Feature: Powertrain Dilema

It was only three short years ago, when the last big fuel price inflation made the full-size truck the most feared vehicle on the market. Well the summer of 2011 is here, and with it comes sky-rocketing fuel prices once again. So, those of you who rushed out and purchased a full-size truck once the prices stabilized last year, did you think ahead? Are you currently in need of a full-size pickup, but don’t want to take a shellacking when regular pops up over $1.50/Litre?

In an ever-increasing battle to produce the most fuel-efficient trucks on the market, there has been a rash of new powertrain options out there to make the most of the fuel you put into them, all in different ways. Certain power options help those who may not drive their trucks much at all, some help those who have to deal with urban environments, and some get those who need to cover great distances with heavy loads the best bang for their gas station buck.

So what works best for you? It all depends what you plan to do with your truck. Here is a rundown of the advances the manufactures have made in the fuel efficiency of their full-size trucks, and how they best serve potential owners.

Efficient Gasoline

Ford has been making the most of the most popular fuel on the planet for well over one hundred years now, and guess what? They are still finding ways to get even better efficiency out of the same old 87-octane that’s been sold at the corner gas station for nearly as long. A jump in fuel efficiency technology in the last few years has rewarded most manufacturers with incredibly thrifty fuel sippers. The implementation of direct fuel injection, variable valve timing, new lighter materials and turbo technology has allowed some truck makers to get the same power from a six-cylinder that was previously only found in V-8’s only a few short years ago, while increasing efficiency by as much as a third in some cases.

Chryslers new six-piston darling, the 3.5L Pentastar V-6 has replaced the old 3.0L CRD diesel engine in the Jeep Grand Cherokee because it gets better fuel mileage. Likewise, Fords equally touted EcoBoost 3.5L V-6 Turbo has given F-150 owners V-8 power in the form of a V6, while also increasing fuel efficiency by 20%. These numbers are impressive, however where these vehicles excel is in the cost of these upgrades. In terms of the Jeep, the Pentastar powered Grand Cherokee is the base spec vehicle, so you literally pay nothing for the increase in efficiency. Ford on the other hand have not released the cost of their new EcoBoost at the time of writing, but word has it the turbo 3.5L will be an option fetching somewhere around the order of $2,000. So, if you are buying a large truck and you may not be using it as a daily driver, but still want to save at the pump, a high efficiency gasoline powered unit will likely be the most economical choice.

Hybrid

Now this is a bit of an odd one. In terms of the timeline of light trucks, the hybrid is still in its primordial ooze stage of life. As of right now, there is only one company offering a hybrid pickup on the market, and that’s the Chevrolet Silverado 1500 Hybrid along with its GMC twin, the Sierra 1500 Hybrid. Sporting a full-size chassis and a 6.0L FlexFuel V8, one would legitimately question the use of a Hybrid drivetrain on such a vehicle. The fact is, it works, and works quite well, as this full-size truck gets mid-sized car fuel efficiency. GM rates the Silverado Hybrid at 10.1L/100km in the city and 8.4L/100km on the highway. In testing I confirmed these numbers, which made my Volvo look more like a Hummer.

The beauty of a Hybrid is that its delivery of electrical power means this vehicle is at its best in the urban environment, and if you happen to live near one of two FlexFuel stations in Canada, the extra low Co2 emissions of this vehicle will also kick up your environmental karma. The downfall of this powertrain option is undoubtedly the cost of the technology. Hybrid technology is complicated and still in its pioneering form of R&D. As such, cost of fuel savings in the Silverado is huge, requiring an investment of nearly $20,000 over the base Silverado’s MSRP. At that cost, you will want to be sure that you keep it for a good long time to make up those extra costs.

As mentioned, the only hybrid pickup available in the North American market at present is the Silverado Hybrid. However, Ram are currently field testing their own hybrid product that will likely hit showrooms in a little over a years time.

Diesel

Finally we come to diesel, my favourite fuel, at least when it comes to trucks. For the most part, here in Canada, diesel is cheaper than gasoline when you get to the pump, and once you have it in your tank, it does a hell of a lot more for you. Diesel not only stretches out your range and fuel efficiency numbers, but it also gives you added torque for hauling large loads. Unfortunately, the only trucks currently offering diesel engines are domestic Heavy Duty trucks. Elsewhere in the world, it’s the compact turbo diesel pickup that reigns king, however, Toyota, Nissan, Mitsubishi and Ford have chosen to keep the efficient little four bangers out of the mid-sized truck market here in Canada. However, there is hope, as Cummins is working on a highly-efficient four-cylinder that is likely to be inserted into both the Ram and Nissan Titan 1500’s.

