Trail Report: Whipsaw

As much as I love 4x4ing, I just don’t get to go out and enjoy it enough. My biggest hurdle is not having a 4x4 to begin with, my second is finding the time to actually go out and buy something worth modifying for the trail, let alone being able to actually get out to play.

A good friend of mine, let’s call him Ingo, has been doing absolutely astonishing things with four wheel driven vehicles for the better part of two decades now, and despite maxing out the capabilities of his ridiculously agile Suzuki Samari, he still enjoys introducing new people to the sport. This past August long weekend, he and his girlfriend Cara put together a trip to open up the Whipsaw Trail, located near Princeton, BC.

Opening up a trail in August, you are likely asking yourself? Well yes, the BC interior received a heavy amount of snow this past winter, and up until two weeks before the trip, even the Rover Landers, a club who look after the trail, were unable to cross it. Regardless, it’s a rather easy trail with a few challenging sections that people in stock 4x4’s can tackle with minimal risk of damage. So, I figured it would be a great chance to take out a stock 4x4 and have some fun without the investment of a small fortune.

My choice in rig for this trip would be the 2011 Toyota 4Runner Trail Edition. The 4Runner has been a staple in the 4x4 world during its 27-years of existence. However, later version of the vehicle have looked a little more, “form before function,” so this trip would be a great way to see if the old 4Runner still has what it takes. Joining me in the stock truck camp would be three fellow ex. Military boys in a new Toyota Tacoma and another pair in a stock Jeep Wrangler YJ. Showing us the way would be a trio of highly modified Suzuki Samari’s and a well used Toyota Truck.

Out little expedition took off from the Whipsaw trailhead located on highway #3, just east of the Copper Mountain mine. Here we aired down, got to know each other then pushed up onto the well manicured logging road that makes up the first 18-kilometres. On our first stop, it was obvious that the mosquitoes would become an issue as the melting snow made for lots of stagnant ponds for them to breed, and lots of muddy washouts for us to get stuck in.

For the most part the road to the Wells Lake camp site was quite tame. The mud was kept to the flat area’s traversing the nearly Alpine like meadows that cover the highlands, while the steep narrow grades that climb up into the forests were left dry and rocky. So far no real challenge for any of us stock drivers other than requiring 4WD-low and some careful wheel placement for some slippery and narrow climbs. However I was beginning to notice a couple advantages between the different vehicles. The only modification to the Tacoma was some decent all terrain tires that were making a huge difference in the mud, where I was slipping off high points, bringing the bodywork close to unforgivable trees and rocks. However, the Wrangler and I had shorter wheelbases, which meant that we were not rubbing over obstacles as much. None of us had any kind of lift, but the added length of the Tacoma meant he was dragging his trailer hitch in the ground quite often. As for the Suzuki’s, they were bombing along without a care in the world. Well at least until one decided to break a weak transmission mount, that required a short pit stop in yet another beautiful meadow.

Our biggest challenge came on the dark side of the mountain, where deep snow stopped the Jeep in its tracks, requiring some creative driving by the Toyota Truck to get around and pull him out. Quite tame for the first day, but when you are driving your daily driver, or in my case, someone else’s vehicle, that works just fine.

After five hours on the trail, we came to Wells Lake, yet another spectacular location, and set up camp on the lake. With with some time before dinner we broke out the fishing poles and pulled out a trout for every cast, easily catching enough food to fill the whole group for the night. However, the attack of the mosquitoes was relentless until the night got cold enough to drive them away.

Up decently early, we packed up camp in eagerness for a more challenging day ahead. On this day, we would see rocky washed out terrain, mud soaked fields, deep water crossings and challenging slopes. Not crazy challenges in the 4x4 world but they would test the limits of our stock trucks tolerances.

Our day started with a muddy decent down through a forest with deep ruts. It made for a great testing ground to test the 4Runners Multi Terrain Control system, which eased my down through the obstacles with little to fear. However, I was finding that while the system is impressively competent in navigating adverse terrain, it kind of took the fun out of testing my own skills. I almost felt like I was cheating myself, like a fat man sneaking a chocolate bar, despite being on a diet. However it didn’t take long for things to get technical on the climb on the other side of the valley.

Here the road was washed out in a very narrow part of the terrain and any slip up would have the truck either high centered on jagged rocks, or flipped over on its side on equally unattractive rockery. With Cara calling my tracks, I slowly crawled the big 4Runner up through the kilometers of obstacles with no sickening sounds of metal on rock, however, just behind, the military boys were not as fortunate as the body length of the Tacoma bit back at them again, although only a slight impact on the bumper.

