Monday, October 28, 2013

Let’s Talk About Snowplows

There is nothing wrong with being prepared for the upcoming winter. We will see snow this season, so let’s talk about snowplows.

For most people who are just using a plow for clearing their own driveway, a straight-blade will more than likely be just fine. Snowsport offers a personal plow that is perfect for the homeowner. This system attaches to a front mounted receiver just like a boat trailer would. The U shaped bracket is connected to the receiver and the snow blade rides up and down on these bars to allow for change in terrain your plowing. Because there is no hydraulics involved, all you do is back up and the snow blade lies back skimming over the surface. When driving forward the blade automatically re-engages for plowing. When you are finished, lift the blade back over the push frame into the transport position. The cost of this option is $1644.

K2 is another brand of snowplow designed for the homeowner with acreage. Designed to work with a front receiver hitch, just like the Snowsport, it simply slides in the receiver and locks in place with a hitch lock. The winch is controlled from inside the cab and will raise or lower the height of the blade. The blade comes with a hardened steel cutting edge scraper, rubber snow deflector, skid shoes, and plow markers. It is available in 82”, 84”, and 88” lengths. Cost is $1315.


If you use it to make money then you will want to be able to do the job quick and efficiently, so you may want to go with the multi-position. Multi-position plows are up to 50% faster due to the fact that you can reposition the blades to all straight-blade positions in addition to the scoop and V positions. This makes the plow adaptable to nearly any job you need to do.

When it comes to the composition of the blade you have the choice between steel and poly. The vast majority of snowplows on the market today come with steel blades, although the poly plows are becoming more and more popular. The reason for the growing popularity is that poly is just as strong as steel and maybe stronger. They also have a lower coefficient of friction, which saves on fuel costs and is easier on your vehicle. The poly plows are also saturated with color all the way through so nicks and scratches do not show like they do with steel, plus they do not rust.

Attaching and detaching the plow is very important as well. You do not want to be freezing and trying to deal with getting a blade on and off your truck. Try the attachment system for yourself at the dealer so you can see firsthand how easy or difficult it is to use.

Most snowplow makers use a single halogen light bulb, which are not bright enough; some makers have come out with dual halogen bulbs with the option of upgrading to High Intensity Discharge. These HID lights are four times brighter than standard halogen bulbs and also last ten times as long.
Hydraulics is probably the most important part of the plow, along with the controls. Be sure that the hydraulics system is dependable and the controls are simple and easy to use. Go for quality rather than trying to save a buck. Remember "you get what you pay for" definitely applies here. Cost for these units are $6000 to $8000 depending on the model.

When it comes to the warranty be sure to know exactly what you are getting and what the warranty covers. Some only cover parts, while others cover parts and labor. Warranties are usually either one year or two years; so pay attention to the warranty.

Take all of these things into consideration when shopping for a snowplow and you will be able to choose the right one to suit your needs.

Article written by: Ian Harwood - "The Truck Guy"
Corporate Sales and Operations Manager for Custom Truck Parts

Thursday, August 15, 2013

Fog lights will have you beaming

Installation: Here’s the best way to pick them, place them and protect them

Weather can make a difference in our ability to drive safely on the road, and being able to see the roadway better in inclement conditions makes for peace-of-mind driving.

Fog lights are basically an improvement over your vehicle’s low beams, and really help your road visibility in bad weather. a good pair of fog lights has a narrow vertical beam, meaning they illuminate the roadbed in front of your vehicle in a tight pattern. a wider vertical beam would just reflect glare off the fog, rain or snow back into your eyes, making a bad situation even worse.

Fog lights should be mounted as low on the bumper as is practical, and often you’ll see fog lights mounted below the bumper. this is fine as long as the driver has some guarantee the vehicle will never be in a situation where the unprotected lights are smashed against a curb or other obstacle.

