Volume 31 Issue 3
T-BIRDS life and times
WillieG. DAVIDSON destination: savannahGA Publication Mail Agreement #40069635
• LUGG NUTZ
• FIRST GEAR • LAST CALL
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contents June 2013 • Volume 31 • Issue 3
The Open Country AT II’s are put to the test and tell you what we found
Humorous images from around the web
Industry information and news
News, test drives and accessories dedicated to just trucks
Willie G. Davidson
The life and times of HarleyDavidson’s chief styling officer
Jim and Hilda’s Twin 50’s Thunderbirds
We road test the new 2013 Subaru BRZ
A behind-the-scenes look at Canada’s next great custom car show
A glimpse at Stutz Bearcat
Grinding Gears with April Chadwick
The Bigger Picture
with Jackson Hayes
with Scot Cameron
33 Destin ation: S avanna h, GA.
Digital Subscriptions: worldofwheelsmagazine.com
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Appearance is Everything Visit www.autoglym.com to find out.
CLASSIC CAR SHOWS & EVENTS BRITISH COLUMBIA 15-16 Qualicum Beach BC Seaside Cruizers Show See Us There! 18 Vancouver All British Field Meet See Us There! June 22-23 PNE Fairgrounds Vancouver BC
Vancouver Collector Car Show , Sale and Auction
SaltSpring Island BC
12th Annual Salt Spring Canada Day Show & Shine
www.saltspringcarclub.com August 18 Port Coquitlam
September 8 Langley Langley Good Times Cruise-In www.langleycruise-in.com
ALBERTA June 8 Reynolds-Alberta History Road: The ultimate Car Show www.history.alberta.ca/reynolds/ specialevents/historyroad.aspx 15 Lloydminster Just Kruzin Car Show www.justkruzin.com/ July 27 Edmonton Fun Ford Weekend Fun for the whole family August 6 St. Albert, Edmonton Rockin August www.rockinaugust.com
August 23 Morden
Morden Corn and Apple Festival Show and Shine
www.wasagabeachcruisers.com/ 16 Port Credit Mississauga Mississauga Waterfront Festival
Waterdown Car Show and Swap Meet
waterdowncarshow.ca/ 18 Frankford Frankford Riverfest Car Show 11
Hwy11 Cruisers Home of the How Ones
www.hwy11cruisers 26 Barrie Formula North 2013 Engineering and
Wasaga Beach Fun Run
Classic Car Show
www.yellowribbonclassiccar.com/ July 1 Waterdown Canada Day Classic Car Cruise-in 1 Bolton Canada Day Cruise www.caledoncruisers.com 8 Bayfield Bayfield Vettefest www.bayfieldvettefest.com/ 21 Cobden Step Back in Time Antiques, Classics
www.formulanorth.com./ 24 Waterloo Cruizn on the Public Square www.waterloo.ca/en/gettingactive/ CruzinontheSquare.asp 26 Mississauga Mopar Spring Fling Annual Car Show www.performancemopar.ca/main/ June 1 Peterborough See Us There! TCC Spring Fling 2 Brampton Gateway to Corvettes Show 2 Paris Unfinished Nationals Car Show and
www.unfinishednationals.com/ 2 Gananoque
Check for a location near you. Cruizin’ the Dub From May to September, dozens of classic car owners (“Cruisers”) come out to restaurants all over the country to enjoy great burgers and to show off their cars. www.aw.ca/cruisin-the-dub.nsf/HOME
1,000 Island Cruize-in
www.1000islandscruisein.com 2 Paris VanFest - Canadas largest Van Show www.vannin/vanfest 6 Aylmer
Vanfest - Canada’s Largest Custom Van and Truck Show
www.vannin.com/vanfest/ 8-9 London See Us Fleetwood Country Cruize-in There! www.fleetwoodcountrycruizein.com/ 9 Owen Sound Wings and Wheels
Choose our best finishes
www.os-wingsandwheels.com/ 15 Wasaga Beach
The Sounds of Summer Ford Must ang Show & Shine
August 4 Orangeville See Us There! Wheelfest 10 Toronto See Us Wheels on the Danforth There!
NEW BRUNSWICK July 11
13th Annual Atlantic Nationals Auto Extravaganza
If you have an event listing you’d like to have listed here, please keep the information limited as you see above. All listing must include show date, city or town show is located in, name of show and web address. Events received are first come first served. Listing by order of date space permitting. Email to firstname.lastname@example.org
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If you you’d your i Public All ev can ch
COMMENTARY volume 31, number 3
The manufactures can do it, but they choose not to. The petroleum companies hope you won’t. Few know the secrets and they keep their lips tightly sealed. There was a time not so long ago when we didn’t give fuel efficiency much thought. In the late 1950s through to the mid 1970s bigger was better. There was no compromise for cubic inches. The more you had, the badder you were. General Motors gave its monsters names like GTO and Camaro. Mopar had the Hemi breathing life into the Superbird and the Cuda, while over at the Ford stables, Mustang were being bred to run wild by gearheads like Caroll Shelby. Those were the days of .31¢ per gallon gasoline. It didn’t matter if you took the clan out for a Sunday afternoon drive then stopped at the Dairy Queen for a dipped cone or a banana split. That culture was tightly wound around the automobile and its grip was relentless until the oil crisis in 1973. Before you could spell OPEC, automakers were scrambling to rework and retool. Ford’s flagship Mustang went directly from great to questionable in barely a year. Chrysler looked offshore for something it could brand as a Challenger and tried to convince us this was the way of the future. Fast-forward 50 years or so and we are once again faced with ever ridiculous fuel prices that seemingly fluxuate just because. What can you as a driver do to get more out of a tank? Downsize again? Maybe trade your F-150 for a new hybrid FIT?
6 | World of wheels | JUNE 2013
Regional General manager DAVID HARVEY General manager VICKI DILLANE
There is always public transit and carpooling, right? Before going to the extreme and tossing away your ride, try to develop a less aggressive approach to your driving. City driving kills your fuel economy. Depending on your vehicle , accelerating from a stop will drain your tank at a rate of nearly 40 L/100km. Think about how many times you stop and start in your commute. Plan your routes to involve less stop and go’s, take the highways or travel during less busy times if you can. Most importantly, keep a light touch on the accelerator. Space, the forgotton frontier. Use the two second rule. Leave space between you and the vehicle in front of you to allow your vehicle to gently and smoothly adjust for speed fluxuations in heavier traffic. When you ride the bumper in front of you, speed adjustments tend to be more frequent and aggressive, resulting in more fuel used. Don’t forget that properly inflated tires and a tuned engine do help you achieve maximum kilometres per tank. Changing your driving habits is only part of the equation. There are many aftermarket parts and accessories that can also show real results, just beware of those ‘snake oil’ salesmen and dismiss so-called miracle fixes and additives that make claims too good to be true. Let common sense be your guide here. Think about ways to allow your engine to breathe more efficiently. Factory air cleaners and exhaust systems are very restrictive wasting more fuel than
they should as long as the engine is running. A good first step is to replace your air cleaner. Source out a high flow air filter similar in construction to K&N. These air breathers allow for less restrictive airflow into your engine helping to lean out your fuel/air mixtures. A leaner fuel/air mixture burns in the cylinder more efficiently adding to better gas mileage. There are also model specific performance air intake kits that provide your engine cooler intake air temps which will translate into more fuel savings. Before you rush out and spend all your money and expect quick results, remember these are long term gains. The system needs to be balanced by allowing all that air and fuel you just shoved into the engine out as quickly as possible. There are price differences. Make sure you don’t over spend and get an exhaust that is not correct for your application. When you use a qualified installer at a reputable shop, you should not only notice an increase in fuel mileage, you should notice a measurable gain in horsepower too. Some professionals have told me as much as 20 to 30 more horsepower. Cheers, Scott
Automotive Publications Editor Jackson Hayes Publication manager Scott MacDonald Production manager Rhonda Ridgway Senior graphic designer Brian Roberts Graphic designer Linda Clegg Advertising manager Matt Nicholson Account managers Dave Kraisosky, Ralph Ventriglia Special projects manager Jock McCleary Assistant office manager Donna Allen Distribution manager Alexandria Anchor Available by subscription and on newsstands from coast to coast. World of Wheels is published six times a year (January, March, May, July, September, November) by Metroland West Media Group — a division of Metroland Media Group Ltd. Also publishers of Canadian Autoworld, Boatguide,
Boating Business, PORTS Cruising Guides, West of the City, Taste, Shopaholic, Ideal Home, City Parent and Forever Young Information. Metroland Media Group Ltd. Group Publisher Neil Oliver Director of Production Mark Dills Business manager Sandy Pare Editorial & Sales 447 Speers Rd., Suite 4, Oakville, ON L6K 3S7. Phone: 905-842-6591 Toll Free: 1-800-693-7986 Fax: 905-842-4432 Editorial: email@example.com Letters are welcome. Editorial contributions must be accompanied by a stamped, self-addressed envelope and will be handled with reasonable care. However, the publisher assumes no responsibility for the return or safety of material including artwork, transparencies, and manuscripts. Circulation & Subscriptions E-mail: firstname.lastname@example.org Phone: 905-842-6591 Fax: 905-842-4432 Mail: World of Wheels Circulation Department 4-447 Speers Rd., Oakville ON L6K 3S7 www.worldofwheelsmagazine.com From time to time World of Wheels makes its Subscription list available to reputable companies and organizations whose products and services we believe may be of interest to you. If you do not want your name to be made available, contact our circulation department in any of the four ways listed.