Inching out way to the top of peak after peak, we finally came to a rock face overlooking an alpine lake. Here, the Suzuki’s and Toyota got to finally test their limits. The last hour and a half was deeply challenging and stressful for us in the stock vehicles, but was child’s play for the modified trucks. So here they played testing the geometric limits of their highly tweaked suspension systems on a rock wall too steep to even climb.

As we moved on, we now were encountering heavy, deep mud and water crossings. The modified trucks were tossing themselves in like dogs at the lake, but it took those of us with stock tires a little more momentum and precisions to make it across some of the deep thick barriers. Fording some water crossings took a little bit of luck, as I needed to keep my momentum up to ride the wave across, hoping that there wasn’t a big bad rock lurking underneath ready to rip up a driveshaft or suspension arm.

It was one muddy obstacle after another rocky climb, which seemed to follow each other for hour on end. Medium challenges that made the day hugely rewarding for those of us playing in standard trucks. All three vehicles cleared the trail with no real issues, all proving their worth. With zero investment, we were having the time of our lives, however, with rather new vehicles; the costs were high if we screwed up. My tires let me down at the end of the day, dropping the 4Runner on a large rock, ripping off one of the rather irritating running boards. Likewise the skid plates were also starting to get a workout as well.

However, our biggest challenge would come at the end of the second day. The road leading down the last peak was ridiculously muddy and had pot holes larger than the little Suzuki’s. As Ingo proved, sometimes the more modifications you have to your truck only help you to get stuck deeper in the scenery. Somehow he managed to slip sideways into the hole, ending up on his tailgate trying to get out. After careful navigation through the worst of challenges we made our way to the Lodestone lake campsite, where a massive fire was built to ward off the mossies, followed by the  celebration of success and the telling of war stories from our epic trip across the fantastic Whipsaw Tral.

Feature: Retro Electro

 

The Steam Whistle brewery, like many small production breweries is always looking to get the good word out to the public, and one such way to do so, was to combine two passions. Company founder, Greg Taylor, while loving beer, also has a passion for vintage vehicles. As a result, the company boasts an extremely unique fleet of nine company sales and delivery vehicles that has everything from a 1956 Dodge Fargo to a 1964 Jeep Wagoneer, and everything in between.

The fleet is managed by Tim McLaughlin, a fellow classic car lover and a marketing manager. Each vehicle is painted in the breweries own “Steam Whistle Green” a rather loud version of the color for obvious advertorial reasons. However, the goal of the project was not just to find some old trucks and paint them in a loud color. These are car guys, and they wanted something different, something that stuck out in a crowd, and something that they could uniquely call there own. As a result of being on the constant search of such uniqueness, each vehicle has created a character of their own, each given nicknames as though they were fellow employees.

The fleet started off with 1949 International Stake Truck that was restored to original condition, with the addition of a more efficient diesel engine mounted in the front. This extra hauling power means that International, affectionately nicknamed Lumpy, can carry ¾ ton of bear, or 16 kegs to retailers.

Then there’s “Grande Verde” a 1964 Jeep Wagoneer based out of Edmonton, which has received a minor lift with heavy-duty suspension to handle the added weight of liquid refreshments. To get all that weight moving, the company dropped in a 360 cubic inch AMC mill.

One of the most unique members of the fleet is “Chuckles,” a 1956 Dodge Fargo that makes an ideal delivery vehicle with improved hauling power thanks to the addition of a 350 cubic inch small block. The old Dodge also boasts a great turning radius for narrow streets, so Chuckles makes an ideal vehicle for the home delivery department, and is used to deliver beer to private house parties.

Another interesting vehicle is the 1967 Ford Econoline nicknamed “The Steam Machine” that has been kept fairly stock as finding engines that would fit into it is hard to come by. However, what makes this vehicle special is the two taps that are fitted right the exterior of the vehicle. If the party won’t come to you, Steam Whistle loads up some kegs, and goes mobile, setting up shop where ever the action is.

The “Party Bus,” a 1965 Ford Blue Bird, you would think would also be a mobile bar on wheels, however, this once is strictly a shuttle, moving execs, VIP’s or thirsty drinkers to the brewery for private parties, tours and tastings.

However, one vehicle in particular caught our eye, that of Vancouver representative, Mike Kiraly. This, the latest vehicle to dawn the Steam Whistle colors, is not only unique in its shape, it has something you likely will never find in another hot rod. It’s electric, and uses no gasoline what so ever.