Take into consideration the ride height of the vehicle when determining where to attach fog lights. if your sports compact has been lowered, installation below the bumper is a risk. But a 4x4 with a lifted suspension or an oversized wheel/ tire package that rarely sees severe off-road conditions may be able to get away with tucking a set of lights below the bumper.

The best spot, obviously, is to mount fog lights as low on the bumper as possible, but where they will be protected as well. traditional fog lights are usually mounted under the front bumper about 25 to 60 centimetres from the ground.

There are two important issues to address when installing fog lights. the first is to minimize the amount of return glare into the driver’s eyes; while the other is to minimize glare cast into oncoming drivers’ eyes. in addition, both these issues must be accomplished while putting as much light as possible on the road. aiming the lights is vital for proper performance and for safety on the road.

Most fog-light kits are designed with the do-it-yourselfer in mind, and quite often for an individual with little to no vehicle wiring experience. as such, kits are designed to be plug and play and will come with pre-assembled wiring harnesses. Following the instructions, connect the hot side of the harness to a 12-volt source such as the battery or power point and to the corresponding relay point. Connect the light side of the harness to the lights and to the relay marked for the light or load side. in some cases it might be necessary to connect a ground wire.

The last step involves running the wiring to the switch inside the vehicle.

To do this, follow the path of other wiring through the firewall. Make sure all connections are secure and that all wiring is either taped or ziptied to ensure it does not interfere with any moving parts. turn on power to the lights and now it’s time to adjust the beam.

The top of the beam 10 centimetres below the lamp centre at a distance of eight metres from the front of the vehicle with the lamp facing straight forward. however, some modifications may be necessary to minimize glare.

As to choosing which fog lights are right for your vehicle, the old saying applies; you get what you pay for. a good quality set of lights make all the difference. Piaa has been a leader in the automotive lighting industry for decades, and they have many fog light models to choose from.

The 520 series, one of the best fog lamps on the market includes all wiring. Check out www.piaa.com for the complete line of fog lights or ask a CTP sales team member today.

Article written by: Ian Harwood - "The Truck Guy"
Corporate Sales and Operations Manager for Custom Truck Parts

Tuesday, July 16, 2013

Accessories can help make that Jeep your own

Customizing: Options from Smittybilt assist with enhancing performance, cabin space, off-road function


 
Jeep owners like to think they march to the sound of a different drummer, with many of them customizing their babies to make them more their own.
 
Smittybilt has been around for years; you may remember their front tubed winch bumpers from the ’80s. Just about every Toyota truck owner had one.
 
Well, the aftermarket maker is full swing into Jeep accessories these days, and they have a lot to offer.

One of the more popular add-ons in the XRC front bumper, available to fit Jeeps from 1976-2014, manufactured from 3/16” cold roll steel and designed to help manoeuvre your rig over those obstacles like large boulders that seem to jump out at you at every turn. There is a builtin winch plate that can accept up to a 4,536 kg (10,000 lbs.) winch.

It comes painted in a matte black powder coated finish and features a five-year warranty. There is also a matching rear bumper that has a built-in tire carrier. This can handle up to a 37-inch tall tire and is also matte black. It has a class-three trailer hitch and d-ring mounts welded inside and out.
XRC rock sliders are ideal for rock crawling; they protect the side of your Jeep from unwanted body damage.

Armor corner guards provide a larger wheel well opening and feature a fender flare and fuel filler door.

SRC tubular doors replace the factory doors and bolt up to the factory door hinges, a very easy install.
 
Roof racks are another popular item for Jeeps especially with their limited cabin space. The SRC rack has removable cross bars for easy soft or hard top removal and is designed to work with Thule or Yakima roof rack accessories. It can hold up to 136 kg (300 lbs.) and its contoured design flows well with the jeep’s body lines.
 
Interior soft good items are available to attach to the factory roll cage and can hold a variety of items, including cellphones, flashlights, fire extinguishers, and even a bottle of water. There’s also a centre console that has a security compartment and additional cup holders.
There is a full line of trail equipment available. A clinometer that can be mounted on the dash can show you what angle you are on, side to side and front to back. It features a cool picture of a jeep in the dials.