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G G U L UTZ
Overheard by fellow on sidewalk : “ I insist, go ahead. No, you go. Seriously, you go. It’s ok, you go. No, I’m fine, please go. Really? Are you sure? Yes, I insist. Are you sure? Really? Yes, go ahead. No I can’t, you go. No , you go. I Insist, please go ahead. No I can’t, you go “
A collection of humorus automotive related images discovered on the wonderful World-Wide Web. If you have a funny automotive related image and would like to see it posted here please send your image to: email@example.com.
Just follow the signal, you’ll b e fine.
Happy Jet You know it’s gonna be a bad day when....
JUNE 2013 | World of wheels | 7
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ƒirst Gear 2014 PORSCHE 911 TURBO Just when you thought they couldn’t get any better, das getriebe (gearheads) at Porsche come up with a mid-model refresh. The 2014 Porsche 911 Turbo is an all-new model, and as such, it’s packing some new goodies. Features like a new all-wheel-drive system, active rear axle steering, adaptive aerodynamics, an entirely new, longer chassis, 20-inch wheels, Porsche Dynamic Chassis Control active anti-roll system, and full-LED headlights. Don’t think for a second that it has lost its edge, either, boasting a turbocharged
3.8L six-cylinder engine that pumps out 520hp in the standard model and 560hp in the S model, paired with a seven-speed dual clutch transmission that gets you from zero to 100km/h in as little as 2.9 seconds and to a top speed of nearly 200 mph. They’ll be rolling off the boats from Germany just in time for the holidays. With a price tag starting at $148,000 and up. Lets just hope Santa will be feeling very generous this year.
Renault Twizy Sport
We’ve seen plenty of high-end sports cars borrow technology from F1 racing, but a single-seater urban commuter? That’s exactly what you’ll find in the Renault Twizy Sport F1 Concept ($TBA). By borrowing the Kinetic Energy Recovery System (KERS) from Renault’s F1 cars, the Twizy Sport can boost nearly 100hp, dashing from zero to 100km/h nearly as quickly as the flagship Mégane R.S. road car. Other unique features include slick racing tires, a front splitter, side-pods, a huge rear wing, diffuser, and an F1-style rain light. As you might imagine, we wouldn’t expect to see one on the street this year, or the next, or pretty much ever.
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GUMBALL 3000 15th anniversary
road trip launches in Copenhagen GUMBALL 3000 launched its 15th anniversary road trip in epic style with a star-studded party at the Royal Copenhagen Opera House. Hosted by Gumball 3000 founder Maximillion Cooper and featured a host of celebrity Gumballers including David Hasselhoff, Grammy Award winning rapper and actress Eve, The Cuban Brothers, MTV’s The Dudesons, Bun B and a host of Danish celebrities. Gumball team Team Galag unveiled two spectacular new cars, a replica of the Batman Tumbler and the TG1 supercar. Both were created specifically for the road trip. Guests were treated to a performance by The Cuban Brothers and an exclusive set from Eve. A replica of Kimi Raikkonen’s F1 steering wheel was also auctioned off by prestigious auction house Christie’s. The steering wheel is the first of seven lots to be auctioned over the course of the road trip in aid of the Gumball 3000 Foundation; a non-profit organisation set up to benefit underprivileged youths by providing education and infrastructure. The organizers of the Gumball Rally expect to raise $1.5 million for the charity auctions.
Shelby American, the Las Vegas-based automotive tuning whiz mostly known for its over-the-top conversions of Mustangs into street-rods, stepped slightly out of character at this year’s New York International Auto Show when it unveiled the Shelby Raptor. Call it a dirt-rod, if you like. Like the company’s long-running series of amped-up Mustangs, the Shelby Raptor takes Ford’s already beastly truck to the next level. The package included a 2.9-L supercharger and a Shelby Borla exhaust that combine to boost the V8’s output from 411 to 575 hp, optional custom wheels with 35-inch Goodrich all-terrain tires, and your choice of three graphics kits.
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ƒirst Gear cing ra g ra d n ia d a n a C s d n te ex nd support at Edmonton, Gra Bend Nitro Jam events Mopar Canada, which has been the title sponsor for the IHRA’s Mopar Canadian Nitro Jam since its inception back in 2000 and recently acquired title sponsorship of the Mopar Rocky Mountain Nitro Jam Nationals in 2010, said it would continue its involvement within Canada’s drag racing scene by renewing sponsorship of the two IHRA Nitro Jam events to be held in Canada. This year represents Mopar Canada’s 13th season as sponsor of the Mopar Nitro Jam Nationals at the Grand Bend Motorplex in Ontario, scheduled this year for July 19 to 21. It also marks the brand’s third year as sponsor of the Mopar Rocky Mountain Nitro Jam Nationals at Castrol Raceway in Alberta the weekend of July 5 to 7. “Mopar Canada has been a long time sponsor of the IHRA’s Mopar Canadian Nitro Jam Nationals in Ontario and Alberta. These events provide us with a great venue to showcase our vehicles and accessories to fans, participants, customers and enthusiasts,” said Jim Kiritsis, head of Mopar Canada. “What makes this sponsorship work so well, is that we share a passion for cars and for motorsports with the audience.” Among the hundreds of local competitors that will also be in attendance, expectations are that a large number of top-running Mopar cars will be entered for competition at both races.
Vision GTI Concept
chback was fast. And you thought your hat on GTI Concept is The Volkswagen Design Visi h looks to match. wit a study in compact speed Golf, it’s powered ck Wider and lower than a sto g out 503 hp – pin by a twin-turbo 3.0L V6 pum that’s mated to – 200 the regular GTI offers just an all-wheel and n issio a dual-clutch DSG transm time of just 60 to o zer a drive system. The result is h. mp 186 of ed 3.9 seconds and a top spe e makelarg a en giv n The exterior has also bee C-pillar t -ou ped pop a , over with aggressive fins and 20-inch rims. coming to a dealWe’re pretty sure it won’t be want a clue as to you if ership anytime soon, but t-generation GTI, nex the design direction of the to get. this as close as you’re going
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After nearly a decade behind the wheel of Discovery Channel's Canada’s Worst Driver, Andrew Younghusband said he really thought he had experienced the worst-case driving scenarios ever. Terrible drivers are one thing – and they’re everywhere – but what happens on the roads in the most challenging and congested urban centres on the planet? The new Discovery Channel show Don’t Drive Here finds Younghusband on a terrifying and thrilling global adventure, tasked with learning to navigate six of the world’s worst driving cities – just as the locals do. Way outside of his comfort zone, Younghusband steers around unbelievable free-for-alls involving cars, bikes, pedestrians and even animals on white-knuckled rides in incredible locales. But he’s not alone. Bold and often incredibly skilled, Younghusband’s local guides teach him how to navigate and experience the city in a way no guidebook ever could. Look for the series premiere to air mid-June on the Discovery Channel.
