world of wheels magazine - march 2013

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$3.95 CDN

issue 31 volume 1

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Vehicle may be shown with optional equipment. *Fuel consumption ratings for 2013 Fusion FWD 1.6L I4 6 Speed Manual: 8.0L/100km city, based on Government of Canada approved test methods. Actual fuel consumption will vary.

See how artist, Liu Bolin, made the background cars disappear

27733_WW_R0_FusionFrontDPS_16.75x10.75.indd 1 1/28/13 4:25 PMFord Fusion.indd 2Ford Fusion.indd 2 13-02-26 10:29 AM13-02-26 10:29 AM

First rule of taking the world by surprise? Do something the world will actually notice.

The all-new Ford Fusion: Available all-wheel drive. Enhanced suspension. And available turbocharged EcoBoost® engines that give you exhilarating power, yet give you up to 5.3 L/100KM Hwy.* Smart always stands out.ford.ca

ALL-NEW 2013 FUSION + HYBRID

27733_WW_R0_FusionFrontDPS_16.75x10.75.indd 1 1/28/13 4:25 PMFord Fusion.indd 3Ford Fusion.indd 3 13-02-26 10:29 AM13-02-26 10:29 AM

34Road TripAustin Texas?

FEATURES

12 Radical Design TroyTrepanier is a name synonymous with American custom cars

18 Feature Wheels Fitz’s 1932 Ford Hi-boy roadster

22 Driver’s Seat We hit the test track with the 2013 Hyundai Genesis GT Coupe

28 Rat Rod Nation A style born of necessity has been embraced by automotive subculture

32 Destination Circuit of the Americas, the first US F1 track built in the USA

DEPARTMENTS

5 Lugg Nutz Humorous images from around the web

4 First Gear Industry information and news

11 Part’s Counter A showcase of parts and accessories

30 Toyo Proxies 4 A review on Toyo’s newest set of performance rubber

34 Just Trucks News and information for the truck lovers

36 Last Call A look into the future at Lexus’ Project Blue.

COLUMNS

10 Grinding Gears with Jock McCleary

16 Two Cents with Scott MacDonald

26 Guy’s Garage with Scott Cameron

contentsMarch 2013 • Volume 31 • Issue 1

2O‘32 FordHiboy Roadster

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BRITISH COLUMBIAMarch 26 Vancouver Convention Centre Vancouver International Auto Show vancouverinternationalautoshow.com/April 26 Squamish to Hope Hagerty Spring Thaw Adventure 2013 www.classiccaradventures.comJuly1st SaltSpring Island BC 12th Annual Salt Spring Canada Day Show & Shine www.saltspringcarclub.comAugust18 Port Coquitlam The Sounds of Summer Ford Mustang Show & Shine www.venommustangs.comSeptember8 Langley Langley Good Times Cruise-In www.langleycruise-in.com

ALBERTAApril18 Edmonton Edmonton Motorshow www.edmontonmotorshow.comMay3 Westerner Park, Red Deer Central Alberta Vintage Auto Club Swap Meet www.westernerpark.ca/events/info/574/ June8 Reynolds-Alberta History Road: The ultimate Car Show www.history.alberta.ca/reynolds/ specialevents/historyroad.aspx

15 Lloydminster Just Kruzin Car Show www.justkruzin.com/July27 Edmonton Fun Ford Weekend Fun for the whole family

SASKATCHEWANApril13 Regina 47th Annual Majestics Car Show www.majesticscarclub.com

August6 Regina Rock’n August International Car Show www.rocknaugust.com/

MANITOBAApril26 East End Arena, Winnipeg RodaramaAugust 23 Morden Morden Corn and Apple Festival Show and Shine www.cornandapple.com/show_shine

ONTARIOMarch22 Toronto MegaSpeed Custom Car & Truck Show www.megaspeedcarshow.com/22 London Speed and Custom Car Show www.westernfairdistrict.comApril21 Ancaster British Sports Car Show & Swap www.ahcso.com/May10 Rockton Ontario Waterdown Car Show and Swap Meet waterdowncarshow.ca/18 Frankford Frankford Riverfest Car Show 26 Barrie Formula North 2013 Engineering and Design Competition www.formulanorth.com./24 Waterloo Cruizn on the Public Square www.waterloo.ca/en/gettingactive/ CruzinontheSquare.asp 26 Mississauga Mopar Spring Fling Annual Car Show www.performancemopar.ca/main/June 2 Brampton Gateway to Corvettes Show2 Paris Unfinished Nationals Car Show and Swap Meet www.unfinishednationals.com/2 Gananoque 1,000 Island Cruize-in www.1000islandscruisein.com