However, here and now, it’s the 6.6L Duramax, the 6.7L Power  Stroke and 6.7L Cummins that are the only available units, found in the Silverado/Sierra, F-250/350 and Ram Heavy Duties respectably. Due to the sheer size and weight of these vehicles, you would think any benefits of diesel power have long since been offset. However, with new regulations governing these vehicles and demand to create more efficient Heavy Duties for small businesses, these big guzzlers have seen quite a bit of headway in this department. Unfortunately, these same regulations say that any vehicle with a GVW higher than 8,000 lbs does not legally have to post the vehicles fuel-efficiency numbers, however, in a recent test of Chevrolet’s contender, the 6.6L equipped Silverado, I saw efficiency numbers of 12.2L/100km on the highway, and 15.3L/100km in the city, and that’s with a load in the back.

Where the diesels fall down a bit is the cost to equip each truck with the diesel option is still quite large. Expect to dish out $9,670 extra for the GM, $9,950 extra for the Ford and $7,975 for the Ram; not hybrid money, but still a good chunk of cash to make your full tank last a little longer.  As such, you’ll want to make sure that you are getting good use out of the vehicle to make up for the added expense. So, if you need a truck to haul large loads for long distances, the diesel will likely be you best choice.

Review: Jeep Grand Cherokee Diesel

With the introduction of the updated 2011 Jeep Grand Cherokee signaling in a new era for the Cherokee, I thought I’d take one last look Jeeps flagship for its last year of production. And while the new vehicle offers a fresh new look, it’s easy to say that the current Cherokee has withstood the test of time gracefully. It’s still a good, modern looking vehicle that will certainly appease the eye of customers well into its final stretch.

 

The vehicle I had in my possession was the CRD diesel powered Cherokee. And while the North American public comes to grips with the new influx of alternatively powered SUV’s currently flooding the market, the Cherokee CRD has been proving itself for some time now. A product of the short-lived Daimler-Chrysler project, the 3.0L Mercedes built diesel V-6 was one of the best outcomes of the doomed merger. Built in Berlin and benefiting from Mercedes’ Bluetec development, this common rail turbo diesel that is shared with Mercedes and Dodge Sprinter vans, represents the jewel of the Cherokee. Like most modern diesel powered SUV’s, you are treated to V-8 power and performance with the added bonus of V-6 Sedan fuel efficiency. Meantime, as part of the Bluetec R&D project, this engine purrs along quietly, emits no smoke under load and no sulfurous smell.

 

While Hybrids are making an impressive mark on the industry, these are the days of the diesel. The diesel advantage of power, handling, fuel efficiency and versatility so far out weigh the ever-advancing Hybrids. But who wants to take a hybrid off-road? Thus we have the Cherokee CRD, a vehicles who’s sole marketing is based around being a great kid and grocery hauler, while also being Trail Rated, and ready for anything the environment can throw at it.

 

While its on-road manners are a little on the soft and squishy side for me they are decent nonetheless. However it’s off-road where the Cherokee seems most at home, trudging up a mountainous trail. With a solid rear-end, Quadra-drive II 4WD system with electronic two-speed transfer gearbox and optional Limited Slip Diff in the rear, the Cherokee really does love to play in the dirt.

 

While the drivetrain, looks and abilities of the Cherokee CRD motivate to get out and have fun, the interior still leaves something to be desired. The over use of cheap plastics as well as the material used in the seats will have the driver constantly trying to not to slip out of place give the interior a low quality feel. As my vehicle came with a $53,000 price tag, I would have a hard time party with such expense. However, don’t let the price get you down. With Chrysler going into bankruptcy, and with only a year left until the new design starts showing up in showrooms, there are huge savings being passed on to the customers during these hard times. Pricing out this same vehicle can yield a $10,000 savings already. So that cheap looking interior isn’t looking so bad anymore is it?