JUNE 2013 | World of wheels | 11
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G R I N D I N G
G E A R S
Don’t Be A Car Snob
Every era has its superstar cars, just make sure you enjoy some while you can we would all be driving one of three You know the type I am talking about: cars: a ’57 Chevy, Hemi Cuda conThe know-it-all holding court at the vertible and a Ferrari of some kind. local cruise night about how one All fine cars that I wouldn’t mind in particular badge (insert your choice my own garage but really are they Corvette, Ferrari or MG) built before everyone’s favourite? a certain year and only with a particuDemographics can be troublelar set options is the only one worth some and the high-priced muscle a damn. cars that dominate the hobby’s colIf you are unlucky, he may even own an example. Sorry guys (it usu- April Chadwick lective consciousness may soon disally is a guy), in which case the afflic- G UEST CO LU M N IST appear from the scene like the 1930s classics before them. tion I like to call car snobbery will be Do a quick tally at your next cruise night; cars even more severe. The automotive hobby in North America seems from the 1920s to the 1950s are becoming rather rather stunted and close-minded compared to scarce as the fan base has aged. Muscle cars are primarily enjoyed by those who that in the U.K. and other parts of the world. Here we seem to limit ourselves, with few exceptions, drove them new or desired them when they were to cars built prior to 1971. On top of that what kids. As the baby boomer generation begins to die is considered collectible is dominated by a small off, these cars will continue to be appreciated but group of vehicles made up of muscle cars and for- replaced in popularity by a new era of collectibles. So why not get ahead of the curve? eign exotics. There is a whole world of enthusiast, special inAs a means of illustration, I present one of the more egregious examples, the Corvette snob. In terest and collector cars out there. Try something their opinion, any Corvette built after 1973 – the new. If money was no object, I would likely never last year for chrome bumpers and the onset of have driven anything that wasn’t a late 1950s Casmog control – is not worth buying, restoring or dillac and therefore never experienced a wonderful selection of cars I have owned otherwise. owning. As a result of necessity and curiosity, I have If we look closely at one of the so-called malaise era Corvettes we can see how misplaced this enjoyed a series of 1970s Lincoln Continentals, snobbery is. The late 1970’s L-82 small blocks 1980s Cadillacs, Jaguars and a few hand built Italproduced between 220 and 230 bhp, the same as ian beauties. Perhaps the best car I have ever owned just a 327 mid-1960s ‘Vette when horsepower is calcufell into my lap, a 1978 Oldsmobile Toronado XS. lated in SAE net as opposed to gross bhp. Prior to 1972, engine output was measured at The Frank Lloyd Wright inspired Toronado had the flywheel with no power-robbing belt driven a unique styling, near perfect visibility, fuel econaccessories, open headers and performance ad- omy better than 20 mpg and enough gusto and justed carburetion and ignition timing. Really this handleing to tackle the worst winter storm. There are still cars I want to own, amongst apples to oranges comparison should be the subthem a boat-tail Riviera, an air-cooled Franklin, an ject of a future rant. It is also important point out that these Cor- early Datsun 240Z and that new Fiat Abarth sure vettes shared their excellent chassis with every is cute. My want list changes every day and I am Vette back to the 1963 split-window Stingray. always open to suggestions. Anyone know where I Contemporary Corvette designers have also can find a Toyota Crown station wagon? What about the investment angle? Shouldn’t I pointed out that the soft polyurethane bumpers found front and back on the ’74 and up models buy with an eye to what will be worth more in was more in keeping with the original C3 design the future? Leave the investment decisions up to the Bay concept. According to the Corvette snob the ’74 to ’82 is Street sharks. I have bought formerly unpopular worthless. Having driven a few I can tell you they cars that became classics and whose value perare great cars and that the general public loves formed better than my RRSPs. And don’t listen to the so-called experts, inthem too. The up side is that prices are artificially low and cluding me. Buy what you really want. If the car in that a beautifully styled sports car is available at your garage is not your dream car, perhaps its time to sell and find what you really lust after. A true car used Kia prices. There was a time when I gave up on cruise guy or gal appreciates anything with an internal nights and car shows, driven to despair of seeing combustion engine. Keep your options open and anything other than row after row of Camaros, you will enjoy the car hobby a heck of a lot more. Please consider this editorial a public serMustangs and Cudas. Don’t be limited by what the magazines and TV vice message. Friends don’t let friends become shows say you should like. If they had it their way, car snobs.
Did You Know? Even in the high-tech world of F1, there’s a role for a humble plank of wood. Surprising F1 facts Did you know that an F1 car generates so much downforce that it would be possible to drive it upside down – provided we could build a track in the sky. At speeds of around 150 mph, the downforce would cancel out the effects of gravity Here are some more facts that you might not know about the cars and drivers which will be battling it out this season. Your own car might be more technologically advanced. There is every chance that a typical mass-market car is more advanced - at least in some ways - than the Red Bull model Sebastian Vettel will be using to defend his title this year. Traction control, stability control, anti-lock brakes and adjustable suspension are all common on road cars but have been banned from Formula 1. There’s a plank of wood on the underside of every F1 car. Underneath the car it gets as low-tech as you could imagine. In the nanometre-accurate world of F1, few would expect a plank of wood to be bolted to the bottom of the car. But this is the best way of ensuring that teams don’t run their cars too low to the ground, which increases speed but also increases the risk of an accident. If the plank wears away too much, the car is disqualified. There are no turbochargers in F1. All F1 cars are powered by a 2.4 litre V8 engine. Despite the lack of boost they still produce around 750 bhp. They do this by revving up to 18,000 rpm, more than twice what a road car might achieve. That generates some incredible forces: some solid titanium engine parts actually stretch when the vehicle is running at full power.
12 | World of wheels | JUNE 2013
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Putting the Toyo Open Country A/T II’s to the test By Scott MacDonald The days of simply throwing on any old set of tires onto your truck are long gone. Today’s light trucks are much more sophisticated and capable of towing and hauling more than ever before. Along with increased capabilities, today’s trucks employ modern electronics like traction control, anti-lock braking, stability control and remote air pressure sensors. Tires that are
not intended for your application can potentially cause havoc with many of these systems. Vehicle manufacturers put a lot of effort into engineering your light truck. But depending on your desired application, tires can be the weakest link in that equation. Toyo only makes tires and they do it exceptionally well. It knows there are two basic camps that light trucks fall into – personal usage and heavy duty. The company said it has engineered a series of light truck tires to exceed your OEM rubber and improve and enhance your truck’s abilities. The Beauty: Open Country A/T II The Toyo Open Country A/T II P-metric tire is an upgrade from your OEM tires. Designed to outperform and outlast the competition, the tire is constructed with new wear resistant compounds that will last 100,000 kilometres or more. Constructed with
aggressive sidewalls and an open tread block design, the Open Country is the upgrade tire of choice for lighter duty OEM replacement applications. The Road Test On a recent trip to the U.S.’s Deep South, we installed a set of Toyo Open Country A/T II P-metric tires. The specs called for a P275 60/R20 a standard size, with recommended inflation of 35 psi on all corners. With the truck loaded with about 300 pounds of gear and two adults, one of the first things I noticed was the responsiveness of these tires and their ability to translate road feel to the steering wheel. They stayed true at highway speed and managed normal ruts in the road with ease. This trip included a variety of road surfaces and conditions including rural country back roads and smooth driving interstates that link major U.S. cities. Uneven pavement, freshly graveled roads, road patches from potholes and past construction can sometimes cause suspension jolting and instability. The A/T IIs easily absorbed much of the patchwork allowing the suspension to handle the rest. Due to the block design tread pattern, the truck also felt at home on the loose gravel. The Toyo’s seemed to have the right amount of bite to keep the tires from excessive wheel spin when accelerating from a stop or from a soft shoulder back onto the harder pavement
Left Tire: Toyo Open Country AT II Right Tire: Toyo Open Country AT II Xtreme
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surfaces. They also tires cleared themselves leaving very few pebbles wedged between treads. We were even treated to hours of driving in rain with bouts of torrential downpour. The A/T IIs were able to stay stuck to the pavement in the wet conditions where the OEM offerings swapped out for this trip would tend to pull in standing water or loose traction at speed. Even under hard braking conditions on wet pavement the Toyos never lost their grip on the slippery blacktop. The Beast: Open Country A/T II Xtreme The Toyo Open Country A/T II Xtreme is a variant of the P-metric series but kicked up one huge notch for those who will take their trucks off the road from time to time, haul a substantial load or pull a trailer. Constructed with a much more rugged sidewall and a tread pattern with polygonal blocks and deep tread grooves, A/T II Xtreme is the tire that will handle the heavy loads and provide you with a more rugged good looks for up to 80,000 kilometres.
The Road Test If monster truck means anything to you, that’s the feeling you’ll get when you have A/T II Xtremes mounted on your rig. In order to get a good sense on just how they compared to their P-metric cousin, we installed a set of P285/50R20’s onto my Ram 1500 earlier this year. The challenging part of the comparison was to determine just how far we could test these tires in real-world conditions meaning rock climbing and car crushing were off the list. Luckily, winter had not yet unclenched its grip on southern Ontario and offered a substantial snowfall as testing fodder. Under normal circumstances, my OEM tires would have required the Ram to engage fourwheel drive on the slightest of inclines. After hours of driving up and down hilly terrain, inclined driveways and through snowdrifts, the A/T II Xtremes just dug a little deeper and pushed us through. Heavy slush and clogged road drains were childs play for these tires. Slush and ice water was simply picked up and thrown behind us thanks to the deep tread grooves. It wasn’t until I came to a complete stop at a set of lights with a serious incline that I needed to engage the four-wheel drive. When I did, and the light turned green, it was as if I was on dry pavement the all four Toyo’s got to work and had me on my way. As the snow finally gave way to dryer
Top: Toyo Open Country AT II Xtreme. Right: Toyo Open Country AT II tread pattern.
conditions, we had the opportunity to get a feel for the Xtremes on typical dry conditions. Due to the tread size, we did notice more road noise, but it wasn’t too loud. The tires installed also had a tendency to wander slightly but usually at higher speeds on roads with pronounced crowns or on rural roads with rutted lanes Load handling felt crisp and positive thanks to the stiffer sidewalls and inflation pressure of almost 50-lb per tire. The Xtremes have a maximum pressure rating of 80 psi for heavy loads and some trailer/towing conditions. It would not be recommended to run the tires at those pressures all the time as the increased pressures translates into a much harsher ride. Even at 50 psi, the ride felt harsher without any weight in the bed. Taking the truck off-road had to wait until the ground hardened up some. When it finally did, we put the Toyo’s to the test once again. The A/T II Xtremes did as advertised; the deep grooves
and tread block design made off-road driving a breeze. Steep inclines and loose gravel roads were also no match for the tires' wide footprint and aggressive tread. Minimal wheel spin on the loosest of surfaces proved that Toyo has done its homework on these tires. The great thing about the Open Country A/T II P-metric and A/T II Xtreme line is that owners now have a choice. Each of these tires performed well under normal conditions. But when called upon, both series answered the call exceptionally well when the road surface or demands changed. Before you buy any tire, though, you need to understand your needs and the conditions you subject your truck to before you can decide on a tire choice. There are trade-offs, but regardless of your choice, I can promise that whichever Toyo Open Country A/T II tire you choose, it will be one of the best decisions you make for your truck. JUNE 2013 | World of wheels | 15
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Photography by Scot Cameron
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By PETER BAILEY
D AV I D S O N Harley-Davidson’s chief styling officer has retired after 49 years, but he still keeps his hand in motorcycle design During his retirement soiree from Harley-Davidson last April, chief designer Willie G. Davidson gave a stirring speech in which he summarized his years at the company and its vision for the coming decades. Confident, erect and full of his characteristic vitality, Davidson outlined his simple design philosophy: “Form follows function, but both report to emotion.” Those words sum up the ideas behind the motorcycle designs Davidson had a hand in crafting during his 49 years with the company. “I was 29 years old when I got the chance to join the motor company,” Davidson told his audience. “So it was a dream come true.” Most of us dream of a job that allows us creative freedom to do the things we love while offering a chance to make a difference. Davidson, 79, lived that dream. As a young man he studied his craft and worked his way up in the family business – his father is former Harley-Davidson president William H. Davidson and grandson of company cofounder William A. Davidson. Now as Harley-Davidson’s designer emeritus, he is credited with changing not only the face of American motorcycling, but has had the good fortune to live long enough to enjoy the admiration and gratitude of his millions of fans. Styling and designing are an art and he admitted the work required a “sixth sense.”
