PurchasingB2B C.A.R supplement June 2014

Vol. 16 No. 1 JUNE

DIESEL DOES IT

News and reviews of the latest clean “oil-burners”

INSIDE: 4 Diesel in the News 8 Tundra goes North 11 Safety 14 Roadwork

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LIKE A GOOD COMPANY, A GOOD CAR AGES WELL.

2015 An easy way to limit your expenses is to make sure your employees drive cars that are widely recognized as having high residual value. If you opt for Subaru’s well-reputed vehicles, you’ll achieve this goal. Employees will be able to count on renowned safety features, great fuel economy, and a legendary All-Wheel Drive system.

To consult our Fleet ordering guide or for more information

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fleet.subaru.ca or call 1 877 293-7272

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DIESEL IN THE NEWS Fuel economy winners Consumer Reports fuel economy tests found the Honda Accord Hybrid delivered impressive overall fuel economy, tying the smaller Honda Civic Hybrid and just below the topperforming Toyota Prius hatchback.

The Accord Hybrid’s 40-mpg performance on Consumer Reports combined city and highway tests make it a class leader for fuel economy among midsized sedans. Testers found the Accord Hybrid has a very impressive hybrid system that smoothly transitions between battery and engine power. To save fuel, even at highway speeds, the engine shuts off as soon as drivers lift their foot off the gas pedal.

But Consumer Reports’ engineers caution that buyers expecting their car to the EPA’s figure of 47 mpg posted on the window sticker might be disappointed.

80 VALLEYBROOK DRIVE TORONTO, ONTARIO M3B 2S9

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Vol. 16, No. 01

JUNE 2014

EDITOR: Emily Atkins (416) 510-5130, eatkins@bizinfogroup.ca ART DIRECTOR: Sandy MacIsaac (416) 442-5600 ext. 3242, smacisaac@bizinfogroup.ca PUBLISHER: Dorothy Jakovina (416) 510-6899, djakovina@bizinfogroup.ca PRODUCTION MANAGER: Kimberly Collins (416) 510-6779, kcollins@bizinfogroup.ca CIRCULATION MANAGER: Barbara Adelt (416) 442-5600 x 3546, badelt@bizinfogroup.ca BIG MAGAZINES LP EXECUTIVE PUBLISHER: Tim Dimopoulos VICE-PRESIDENT OF CANADIAN PUBLISHING: Alex Papanou PRESIDENT OF BUSINESS INFORMATION GROUP: Bruce Creighton CAR, established 1991, is published twice annually (June and September), by BIG Magazines LP, a division of Glacier BIG Holdings Company Ltd. © Contents of this publication are protected and may not be reproduced, in whole or in part, without the written consent of the publisher or editor NOTICE: CAR accepts no responsibility or liability for claims made for any product or service reported or advertised in this issue. CAR receives unsolicited materials including letters to the editor, press releases, promotional items and images from time to time. CAR, its affiliates and assignees may use, reproduce, publish, re-publish, distribute, store and archive such unsolicited submissions in whole or in part in any form or medium whatsoever, without compensation of any sort.

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“We’ve found that the EPA tests often exaggerate the fuel-economy of hybrids,” said Jake Fisher, director of automotive testing at Consumer Reports.

Jeep Grand Cherokee and BMW 328 diesels turned in an impressive showing in Consumer Reports tests. Compared with their gasoline counterparts, they boosted fuel economy by a significant 6 and 7 mpg overall to 24 and 35 mpg, respectively—without a significant compromise in performance or refinement. With their excellent highway efficiency of 32 and 49 mpg, they provide lengthy cruising ranges of 785 and 735 miles. Both vehicles scored near the top of their classes in Consumer Reports testing. (see the CAR’s review of these two vehicles on page 4)

Road vehicles are not diesel particulate culprits UN says A new paper issued by the United Nations Economic Commission for Europe (UNECE) concluded diesel road vehicles were the cause of only a small percentage of particulate matter in Europe and the United States compared to economic sectors like the commercial, institutional and household sectors.

UNECE is one of five regional commissions of the United Nations.

“From the data and facts mentioned above, we conclude with a high degree of reliability that it is misleading to claim that people’s exposure to diesel engines of road motor vehicles is the cause of increased risk of lung cancer,” UNECO concluded in the new paper entitled “Diesel Engine Exhausts: Myths and Realities”.