A dilemma had formed at the brewery, as these lovers of old classic vehicles, like a growing number in our ranks, were feeling guilty about the rather harsh pollution these vehicles emit. Not to mention the fuel bill that comes with hustling heavy beer kegs all over the city. The issue becomes even harder to bear as Steam Whistle has taken on a massive set of green initiatives in an effort to become the greenest brewery in the country. Everything from using natural products in the beer itself to using clean energy to power the brewery, and everything in between. Making their intentions quite public, the brewery was loosing some green cred when kegs were showing up in one of their many classic V-8 powered hot rods.

Kiraly came up with the perfect solution. Take a vintage Chevrolet Apache, rip out the powertrain and turn it into an EV, thereby keeping hold of a unique vintage vehicle, while holding true to the companies core social and environmental ethics. But turning this classic into a golf kart just wasn’t going to cut it, this hot rod needed to be electric, and do burnouts. And so, Kiraly pitched project RETRO ELECTRO to Greg and the team back in Ontario, who gave their approval. In November of 2009, Kiraly bought a 1958 Chevy Apache after the owners left a note on the windshield of the ‘57 Chev pickup he was using at the time. With the unique truck in hand, it was sent off to Vern Bethel of False Creek Automotive and Joe Mizsak to begin the restoration side of the build, with a complete ground up restoration.

Once the Apache looked the part, it fell to Azure Dynamics to supply the vital motor and electronics controller the Retro Electro would need for propulsion. Ironically, the same rules of hot rodding apply to hot rodding an EV. You want to go faster, put a bigger engine in it and dump more fuel into it. With the Retro Electro, Kiraly opted for a large motor, Azures massive AC90 electric motor, and fueled in with masses of powerful batteries. Using an AC motor meant that it is easy to hook up regenerating braking while peak torque, all 465 ft-lb, comes on between 200 and 300 rpm, staying strong up to 3000 rpm. However, a motor is nothing with out the electronics to keep everything running. Azure supplied the control unit needed to convert the stored energy into power for the motor in a civilized manner.

With all the goodies in hand, Kiraly was going to need help to put it all together and make it all work. He then turned to Greg Murray at Electric Autosports. Electric Autosports are EV conversion specialists in Vancouver, and set about making the Electro a working reality. To power that big motor, you need big power that comes in the form of 96 Thundersky Lithium-ion phosphate batteries mounted in series. These are very stable and safer than cobalt technology as they melt down instead of exploding when overheating, always a good thing.  In total, the 96 batteries put out 160 amp/hour cells that put out 3.35 v which weight about 1,100 lbs spread equally throughout the vehicle giving it an ideal 51/49 weight distribution. While making the handling ideal these batteries also give the Electro a range 150 km when Kiraly isn’t lighting up the tires.

Electic Autosports then went to work mating the motor right to the driveshaft. Unlike conventional vehicles, the Electro is direct drive with the only gearing being in the rear-end. For maximum acceleration and burnout photo ops, Kiraly runs a 6.3 gear ratio mated to a positraction differential courtesy of I.W.E. Rear-ends. However, for more relaxed driving in the city and the capability of 130-kmh top speed, Kiraly uses a 3.11 ratio for every day use. The truck looks a little barren inside as there is no need for a shifter with no gearbox, only a select drive switch mounted to the dash that either keeps the motor in neutral, drive, or a reverse setting which simply reverses the motors rotation, giving reverse drive.

Charging, as you might have wondered, is operated just like plugging in a clothes dryer at home. A 220 volt charging outlet mounted on the sidestep body panel simply receives a standard 220 extension cord, plugged into the garage 220 volt outlet. For the majority of Kiraly’s driving, he notes that the Electro never needs more than three hours charge.

With the truck up and running this spring, Kiraly lit up the tires for the first time in an impressive show of smoke and power. With the added weight of the batteries and the direct drive of the motor, this burnout was the equivalent to spinning the tires in fourth gear with about 600 lbs of cargo sitting in the rear bed of a conventional V-8 powered truck. All of a sudden, electric power doesn’t seem so golf kartish, as the AC90 definitely delivered on Kiraly’s expectations.

Today, the Electro is used as a daily driver for Kiraly, dropping off beer, making sales calls, and just used to attract attention for the brand when he’s driving around town, and attention he gets! While following Kiraly to the photoshoot location, nearly every pedestrian on the street did a double take when the Electro drove by. It wasn’t so much the uniqueness of the Apache, or the brilliance of the color, but the unnatural silence of the truck driving by. With most trucks like this, you expect to hear the rumble of the big V-8 under the hood, but with the Electro, all you get is the soft wine of the electric motor. Kiraly notes that he gets a lot of “why would you go and do something like that, why not put big power in,” but Kiraly always proves the haters wrong with a chirping of the tires at 30 kmh. The trucks performance is outstanding, and while Kiraly has yet to get out to the drag strip, his ability to power through traffic in impressive.