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Willie G "Form follows function, but both report to emotion" The final decisions come down to the designer, although the development is a team effort. “You have to know when to say no as well as when to say yes,” he said. That knowledge comes from decades of experience and the right education and training. A graduate of the University of Wisconsin, he later studied at the Art Center College of Design in Pasadena. Following that, he worked in the design department at the Ford Motor Company before joining Harley-Davidson in 1963. His ideas and designs soon began to shake up the establishment-types in the company. In the fullness and irony of time, what was once regarded as radical is now accepted widely as classic, bold and distinctively American motorcycle design. He was instrumental in designing six distinc-
tive models for the company during his 49-year career. FX Super Glide The 1971 FX Super Glide was essentially the company’s first factory custom. It combined a sporty XL series-like front end with the frame and powertrain from the FL series. The Super Glide set the stage for a series of derivative models, yet it is still considered one of the most important motorcycles in terms of style to ever come out of Milwaukee. Café Racer With its small fairing, low handlebars and blacked-out paint design, the Café Racer was a distinctive departure and a legendary contributor to the company’s lineup. It was available in 1977 and 1978. Although considered by some to be a rare misstep, Forbes Magazine called it a “classic, and one of the most belatedly influential bikes Harley ever produced.” Fat Boy The Fat Boy and the Fat Boy Lo are two more easily recognizable Harley-Davidson creations that have legions of fans. Their distinctive looks typify American motorcycle design. FXDB Dyna Harley-Davidson unveiled the “Dyna” series in 1991, with the FXDB Dyna Glide Sturgis.
Various sources indicate the Dynas are noted for their riding feedback and feature larger, rubber-mounted V-twin engines, visible coilover shocks and exposed battery boxes. For the 2012 model year, no fewer than five Dyna models are available. V-Rod Harley-Davidson’s first combined overhead cams and fuel injection to put out 115 horsepower. Unveiled in 2001 after being in development for six years, the V-Rod was also the first Harley to produce 115 horses right out of the box. “I wanted this vehicle to have that type of presence, where you’d walk up to it and say, ‘That’s a Harley-Davidson, wow!’ ” Davidson later explained. XL1200N Nightster From 2007, combined LED tail/brake/indicator lights trimmed-down components, fork gaiters, 11-inch shocks, baloney cut silencers and a sidemounted licence plate holder. In a 2012 interview, Davidson had the following to say about the mechanical fluidity and technology required by modern motorcycles: “When I think of motor cycle, those two words, it’s really an engine and a wheel. Some of the prettiest motorcycles in the world are dirt-track bikes, which are just an engine and a set of wheels. Function has to lead, but what’s neat about Har-
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ley-Davidson is the engineers work hand in hand with my team so we can come up with the best combination that’s both visually acceptable and meets all the criteria for function,” he said. “So, there are certain necessary things that will be designed into the motorcycle. The ABS pickup in the center of the front hub is a good example. It was minimized to not detract from the beauty of the wheel.” And what role will liquid cooling play in Harley-Davidson’s future? “There are certain advantages to a liquid-cooled engine,” he said. “We’re well aware of that. But there’s a certain visual about a Harley-Davidson that’s recognized and really loved and embraced by a lot of people. We want to maintain that look. The V-Rod doesn’t need fins. That engine could look like a water pump. But no, it’s a beautiful engine, right? If you’re going to transition, it should be something that still visually connects; you can’t go from round to square. A radiator is a very difficult thing to design around, but we faired it in on that V-Rod, so it’s a fairly nice shape. As designers, we can probably handle either direction, but we just need to be very cautious.” Now well past the age when most other workers hang up their tools, Davidson said he plans to continue working for the company as an ambassador of Harley products. He will reportedly also spend time developing special design projects. Davidson has earned his place in the halls of motorcycle legends, just as his company has earned its place in America motorcycle history. One hundred and ten years is a major milestone for any company, but through its ups and downs, Harley-Davidson has continually provided means for riders young and old, male and female, from all over the globe to experience the thrill of the open road, of solitary insight into their own being and the wider world around them. As Davidson said in his retirement speech: “For our riders, a Harley-Davidson is much more than a machine. It’s a journey; it’s an adventure; it’s smoke ‘em ‘till the wheels fall off!” JUNE 2013 | World of wheels | 19
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p H OTO G R A P H Y B Y M I C H A E L I VA N I N
By RICHARD ACKROYD
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Jim and Hilda Moe have a lot in common. They grew up on the same street in the Galt section of Cambridge, Ontario. They are Ford people. They both drive taxis for a living, found each other later in life, and now, of utmost importance for this magazine, they are both in love with first generation Ford Thunderbirds. Not that it is a secret passion, by any means. A visit to their home reveals just how deep their enthusiasm for the Ford classics run. A throw blanket featuring Thunderbirds decorates the dining room wall and T-Bird models crowd a bookcase stocked with books and pamphlets about their cars. “These cars are not for the shy and retiring type,” Jim said. “When you drive one of these, everybody looks at you.” Jim, 67, saw his first “baby bird” in the showroom window of a local dealership when he was a teenager. Needless to say that the sight stayed with him. It took him 25 years to purchase his first T-Bird in 1980. Since then he has owned four of the lovely two–seaters. The Ford Thunderbird was designed in 1954 as a direct response to the Chevrolet Corvette. Not aimed as a sports car per se, it was marketed as a “personal luxury car” – although it did appeal to the purchaser’s sporting instincts with its 150 mph speedometer and low-slung looks. First shown in Detroit in 1954 and released to the public a year later, it outsold the Corvette in 1955 by a factor of 23 to one – a sales performance that no doubt surprised and delighted for Ford executives
at that time. The first T-Birds featured a Mercury V8 fitted into a 175.5-inch long frame, a 102-inch wheelbase and a hefty curb-weight of 2,837 lb. The steel-body led to a wraparound windshield, a hard top and tall taillights. It stood 52 inches high. It was priced to move with a base MSRP of $2,695 or $2,765 for the convertible. Ford made 52,000 of the series one-type Thunderbirds. There are reports that half of them are still on the road as classic cars. The automaker produced 16,155 in 1955; 15,631 in 1956, and 21,380 in 1957 – the last year of the twoseater. Jim’s current T-bird, a 1957 model, was acquired in Indiana, where it had spent its entire life. The car features a 312-cubic inch, 245 horsepower, V-8 Yblock coupled to a two-speed Ford-O-Matic transmission. It has been repainted to the factory stock bronze Q-code colour. He has had the motor and the transmission rebuilt and the radiator replaced with a four-core unit. His next project will be to replace the fine-looking black interior with the original colour, to bring his charge back closer to its original showroom shape. The car came with a removable hardtop, but Jim has had a custom convertible top, including the frame, made for him so he could tour without having to hide out in inclement weather. The soft-top folds away and stores behind the driver and passenger seats. Not to be outdone, and because Hilda is as much a Thunderbird lover as her husband, the couple
picked up another Indiana car, a 1955 T-code turquoise baby bird last year. Powered by a 292-cubic inch, 198 horsepower Yblock V8, again with the two-speed automatic transmission, Hilda’s car runs a six-volt electrical system, whereas Jim’s car has a twelve-volt system. Ford changed to the twelve-volt system in 1956. Both of these cars came from the days when everything was extra. Neither have power anything despite being touted as “personal luxury” vehicles at the time. Do not expect window wings, side-opening air vents, or even sun visors. The only luxury item in Hilda’s 1955 is a four-way power driver’s seat. Surprisingly every part, nut and bolt is still available for these cars. Classic Auto Supply Co., Ltd. (CASCO) in Coshocton, Ohio, specializes in keeping 1955, ’56, and ’57 Thunderbirds on the road. Paint and bodywork on Jim’s ’57 was beautifully performed by Willy DaRosa owner of Portugal Autobody and Restoration, Inc. in Breslau, Ontario. Jim also credits his friends Al Albuquerque and Ken Osborn, both of Cambridge, for assisting him with keeping the mechanic details in order. Jim and Hilda are both Classic Thunderbird Club International (CTCI) members and make every attempt to attend its events. (CTCI was founded by Vic Take in 1961 and is a must-join organization for T-Bird fans. It currently has 5,600 members in 100 chapters worldwide.) The pair are also members and attend events sponsored by the Early Birds of Hoosierland. They
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drove to the 40th anniversary of the Early Birds club in 2010. Every two years, the CTCI has a get-together of club members and enthusiasts. In 2012, the event was held in Memphis, Tennessee where 220 classic T-Birds were on display. Jim said he was surprised and delighted when his ’57 won first place in the touring category. His was also one of the 20 cars chosen at random and offered the privilege of having their car photographed in front of Elvis Presley’s Memphis home, Graceland – a fitting honour given that his car shares a birthday with the King of Rock ’n’ Roll, January 8. That shot found its way to the cover of an issue of the EarlyBird magazine. The pair said they are driving the ’57 to Des Moines, Iowa this year for a regional convention. The are also planning a full body-off restoration of Hilda’s ’55. Jim and Hilda said they have been encouraged by the support of their combined six children. When asked if anybody else gets to drive their babies, their answer is always a firm and understandable, “No!” Thunderbirds rolled off the line near the dawn of the rock ’n’ roll era. Given Jim’s car’s Elvis connection, it seems fated that Hilda’s ‘55 would share a birthday with another famous roller from the 1950s – Richie Valens. Both Jim and Hilda conclude that Valens said it all with two of his hit songs, Come On, Let’s Go and We Belong Together.