“Eighty three percent of particulate matters emissions in European Union countries (EEA, 2012a) and 97 percent in the US (EPA 2013) and Canada is generated by other economic sectors, mainly the commercial, institutional and household sector.

“Therefore, the claim that emissions from diesel engine exhausts from road transport

are the main cause of lung cancer in humans needs to be seriously challenged. It does not mean however, that measures to improve the environmental performance of the transport sector can stop. On the contrary, they must continue and in an aggressively well targeted way,” the UNECE paper stated.

The UNECE paper also states: “Diesel engines are currently at the heart of economic growth and off all economic activity and, therefore, it is not feasible to replace and eliminate them at this stage.”

“The development of new clean diesel technology for passenger vehicles, trucks, buses, construction and farm engines have reduced particulate matter and nitrogen oxide emissions by more than 90 percent in the past two decades,” said Allen Schaeffer, Executive Director of the Diesel Technology Forum.

“The UNECE paper provides an important perspective often overlooked in the environmental debate that diesel vehicle engines have dramatically improved their emissions and are not a significant cause of PM emissions in developed countries,” Schaeffer said.

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DIESELS

by the (half) Dozen Oil-burners for every budget BRAWNY SUVS 2014 Jeep Grand Cherokee Summit 4X4 EcoDiesel V-6

By Tony Whitney

The current Jeep Grand Cherokee is the fourth generation version. For 2014, the product benefits from a ‘refresh’ with various styling and equipment upgrades.

We tested a top-of-the-range Summit 4X4 equipped with Chrysler’s new 3.0-litre V-6 EcoDiesel. This turbo diesel unit, built in Italy, produces 240-horsepower and perhaps more importantly, 420 lb-ft of torque. It’s mated to an 8-speed automatic transmission with manual override paddle shifters. The SUV uses Jeep’s Quadra-Drive 4WD system, which has three modes and is probably the best all-round ‘go anywhere’ option in the industry.

A base Summit costs $62,445 MSRP, and our test model with all its added features was priced at $69,995, including destination charge and ‘green’ levies. The EcoDiesel is part of an options package listed at just under $5,000, which includes Quadra-Drive and other beneficial features.

Fuel consumption figures tag the Grand Cherokee Summit EcoDiesel at 9.8 L/100 km in the city and 7 on the highway.

This Jeep is very comfortable to ride long distances in and all occupants get lots of head- and leg-room in the cabin. Cargo space is also outstanding—folding down the rear seatbacks creates a huge load area. The noise normally associated with diesel engines is certainly present with this SUV, but it’s not that intrusive.

The EcoDiesel is no ‘barn burner’ in the acceleration stakes, but its lavish reserves of torque are nice to have when things get rough. Most of this luxury product’s appeal lies in its fuel economy, powerplant durability and impressive range.

2014 Porsche Cayenne Diesel

By Emily Atkins

Naturally, the Porsche entry in the diesel class lands in the executive/ luxury end of the range, and at $75,415 (as tested) this is the most pricey of the diesels we drove. Its base price, however, is comparable to the Jeep, at $65,500.

What you get with the Porsche is not just the name brand, but also a larger power plant than most of the vehicles we’ve reviewed here. Its 3-L, 6-cylinder motor makes 240 HP and 406 lb/ft of torque through an 8-speed Tiptronic automatic. This falls in line with the Jeep, although it’s a bit less torquey. The Porsche delivers 10.8 L/100km city and 6.7 highway, versus the Jeep’s 9.8 city and 7 highway.

Inside, the luxury-package equipped Porsche offers a true luxury

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ride with lots of details like heated steering wheel, 14-way power seats, and 10-speaker sound system. It’s also loaded with safety and tech features and came with 18-inch wheels and nice big brakes. It’s a comfortable ride for four adults, and cargo capacity is adequate, although not expansive.

This SUV drives like a Porsche—meaning it handles like a sports car, and goes like the wind—and once you get inside you don’t need to come out for a very long time. On the highway, our test drive extended over 800 km on a single tank, which is a true luxury. If you like to drive, and have places to go, this diesel could be your faithful companion.