So while we are still torn dumping our beloved internal combustion engines out of our classics, Kiraly and his Retro Electro has given us some food for though. Maybe not the beloved classics, but possibly the daily driver, which will be more useful to the environment and our wallets. What ever our decision, there is no doubting that the Steam Whistle brewery is getting some very well deserved exposure for having the courage to built something so unique and forward thinking.

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.

History: Farewell B

Back in the 90’s when I got my drivers license, it seemed that everyone, at one time or another, were once the proud owners of a venerable little Mazda B-2200. As a teenager, the B-series was ideal, with a good sized bed to haul around mountain bikes, snowboards, hockey gear, camping gear, car parts and in some cases, stockpiles of beer or people. It was cheap to buy, was as reliable as the day was long, and with the perfectly suitable 2.2L four-cylinder pumping away under the hood, the B-2200 was ideally fuel-efficient for someone working for minimum wage to operate. As a freshly graduated 18 year-old, the Mazda B-series was the perfect fit.

The story of the B-series goes back a long way from the land of the rising sun. Believe it or not, the Japanese built rather large pickup trucks back in the 50’s and 60’s, as these kind of vehicles were mostly snapped up by workers in the farming and industry sectors, for use as work vehicles. Mazda, however, saw that there was a market that wasn’t being taken advantage of, a market for a small, light duty personal pickup. In the cramped environment of narrow roadways and short distance driving in Japan, as well as all of Asia, Australia and New Zealand for that mater, a compact pickup made a lot of sense. And so, the first B-series pickup was introduced in August of 1961, branded as the B-1500, referring to the trucks engine displacement. The little 1,484 cc four-cylinder pumped out 59 hp and had a one-ton payload rating. The B-1500 soon made a name for itself as being a hard worker and extremely reliable little truck. With the suspension set up with a torsion bar front end and leaf sprung solid rear, the B-1500 also became well known for its comfort. And with that, Mazda created the compact truck market.

Soon, the other Japanese domestic brands began to see that Mazda were making great use of a rather large hole in the truck market. In 1965, Datsun jumped into the game with a slightly smaller 520, which used a 1.3L engine. In 1968, Toyota countered Mazda with the now famous Hilux, which matched the Mazda in size, engine displacement and power. Isuzu, along with GM allegiances, created the Faster, in 1972, which would also see limited importation into North America.

By this time, these small pickups hadn’t properly penetrated the North American market with any great success, and Mazda kept the B-Series out of the market here until Toyota and Isuzu had properly tested the waters. However, in Asia and Australasia, the small trucks were a hit, and the Mazda B-1500 was leading the way in these compact pickup friendly lands.

In 1965, only four short years since its introduction, Mazda gave the B-1500 a slight refresh, adding a four-headlight front fascia, improving the cylinder head and adding down draft carburetor rather than a side unit that upped power from 59 to 73 hp. 1971 would see the B-series finally make it to North America in the form of its third generation. This new truck would see very little in the way of cosmetic changes, however, power was increased yet again with a displacement change from 1.5L to 1.6L, thus changing the vehicles name to the B-1600.

At this time, Mazda were also heavily invested in the Wankel engine technology, now popularized with the Mazda brand and dubbed the rotary. Mazda would use the 13B rotary engine in the B-series from 1974 to 1977, creating the world’s first rotary powered pickup. The rotary powered B-series featured flared fenders, a battery mounted under the rear bed and special edition designed dash, grille and headlights. However, while the twin rotor, 1.3L, 13B was ideal in Mazda’s sports car, the Cosmo, and the RX-4 and RX-5 coupes, the engines low torque rating did not make a good match with the pickup trucks needs and was soon cancelled. Like most rotary powered Mazda’s, it didn’t go out without a fight, as Mazda raced one of these special editions at the 1975 SCCA Mojave 24 Hour Rally.

It was in this era that also saw Mazda’s first truck cooperation agreement with Ford, which would see the new B-1800 be rebadged as a Ford Courier. Ford was in need of small truck to combat the influx of small Japanese pickups like the Toyota, Isuzu and Datsun. The Courier was produced by Mazda in Japan and imported into the US minus the rear bed to combat tariffs.  With the new 1.8L engine increasing torque to 92 lb-ft, the Courier/B-1800 had an impressive 1,400 lb load capability combined with a cheaper price tag than the F-100. The only real difference between the Mazda and Ford variants were the badging on the tailgate and hood, while the Courier had a unique grille to mimic that of the F-100.