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T H E
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Generation knowledge gap Vaudeville performer, humorist the Corolla has been made in Canaand social commentator Will Rogda since 1988. ers once said that when ignorance When engaging in this type of disgets started, it knows no bounds. cussion, it is important to note there That idea was exemplified for is no mass-market automotive comme recently during a discussion pany that is truly Canadian owned. about the Canadian economy and The so-called domestics are U.S. the global auto industry. companies (though Chrysler can Jackson Hayes technically be slashed from that list I was in the company of a group C O N T R I B U TO R of experienced and successful baby as it is now a consolidated subsidiary boomers. As what usually happens of Italy’s Fiat S.p.A.). around me, the discussion eventually reached My point was not to pile on the domestics. I cars, what I had driven lately and where my trav- know Ford, General Motors and Chrysler all have els had taken me. stronger Canadian manufacturing programs I was 30 years junior of everyone in the room than many imports. I also know there is a linand had owned a mere fraction of the number eage associated with the Detroit Three running of vehicles each had owned over the years. As through multiple generations of Canadian famiis most often the case though, a comment was lies. I was seeking only to illustrate how global made about the substandard quality of “imports” the automotive industry is and show that just spurring me into action. because it wears a Ford, Chrysler or GM badge, The idea that people of certain generations will doesn’t mean it is all Canadian. only buy domestics (Ford, GM and Chrysler) beAnd we were just talking about final assembly. cause they view products under those badges as The argument gets even broader when talking the best way to support the Canadian economy about parts. Depending on your definition of a confuses me. part, new vehicles are composed of upwards of Unfortunately, like the bumper sticker that 15,000 different components. reads: “Out of a Job Yet? Keep Buying Foreign,” That Chevrolet Equinox may have been built most often affixed to the rear ends of domestic in Ingersoll, Ontario, but let’s take a closer look. nameplates, that idea is just plain wrong. The sunroof comes courtesy of Inalfa Roof SysThe auto industry is truly global. Cars sold at tems headquartered in the Netherlands; seat Canadian dealerships right now were designed heaters are supplied by Norway’s Kongsberg and assembled all over the world. While there Automotive; the rear differential comes from are nameplates made in Canada, that moniker Worcestershire, England’s GKN Driveline; and extends far beyond where some people think the all-wheel drive coupling comes courtesy of it stops. JTEKT headquartered in Nagoya, Japan. “That Ford Fiesta you bought for your daughAnd what about the suppliers’ suppliers? From ter,” I said to one man in the group, “was built where do you think that raw material comes? Not in Cuatitlan, Mexico. That Ram your neighbour all of the rubber, plastic and metal in your new drives was built in Saltillo, Mexico. And don’t for- Buick comes from the Great White North. get about that Jeep Patriot we drove on vacation I suppose the assembled gentleman typified last year. That was built in Belvidere, Illinois.” a majority in their generation. There were only The room quickly fell quiet. Everyone could a handful of different auto companies selling in hear me snicker after mentioning that my Honda Canada when they were young and it is natural Civic was built in Alliston, Ontario. Honda’s top to carry that bias later in life. two selling nameplates in Canada, in fact, are The real point is that every automaker, reboth built in Ontario. The company also reports gardless if its origin is Asian, European or North purchases of more than $1.1 billion in goods American, has to produce reliable vehicles to refrom Canadian suppliers every year. main competitive. The market is too tight to fool Sticking with the Japanese, I told the group around. that Toyota builds some of its top-sellers, includBesides, quality should be the biggest deciding ing the Matrix and RAV4 in Canada, noting that factor in your purchase, not what your dad drove.
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Black and Blue in the
“Yo, boss!” It was a cool evening; cool enough to drive with the windows down making it easy to hear the young guy in the car beside me. “That’s some nice whip, man,” he hollered over the sonic booming of his subwoofer. Though not fluent with that particular subsection of driving parlance, I assumed that since I was sitting in a rumbling, low-slung Subaru BRZ, this driver liked my car. “Thanks,” I replied, doing my best to make it seem that I heard whip compliments all the time. The 2013 BRZ is a two-door, rear-wheel-drive sports car Subaru added to its award-winning, all-wheel-drive lineup of passenger cars, crossovers and sport utility vehicles. It’s the result of a joint project by Subaru and Toyota and it blends Subaru engineering and Toyota design in a sexy and nimble, lightweight package with go-cart-like steering response and taut handling balancing the power of a naturally aspirated 200-hp boxer engine. This latest Subaru boxer engine has been mounted with a 459-mm centre of gravity, lower than a Porsche Cayman. The rear-
wheel-drive layout moves the engine 240 mm farther back than in the Impreza, allowing for a shorter overall length and a 53/47 front-to-rear weight ratio. All that and it gets pretty good fuel economy, too. As with any successful joint project, there’s some argument as to whom goes the credit for the whole idea. The consensus seems to be that Toyota, feeling the need to add a spark of excitement to its lineup, leveraged its part-ownership of Subaru into the production of this shared vehicle. The idea was explored in an FT-86 Concept that took historical styling and design cues from Toyota’s 2000GT, Sports 800 and AE86 series of cars, while bolstering performance promise with Subaru technology. Staying true to the blended efforts of that concept, the new production version wears a variety of badges and names – debuting as the Toyota 86 in Japan and Australia, as the GT 86 in Europe, and as the Subaru BRZ (Boxer Rear-wheel-drive Zenith) and Scion FR-S (Front-engine Rear-wheel-drive Sport) in North America. The Subaru BRZ and Scion FR-S siblings available here in Canada may not be identical twins, but they are closely related. Some
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comparison tests have given the BRZ a slight edge in high-speed handling. On the whole, the two vehicles have more in common than, say, the Firebird and Camaro clones of the past and display only minor suspension variations and unique touches in interior and exterior trim pieces. There are differences in the two companies’ marketing styles, with the Scion FR-S offering more colour choices and a lower-priced starting package that can be enhanced with individual accessories. The slightly more upscale BRZ includes standard navigation and has most of its options wrapped up in a Sport-tech package. I booked a back-to-back comparison of two flavours of BRZ – a standard model with the six-speed manual transmission and an upscale automatic version with the Sport-tech option package. The base model tester ($27,295) came in crystal black silica, a perfect shade for the sleek lines and athletic stance of this taut little coupe. Open the door and you more or less fall into the car because it is so low. With a corresponding low roof height of just 1,285 mm to match, it offers a fast-looking profile without intruding into passenger headroom up front. Hip-hugging sport buckets are bolstered like racing seats. The front seats rack back to butt up against the 2+2 second row, so forget about anything but rare passenger duty. The rear seat is better served as a briefcase and bag receptacle. With fold-flat seat backs, it can expand the 196-litre cargo area to a space big enough for golf bags. A red-illuminated instrument cluster greets
drivers but strangely doesn’t match the yellow-lit climate controls on the centre stack. Some critics have panned the inclusion of both an analog and digital speedometer, but I liked the combination. The Pioneer in-dash touchscreen multimedia system comes standard on both trims but is dreadful compared to other options in the market. The touchscreen audio controls are not conducive to flipping on the fly and the interface is boring and uninspired. The eight-speaker system provides some killer sound, which nearly redeems the Pioneer package. Setting aside my stereo snootiness, it should be emphasized that the BRZ is about one thing – driving. Proof positive that your main job is to drive is a steering wheel void of stereo, phone or cruise control buttons. The six-speed manual gearbox feels shortgeared and happily encourages hooliganism, although the four-banger has enough torque (151 lb/ft) to allow skip shifting, if you’re feeling lazy. You can even cruise around town in sixth gear. But stomp the gas, release the hounds and it is a pleasure to row through the cogs, snicking the shifter into gear just before the 7,400 rpm redline. Top speed is rated at 221 km/h with a zero to 100-km/h time of 7.7 seconds. Fuel economy is rated at 9.6L/6.6L/100km (city/hwy). My real world combined results were 9L/100km. My second tester, painted in the world rally blue pearl started at the same base price but included a six-speed automatic with Sport mode and paddle shifters ($1,200) and the Sport-tech Package ($2,000) that added fog lights, spoiler,
dual-zone automatic climate control, keyless access and button start, leather heated seats instead of cloth, front door courtesy lights, illuminated visor mirrors and silver trim instead of black. The as tested price jumped to $30,495. The automatic allows for a more sedate and fuel-efficient driving experience but it can be equally frenetic and fun in Sport mode, with lovely downshift engine blips and lightning fast shifts. Top speed is rated at 211 km/h with a zero to 100-km/h time of 8.4 seconds. As expected, the automatic offers a better fuel efficiency rating of 8.3L/5.9L/100km (city/hwy). My results averaged out to 7.6L/100km. After driving both I found myself leaning towards the base model. The black colour and the sleeker subtlety of its spoiler-less design combined with comfortable cloth seats and the sheer joy of rowing through the cogs to the tune of an exuberant engine roar and exhaust note was the highlight. Having said that though, the automatic would be an easy sacrifice to live with, especially for urban commuters who spend some of their driving time in downtown traffic. Regardless of those choices, the 2013 Subaru BRZ, in either form, offers a unique thrill ride in one of the best sports car packages on the road today. Not overpowered, but not overpriced either, it offers an affordable alternative for those who know that a real driver’s delight is not in brute muscle but in finding that intangible sweet spot of performance, the balance that lies somewhere between power and handling.