MSRP: $65,500; As tested: $75,415 Fuel Economy: 10.8 city, 6.7 hwy

Controls are in the right places and easy to read, with the exception of a gas gauge that seemed to be upside down, always necessitating a second glance each time to be sure of the level.

There’s plenty of room for four people in the Cruze, accommodated in relatively comfortable seats. Trunk space is ample, and easy to access, although shallow.

Of all the ‘oil burners’ we tested, the Cruze emitted the most ‘diesely’ engine note. It’s loud and GM should be proud.

MSRP: $24,945; As tested: $26,525 Fuel Economy: 7.5 city; 4.2 highway; 6 combined

FLEET-FRIENDLY FUEL MISERS

2014 VW Golf Wagon TDI

By Emily Atkins

2014 Chevy Cruze Diesel

By Emily Atkins

GM has made a lot of noise about the diesel Cruze and its fuel economy, and with good reason. In our test drive of 750 km the Cruze managed 6 L/100 km, in mostly (fairly quick) highway driving, right on the advertised spec. This is a pleasant finding for a car that is the least expensive of our diesel testers.

The car’s 2-L, 4-cylinder turbo diesel motor turns out 151 HP with 264 lb/ft of torque. With the 6-speed automatic transmission the Cruze is not exactly quick, but accelerates well both from a stop and at highway speeds. It has an overboost feature which will goose the torque up to 280 lb/ft for a 10-second period.

The Cruze handles very well; a relatively firm suspension lends it a sporty feel, and it takes corners confidently. It’s also got good visibility and aided by a back up camera, is easy to reverse and park in tight spaces. On the highway, its truly responsive cruise control—operated from buttons on the left face of the steering wheel—can be adjusted using just your left thumb. This makes a long drive much more relaxing.

Inside, the Cruze is nicely designed and well appointed.

VW’s Golf wagon TDI is a stealth highway cruiser. Not quick off the line by any means, at cruising speed this car really finds its niche. Its autobahn heritage shows through as it rolls along sipping the diesel at well over Canadian posted speed limits. For long distance driving the Golf wagon combines the fuel economy of a small car with the roominess of a wagon.

Its design is plain, and the interior is uncluttered. Dials and controls are simple, while the nav and communications are intuitive to learn. The controls on the steering wheel are well located and also easy to use. Connectivity with the smart phone was average, and the car lacked a USB port for charging, an oversight in today’s connected world.

This Golf wagon is comfortable to drive and ride in, and offers excellent visibility all around, with practically no blind spot. It handles extremely well, and offers good city maneuverability alongside its highway chops. According to VW, the car delivers 7 L/100km city and 4.9 highway with its 2-L, 4-cylinder 140-HP turbo diesel motor mated to a 6-speed automatic DSG transmission with tiptronic shifting. The base model comes with a 6-speed manual.

MSRP: $33,185; As tested: $34,075 JUNE 2014 CANADIAN AUTOMOTIVE REVIEW | 5

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HIGHWAY-HAPPY SEDANS

2014 Mercedes Benz BlueTEC E250

By Emily Atkins

2014 BMW 328d xDrive

By Emily Atkins

The BMW 328d xDrive is the sportiest of the cars tested in our diesel review and it definitely delivers the best driving experience of the group. It also comes in at the top of the price range, making it more of an executive level vehicle.

The car offers a cleanly designed interior, with plenty of room for both front and rear passengers. Fit and finish are impeccable, the controls are ergonomically well-placed, and the multi-adjustable power seats are very comfortable. The trunk is shallow but spacious, and has a pass-through feature for skis or long items. Visibility is excellent, aided by great wipers, lights and back-up cameras. From a comfort point of view the car suffers only from poor aerodynamics with the windows open—like so many cars these days, it seems designed to be driven sealed up.

On the connectivity side, this BMW offered all the bells and whistles, and excellent interface with smart phones. However, the ‘mouse’ dial used to select and control the computer leaves this driver confused and frustrated. Fortunately, the voice control works rather well, rendering the mouse less important for getting things done.