A trail jack is a very useful item to take with you into the back country. It is rated up to 2114 kg (4,660 lbs.) and is constructed of solid cast steel that is powder coated.
 
Recovery straps are another valuable item to have and are available in 2x20, 2x30, and 3x30 feet lengths. They range in price from $24.59 to $49.19.
 
A recovery utility tool is a collapsible shovel that is very similar to the ones used in the military; it features two serrated edges for cutting and digging. Fully extended it is 26 inches long and collapsed is nine inches, an easy item to pack and a great tool to carry with you.

For more information on any of these products or other products mentioned above, go smittybilt.com
 
Article written by: Ian Harwood - "The Truck Guy"
Corporate Sales and Operations Manager for Custom Truck Parts

Friday, July 5, 2013

This Big Ram has Plenty of Jam

Strong contender: Dodge provides drivers
with comfort to enjoy and power to spare

The final competitor in Truck Guy’s 2013 Truck of the Year competition is the Ram 1500.

Easy to get into

Few cosmetic changes were made to the 2013 Ram 1500, including the front-end modifications required to facilitate the new active grill shutters.

Full-length side boards make it easy to climb in and out and prevent rocks kicked up from the tires hitting the body. My tester was equipped with the available Ram box that is built into the sides of the truck box.

Great place to lock away items such as fishing rods or golf clubs.

One change that is a real standout is the fully adjustable air-suspension that allows you to increase the truck height for off-road. It also automatically adjusts to a lower height when at highway speeds.

Roomy and comfortable

I was using the Ram 1500 Outdoorsman crew cab 4x4 for my evaluation. The seats were cloth and big and comfortable.

The rear seats are a 40/20/40 bench that fold to allow for more cargo space. The rear sliding window is controlled by a switch just above the
rear view mirror.

The entertainment centre is an 8.4-inch touch screen with a 30GB hard drive that has a capacity of 6,700 songs. There are nine speakers located throughout the cab area in addition to a subwoofer throughout the cab area.

The Uconnect system is one of the easiest systems in which to connect your smartphone and allows you voice commands to do a variety of functions without distracting you from the road.

A rear video entertainment system is also available as an option.

The Ram 1500’s drive selector is mounted on the dash next to the volume control for the radio. This positioning means you need to be careful when turning up the volume and not switching into reverse.

Most truck owners like the feel of a shifter that you can grab and feel going into gear as opposed to a dial. The other hang-up I have is the manual mode shift buttons mounted on the steering wheel. They’re too small and located too close together.

The last thing you want to do coming down a long hill hauling a heavy trailer is searching for a small button to shift down.

Not short on safety

Plenty to offer here, including driver and passenger front airbags with occupant sensor, side curtain airbags, Sentry key engine immobilizer, tire pressure monitoring system, electronic stability program (ESP), all-speed traction control, trailer sway control, brake assist, hill start assist, electronic roll mitigation, park sense Rear Park assist system, security alarm and a rear park view backup camera.

Choose your power

Three solid power plants to choose from:
A 3.6-litre Pentastar that produces 305 hp and 269 lbs.-ft of torque
a 4.7-litre flex fuel V8 with 310 hp and 330 lbs.-ft of torque
the last is a 5.7-litre Hemi V8 with 395 hp and 407 lbs.-ft of torque

Pump frequency

V6: 13.0/8.5 L/100 km (city/highway)


Warranty support

Basic 3 years/ 60,000 km
Powertrain 5 year/ 100,000 km

Roadworthy

My test vehicle was equipped with the 3.6-litre Pentastar engine mated to the eight-speed torqueflite transmission. This transmission coupled with the highly efficient V6 engine is the key to a fuel efficient truck.

Throw in the stop-start system, active grill shutters, and automatic levelling air suspension and you have a gas miser that is fun to drive. The towing capacity of this particular truck is 2,653 kg (5850 lbs.) with a gear ratio of 3.55.