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cse Spye le: Coup
Body St ent: Sports m g e S t e Mark 62 lbs Weight: 27 in. e: 101.2 s a lb e e h W nt: 0.29 ie ic f f e o C Drag e: 6.9 cu. ft. m lu o V o g Car : Gas Fuel Type pe: 2.0L I4 Engine Ty 00 rpm hp @ 70 0 0 2 : r e w Po m t @ 6400 rp -f lb 1 5 1 : e Torqu d Manual e e p -S 6 : n sio g Transmis my: 30 mp o n o c E l e Fu y: 22 mpg Highway m o n o c E ve City Fuel r Wheel Dri a e R : t u o y La Strut-Type : n io s n e p Front Sus ishbone W le b u o D ension: m Rear Susp 7" Aluminu 1 : ls e e h W JUNE 2013 | World of wheels | 27
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G U Y ’ S
G A R A G E
Mechanical Fuel Mileage What you can do right now to get the most out of a full tank. Brake service is important not The way we drive has the greatest efonly for safety. If your brakes don’t fect on fuel mileage. However, there operate correctly, you may be using may be other things happening with more fuel. If you have ever left the your car that could cause noticeable parking brake on, then you know loss of fuel economy. how much harder it is to get that veTires play a big role in fuel milehicle moving. It is very common to age. Proper tire inflation is critical for safety and fuel economy. It also maxiScot Cameron find seized brake components – this is particularly true on disc brakes mizes tire life. C O N T R I B U TO R and almost expected on rear disc When it comes time to replace your tires, the design of the tread, physical con- brakes that haven’t been properly serviced. The struction and the compound of the tire have a net result is premature brake wear equivalent to major impact on fuel economy. Anything that people driving around with their brakes on. Maintenance like regular oil changes and tune increases rolling resistance like aggressive tread patterns, softer compounds and the overall weight ups are important, but there are overlooked items and dimensionswww of the tire can have a nega- that should be considered if you notice a decrease in fuel economy. tive impact. The first is very simple and doesn’t even require Until recently the advantage gained with hard compound tires came with the disadvantage of a a trip to the shop – change your fuel source. If you lack of traction. Manufactures have been able to get a couple of tanks of fuel from a particular supimprove these characteristics while maintaining plier and notice changes in fuel mileage, it may not agree with your vehicle and you should try the benefits. Wheel alignment affects both handling and tire another brand. If you notice that your engine temperature wear and plays a role in fuel mileage. The alignment angle that is most important is called the toe gauge is below or taking longer to get to normal angle. Think of it as pigeon toed, or when your feet operating temperature, you may have a thermoand your toes point inwards. On a car this is toed stat problem. Your thermostat combined with in. If your toes, or tires, are pointing away from the coolant temperature sensor are the modern equivalent of a choke. each other it is known as toed out. If the computer doesn’t see a fully warmed up Skiers use this principle when toeing in to shed speed or turn. The same thing happens with your engine it will result in a rich fuel mixture. Don’t car. The straighter your tires are, the less speed ignore your malfunction indicator light (check enthey scrub off. I recommend an alignment if any gine light) as this is your computer telling you it of the following apply: suspension work has been sees a problem. It could be vacuum leaks, misfire done on your car, abnormal tire wear is noticed, or in your engine (even before you even feel a loss of you have hit something (pothole, curb) and some- power), slipping transmission components, lazy thing has changed in the handling of your car oxygen sensors that fine tune your air/fuel mix(steering wheel off center or car pulls to one side). ture and a number of other sensors that are critiContractors in particular you should align their cal to fuel mileage and emissions. All these things vehicle when it is loaded with the tools and equip- will save you money and make your summer road trips a lot more enjoyable. ment they haul every day.
A product that has recently come to promenance in the world of detailing is Detailing Clay. What Is Detailing Clay?? Detailing clay is a substance that is designed to remove bonded contaminatns from paint, leaving the paint smooth as glass, allowing easier and more fruitful applications of polihses, glazes, sealents and waxes. Detailing Clay is wiped gently across the paint which needs to be lubricated with a lubricant such as a Quick Detailer spray. Clay, like polishes, comes in levels of aggressiveness - if you are a beginner with clay, do start with a mild clay. Mild clays should be enough to remove bonded contaminants from most cars, only step up to a more aggressive clay if absolutely needed. Clay can be used on paintwork, glass, and wheels. Always use separate clay on each ie: dont first clay your wheels then use the same clay to clay your paint, as all the brake dust embedded in the clay from the wheels will scratch the paint. What Are Bonded Contaminants?? When you come to wash your car, the paint will be covered in lots of fresh contiaminats such as dust, mud, possibly bird boms and many others. In addition, the paint will also have a growing amount of bonded contaminants attached to it, which accumulate over time: When you wash your car, the fresh contaminants are removed from the paint and the paintwork looks clean. However, washing will leave behine the bonded contaminats which are attached to the paint as if they had been glued on Follow the instructions on the packaging of the bar your purchase. Note: the key is to keep the clay soft and warm for best results.
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A behind-the-scenes look at running Canada’s next great custom car show By APRIL CHADWICK TORONTO, ONT. – The traditional armory style hot rod show plays a special role above the 49th parallel. Held as the doldrums of winter nears the end of its frigid reign, a hot custom car show can help keep automotive dreams alive and kick start new passions in time for warmer weather. As far as it can be determined, Toronto’s first hot rod show was in 1960, beaten out by shows the previous year in Hamilton and Windsor. Since those early days and following the loss of the Performance World Car Show, it seems
now that only Pat Porco’s MegaSpeed Show has taken up the mantle as Toronto’s only indoor custom car and truck show. Held in late March, the show helps inject verve and energy into car enthusiasts who long to shake off months of snowy melancholy in favour of long drives on summer days. And while any car magazine can bring you a report on a car show, World of Wheels wanted to dig a little deeper and bring you the story and images of what goes into putting on Canada’s biggest indoor hot rod and custom car show.
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The Setup I was up before the sun the day before the official show opening. After firing up my trusty Lincoln Mark IV, I headed out into the cold at 5 a.m. in order to be at the International Center to capture the preshow calm before the storm on move-in day. I was particularly bleary as automotive journalists are a lot like rock stars – we don’t normally rise until noon when the butler brings the champagne and corn flakes. The doors wouldn’t open until 7 a.m. but cars and trailers were already lining up to be first to set up their displays and perform a final detail on their show vehicles. Unlike last year, MegaSpeed’s inaugural show, the weather in late March was still firmly in the grip of winter. Despite that, it was refreshing to see that a number of immaculate street rods and muscle cars had been driven to the show from points far beyond the Greater Toronto Area. Breath and exhaust billowed in the cold morning air; the moisture on freshly waxed cars froze into patterns on hoods and body panels. Despite the bitter cold, the mood was upbeat and the anticipation electric. I had already visited the show’s nerve center to get my official press pass and have a quick discussion with show president, Pat Porco, and show general manager Colleen McCourt. There would be time enough later for an interview; right now it was all hands on deck to keep the potential chaos in check. I would hazard a guess that few showgoers give much thought to the huge amount of work that goes into organizing a four-day event the size and scope of MegaSpeed. Porco and his loyal crew, including his 19-yearold son Matthew, had been working towards this day since the successful conclusion of last year’s show. In the interim, they have traveled to car shows
across Canada and the U.S. spreading the word about MegaSpeed, securing crowd-pleasing show cars and celebrities to build the tenor of the show for its second season. When Porco and I were able to talk, he explained that the show had become his primary responsibility, leaving little time for his speed shop or his own automotive projects. The pressures of putting on the annual show are “intense,” he said, noting it “takes a lot out of you and calls for some real life changes.” The Back Story Porco had originally tried to purchase the rights to the venerable Performance World Car Show upon learning that 2011 would be its last. After unsuccessful negotiations, he decided to start with a clean slate and created a whole new show dubbed MegaSpeed. True to his entrepreneurial spirit, he started MegaSpeed with no event planning, showbiz or any other related experience that would equip one for the rigours of running such a labour-intensive event. At first, he said, it seemed his only asset was his love of cars. The first show in 2012 was a ground-up learning experience. “It is getting harder and harder to be a car enthusiast,” he said. “Emission controls and government regulations are all designed to discourage anyone modifying their car. It is a different world from when I was attending high school in Scarborough and working on my first car.” Part of the impetus to start MegaSpeed was to inspire that younger generation. As he saw it: “If no one saved the show, there would be no hot rod legacy to pass on and no future for our hobby. If we don’t do it, who will?” Reaching out to a younger audience is part of MegaSpeed’s strategy with a greater area dedicated to tuner cars and a special student day on Friday.