You won’t forget the 328d is a diesel—its 2L, 4-cylinder, 181-HP motor quietly shares that diesel chug with the world—but it handles with all the aplomb expected of its pedigree and all-wheel drive configuration. In sport mode it’s reasonably peppy; in normal driving mode the automatic transmission feels a little sluggish, and there’s a heartbeat of delay in waking up from auto-off mode when you need to start out from a stop light. Shifts from the seven-speed (optional) sport automatic transmission were a bit rough, both on full auto and when using the paddle shifters.

Fuel Economy: 6.4 city, 4.5hwy, 5.5 combined; Our test returned 6.5 L/100km MSRP: $47,700; As tested: $56,200

The BlueTEC E250 is a solidly built, clean-lined sedan that’s firmly in the executive class of cars. It offers the typical teutonic tidiness and substance you’d expect from a Mercedes Benz, but with a more economical cost of operation thanks to the 4-cylinder, 174-HP diesel motor. And, as you might expect from this car maker, this diesel is quiet, but the requisite “chuga-chuga” can stil be heard—from outside the cabin.

This Benz cruises very nicely on the highway, but lacks a little pizzazz in the acceleration department. Its 7-speed automatic can be run in eco, regular or sport modes, and when the paddle shifters are used, the car will hustle along a little more quickly, but at the expense of fuel economy, of course. In our relatively short test we averaged 7.6 L/100km of aggressive city-only driving.

This aligns well with the advertised mileage specs.

It handles very well, and is equipped with an above average braking system that brings this sedan to a halt crisply every time.

On the highway particularly, this car is extremely well-mannered, and would be pleasant to take on a long road trip.

Inside, the car is equipped with comfortable seating for four adults, and there’s lots of room for their luggage in the trunk. Fit and finish is excellent—the E250 has a definite luxury feel to it.

The driver is well-cared for with easy-to-use controls, a fat, grippy steering wheel and decent all-round visibility. The audio system sounds superb in this car, and smartphone connectivity is seamless. Alas, however, the interface is not intuitive, leaving the poor driver fumbling with the mouse controller on numerous occasions.

MSRP: $57,800; As tested: $63,900 City: 7.4; Highway: 4.6; Combined: 6.1

Did you know?

Diesel fuel has a higher energy density than gasoline. A gallon of diesel contains 147,000 BTUs, while a gallon of gasoline contains 125,000 BTUs. That’s why diesel motors get better fuel economy than gas engines.

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Taking the Tundra North

Toyota’s pickup tackles Labrador’s worst highway

Toyota has been trying to break into the big leagues of the Detroitdominated pickup truck business ever since the T-100 was introduced back in 1993. That statement is both old news and the cast-iron base-plate of the story I’m about to tell.

For 2014 the Tundra was freshened, but not really changed in any substantial way, and this is what led to the challenge I laid on Toyota at its truck introduction at the San Antonio, Texas production plant.

This new truck offered us a run on a dirt track around the truck plant and one “hill climb”. Pathetic is a nice way of describing this test track.

At dinner that night Eric Descarries and I sat with some engineers and Stephen Beatty, VP of the Canadian Toyota operation. Eric and I launched into a colourful evaluation of what we called their Tercel Track, much to the annoyance of the San Antonio guys. However, Stephen asked us straight out: “So, where would you two drive the Tundra?”

“How about Labrador?” we said, “In the spring, when the road turns into 1,100 km of mud.” Toyota agreed and offered us two new Tundras. But to test the truck properly I asked for a 2014, plus an original 2007 Tundra. This second truck was a one-owner 2007 Limited Tundra with 120,000 km on the odometer.

We towed a 24-foot United Expressline trailer with twin axles and a GVWR of 7,700 lb, hauling gear with a gross weight of around 4,500 lb.

We set out from Toronto on April 2, heading northeast 1,200 km to Baie Comeau, Quebec. This is pavement all the way and good four-lane highway to Quebec City. There it turns to two-lane

blacktop, but more interestingly, the mountains begin. A constant climb and drop of a thousand feet and more was the order of the day with the big 5.7L V8 alternately screaming and hushed while the transmission held the trailer on the 10- to 13-percent downhills.

During this leg we found that wind noise is substantially reduced in the new generation Tundra. The drive (mostly between 100 and 120 kmh) also highlighted the steering feel, which has been made lighter and easier to handle in this latest generation.