 

Specs:

MSRP: $32,140

Price as tested: $52,195

Layout: Front Engine – 4WD

Engine: 3.0L V-6 Common Rail Turbo Diesel

Transmission: 5-Speed Automatic with 2-Speed Transfer case

HP: 215

Torque: 376

Brakes: 328 mm-front Disc – 320 mm rear Disc

Curb Weight: 4,724 kg

Towing Capacity: 3,500 kg

0-100 km/h: 7.5 sec

Fuel Economy (city/hwy): 12.0l/9.0L

Road Trip: Scandinavia by Volvo

”Why would you fly half way around the world to Europe, just to see Canada?” These were the words my girlfriend’s cousin asked while we were over-nighting at his house in Germany. Simple fact was I wanted to explore new countries, and the fact that Scandinavia has every geographical region of Canada squeezed into a smaller package did not matter. I wanted to discover what Scandinavia has to offer. And what better way to do that, than in a car that’s built there - a Volvo.

 

Having Swedish blood, Volvo’s are naturally quite common in my family. My mother was raised with Volvo 544’s, while I grew up with 240 and 740turbo’s. Over the last couple years, the introduction of a new generation of small Volvo’s like the C30, S40 and V50 have recaptured my passion for the Swedish brand. So, wanting to explore my ancestor’s homeland, a V50 would provide a great amount of versatility needed.

 

 

The Factory – Start line 0 km

After a long day in a bullet train and a ferry from Denmark, we arrived at Volvo’s Torslanda factory, situated just outside Göteborg, Sweden for a tour. The size of a small city, Torslanda plant gives birth to over 165,000 Volvo’s each year with an addition 181,000 coming out of the Ghent plant in Belgian. Once the tour was finished we could grab our V50. My car of choice would be the 2.0D. Funds were tight, and the V50 Diesel proved to be invaluable in circumnavigating Scandinavia. As a diesel, it provided excellent fuel efficiency, important since diesel was14 Kronor/Litre, or $2.20/Litre in Canadian dollars. It would also serve as shelter as we would sleep in the back if weather did not permit camping. Finally it would also serve as a secure place to leave or belongings when out and about.

With some time to spare before heading to Oslo, we decided to make the short trip south to the waterfront in Arendal. Here was the Volvo Museum displaying Volvo’s entire history. From the first car, to the latest technology in aerospace and championing racing cars, it’s all there. It’s a museum any car guy should visit, however we were beginning to get Volvo’d out and it was time to get out and explore Scandinavia.

 

 

No Oslo For You – 434km

As I worked my way towards the E6, a highway that leads past Oslo and on into the far north of Norway, Steph my navigator went about translating the Swedish navigation system. Hint, “Sproken” means speech, leading to languages. As my navigator fiddled, I rocketed the V50 away from Göteborg, hoping to make Oslo before nightfall. Nice thing about Sweden is that the highway speed limit is 120kph, although I noticed that despite the high speed limit, I was blowing by most vehicles. Something just didn’t feel right. Then the scary thought of speed camera’s entered my mind. Yes, Sweden and Norway employ speed cameras along their highway’s, however luckily enough, I had not passed one in my ignorance. From here on, I would be ever vigilant of the roadside pods that housed the camera’s. However, camera’s in both countries are well marked with signage.

 

As we shot north towards the Norwegian border, the landscape was that of fertile farm flats with rocky-forested hills, much like Ontario funny enough. Plotting along, we soon passed by a “Norge,” or Norway boarder sign. Used to trying to get past the American Gestapo at the US boarder, naturally we were in a state of shock blowing into Norway somewhere north of 120 kph. However, our progress would soon be delayed. It seems that the Norwegians highway system is not as straight cut as the Swede’s. Only meters after the boarder the six-lane freeway funneled into a two-lane road that wound its way north through the increasingly more rugged and rocky terrain. What’s worse, the speed limit plummeted to 80 kph.

 

It was about 8:30 when we began to reach the Oslo city limits, when our winding road finally became a four-lane highway again. There is a massive collection of underground highways and bypasses. The Scandinavians love to tunnel. After several kilometers underground we took a city center exit. Subterranean loneliness was replaced with a bustling metropolis, as Oslo prepared to enter its nightlife. The city felt remarkably similar to Vancouver funny enough, situated on the sea surrounded by tall mountains. Unfortunately, we were unaware the Oslo require prior reservations as there were no rooms to be had. Still in a driving mood, we jumped back on the E6 all the way to Hamar. A much smaller, easygoing city with ample accommodations.