Even the date was changed to the third weekend in March when schools were back in session. Like most of people of a certain age, Porco got his start building and customizing plastic model kits. He migrated to the real thing at 18 with a rare, 1974 Pontiac GTO. Work and family got it the way (as it tends to) and he didn’t finish the GTO until his son was old enough to share in the experience. His love of cars reignited, he opened MegaSpeed & Custom Accessories and built a number of cool cars including a ’32 roadster for Canadian home renovation icon Mike Holmes. Like a Bee Hive After my chat with Porco, I wandered the International Centre’s halls and took photos while space quickly filled with cars, trucks and trailers. The floor was a hive of activity as cars were unloaded,
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MEGASpeed displays set up and vehicles gone over with a fine toothed comb so that they would be perfect when the doors opened the next day. Each crew worked feverishly to get its display completed by the time the International Center closed at 11 that night. In the main hall where cars appeared by invitation only, the complex displays with lights, mirrors and rotating stands took all day to construct. Despite the hard work, a good mood was infectious. Taking photos to record the process, however, was often met with requests to return when the booths were finished and would offer the best light in which to display their candy-coloured pride and joys. Porco’s goal is to make MegaSpeed more inclusive of the Canadian automotive scene eventually turning it into the nation’s predominate automotive event. Call it SEMA north. Every shade of the auto enthusiast spectrum was represented. There were classics, low riders, customs, rat rods and even a 1970s-era custom van. Celebrities included Chip Foose, Mike Holmes and wrestling legend Goldberg along with a contingent of Barris customs, SunShine Girls and Playboy models. Troy Trepanier brought up two of his creations – the Talladega-inspired ’69 Torino and a 1940 Ford – that displayed his talent for putting a modern spin on a classic shape despite an almost 30 year difference. Canadian builder John St. Germain offered his prewar, Westergard-style custom 1936 Ford Roadster called Time Bomb and companion car 1935 Ford three-window coupe called Jazz Me Not. Time for Reflection Walking the aisles as the stress of set-up day morphed into anticipation of the weekend show to come, I tried to pick my favourite vehicle before the lights were turned out for the night. After careful consideration, I was stuck with a true hands-down tie between the metallic pink chopped ’55 Lincoln and the over-the-top Caterpillar dieselpowered vintage International. Filing out of the International Centre as setup day, which had turned into setup night, drew to a close, I imagined the smiles, gasps of surprise, amazed looks and countless camera flashes that would pop over the next three days. For the builders and staff, the weekend is over in a heartbeat. In a mere 72 hours it would be time to pack up and head home. I imagine the tear down is a quieter affair than set up with exhibitors and show staff looking for rest after four long days fueled by coffee, junk food and automotive passion. But as the last custom rolls out of the International Centre, I know all the exhibitors start counting down until they can do it all over again next year. For Porco, planning for the 2014 edition starts as the doors to the 2013 show swing closed behind him. 32 | World of wheels | JUNE 2013
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Savannah GA Destination
By SCOTT MACDONALD
Itâ€™s not often you find a city that you fall in love with immediately. Savannah is one of those places.
Established in 1733, the city of Savannah was first the colonial capital of the Province of Georgia and then later the first state capital of Georgia. Known as a strategic port city during the American Civil War, Savannah is now the fifth-largest city in the state. The hotspot is also a top destination for millions of visitors each year attracted to the cityâ€™s architecture, historical sights and southern hospitality. Located approximately an hour north of Jacksonville, Florida, Savannah is easily accessible from both the north and south via Interstate 95. Canadian visitors who cross the international boarder at Fort Erie will have to drive south for about 18 hours.
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Concours d'Elegance and racing on Hutchinson Island
Along the way, the change of climate helps make a spectacular drive that much more to experience. The plains of the northern states eventually give way to the scenic Appalachian Mountains, a range that stretches from the western edge of Newfoundland southwestward to central Alabama. The southern United States is famous, and occasionally infamous, for many things automotive; most gearheads know the south as the birthplace of NASCAR. Although the lore from moonshiners outrunning the local sheriff may be quite convoluted, there is no disputing southerners love fast cars and racing. And Savannah refuses to be left out of that loop. As you drive deeper into the southern U.S. states and the temperatures rise, deciduous trees give way to mossy oaks and an abundance of tall pines. The charming southern accent becomes much more pronounced as does the hospitality and pride of the residents who have called Savannah home for generations. The city provides first time visitors of the area with many interesting sites and attractions and, not to be forgotten, great southern food. Motorsports Every year for the past 11 years, Savannah has cohosted the Hilton Head Island Motoring Festival and Concours d’Elegance. One of the event highlights is the race held on Hutchinson Island. Although one would not immediately associate the relaxing pace of Savannah with motorsports, it actually was the birthplace of grand prix racing in America.
From 1908 to 1911, four major automobile races were held in Savannah. Drivers from around the world participated in grand prix racing, which was laid out on a 25-mile course just southwest of the city proper. Today, Hutchinson Island is the site of the Grand Prize of America Road Course, which hosts the Savannah Speed Classic Race during the festival. The race is a circuit just shy of two miles with 10 turns where cars can reach upwards of 190 miles per hour. The Savannah Speed Classic runs October 25 to 27 this year. Both amateur and professional racecar drivers are welcome to sign up and compete. If racing is not your speed, circle November 2 and 3 on the calendar to witness the exquisite classics on parade at the Concours d’Elegance on Hilton Head Island. Breathtakingly restored classics compete in more than 14 separate classes for best of show awards. Put on your Sunday finest, pour yourself a tall glass of sweet tea and loose yourself in this classic car event. For more information, visit www. hhimotoringfestival.com Architecture If you can appreciate the beauty of architecture, there are many walking tours you can take for little out-of-pocket expense. These tours usually last between 45 minutes and two hours cover all of the city’s major architectural gems. Unique is the fact that the layout of this city has been copied by many subsequent planners to layout their home turf. Some 22 treed and
landscaped squares are laid out running northward in grid-like fashion and present visitors with unique historical facts of the city. Throughout Savannah’s historic downtown, classic townhomes, cathedrals and larger government buildings showcase the diversity of early American architecture influenced heavily buy the Greek and Victorian era. Among the city’s rich architectural history stands the original building of the United States Girl Guides. The Savannah riverfront was the site where cargo ships carrying various types of cargo ranging from human slaves to cotton and textiles for world distribution. Foodies If seafood is your weakness, Savannah has many great restaurants to satisfy your cravings. One of the best examples of real southern hospitality and great seafood sits on the West side of I-95. The Shellhouse Restaurant has been operating by the same family since 1988. Famous for its steamed crab and shrimp dinners, the menu offers many choices to satisfy everyone. I use an old tip when finding the best places to eat: if the parking lot is full, chances are, it’s a great spot. If seafood is not your forte, Savannah has something for everyone including a large selection of local barbecue and hot boiled peanuts. A favourite was the Riverfront Cotton Exchange. Popular with the tourists, it’s also the attraction for the locals on Friday and Saturday nights.
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Savannah is one of those places.
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Typical downtown Savannah sidewalk and streetscape. Top Right - Popular Riverfront shops and restaurants.
Smaller clubs offer tasty deals during happy hour for those who remember what that was all about and refreshments for as little as a dollar or two. And before you ask about the hot boiled peanuts, just keep reading. The dish is a tradition that dates back generations in the south. Georgia is the peanut growing capital of the United States and generations back, locals would take peanuts in the shell and boil in them hot water with spices of their choosing. The brine would flavour the nuts until the shells were soft and the peanuts inside were cooked until they were soft but still a little firm.