At Labrador City we were already 1,600 km from Toronto, so we had a good handle on fuel economy. At that point our consumption was between 14 and 17 L/100 km. That number puts Toyota’s V8 on par with Ram’s HEMI V8. As both trucks ran the 5.7L V8 engine, the old truck turned out to have the same fuel consumption as the 2014 model with or without the trailer.

While towing though, the trailer sucked an extra 12 to 14 L/100 km. No wonder we ran out of gas (at this point I invested in three 20L gas cans that we kept full in the trailer). It’s also why every Toyota owner we saw in Labrador pleaded with us to convince the manufacturer to offer a larger fuel tank. After all, Labrador isn’t called the Big Land for nothing.

We had left a balmy spring-like Toronto three days earlier, but now we were back into full-blown winter. Temperatures dropped to well below zero and there was snow—lots of snow.

It’s here that I got a call from the Newfoundland & Labrador ferry service. Ice had jammed the Straits of Labrador and the Canadian Navy icebreaker was not available for our crossing to Newfoundland.

When I asked the lady when they’d be running again, she giggled.

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By Howard J Elmer

At the end of the road. L to R: Stephen Elmer, Howard Elmer, Eric Descarries, Dan Bailey “When, she’s good and ready to give up the straits” was the response. In this part of the world you can plan; but Mother Nature trumps all.

We packed up and pushed on eastward to Goose Bay, hoping the ice would break up in the next day or two.

This 260-km stretch of the Trans-Labrador gets rougher as you cross a mountain range and there is more gravel. When we arrived in Goose Bay we had done about 75 percent of the highway and decided if the ferry still wasn’t running the following day we’d have to head back to Toronto. Next day the lady at the ferry office told me to stop calling her—she’d call me. The ferry was no longer an option, however we hadn’t driven this far to not finish the road to the coast. We decided to go.

While the highway had been a mix of pavement and gravel to this point, the last leg from Goose Bay to Red Bay was all gravel. This is the newest section of the road, open only since 2011. Known as the south coast section of the Trans-Labrador, it is 600 km of the most gnarly, potholed, mud-bogged road I have ever driven. And while someday in the future it will be paved, for now it is torture on trucks, and the real reason we came here in the first place.

It was not helped by the fact that the temperature suddenly shot up to 5C. What had been a solid ice road started to melt at an alarming rate. How bad the road gets was brought home to us. The first day frost was still in the road, so it was mostly surface water.

The second day, running back to Goose Bay, the mud was already six to 10 inches deep in places and water-filled potholes over 18 inches deep pocked the surface. On the morning of the third day, pulling out of Goose Bay and passing the entry to the south coast road, a large emergency sign flashed “ROAD CLOSED” at anyone dumb enough to attempt the run.

The planned route, the team turned back at ‘E’ We made it to Red Bay on the Atlantic Coast, and it was a welcome sight. A patch of ocean blue mixed with bobbing ice. And while this should have been the end, it now simply marked the half-way point. We stopped just long enough to shoot some photos and then began the 3,000 km slog all the way back to Toronto.

We had brought the Tundra to Labrador to see how it fared on some of the worst roads in North America. In the end, we found it wasn’t better or worse than the Detroit iron. Instead, I can now say with sincerity—it’s a contender, as good as any of the other trucks in the Big Land. c.a.r.

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By Kara Kuryllowicz

Keeping your employees safe Part I: Managing the people Think carefully before you give your employees the keys to a company car. A single vehicle crash can costs an employer about $16,000 (in direct and indirect costs), which gives corporations thousands of tangible reasons to manage their drivers.

As a result, companies are targeting everything from safety policies and driver training, to the vehicle’s onboard safety features.

Safety policies can help create a safety culture and influence both attitudes and behavior while defining the employer’s expectations of its employees.

“Right now, safety is the most rapidly evolving aspect of the fleet industry as technology evolves, laws change, costs increase and corporations are more aware of the impact of doing the right or the wrong thing,” says Ted Lewin, senior manager, risk management services for Wheels in Des Plaines, Illinois. “Firms are becoming more proactive around prevention once they learn that 93 percent of crashes are preventable.”

Element Fleet Management’s FleetOptimize team found that five years ago just 15 percent of firms with fleets had safety policies, but today, 75 percent have a safety program.