I towed a 2,700-pound trailer with a 1,200-pound UTV on board. Handled well and power wasn’t a concern.

Check out next weeks article where we'll announce the winner of Truck Guy’s 2013 Truck of the Year competition.

Sticker price

ST $19,995
Tradesman $20,695
SXT $20,495
SLT $24,795
HFE $25,295
Outdoorsman $28,045
Big Horn $30,145
Sport $31,745
Laramie $36,095
Laramie Longhorn $42,595


Article written by: Ian Harwood - "The Truck Guy"
Corporate Sales and Operations Manager for Custom Truck Parts

Tuesday, June 25, 2013

Silverado stays course for good reason

Chevrolet 1500: 2013 version of pickup offers the quality look and solid features it’s had for several years


Part 2 of Truck Guy’s 2013 Truck of the Year competition feature’s the 2013 Chevrolet Silverado 1500.


Looks similar for now

Except for a few cosmetic changes, the Silverado has virtually stayed the same since 2007. It has been a successful look for GM and I haven’t heard too many complaints about body styling. In fact, there has been a lot of praise for the design. That said, winds of change are coming for the 2014 model.

Interior works

Chevy trucks have long had well appointed interiors. Whether you choose cloth seats or leather you can expect large comfortable seating. The Silverado is no exception. The dash is well laid out and easy to manoeuvre around without distracting you from driving. The centre console is large enough to hold files and also acts as an armrest. The 40/20/40 split-bench front seats are available on the WT , LT and Hybrid models with a 10-way adjustable driver and front passenger seat on the LTZ model. The rear seat is 60/40 split folding and can be found on extended and crew-cab models.

Safety a priority

Standard features include dual stage, driver and right front passenger airbag, side head curtain airbags that run the full length of the cab, seat-mounted side impact bags for driver and right front passenger. GM’s OnStar system comes free for the first six months, then available with a subscription after that.

Power to spare

No shortage of engines in the 2013 Silverado, with five to choose from. The 4.3-litre V6 with 195 horsepower and 260 lbs.-ft of torque is good on fuel economy and powerful enough to get you to you where you need to go. Next up is the 4.8-litre V8 Flex fuel with 302 horsepower and 305 lbs.-ft of torque. The 5.3-litre V8 Flex Fuel features an active fuel management system, 315 horsepower and 335 lbs.- ft of torque. The 6.2-litre V8 is also Flex Fuel capable and features variable valve timing active fuel management, 403 horsepower with 417 lbs.-ft of torque. The final choice is the 6.0L LIVC V8 Hybrid with electric propulsion system, 300-volt hybrid battery pack and high voltage management module. Its power ratings are 332 horsepower and 367 lbs.-ft of torque. A 4-speed automatic transmission with overdrive and tow/ haul mode come with the 4.3L and the 4.8L, while a six-speed automatic with tap-up/tap-down shift control and tow/haul mode are mated to the 5.3L, 6.2L engines. When properly equipped, this truck can tow up to 4854 kg (10,700 lbs.).

Pump frequency:

4.3L 2WD 14.1/10.00 L/100km (city/highway)
4.8L 4WD 15.0/11.4 L/100km (city/highway)
5.3L 2WD 15.2/10.6 L/100km (city/highway)
5.3L 4WD 15.9/ 11.2 L/100km (city/highway)
6.2L 2WD 17.0/11.1 L/100km (city/highway)
6.2L 4WD 17.7/11.4 L/100km (city/highway)

Warranty support

Basic three years/ 60,000 km
Powertrain five years/ 160,000 km
Hybrid Components eight years/160,000 km

Comfort for long trips

I drove two models for a week. The first was the 4.3-litre 2WD and the second was the 5.3-litre 4WD . The 4.3L had plenty of power, which came as a pleasant surprise. The move up to the 5.3L wasn’t all that much different but you could feel it on the hills. A little extra horsepower goes a long way. Driving both models with a trailer you can really notice the difference. I like the interiors and have for a number of years although the heavy use of plastic is not appealing but seems to work in the GM products. The seats are comfortable and on long drives this is noticeable — and appreciated. Visibility is good and, as mentioned, the gauges and controls are well laid out.