1978 would see another generation of the B-series created, this time the truck got the full treatment with an all-new 80’s body design and the usual increase in displacement to 2.0L, however this time with the introduction of fuel injection. Soon after, one of the most popular versions, the aforementioned B-2200 and B-2600 would be introduced in 1985. This marked the height of small truck production, and the B-series saw a whole host of both body and drivetrain upgrades. The B-2000, became the B-2200, then B-2600 with the later producing 121 hp. The body was modernized with plastic bumpers; upgraded grille and headlight assemblies while part time 4WD could now be had for the first time. Customers now also had the choice of a long box or a king cab option on their vehicles. The B-series was sold in North America in this guise for well over a decade, from 1985 to 1998, and while the Courier was still based off the B-series platform, it was not offered in North America, as Ford had now created the Ranger for itself.

However, this would change in the later half of 1998, when Ford changed the B-series forever. They flipped the table on Mazda, effectively killing off the Japanese built truck in North America, and now chose to use the Ranger as the base platform, pumping out Mazda equivalents as thinly rebadged Rangers.

In its new North American cloths, the B-series not only received much larger engine packages, but its size grew exponentially to meet the North American needs. The choice of a 2.3L (B-2300) or 4.0L (B-4000) engines were now mated to either rear-wheel-drive, or optional 4WD with a dash mounted switch. Several of these new 4WD’s were now on par with the more popular Toyota and Nissan trucks in terms of off-road modifications and capabilities. However, with Ford now calling the shots, the only improvements made to the vehicles over their 12-year lifespan was little more than the addition of trim options. As a result, both the Ranger and B-series began to loose favour in a market that saw an every increasing move towards larger full-size trucks, as those trucks reaped the rewards of increased attention, allowing automakers to sell them for nearly as cheaply.

Unfortunately, the writing was on the wall as early as 2009, when word of the B-series demise began to leak. True to their word, with sales dwindling, the B-series was finally executed in 2010, with only a few unsold units still sitting on dealer’s lots. It’s an unfortunate end to what was a great vehicle, and so we pay tribute and homage to the first popular mass-produced compact pickup. RIP B-series.

Review: 2011 Ford Explorer

Great explorers must overcome great hurdles in order to not only to achieve their goals, but in many cases, just to stay alive. Sir Ranulph Fiennes was the first man to reach both North and South Poles, but he lost several fingers and toes in the experience. Likewise, Robert Falcon Scott, who raced Roald Amundsen across the Antarctic to realize the dream of being the first man to the South Pole, only to loose the race by 35-days and later his life on the return journey due to improper preparations. In the cutthroat world of the SUV, the waters are not as warm and comfortable as the Caribbean; rather icy and treacherous like the Arctic. The once powerful SUV has had to give way to the surge in popularity of the Crossover, as the public demands a high cargo and passenger volume vehicle that handles like a car.

Enter the Explorer, the pioneer of the modern SUV, however, as of late, with all the Japanese competition as well as Dodge, Jeep and Chevy producing significantly upgraded unibodied utes, the Explorer had become a relic of out of date body on frame technology. Like most of Fords range of new vehicles, 2011 sees all change for the Explorer, with an all-new unibody stuffed with as much technology Ford could squeeze into it.

Other than body construction, the biggest step forward is how much greener the Explorer has become with the new 3.5L V-6 producing 22% better fuel efficiency, with at city rating of 11.9/100km and 8.0L on the highway. All this comes with an improvement in power as well, upping to 290 hp and 255 lb-ft. The upcoming 2.0L Ecoboost that is due later this summer is even more impressive offering up 237 horsepower and 250 lb.-ft. of torque. However, despite its name, fuel efficiency is actually worse than the V-6, with a 13.1L/100km city and 8.7L on the highway.

The new design is quite an eye catcher if I do say so myself, and sports some distinctly Land Roverish touches that really add to the refinement of the vehicle. Inside the same can be said as a stylish interior design is matched with high quality soft touch materials, while what few buttons there are, give off a very luxurious feel and actuation. However, the coolness factor gets cranked to 11 with both the gauge cluster and center stack satnav, entertainment and HVAC centre.