“Virtually every pharmaceutical firm has a safety policy and we have identified that they also have the lowest average preventable accident rate compared to other industries,” says Sumair Mirza, vice-president, marketing and strategic consulting at Element Fleet Management in Mississauga, Ontario.

Evidently, certain sectors have a deep commitment to safety, but David Thornton, director of client services – Eastern Region for Foss National Leasing in Thornhill, Ontario, has found that half of the firms operating fleets don’t have any safety policy, and many of those with safety policies haven’t updated them in five or six years.

“At the very least, your safety policies have to reflect changes in technology and legislation pertaining to everything from snow tires in Quebec to laws around hands-free and handheld devices,” says Thornton.

Not surprisingly, the debate continues around policies that target the use of hands-free and handheld devices. So far, only the most leading-edge firms insist drivers park their vehicles for all phone calls, although science supports the fact that chatting on a handsfree or handheld device while driving is a cognitive distraction.

“Monitoring and enforcing your mobile phone policies presents a significant pragmatic challenge,” says Mirza.

Because past behaviour is the best predictor of future behavior, corporations have increased the frequency with which they look at drivers’ histories and pull abstracts as often as 24 to 12 months, with some committing to quarterly reports. It helps firms identify at-risk behaviours, deliver remedial training and can indicate a proactive, responsible approach to safety.

“Statistics show that five percent of the high-risk drivers account for 45 percent of the major collisions, so a strategy to identify and target that segment of drivers can yield the most positive results,” says Mirza, who also notes that 63 percent of firms now charge employees tiered fines of $100 to $200 for at-fault accidents, up from 40 percent in 2008.

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Of course, driver behaviour has the most dramatic impact on collision frequency and severity, but it also presents the most challenging variable. How do you modify, monitor and control driver actions and behaviours?

Telematics systems do play a role in monitoring, identifying risky behaviour, alerting managers and even directing drivers to relevant training, but it’s still early days. Drivers and HR departments still see privacy as a concern, particularly if personal use is involved, but corporations tend to focus on the fact a company vehicle is as much a work tool as a computer or smart phone.

“A broader range of fleet types has started asking more questions around telematics, and we anticipate this trend will continue over the next five to six years,” says Mirza.

At $35 to $50 per vehicle each month, telematics costs may have a cumulative impact, with data transmission often accounting for a significant percentage. For the most accurate look at an employee’s driving, employers need to watch for patterns as opposed to one-time infractions when it comes to speed, seatbelt use, hard

braking/stops, quick turns and cornering.

“The Hawthorne effect—simply knowing that your actions are being monitored—does change behaviour, so install it, tell your drivers and you’ll recover on that investment,” says Thornton.

To truly reap the benefits of telematics monitoring for safety’s sake, fleets must act on the information they receive, because data collection is pointless unless something is done with it. It’s generally agreed that rewarding good behaviour is the most effective strategy, with peer recognition, safety awards and small monetary gifts ($50) having a noticeable impact.

“I’d like to see more positive reinforcement,” says Thornton.

Telematics systems can generate automated warnings and even direct drivers to specific, related training modules, but it’s generally agreed that a personal note or call from the immediate manager or that manager’s boss will make the most indelible impression.

“As a company in business today, you need to show that you are committed to due diligence around every aspect of safety,” Thornton says.

B L

A

S i b o f

Part II: Technology – Option or aftermarket?

Do you remember when seatbelts were an option, not a standard feature? What about ABS? Driver-side airbags, and then passengerside airbags?

Whether or not you remember those changes, today’s fleet managers are talking about a wide and impressive range of new electronic safety features designed to help drivers avoid or minimize the effects of collisions. Included in the array are goodies like exterior airbags, lane indicators, rear- and side-view sensors or cameras and adaptive cruise control.

“Right now, these features are generally standard on higher-end nameplates such as Mercedes and BMW, but where governments mandate them as standard equipment you’ll start seeing them across the board in two to five years,” says David Thornton, director of client services – Eastern Region for Foss National Leasing in Thornhill, Ontario.