Here’s the verdict

With the competition as fierce as it is in this segment, I think GM should have introduced a new model a little sooner. The technology that I see in other brands is a bit more advanced, but with that said, sometimes it’s not always best to be the first to market.

Sticker Price:

WT 2WD Reg Cab $27,205
LT 2WD Reg Cab $31,020
WT 4WD Reg Cab $32,405
LT 4WD Reg Cab $36,770
LS 2WD Ext Cab $32,030
LS 4WD Ext Cab $38,875
LT 2WD Ext Cab $36,155
LT 4WD Ext Cab $40,305
LTZ 2WD Ext Cab $44,615
LTZ 4WD Ext Cab $48,815
LS 2WD Crew Cab $34,390
LS 4WD Crew Cab $40,490
LT 2WD Crew Cab $37,820
LT 4WD Crew Cab $41,970
LTZ 2WD Crew Cab $45,770
LTZ 4WD Crew Cab $50,130

Article written by: Ian Harwood - "The Truck Guy"
Corporate Sales and Operations Manager for Custom Truck Parts

Thursday, June 20, 2013

2013 Ford F150 still large and in charge

Truck of the year: Affordability, improved fuel economy help boost traditional top-seller in Canada


Over the next three weeks I’ll be evaluating three pickup trucks; today it’s the 2013 Ford F150; next Tuesday is the 2013 Chevy Silverado 1500; and the 2013 Ram 1500 on Tuesday, July 2.

The result will determine the Truck Guy Pickup of the Year. We have been conducting a poll on Facebook for the past two months and will share these results with you at the end (www.facebook.com/CustomTruckParts).

The Ford F150 has always been a top-seller in Canada, and the 2013 model is no exception, and that has a lot to do with its pricing and its improved fuel economy.

Looks

Little has changed over the last few years when it comes to F150 body styling. That said, the grille has seen some attention over the years and this helps determine the model year. With 10 F150 models to choose from, Ford has something for everybody. This truck has a nice shape to it. Its large side mirrors fold in, the large cab windows provide excellent visibility and the large wheel wells allow for excellent suspension travel. Notice a pattern here? Large and in charge!

In The Cab

The 2013 F150 has a very well appointed interior with stitching and textured plastic along the dash and console and very comfortable front seats. My tester was equipped with heated and ventilated seats along with a leather-wrapped steering wheel. The rear seats are a one-touch 60/40 split that folds up to allow for a fully flat floor area for cargo. The back of the centre console has a 110 power plug and flow-through vents. Ford Sync, part computer and part music storage, is optional, as is the voice-activated navigation system that uses an eight-inch LCD touch screen with interactive maps, can play DVDs while in park and stores up to 10 gigabytes of music.

Safety First

Sensors are used in the advanced personal safety system that control deployment of the dual stage front airbags, front seat side airbags, and side canopy airbags. AdvanceTrac and roll stability control comes standard. If you swerve or corner too quickly, the two gyroscopic sensors measure the vehicle roll and turning rates then apply the individual brakes and modify engine power to help keep all four wheels firmly in place. Pretty cool. Mykey technology allows you to program the ignition keys with reminders to drive at appropriate speeds, limit the volume on audio system, limiting the vehicle’s top speed and muting the audio system until the front seatbelts are fastened.

Power

The 3.5-lire V6 engine is mated with a six-speed automatic transmission and puts out 365 horsepower at 5,500 rpm and 420 lbs.-ft of torque at 2,500 rpm. New this year is a 136-litre fuel tank that comes standard on the EcoBoost 4x4s, allowing you to drive over 1,400 highway kilometres before stopping to refuel.