 

 

Olympic Views – 604km

Back on the E6, we pushed on towards Lillehammer. Traveling along the lake, the sight of the 

 ski jumps carved into the mountains above the town were visible from twenty kilometers away. Crossing the bridge into the Lillehammer, we wound are way up through the town into the mountains above, enjoying the winding village on our way to the ski jumps. Hiking to the top of the jump towers offered a remarkable view of both the complex and the region. After spending a couple hours doing the tourist thing, it was time to jump back onto the road. We had the difficult decision whether to head west towards the sea, and Norway’s famous fjords, or do we push hard for the Arctic Circle. After much thought and discussion with locals, it was decided the coastal route to the Arctic Circle would kill two birds with one stone. We jumped back on the E6 and pushed north to Otta, where hwy 136 that would take us northwest and up the rugged coast.

 

Pass The Trolls – 1025km

It didn’t take long before 136 would wind into a spectacular glacial valley with massive shear rock faces starring down from both sides. The road was now becoming quite spirited. It had narrowed down to just one and a half lanes and was winding its way through the thin valley. The whole scene was remarkable similar to passing through the Rockies funny enough.

 

From the valley we came out into the famous fjords of Norway. The waters were glass smooth and the highway wound us out towards the ocean. Out of rocky cliffs and vista’s we arrived at the first ferry of the trip, a small trip across the fjord. After a fifteen-minute ride across the fjord we were tearing up the coast when I figured we are doing too much driving and not enough seeing. “Steph? Take a look in the tourist book and see if there is something around here we should look out for?”

Steph put down her map and opened up the book to our general area. I noticed that she was keeping fairly silent, and had a perplexed look on her face. What’s up, find anything. She paused, then, “I don’t know if I should tell you or not.” “What!” “I think you should pull over.” What she had read was a special paragraph on the Trollestigen or The Trolls Ladder. This was an extremely tall valley that featured a 180-meter tall waterfall and a spaghetti string road that zigzagged its way down from the summit, passing over the waterfall in three different places. My dream road and her dream waterfall. The decision whether to double back 50 km and a ferry proved a difficult one. After 15 minutes of debate, three pullovers and unclear minds we would push on for the circle. It was a decision that weighted heavily on my mind the following days.

 

Midnight Sun – 1686 km

A beautiful sunny day greeted us the next morning, as we set off north. We were now entering the northern territory, and the land was beginning to become quite rugged. Curling around one of many fjords, we jumped back onto the coastal highway. And what a treat as every mountain range and fjord became more spectacular. We both were taking in the great views, however it was the road that would keep my adrenaline pumping all day. An increasingly narrowing highway 17 picked its way north through the challenging terrain, and my familiarization of the Volvo’s dimensions would becom

e extremely important. Carving the V50 through the never ending twists and crests, hanging a tire off the tarmac became a second by second occurrence as I maneuvered to keep the car safe from 160 kph closing rates with locals. At a rest stop, the passengers side mirror was green with the residue of bush leaves and bark.

The farther north we drove, the night sky became brighter. We were now so far north that we could see the light emitting from the opposite side of the planet. We arrived at the pullout for the Arctic Circle, two minutes before midnight. Exhausted from another long day of travel we set up camp in the back of the V50, for some much earned sleep. The next morning we woke to sun and a magnificent mountain vista. The arctic tundra reminded me of the Yukon funny enough. After some photo’s and a hike into the mountains, we pushed north and crossed back into Sweden, crossing over the circle in another country only an hour later. We wound our way through yet another magnificent mountain pass that looked as though it belonged in the Alps. It was a great start to a long journey south towards Stockholm.

Getaway from Stockholm– 2770 km

Many know these popular video’s of skilled Stockholmians toying with police cars in the streets of Scandinavia’s largest city. So this was a city I was looking forward to. Unfortunately we arrived right at the height of rush hour, and needed to cross the entire city to a much-needed hotel. This would be an experience I will never forget. With the nav pointing the way through endless round-a-bouts and tunnels, my concentration on the road and other cars had me sweating. Meanwhile my navigator Stephanie was barking pace notes like a rally co-driver, as my concentration did not allow me to glance away. For well over an hour we fought our way through the quagmire of traffic filled streets, with several detours requiring recalculations. We finally arrived at our destination, completely exhausted despite having the shortest day of travel. For the first time, I did not want to drive anymore. Walking was now my transportation of choice.

Fighter Jets and Supercars – Finish line 3540 km

From Stockholm we pushed towards the southern most point of Sweden. The land was very flat, full of agriculture, much like the prairies funny enough. This proved to be the most boring of all the driving I would do, but we were heading towards a destination that would prove just the opposite. It was the Air Force base in Angelholm we were headed for. The large hangar with the Koenigsegg family crest painted on it to be more specific.