As Ted Lewin, senior manager of risk management services at Wheels in Des Plaines, Illinois, points out, in the US, all passenger sedans will be required to have back-up cameras starting in 2018. If government is looking at it, it’s likely that at some point the feature will become mandatory standard equipment.

The technology is slick, but right now you still have to pay for most of it. In most cases, opting for a package that includes these safety features means committing to the more expensive trim package with perks that also include luxuries such as leather seats. At $2,500 to $3,000 per vehicle, most fleets consider that additional cost prohibitive, as it takes the vehicle into the next selector category.

“A similar, third-party aftermarket package might run about $1,000 and although it may perform a little differently, they do essentially the same thing,” says Lewin. “Some of our customers have adopted the more expensive technologies, however the majority are still investigating their options.”

Most of the devices haven’t been in the market long enough to

accurately gauge the ROI, but Lewin expects that since the devices do reduce collision rates by 10 to 40 percent, if you crunch the numbers you’ll see a return on investment thanks to fewer collisions and gains at resale.

Given the preponderance of little dings and slight scratches that require cosmetic repairs before resale, fleets recognize that rear- and side-view cameras and/or sensors could actually pay for themselves.

“These devices do exactly what they say they’ll do, but there is the risk that being human, drivers will rely too much on the devices and get a little complacent,” says Lewin.

Before investing in electronic safety devices, always test them and include your employees in the pilot project. Lewin says the number of test drivers is less important than ensuring a broad cross-section of drivers across functions (sales, management, service) and geographies (urban, rural, combination).

Vehicle systems may offer auditory (beeps), visual (lights) or haptic (seat or steering wheel vibration) alerts, or a combination thereof, but in most cases, the onus is on the driver to make the adjustment.

While the vehicle could take the initiative and reduce the speed, limit speed to a certain maximum or brake, it’s seen as an issue.

“There is a reluctance to make a blanket decision on the driver’s behalf,” says Sumair Mirza, vice-president of marketing and strategic consulting at Element Fleet Management in Mississauga, Ontario.

“What if accelerating was the only way to avoid an accident?”

As Element has seen, driver demographics, specific situations and vehicle types all come together to affect collision rates. For example, a consumer packaged goods firm hired 19- to 25-year-olds to demo products and deliver point-of-sale materials. Analytics showed a spike in the spend on repairs to the mini-vans’ rear quarter panels.

“They weren’t used to driving mini-vans in underground parking garages, so we offered relevant training and switched to vehicles with less of a blind spot,” says Mirza. c.a.r.

* Ba co

12 | CANADIAN AUTOMOTIVE REVIEW JUNE 2014

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2672 TCI-04

BUSINESSES LOVE US. ALMOST AS MUCH AS THEY LOVE SAVING MONEY.

Style, safety, fuel efficiency, advanced technology and a spacious, comfortable interior. With all of that and more, the all-new 2014 Corolla is perfect for your business. Combine all of its features with the fact that it has the lowest cost of ownership in its class* and you’ve got a fleet vehicle you and your business can feel good about – today and tomorrow.

fleet.toyota.ca * Based upon 2014 independent 3rd party automotive research company study looking at fuel costs, depreciation costs and maintenance costs for base model Corolla and comparative in market compact segment vehicles over a 10-year period (2004-2013). The study includes competitive models that have been available in Canada for 10 years. Actual cost of ownership may vary.

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14-05-30 1:55 1:23PM PM 14-06-09

By Alan Sidorov

Roadwork

Rubber and reality

The message on my answering machine was intriguing. No specifics, just a woman inquiring whether I was able to do tire testing. The call was from Kal Tire, a major independent retailer with its roots here in Western Canada.

I have done quite a bit of testing of all sorts in the past, for vehicle manufacturers, accessory makers, and tire companies. I love the precision of both the driving and the technical feedback that testing involves.

Tracy Cobb, Kal Tire’s director of communications, explained the goal was consumer information, demonstrating whether there was a significant difference in performance and safety between tires with different speed ratings. Still marketing, but useful as well, in that if you trust your tire retailer, and he or she helps you make better choices, you are likely to shop there more often.

Speed ratings originated with the Autobahn, where tires had to be matched to the top speed of the vehicle. S means good to 180 kmh, V to 240, etc.

That may not seem to make sense in North America, but the ratings are still a good indicator of the tire’s construction and performance potential. Better performance also means a higher safety margin.