Like the Fusion, the Explorer utilizes an adaptable digital gauge cluster giving the driver just about any onboard information one could ask for. The Sony controls are all touch sensitive

Along with the cool displays the Explorer has a mass of new drive technology. The list of control system acronyms for the Explorer is large enough to make an Infiniti blush. The Explorer has benefited with a heavy influx of shared technology that has been developed with the specialists expertise of out-going partners Volvo and Land Rover, with excellent safety and off-road abilities.

Lets start with the safety side of the equation. The new Explorer stepped up to bat big time in the safety department with the usual suspects; traction control, ABS and stability control, while adding the BLIS blind spot warning system, cross traffic-alert, adaptive cruise control and collision warning with brake support.  However, if you don’t think that’s enough, Ford have developed an industry first with the introduction of inflatable rear seat belts found in the 2^nd row outboard seats. As a $250 option on XLT and Limited models, this system uses a compressed air container under each seat which fires air into an airbag folded into the seatbelt. The airbag tears through a seam in the belt, tripling its contact area in the event of a collision. Also debuting is Fords curve control system, which will detect if the vehicle has entered a corner too fast, and keeps it on the road by working with all the systems mentioned above, as well as roll over control, effectively controlling speed and skidding.

Land Rover faithful will know the multi-surface interface now found in the Explorer, allowing the driver to choose either snow, sand, rutted or normal driving conditions. Well, that system, known as the Terrain Management System, now makes the Explorer a formidable soft-roader. And just for good measure, Ford has added a hill decent function as well. With the Terrain Management controls in communication with the driving aids, it all combines to create a vehicle with incredible traction in any environment. Despite the Explorers independent suspension and relatively low ride height for an SUV, it performs beyond its mechanical disadvantages. However, that being said, the Explorer is missing one vital part of the Terrain Management System lacks the air springs found in the LR4 and Range Rover models, a feature that massively increases the off-road character of those vehicles. If Ford are smart, they will offer adjustable lift suspension in an off-road special edition, much like but not as extreme as the Raptor.

So, how does it all work in the real world, on roads slick with packed ice? With our tester wrapped with Continental ice tires driving in the standard surface setting already gives the driver a confident feeling on snow and ice as the Explorer is well planted and turns in well. With the multi-surface control set to “Sand” the explorer starts to get frisky as the computers start to allow the wheels to spin up, and the vehicle is allowed to slid around a little bit before traction and stability programs step in. In “Snow” mode, throttle response is cut and the traction and stability programs are working at the hardest to keep the vehicle on the straight and narrow. The result is a phenomenal amount of grip on even the slipperiest of surfaces.

Overall, Ford have done a wonderfull job bringing the aging old Explorer up to date, and none too soon as both Jeep and Dodge have also made eaqually impressive leaps with the Grand Cherokee and Durango. Until driving the Explorer, I was most impressed with the Grand Cherokee’s excellent new unibody. However, with Fords new design, and one of the most impressive interiors in the business, the Explorer just takes over as my pick for the segment. However, like I said above, if you are looking to do some off-roading, something old Explorer owner are quite fond of, I would suggest the Jeep, as they have the advantage of height adjustable air springs, the Explorers one let down.

SPECIFICATIONS:

MSRP: $29,999

Price as tested: $44,199 (LTD AWD)

Type: 4-door, full-size SUV

Engine: 3.5L V-6, 2.0L I-4

Horsepower: V-6 290, I-4 290

Torque: V-6 255, I-4

Transmission: 6-speed automatic

Layout: Front engine, front wheel drive, optional AWD

Brakes: Four-wheel discs

Fuel Economy (L/100km): 11.9L city, 8.0L highway

Trail Report: A Rubicon in the Moab

It’s Easter, and in the 4x4 world that means one thing, it’s Easter Jeep Safari week in Moab, Utah. If for some reason you are not aware of Moab, there is only one thing to know. For a week around Easter, this sleepy little town becomes the centre of the universe to the 4x4 community, much like Sturgis to the biker crowd, only with less leather and exposed mammaries, for the most part.

Anyone who has been to Moab, and the surrounding area will know why this event is as popular as it is. The beauty of the surrounding mountains and desertscapes is only surpassed by the spectacular challenges of anyone of the hundreds of trails that wind themselves through valleys, climb up rocky ridges and buttes and traverse great sandstone landscapes. Its canyon lands are the prelude the Grand Canyon, while rock towers and buttes litter the arid landscape, with regions of soft sand dunes thrown in for good measure. For those of us from the wet rain forests of the BC coast, Moab might as well be on another planet.

