pictures of drivers’ brains while they decided whether spoken statements were true or false. The MRIs showed that activity in the brain’s parietal lobe (an area associated with navigation and spatial processing) decreased 37 percent and activity in the occipital lobe

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(associated with processing visual data) also dropped. Evidently, the more attention paid to secondary tasks, the more drivers start to suffer from “inattention blindness”, which means they may be looking, but it doesn’t mean they’re actually seeing. c.a.r.

Tips: To maximize the effectiveness of navigation tools and ensure attentive, safe driving behaviours while navigating, Dr. Harbluk and Marchand shared these tips with Canadian Automotive Review.

1. R esearch navigation systems the way you would any other electronic device. Expert and consumer reviews will provide points worth considering, as will discussions with colleagues, friends and family who have experience using such systems.

2. T est the device in the store if at all possible. It takes time to become accustomed to any system, but if you absolutely hate anything about the navigation tool, you should probably keep shopping.

3. C onsider a system that tells you the name of the street onto which you will turn and provides an expected arrival time.

4. P ost purchase, follow the manufacturer’s installation instructions to securely attach the device to the vehicle’s interior wherever it won’t block the driver’s view of the road.

5. R ead the manual and practice programming and using the system on routes you know before relying on it to reach an unknown destination.

6. A lways pre-program destinations and if you need to add or alter a destination, pull over somewhere safe or have a passenger do it.

7. A navigation system’s simple turn-by-turn directions can be very useful, but drivers still need to think about what they’re being told to do.

Your conscience and the bottom line can now be on the same page.

When you understand that it’s the little things that matter, you’re probably ready to add an i-MiEV (Mitsubishi Innovative Electric Vehicle) to your corporate fleet. Whether it’s getting up to 135km on a single charge, minuscule maintenance costs, and so quiet it emits not much more than a whisper, it becomes very clear that when you add all the little things up, the start of something big is surely not far behind. For your fleet, and our planet. Arriving late 2011.

Contact David Murphy at dmurphy@mmcan.ca or 905-214-9048.

www.mitsubishi-motors.ca

JUNE 2011 Canadian automotive Review | 15

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6/2/11 12:26:27 PM

By Tony Whitney

A utility star is born 2011 Ford Edge crossover SUV The 2011 Ford Edge shut down some very intense competition to win the Automobile Journalists Association of Canada (AJAC) “Utility Vehicle of the Year” award recently.

This competition is by far the most respected, longest-lived and most comprehensive staged in this country.

AJAC members don’t simply vote from their desks. Apart from tests journalists carry out individually with vehicles on their own, the Ontario-based “TestFest” contest includes days of back-to-back evaluation over all kinds of terrain against the hottest vehicles in their respective classes. Some very good vehicles don’t even make the top

three, so to win this accolade is far from easy.

The Edge competes in a product-packed segment, so Ford’s designers and engineers battled to come up with something very special when the time came for a new model—and the Edge is all-new for 2011.

The original Edge, launched in 2006, was very successful and was one of those products that helped drive Ford towards the status it enjoys today: a builder of quality vehicles with a strong combination of style and technology.

The vehicle has been freshened inside and out and is very well put together. As with other new Fords, build quality is as

good as anything in the industry and many features are unique. Ford’s targets when developing the new Edge included enhanced driving dynamics, better fuel economy, “unexpected levels of quietness” and high quality materials. Some of the technology built into the 2011 Edge is unique in the industry—especially the MyFord Touch system that we’ll get to later.

Styling is very crisp and contemporary without any objectionable gimmickry. One of the dominant features is the big grille that very much puts the Ford stamp on this product. There are four trim levels: SE (FWD), SEL (FWD or AWD), Limited (FWD or

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SPECS AT A GLANCE: MODEL YEAR TESTED: 2011.

BODY STYLE: 4-door crossover.

ENGINE: Choice of two V-6 units with a 4-cylinder on the way.

TRANSMISSION: 6-speed automatic, available manual control via steering wheel paddles.

MAX. TOWING CAPACITY: 3,500 lbs. with appropriate package.

FUEL ECONOMY: 12.2-litres/100 km city; 7.4-litres/100 km hwy. (FWD, 3.5-litre) AWD) and Sport (AWD only), in ascending order of price and equipment level. There is a very large options list but the basic SE is well-equipped and has all the usual safety features and air bags.

Powerplant options Initially, there will be a choice of V-6 engines for the Canadian-built Edge, a 3.5-litre 285-horsepower unit and a 3.7-litre 305-horsepower powerplant in the Edge Sport. The Edge Sport engine is the same as the one used in the 2011 Mustang. Both engines use a six-speed automatic and if you opt for the Sport, it comes with manualselect paddle shifters on the steering wheel.