I set four main course elements, which would then be duplicated at each venue: A decreasing radius turn, simulating perhaps a freeway off-ramp that tightens up more than the driver expected, to provide both pucker factor and a test of the tire’s predictability; an emergency lane change, dodging an obstacle or something that has run out on the road in front of you; a slalom, as a general test of handling; and finally, an emergency stop.

We used two identical Mazda6 sedans for the benchmark testing. The comparison was between an S-rated tire, two speed ratings lower than the vehicle’s original equipment, and a V-rated tire, the proper choice for this car.

Our Mazdas bristled with camera equipment, while inside my test gear took up a lot of space.

Accurate instrumentation and measurement is critical to a legitimate testing programme. So is precision driving. I had to get my marks right, exactly the same speed in each vehicle, same brake input, application of power, cornering line, etc.

I was pleased with, but not surprised by the first

test numbers. The V-rated tire consistently performed better than the S-rated example, with more predictable cornering, better emergency response, and perhaps most important, shorter stopping distances.

In this case, performance could clearly be equated to safety. Armed with the information, our team hit the road, and we ran test days in four major cities.

“At the very least, you should buy replacement rubber with the speed rating that matches the vehicle’s original equipment.”

Even though vehicles and tire brands varied at each test track, the results followed the same pattern. Along with better cornering, the V rated radials had a big advantage in emergency braking, with stopping distances that were between 10- and 20-percent shorter than the S-rated variant, depending on vehicle, road surface, and temperature. That could easily be the difference between a safe stop and a crash. The higher-rated tires were also less susceptible to heat build-up—overheated tires are more likely to suffer catastrophic failure.

The message here is that at the very least, you should buy replacement rubber with the speed rating that matches the vehicle’s original equipment.

Beyond that, a higher-rated tire is an easy way to improve the performance of any vehicle. Not larger tires, better tires.

By the way, we weren’t using the most expensive rubber in the shop—both the lower and higher speed ratings were mid-range in terms of price, with only about a $20 price difference between the two. If money were tight, I would rather go a week living on cold oatmeal than compromise on tires.

As a rule, tires with higher speed ratings will wear somewhat more quickly. Unfortunately, you can’t have it all. However, knowing that the four small contact patches of your tires are the only things holding you to the road, a little more tread wear in exchange for better performance and safety might seem a fair trade. c.a.r.

14 | CANADIAN AUTOMOTIVE REVIEW JUNE 2014

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Fleet Digest 04-

imagine more of you to go around.

As a supply chain professional, you’re asked to do a lot. Just imagine how much more you could get done if you had a little help. ARI’s Fleet Team has specialized experience working with fleets right across Canada, letting you focus on what’s really important. From Canada’s most secure fleet cards to 24-7 all Canadian maintenance call centres, and more, ARI’s experts have the skills, tools, and technology to help save you time and money. Someday, science may discover a way to clone you. Until then, there’s ARI.

Call ARI at 1-800-361-5882 to help make the most of your time.

Visit www.arifleet.ca

Specializing in the complex needS of canadian fleetS.

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A FLEET THAT APPEALS TO YOUR EMPLOYEES AS MUCH AS YOUR BOTTOM LINE.

*

THE ALL-NEW 2014 NISSAN ROGUE

ROGUE

MURANO

PATHFINDER

FRONTIER

TITAN

The 2014 Nissan Rogue, winner of the ALG award for Best-in-Class Residual Value,* is part of an award-winning lineup that’s fun and affordable. So a fleet of Nissan vehicles can keep spirits up and costs down.

*BASED ON 2014 CANADIAN RESIDUAL VALUE AWARD IN PREMIUM MIDSIZE UTILITY VEHICLE- 3 ROW SEGMENT. ALG IS THE INDUSTRY BENCHMARK FOR RESIDUAL VALUES AND DEPRECIATION DATA, WWW.ALG.COM. THE NISSAN NAMES, LOGOS, PRODUCT NAMES, FEATURE NAMES, AND SLOGANS ARE TRADEMARKS OWNED

BY OR LICENSED TO NISSAN CANADA INC. AND/OR ITS NORTH AMERICAN SUBSIDIARIES.

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