While the region is also a hot bed for mountain bikers, its popularity with four-wheelers began back in the days following World War II. You see, the entire region is riddled with fantastic 4x4 trails thanks to the uranium boom after the war. With the cold war ramping up, and the arms race right along side, uranium was needed in great quantities as the main ingredient in nuclear weapons. Well, Uranium was in great supply in the mountains around Moab, and as such, hundreds of mines were dug into these mountains. The rugged terrain meant that roads built to the mines were sketchy at best and required military surplus 4x4’s like the Jeep and Dodge Power Wagon.

Today however, the mines are all quiet, and the roads that lead to them now take four-wheelers on scenic and challenging tours of the beautiful landscape. I was in Moab with Jeep to test-drive Mopars project vehicles. As the Safari’s popularity has increased, Jeep uses the event to unveil project machinery as well as launch production vehicles. So with a Wrangler Rubicon in hand, I decided to do a little exploring with what little time off I had.

There are dozens of official trails used for the Safari, each with it’s own supervisor, as dictated by the local 4x4 club that holds the annual event. Groups need to register ahead of time for use of these trails do to the sheer number of vehicles in town, as well as the environmental sensitivity of the region. With the media, I had already explored two of these trails with Jeep and Dodge, the first day was spent in the dunes south of the town and the second on the Seven Mile Rim trail (Easy trails but we were in press vehicles). So while the groups stuck to the regular trails, I struck out on my own, finding a scenic 4x4 road leading up Onion Creek Rd.

That’s the beauty of Moab, the region is vast and the landscape provides a myriad of topographical features to explore. Turning off hwy 128, I had no idea where Onion Creek Rd. would take me, but one thing I was sure of, I would likely find new and interesting things along the way.

From 128, Onion Creek Rd. runs straight and flat across the Colorado River canyons floor, however it didn’t take long for things to get interesting. While most of the canyon has massive 800 to 1000 foot shear walls down to the river below, here, the creek has washed out a valley of its own, making for a gradual ascent up into the hills and high plateau abote. As soon as the road began to wind around large rocky outcropping, the route took me over several creek fordings as the road and creek crisscrossed each other into the hills. The rocky hills were soon becoming spires, tall thin rock towers that held large boulders precariously on top. It was a surreal scene making me think I was in a Roadrunner and Coyote cartoon, and would soon have an Acme rocket shot at me, or large rock dropped from above.

As I pressed on into the wilderness that was rapidly becoming more extreme, the creeks canyon walls seem to close in while the road narrowed to the point that the Rubicon was just wide enough to fit between the rock wall on the right, and the a hundred foot drop to the creek bed below on the left. The road was deteriorating as well, but still easy enough to get a car down; just don’t put a foot wrong or it’s all over.

Moving past the spires, the road became even more raised over the creek bed, however I was now up into much more gentler terrain. Rounding a corner, I was met with the side of a mountain, bright with several unnatural colors. However, the whites, grays, blacks and reds were all quite nature, proof positive that these hills are home to all manner of minerals, both dangerous and benign.

I pushed on up the road, finally reaching the high plateau above. The rugged and deadly chasm of rock was now replaced with a flat prairie of rock, sand and petrified dunes sitting 5,500 feet above sea level, and a sigh of satisfaction came over me at the sight. By no means was the trail a challenge to either my driving abilities or that of the Rubicon. No, it was the experience of exploring, what seemed to me, to be an entirely different world. The foreign landscape and vegetation, odd rock formations and alien colors all made me feel like an explorer laying claim to a strange new land. For anyone who owns anything with 4WD, Moab is an experience that is sure to be treasured.

Review: Lexus CT200 h

The Lexus lineup has been fairly predictable as of late. Like their parent company, Lexus keeps a safe line of conservatively designed sedans and crossovers to appeal to the largest audience possible. Other than the addition of the LF-A halo car, an ultra exclusive, ultra expensive supercar that is all but impossible to own. However, Lexus have upped the excitement level a bit with an all-new addition to the lineup, making their first foray into the luxury compact market with the CT200 h, but with a twist. This bold looking hatch is sporting Prius power.

Prius tech aside, Lexus has put a fair bit of emphases on this car being a fun to drive hybrid, a sporty hybrid if you will. Well, up until about a year ago, I thought just about everyone at Toyota and Lexus had forgotten what fun meant. And when you’re talking about a fun hybrid, Honda had already beat Lexus to the punch with the 6-speed manual transmission CRZ coupe, which may be slow, but is still great fun. However, like the CRZ, the CT200 h is indeed a well balanced, flat cornering, nimble little hatch that I must admit, is good fun to throw around. However, inevitably with any car with “hybrid” attached to its name, there is always a sacrifice or two to endure, and the CT200 has a couple big ones if you’re looking for a fun to drive, eco conscious luxury hatch.