Coming soon is a 2.0-litre EcoBoost 4-cylinder engine which should impress the thrifty buyer with what Ford calls “class-leading fuel economy”.

The Edge comes with a wide range of features related to both safety and convenience.

Four-wheel disc brakes are fitted and there are three wheel sizes depending on trim pack-

PRICE: Starts at $27,999 (V-6).

age. The largest are a whopping 22-inches on the Edge Sport.

Some of the more novel engineering features include hill start assist, blind spot warning, trailer sway control, adaptive cruise control and collision warning with brake support. All contribute towards the safety and security of the new Edge.

The Edge we tested was top-of-the-line and very much a premium vehicle. It had lots of power, surprising levels of refinement and comfort and agile handling too. It doesn’t really drive like a utility vehicle; it’s more like a decent sporty sedan.

Matching this quality feel is a very pleasing interior with an easy to reach central panel for multiple switchgear and controls and extensive use of soft-touch materials, which always adds to a luxurious ambiance in the cabin. On high-end Edge models, the steering wheel also carries multiple con-

trols, so the driver can handle most chores without removing hands from the wheel.

Car as computer One of the major talking points with the new Edge is the MyFord Touch system, which allows the driver to actuate various functions simply by touch. It uses two 4.2-inch colour LCD screens flanking the speedometer on the dash and an 8-inch touch screen on the central console stack.

It’s Ford’s way of giving the driver the kind of control and interface that’s available with all those devices most of us use every day—iPads, mobile phones, music players and so on. We’ve believed for years that automakers should base interfaces like this on something closer to the systems everyone’s now familiar with and not go off in different directions with overly-complex arrangements Continued on page 18 JUNE 2011 Canadian automotive Review | 17

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of their own.

The Ford interface works very well, but users should familiarize themselves with the location of all the touch pads before they try it out on the road. Touch pads are easy enough to use, but the driver does have to look at the screen for many functions and a busy highway is no place to be experimenting with systems like MyFord Touch.

From a safety standpoint, this premise applies to any electronic controls in any type of vehicle. Possibly the best way to use MyFord Touch is to set up the voice command system, which is very effective and easy to use and functions with most of the controls.

This is a fascinating and very comprehensive mode of control and only a trip to your Ford dealer will really tell the story. It’s something you have to try out in person, even though Ford has an excellent brochure on the Edge. Ford co-operated with Microsoft to design MyFord Touch, as it has before with advanced computerized systems for vehicles.

One intriguing note is that Ford is selling the Edge in China now and it is available with MyFord Touch boasting Mandarin voice control, which in a way underlines the adaptability and versatility of this system.

The Chinese-market Edge is built in Canada just like the ones we get.

The logic of cargo As a fairly sizeable vehicle, the Edge is very roomy inside and rear seat passengers will have nothing to complain about at all.

The seats are well-shaped and bolstered and the seatbelts are easy to reach and fasten. The rear cargo area is very generous and with the rear seatbacks folded down (they also split 60/40), there’s an enormous amount of space back there which will even accommodate very large and bulky items.

Ford’s available Cargo-Logic load retention system is a remarkable way of keeping heavy objects from sliding about on the load deck. Consisting of sturdy moulded angle units which fasten to the carpet with a hook-and-look system, Cargo-Logic makes it possible to safely stow even a heavy load like a tool box. It’s one of those “why has nobody thought of this before” benefits that every vehicle should have.

One appealing option is Ford’s glazed Panoramic Vista Roof, which accounts for something like 40 percent of the roof area and makes for a very bright and airy interior.

The available rear DVD system is mainly aimed at family travel, but we’ve known businesspeople who use them to show promotional videos to clients.

The Edge comes with too many standard features to mention here and prices can vary quite considerably, as might be expected.

There’s quite a spread between an entry-level Edge and one with a long list of options. A base Edge costs $27,999 with a V-6, but I’d imagine that when the four-cylinder engine arrives, there’ll be an even more affordable Edge variant and one possibly more suited to the fleet business. Our test vehicle was fully loaded with just about every available option and was stickered at $46,399, including destination and delivery charges.

Ford describes the 2011 Edge as “brimming with standard and class-exclusive technologies” and that boast is tough to argue with. Even the basic Edge is very well put together with a very high level of fit and finish and a general feeling of quality and durability.

The Edge is a fun vehicle to drive and a fine replacement for its predecessor. It’s close to falling into the luxury segment when fully optioned but the base product would certainly please a whole lot of buyers. Its status in its market segment has been confirmed by that prestigious AJAC award and no doubt there’ll be more accolades awaiting Ford as production gets fully underway. It’s thanks to products like the Edge that Ford has been able to weather the economic storm the auto industry has faced in recent years and emerge stronger than ever. c.a.r.

18 | Canadian automotive Review JUNE 2011

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