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

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

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

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

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

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.


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