Pump Frequency

12.9/9.0 L/100km (city/highway)

Warranty support

Basic warranty 36 months/ 60,000 km
Powertrain warranty 60 months/100,000 km
Corrosion perforation warranty 60 months/unlimited distance
Roadside assistance 60 months/100,000 km

Roadworthy

Full marks for towing, and the technology in the Ford brake control unit is amazing. It takes the white knuckles out of your vacation plans. Gas mileage is also deserving of full marks. Comfort is another quality that is hard to beat. Long trips just became a little easier.

Verdict
 

Strong out of the gate, and sets the bar. We will see how the other two competitors stack up.
 

Sticker price

XL $21,559
STX $23,855
XLT $27,103
FX2 $36,287
Lariat $42,335
FX4 $42,895
Raptor $67,591
King Ranch $59,359
Platinum $60,031
Limited $64,735

Article written by: Ian Harwood - "The Truck Guy" Corporate Sales and Operations Manager for Custom Truck Parts


Wednesday, June 12, 2013

Bigger Wheels? Try Brake Upgrade

STOPPING STRAIN: Tire-size increase can call for high-performance or grooved pads
Big wheels can pose big problems when it
comes to braking. This 2007 Ford F350 is outfitted
with 27-inch wheels and Pirelli P-Zero tires.


Brakes are usually only thought about when they fail. That said, modern brakes are pretty much bulletproof and require very little attention.

However, add larger wheels or tires and you had better start thinking about brakes because you will realize quite soon that the truck does not stop as easily.

The larger wheels act like levers trying to overcome the resistance of the brakes, and on lifted trucks the higher centre of gravity means the front brakes are going to take more of the punishment than normal. This can lead to increased wear and tear on the brake system.
The solution to this is to upgrade the brakes.

The manufacturer has made sure the stock brakes can handle what is expected of them but if the truck is used to carry heavier loads or tow a trailer on a regular basis then the brake pads will wear out faster, and eventually the brake discs, too.

Because the stock brakes were designed to work with a certain wheel and tire combination, any
increase in tire size will put a strain on the clamping action of the brake and will generate more heat.
The brakes can become so hot that the pads can no longer maintain friction against the disc, which will cause the brakes to fade, or even fail completely.

In the case of a lifted truck, more weight is transferred to the front brakes every time the brake pedal is applied, meaning they have to work harder than normal. This can also lead to break fade.
One relatively inexpensive way to upgrade the brakes is with the installation of aftermarket high-performance brake pads which can operate at higher temperatures.

The other way is to replace the stock brake discs with ones that are grooved, which will help dissipate heat. The best way to increase your stopping power is to replace the discs with larger diameter ones that will directly counter the forces generated by bigger wheels. They are also available in grooved or cross drilled versions which help them cool off quickly.

There is an added benefit to larger diameter, grooved or drilled discs: they look cool behind custom wheels.

A few things to remember about handling brakes: They create a lot of dust from the friction linings. Although usually not made from asbestos anymore, the dust is still something you will want to avoid.
Brake fluid is very poisonous stuff, not to mention flammable. Be sure to clean up any spills and wash any splashes off the painted surfaces with lots of water.

Do not use petroleum-based cleaners or solvents around brake parts. It will eat away all the rubber parts and hoses. Use only brake cleaner.

Most brake jobs can be done without loosing or removing the brake hoses and lines. If you mess
with these then you will have air go into the system and then you will need to bleed the system, which can be tricky.

After working with the brakes, start the engine and pump the pedal a few times to bring the pads into contact with the discs, and to make sure all is well before charging down the street.

Article written by: Ian Harwood - "The Truck Guy"
Corporate Sales and Operations Manager for Custom Truck Parts

The Differences Between Differentials

Differentials limit the loss of torque to a slipping wheel through clutches and gears


Often times when driving down a logging road you encounter mud on one side of the road. You slow down and travel through it, only to find you are losing traction on the muddy side and the wheel starts to spin. Before you know it, you are stuck on what appears to be a basic road. Why? It all comes down to the differential, and I’m not talking about math but the differential on your vehicle’s axle.