As Lexus is one of few companies that still employ rear-wheel-drive vehicles, I was a bit let down to find the CT in front-wheel-drive format, however, it’s not a big deal and FWD’s can still be fun. Also, like the CRZ, there isn’t a whole lot of get up and go. The extra weight of the batteries, hybrid electronics and electric motor means the only other car you will want to be drag racing at the lights is another hybrid; again, not that big of a problem as the CRZ has proved. However, what killed the playful side for me was the CVT automatic gearbox. Now, CVT’s, or Continuously Variable Transmissions, are wonderful at what they do, and that’s getting the absolute best fuel efficiency possible. When mounted in the CT’s engine bay with the 1.8L petrol engine and Lexus Hybrid Drive system, the CVT works wonderfully to eek an impressive 4.6L/100km combined fuel efficiency. Even as I ran the car through its paces in the highlands of the Rocky Mountains, I averaged an equally impressive 5.8L/100km. But when you want to take an inspired Sunday drive through the mountains, the constant howl of the engine and lack of any gearshifts can make what should be a fun car to drive, rather mundane, and to make things worse, Lexus even added paddle shifters to a car that doesn’t have any gears. That makes about as much sense as a male cologne commercial, and is equally as painful to endure. Unfortunately this is the only flavour you can get this car in, and Lexus say there are no plans for addition drivetrain options.

But lets move to the next big story with this car, that of its shape and looks. Personally I love the cars shape, a compact hatch is just what this market needed, and it is great to see that Lexus had the balls to jump in feet first with the CT, while BMW kept the 135 hatch at home. Great shape, however, the finer touches are still very safe. Like every Lexus, and Toyota for that matter, the CT's design sticks with the tried and true styling’s, designed not to upset anyone. However, while the CT200 h may sit middle of the road, I’m pleased to see that it does sit much closer to the exciting side of the spectrum.

If the exterior design had me pleasantly surprised, the interior had me head over heals as Lexus really hit the nail on the head here. Lexus interiors have never really sat right with me; however, the CT200 h sports a fantastic interior design. Climate control and stereo controls are all easy to use and are built of the finest quality in terms of touch and feel. The whole interior for that mater is top rate, as seats are very comfortable and will keep the driver refreshed even after the longest of road trips. Rear seating is spacious and comfortable, and with the rear hatch, loading large items into the rear cargo compartment is a snap. Getting back to the dash, driver controls consist of the joystick shifter you find in the Prius and HS250 h as well as the Lexus satnav mouse control and a Driving Mode selector that allows the driver to operate the car in either EV mode (electric power only,) Eco mode, Normal mode and finally Sport. Each mode after EV, improves throttle response to the engine while increasing or decreasing power directed to power zapping features such as AC.

In terms of the safety aspect, Lexus has filled the CT with no fewer than 8-airbags, active seat headrests and a myriad of electronic driving aids, which include Traction Control, Electronic Brake Force Distribution and Stability Control. All good for the average driver, however, if I’m looking to have a bit of fun, these all get turned off. Unfortunately, there is no off button to push, so the CT200 h will always be in a “mom knows best” frame of mind.

So, how does the CT fair against it’s competition? Well what competition is the real question? In terms of luxury compact hybrids, the CT200 h steals the show as the only real option on the market. If you are looking for an extremely fuel-efficient luxury compact, then you can add the Audi A3 TDI to the equation. Think of the luxury compact segment as a whole, than you can throw the BMW 1-Series and Mercedes B-Class into the mix as well. In reality, the A3 TDI is the closest match, with a great design; fuel sipping efficiency and sporty handling.

So who is the Lexus for? That all depends on what you are looking for in a luxury compact. If fuel efficiency and lowering your CO2’s is your prime concern, the CT200 h will be all the more attractive, however, if your looking for a fuel efficient car and think that power is still a big part of the performance equation, the A3 may be a little more along your lines. If economy isn't your thing and you want a pure, high performance barn-burner, the BMW is you vehicle. However, if you want a smart looking hatch, that gets great mileage and you want to give your internal environmentalist some good karma, the CT200 h is well worth taking a good look at.

SPECIFICATIONS:

MSRP: $30,950

Price as tested: $39,417

Type: 5-door, compact hatch

Engine: 1.8L I-4 with electronic assist

Horsepower: 134

Torque: NA

Transmission: CVT automatic

Layout: Front engine, front wheel drive

Brakes: Four-wheel discs

Fuel Economy (L/100km): 4.3L city, 4.8L highway