Easy for little children and those with few teeth left, to eat, the hot boiled peanut became a popular snack. Many local stores still offer these boiled peanuts in two flavours – lightly salted and cajun – for a couple of dollars for a steaming 20oz tub. Cajun seemed to be the local favourite. Popular Culture The historical district of Savannah proves most popular with tourists despite being just a small section of the overall city. Beyond the boundaries of the historical districts lies a truly modern 21st century city with all the
amenities you’d expect. Modern attractions like live performance theatres and convention centres, and the secluded beaches of Tybee Island rated as one of the Top 10 city beaches in America are all at your fingertips to enjoy. If you are so inclined, Hilton Head Island, South Carolina, and its 25 world-class golf courses is just a short drive away. In my short time in the city, Savannah quickly became a favourite destination and a place where I will certainly visit again. The residents are friendly, helpful and powerfully proud of their city. It’s not often you find a city that you fall in love with immediately. JUNE 2013 | World of wheels | 35
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T S U JTRUCKS By Jack Roberts
It seems that every little boy, at one point, dreams about driving a big rig down the highway. I don’t know what it is about large trucks that make them so fascinating to young masculine minds; perhaps it is the sheer size and presence. Maybe it is the inherent power in driving the biggest vehicle on the road. Maybe it’s the horn. Regardless of the intent, it is fair to note that looks play a big role in the allure of the big rig. What is lost on those who don’t pilot these mammoth machines is all the science that goes into producing a large truck that is comfortable and efficient to operate. With our curiosity backed by the desire to realize an ultimate boyhood fantasy, World of Wheels decided to test one of the newest and most impressive trucks on the market, the Peterbilt 579. The 579 is based on an all-new chassis and cab design for the storied Peterbilt truck franchise. Andy Weiblen, Peterbilt designer, said the KPIT 579 COC
H BU NK
new truck integrates everything new to heavyduty trucks in recent years. The truck’s sleek front design is striking when you consider that Peterbilt’s legacy was built with large, flat-nosed conventional front ends. “We have a responsibility to honour that heritage in a way that says, ‘This is a Peterbilt,’ while delivering the absolute latest in modern design and technology to help them compete in the real world,” Weiblen said. Peterbilt engineers have maximized interior space with innovative touches such as slideaway workstations. The Peterbilt 579 is the cleanest, most aerodynamic overall tractor design in Peterbilt’s history. The nose on this new truck is two inches lower than anything else the company offers. Every flat edge has been rounded with airflow in mind. The front windshield is higher and blends into an air dam above the cab. Even the A-pillars are noticeably thinner optimizing both visibility and
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airflow. Proof positive that the big vehicle’s aerodynamic capabilities were top of mind, the truck maker said even its cab marker lights were subjected to air-fluidity testing to identify the ideal locations. The 579 will be offered with Peterbilt’s powertrain offerings, including the Paccar MX and Cummins ISX diesels and Eaton automated and manual transmissions. Peterbilt has not only focused its attention to the 579s good looks. Under that slick exterior, an industry-leading powertrain with optional automated or manual transmissions keep the 579 efficiently on-track. Peterbilt developed a new clutch for use with manual gearboxes. Most clutches today take about 55 pounds of down-pressure to actuate. The new 579’s clutch requires about 30 pounds of down-force making driving stop-and-go traffic much easier.
Behind the Wheel
Weiblen said simplicity was the overriding design criteria and the dashboard is proof of that. The functional layout neatly packages all the engine information, entertainment options and navigation systems. Large, easy-to-read, softly backlit dials are accented by bold chrome bezels. Stereo, HVAC and navigation systems have
been made easier to operate. The Evolution driver’s seat immediately grabs your attention. A large button deflates the seat down to the floorboard for easier entry and exit. Once you’re in the seat, hit the same button and the seat returns to your pre-set height. Another switch allows seat compression adjustment to deal with a rough patch of road. Views from the driver’s seat are outstanding thanks to the lower nose, taller front windshield and thinner A-pillars. Designers expanded the side windows and optimized rear-view mirror placement for clearer rear views. The clean, more compact front cab design facilitates a nice flow between the front of cab and the sleeper. In the rear, drivers will find a sleeper outfitted with a workstation and hook-ups for flat-screen TVs, laptops and video game consoles, as well as loads of storage space. Something you won’t find in your light truck or daily driver is the passive cruise control. It radar-tracks vehicles in front and adjusts speed accordingly. Weiblen noted the 579 engineering team used the latest composites and ride-dampening technology on the cab. As quiet as the truck is at rest, it’s amazingly quiet even at full throttle.
r e g n a R Rumours
The overall design has a lot to do with this, but also the aerodynamic exterior greatly reduces wind noise. With the windows up, interior noise levels in the 579 is approximately 69 decibels meaning there is no problem having a normal conversation with your passenger at highway speed. The all-new chassis and suspension have taken almost all the lateral sway out of the equation, making for sure-footed handling. The truck doesn’t wander around its lane at highway speeds, even with an occasional blast of wind. The 579 is the new shining star in the Peterbuilt line, and is priced, depending on options, in the $149,000 range.
Ford’s decision to exclude the Ford Ranger from the North American lineup last year may have had an underlying strategy. Were folks at Ford counting that without an option to purchase the once popular mid-sized pickup, owners ready to trade or purchase new would move on up to the F-150 series. According to a recent article in Truck Trend Magazine, rather than move up to the full sized trucks, past Ranger owners started looking at the only options available on the market from Toyota and Nissan or choosing to do nothing and hold onto what they had. Although the midsize truck market is thought to be shrinking, GM’s colorado is expected to resurface later this year in attempt to hopefully capitalize on Ford’s fumble. Rumours are stirring that Ford is awaiting the comeback of the Colorado to gauge it’s sales performance before making the decision to launch the Ranger back into the North American market. The 2013 Ford Ranger is currently offered with three engine choices: a 2.5L Duratec 25 inlinefour, a 2.2L Duratorq inline-four and a 3.2L Duratec inline-five. All engines can be mated to either manual or automatic transmissions. The Ranger is estimated to have a $19,000 base price tag if or when it ever makes it to this market. JUNE 2013 | World of wheels | 37
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Stutz Bearcat A
G L I M P S E
By SCOTT MACDONALD
he original production Bearcat was introduced in the Series A of 1912. The first public mention of the car (then spelled Bear Cat) is in an advertisement in the 1912 program for the Indianapolis 500. The Series E of 1913 brought electric lights and starting. A sixcylinder option was available for an extra $250. The doorless body style would last through 1916. A sales catalog lists the available colours for the Series E as vermillion, monitor gray, and mercedes red. A victim of the Great Depression, Stutz’s last year of production was 1935. The Stutz name was resurrected in the late sixties for the new Stutz Motor Car of America. The design of the 1971 Blackhawk coupe was based on clever combination of Virgil Exner’s Duesenberg and Stutz Revival Car concepts first seen in the December 1963 edition of Esquire Magazine. It would not be until the end of the decade that Stutz would revive its most famous model name the Bearcat. In 1976, a convertible conversion by Dan Steckler, for Stutz in California called D’Italia – based on a standard Blackhawk – was presented at the Beverly Hills Hotel - Advertised as the “most expensive automobile in the world.” Only one true D’Italia was ever made. The car was originally purchased by Evel Knieval and now resides at the Peterson Automotive Museum. A production Bearcat convertible debuted in 1979. The Bearcat used the GM A body chassis shared with the Blackhawk, and was essentially a Targa top coupe. Stutz offered it for $100,000 USD. In 1980, The Bearcat switched with the Blackhawk to the GM B platform with exterior styling continuing with the Bearcat’s exposed trunkmounted spare tire and freestanding headlamps. In 1987, a completely new Bearcat convertible was introduced. Known as the Bearcat II, it was based on the Pontiac Firebird chassis with 5.7L V8 multi port fuel-injected Corvette engine and had a lightweight, dent-and-corrosion-proof body made of what Stutz called Diamond Fiber, a kind of carbon-fiber composite at the time. It retailed for $125,000 USD. Just thirteen Bearcat II’s were produced between 1987 and 1995. Notable owners included the Sultan of Brunei, who owned two, and Barry White. According to Stutzmotor.com, there are plans to reintroduce the marque once again. Design drawings and website information suggest the new platform is designed to appeal to current of RollsRoyce and Bentely customers.
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LEADERS AREN’T MADE BY CHANCE. THEY’RE BUILT BY CHALLENGE.
For 47 years,* F-Series has been leading the industry with a commitment to build the most capable and powerful† trucks in the market. Our mission for continuous improvement is the reason that an unprecedented 106,000+* Canadians put their trust in us this past year alone. And with their conÀdence, we know we can go even further in the future. Find out more at Ford.ca Vehicle may be shown with optional equipment. †F-150: When properly equipped. Max. towing of 11,300 lbs with 3.5L EcoBoost 4x2 and 4x4 and 6.2L 2 valve V8 4x2 engines. Max. payloads of 3,120 lbs/3,100 lbs with 5.0L Ti-VCT V8/3.5L V6 EcoBoost 4x2 engines. Max. horsepower of 411 and max. torque of 434 on F-150 6.2L V8 engine. Super Duty: Max. gas horsepower of 385 and diesel horsepower of 400 on F-250/F-350. Max. gas torque of 405 ft.-lbs. on F-250/F-350. Unsurpassed diesel torque of 800 ft.-lbs on F-250/F-350. Maximum conventional towing capability of 18,500 lbs. on F-350/450 and maximum 5th Wheel towing capability of 24,700 lbs. on F-450 when properly equipped. Maximum payload capability of 7,260 lbs. on F-350 when properly equipped. *F-Series is the bestselling line-up of pickup trucks in Canada for 47 years in a row and grossed over 106,000 units in sales for 2012, based on Canadian Vehicle Manufacturers’ Association statistical sales report, December 2012.
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