A standard differential, what is often referred to as an ‘open diff,’ is what comes from the factory with most new trucks. The open diff holds the ring gear and a set of gears called spider gears. These spider gears are responsible for allowing a vehicle to negotiate a turn and allow the outside wheel to travel farther and turn faster than the inside wheel.

This type of open design works great for most of the pickup trucks on the road today.

However, when a truck with an open differential meets loose gravel, or a wet section of the road, it directs power to the wheel with the least amount of resistance. The result is the wheel on the loose surface spins free, while the wheel on the better traction surface provides little or no power.

Limited slip differentials are designed to “limit” the tendency of an open diff, and send power to a wheel that lacks traction by redirecting the power to the other wheel. A limited slip diff sends power to both wheels equally when travelling straight, and when one wheel spins due to a lack of traction, the differential will automatically provide torque to the other wheel with traction.

These differentials limit the loss of torque to a slipping wheel through clutches, gears, and other methods, depending on the unit.

It will not provide 100-per-cent lock up of the differential in extreme situations, such as when a wheel completely loses traction. Limited slips are recommended for daily driven vehicles and are used in many applications where traction is sometimes needed. They are also ideal for front axles of 4x4 vehicles that are not equipped with front hubs that can be disengaged. A locking differential, or ‘Locker,’ uses a mechanism that allows left and right wheels to “lock” to each other and turn at the same speed regardless of which axle has traction or how little traction a slipping wheel has.

This means traction can be sent to a wheel that may be planted firmly on the ground while the other wheel of the axle is completely off the ground. In this situation an open differential will spin the free wheel, sending absolutely no torque to the wheel in the ground. A limited slip in this situation will send some torque to the wheel on the ground but possibly not enough to provide any forward momentum.

Article written by: Ian Harwood - "The Truck Guy"
Corporate Sales and Operations Manager for Custom Truck Parts

Tuesday, June 11, 2013

The Future of Pickup Trucks is Here

Ford’s Atlas offers a shuttered front grille, self-charging batteries and fold-up running boards



The future of the Ford F150 - The Atlas concept truck
Ford Atlas Concept Truck
Ford Atlas Concept Truck

The Atlas looks like an F150 on steroids. It’s got large wheel-well flares, and LED headlights and tail lights that offer a significant improvement over conventional halogen or HID lights. The side mirror and cargo box light are also LED. The hood is a raised power dome which wraps around the unique front grille, which features active shutters that remain open when cooling is needed and close automatically to improve aerodynamics when driving at highway speeds. The wheels also feature shutters that automatically close at higher speed. The self charging batteries use energy from wheel motion to power the shutters. The front air dam also drops at high speed and raises to provide more clearance off-road. Power running boards drop down into position when the doors are opened up and remain tight against the body when the truck is in motion. The tailgate step also can rise up to provide a cradle for holding long pieces of cargo. And the lowered section of the cab roof has tie downs to secure a ladder or lumber.

In The Cab
Covered in an ambience of blue, this interior was designed to be comfortable and highly efficient. The instrument cluster is a 3D series of displays, similar to the Ford Focus. The real meat and potatoes is the navigation screen, providing a vast array of important information, music, phone connectivity, and a highly sophisticated backup camera. And the 360-degree point-of-view camera helps drivers navigate tight parking spots. With a twist of a knob, the camera can help back up your trailer. That’s right; Ford can guide your trailer into a parking spot.

Safety First
No specs on these yet, but I would assume that the safety features from an F150 would carry over in this vehicle, with a high-tech addition or two.

Power
The next generation EcoBoost engine uses gasoline direct injection and turbocharging to deliver fuel economy gains of up to 20 per cent and a 15 per cent reduction in CO2 emissions. It also features auto start-stop technology that shuts the engine off when stopped to save fuel. It is also knows when you’re towing to disable this feature.