 

Housed in the old hangar of 1 Squadron are the manufacturing facilities of the supercar maker Koenigsegg. The hangar was home to the top secret squadron who tested experimental fighter aircraft. Their operations would only take place under the cover of darkness, so the emblem of a ghost adorned both the fighters and the hangar. An emblem that now adorns the back window of all CCX’s that leave the factory. Witnessing one of the worlds fastest, most prestigious cars get pieced together proved an incredible experience. However, time was of the essence, and our trusty steed needed to be back home in Göteborg by nightfall.

 

Reluctantly handing over the keys, this trip proved to be a fantastic experience. Our Volvo V50 proved to be an invaluable resource to explore a great expanse of land by pointing a blind finger to the map, and “lets see what’s there.” 

Review: BMW 335d - The Tree Huggers M3

For those who read my test of the M3 in the September issue last year, will know that I had one of the most exciting driving experiences ever, finding the abilities of this amazing car. However, the M3’s limits are incredibly high, and the cost of exploring such performance attacks the bank account once the fuel gauge plummets to empty.

 

While the car put one of the biggest smiles on my face, environmentally and economically, the M3 is not all that friendly. And this has been a real problem for a select group of auto enthusiasts who do want to be responsible to both the planet and our wallets, but can’t stand the single mindedness of a hybrid. Lets face it, hybrids are for those hell bent on being the cleanest driver they can possibly be, likewise with the cars themselves, as any and all performance has been sacrificed for the all-mighty L/100km number. They just aren’t any fun to drive. So what do we as eco responsible motor enthusiasts do?

 

This brings us to BMW’s 335d. With a 3.0L twin turbo inline-6 being run off diesel, this engine puts out an expected 265 hp, but a mind blowing 425 lb-ft of torque. That’s 130 more than the M3. Couple this great engine with the already proven advantages of the 3-series tight body with 50/50 weight distribution, the 335d comes right in line with BMW’s “Ultimate Driving Machine” motto. Following the same route I took in the M3, this 335d had my adrenaline flowing near to the extent of the M3. It is a car that flourishes on a narrow winding mountain road, and will reward the driver for such a grand choice. While my fuel economy with the M3 was what you would expect a high revving 4.0L V-8 to be, having just as much fun in the 335d, yielded a combined 7.7L/100km, and I wasn’t going easy on her. That is absolutely remarkable seeing as I could only manage 8.1L on a hypermiling run of a medium sized Japanese sedan along the same route. While in town I was enjoying 5.9L/100km doddling around in the city.

 

So is it actually like driving an M3 without the cost? No, nothing can top the abilities of the M3, and what they do to 

the driver’s senses. Driving a diesel is much different than driving the M3. For best performance, you want to be playing around in the upper limits of the rev range. The cars ridiculous amounts of grip plus the sound that emits from flirting with 8,000rpm, all come together for a truly unique driving experience. When driving the diesel, staying in the power band means staying in the torque, which is found down low in the rev range. You do get that same kick in the chest as 425 lb-ft rockets you forward, its just much more civil and organized manner than the blurring madness of the M3.

 

The 335d also has upgrades of qualities I really don’t like in BMW’s. My dislike of Bangle design era continues on with the 3-series, although they have made it a little more attractive with a facelift, adding LED blinkers front and rear and a slight fascia redesign. The once hair-pullingly frustrating act of operating the iDrive system is now improved in its third generation, and even I am starting to come to terms with it’s increased simplicity. Finally, while the actual CO2 levels are lower than its petrol burning brother, the diesel still can’t quite match the level of tailpipe cleanliness that a full blown hybrid possess.  So if the environmental aspects concern you most, the hybrid may be the choice for you. However if you don’t want to let go of the love of the drive aspect, the 335d is an impressive drivers machine.

 

Specs:

MSRP: $49,700

Price as tested:

Layout: Front Engine – Rear Wheel Drive

Engine: 3.0L Twin turbo Inline-6 Diesel

Transmission: 6-Speed Automatic with manual shift

HP: 265

Torque: 425

Brakes: Four-wheel Disc

Curb Weight: 1,735 kg

Towing Capacity: NA

0-100 km/h: 6.0 sec

Fuel Economy (city/hwy): 9.1/5.4L/100km