Pump Frequency
Not available at this time

Warranty Support
Not available at this time

Verdict
Although most concept vehicles never come to fruition, they do provide a window to what designers and engineers are working. If some of this technology finds its way onto
the 2015 Ford F150, we will be in for a treat. I say stick this beast into production and don’t change a thing.

Article written by: Ian Harwood - "The Truck Guy"
Corporate Sales and Operations Manager for Custom Truck Parts

Trailer Towing Tips to Help Keep You on Track

Truck Towing

Towing a trailer can be safe and fun, and to assure that, refresh yourself with these basic tips before you head out this season. The way you load the trailer can determine how easy you can tow it. While loading, keep in mind that the tongue weight should be 10 per cent to 15 per cent of the overall trailer weight.

One of the main causes of trailer sway is not having a large enough percentage of trailer tongue weight compared to gross trailer weight. To help prevent the trailer from swaying back and forth, a few things can be done. Try placing heavier cargo in the front of the trailer, ahead of the trailer’s axle. Also, centre the cargo left to right and use tie downs to keep the load from sliding.

Trailer sway can also lead to a loss of vehicle control. When starting out with a new load on a trailer, make sure it will not sway by gradually increasing your speed in intervals until highway speed is reached.

If the trailer does begin to sway, try adjusting the cargo and equipment accordingly and then repeat the test. If repositioning the load and equipment did not help reduce the sway, a sway control or a weight distribution system with sway control may be needed. Check your hitch ball, coupler, and safety chains every time you tow.

Many people with trailer experience use a checklist to be sure all equipment is hooked up and in good condition. Damage can happen quickly when something goes wrong.

For example, safety chains can be worn through very quickly if they make contact with the pavement. Never allow anyone in or on your trailer while it is being towed.

Speed limits for trailers are generally lower than for other vehicles. Trailers present unique safety problems in cornering, rough roads and windy conditions. Leave a little extra room between you and the vehicle in front of you. Even if you are using trailer brakes, you will not be able to stop nearly as fast as you can without a trailer.

It’s wise to double the two-second rule, making sure you maintain at least a four-second gap between you and the vehicle in front of you.

For heavier trailers, you will need to leave even more space. The longer the trailer, the farther you will have to drive straight into intersections before beginning your turns.


Your first time with a trailer will be a learning experience. Watch your mirrors carefully and go extra wide, at first, until you get used to it.

For the beginner, backing up a trailer can be a headache. To develop your skills, go to a large, empty parking lot and practise. Basically, the trailer will move in the opposite direction of steering input when backing. Many people find it easier to position their hand at the bottom of the steering wheel; the trailer will go toward the same direction their hand travels. Also, it is best not to rely on your mirrors, turn around and look at the trailer. When there is any chance of damage, use a spotter who can tell you to stop before damage occurs.

Truck Towing

Trailer sway can be a scary experience, especially if it is a large trailer. Ask my wife, who will not drive with me anymore due to an improperly loaded trailer. If this happens, do not panic. Take your foot off the accelerator and coast to a slower speed; avoid sudden movements of the steering wheel. Apply the brakes slowly when you are down to a safe speed. Once you are stopped, determine
the cause of the sway.

Often the problem is insufficient tongue weight. If it is, move some weight forward on the trailer. Remember that some vehicle/trailer combinations require anti-sway devices. When approaching a hill, you will want to keep your speed consistent whether you are going up a hill or down. When descending, be extra careful not to overwork your brakes. Use a lower gear that will keep a consistent speed without constant use of the brakes.

Pull off the road occasionally to let your brakes cool and to check your trailer brakes. If you use your trailer occasionally, habit can cause you to make mistakes.

Stay focused on your driving and do not try to perform other tasks. Remember to check your rear view mirror frequently.

Article written by: Ian Harwood - "The Truck Guy"
Corporate Sales and Operations Manager for Custom Truck Parts