6 Aylmer Vanfest - Canada’s Largest Custom Van and Truck Show www.vannin.com/vanfest/ 7 London Fleetwood Country Cruize-in www.fleetwoodcountrycruizein.com/9 Owen Sound Wings and Wheels www.os-wingsandwheels.com/15 Wasaga Beach Wasaga Beach Fun Run www.wasagabeachcruisers.com/16 Port Credit Mississauga Mississauga Waterfront Festival Classic Car Show www.yellowribbonclassiccar.com/July1 Waterdown Canada Day Classic Car Cruise-in1 Bolton Canada Day Cruise www.caledoncruisers.com8 Bayfield Bayfield Vettefest www.bayfieldvettefest.com/21 Cobden Step Back in Time Antiques, Classics and Performance

NEW BRUNSWICKJuly11 Moncton 13th Annual Atlantic Nationals Auto Extravaganza

CRUIZE NIGHTS Check for a location near you. Cruizin’ the Dub From May to September, dozens of classic car owners (“Cruisers”) come out to restaurants all over the country to enjoy great burgers and to show off their cars. www.aw.ca/cruisin-the-dub.nsf/HOME

If you have an event listing you’d like to have listed here, please keep the information limited as you see above. All listing must include show date, city or town show is located in, name of show and web address. Events received are first come first served. Listing by order of date space permitting. Email to [email protected]

Appearance is Everything Visit www.autoglym.com to find out.

Choose our best finishes for your best finish.

CLASSIC CAR SHOWS & EVENTS

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As a kid, I remember looking forward to winter. I would walk to school on those blustery days all bundled up in a skidoo suit, touque, warm wool mittens and heavy winter boots that felt as though they had weights tied to them.

The cold never bothered us, proven by the fact my friends and I would spend hours outside after school in the worst of weather having snowball fights, building makeshift igloo forts or tobogganing down any hill we could find.

Snowfalls were frequent and significant. We’d lose sight of the grass in November and wouldn’t see it again until early April sometimes, and I don’t recall anybody ever complaining.

Now our winter season, in Southern Ontario at least, is little more than a few snow days here and there separated by thaw cycles that effectively melt any grip winter was trying to secure. Sure, it’s still a bit chilly from time to time, but in the last few years my only winter jacket has only been worn a handful of times. There have even been days when riding my motorcycle wasn’t out of the question.

As much as I miss those white winters of my youth, I don’t look forward to when the local forecast threatens a major snowfall. I really hate to

shovel these days and I just can’t seem to keep my hands warm anymore, maybe I need to go back to those wool mittens.

Hopefully this issue of World of Wheels will help warm you up and get you thinking of spring. Our feature wheels this issue is a 1932 Ford Hi-Boy Roadster owned by a local Burlington resident. Fitz, as his friends call him, dedicated nearly five long years and a great deal of effort building his boyhood dream car. This ’32 is a great example of how less can be more when it comes to classic builds.

Covering off the more is more camp is a feature chat with U.S. custom legend Troy Trepanier. He gives us an inside look into his world of custom, one off, high-end cars. Troy, recipient of a Ridler award, is truly a craftsman in every sense of the word.

World of Wheels also looks at the evolution of the Rat Rod craze. Forget perfect paint and spot free mirror finished chrome, these cars, trucks and bikes sometimes don’t even have paint. The ‘as found’ natural finish of oxidization on parts and panels is the cat’s meow to these devotees. When they are so inclined to lay on the paint, flat black with red accents seems to be the popular choice.

Not to be forgotten are our two test vehicles – Hyundai’s

Genesis coupe and Nissan’s Titan crew cab SL. We put these nameplates through their paces and give you the lowdown on what we found.

We’ve got loads of stuff going on this issue from a review of Toyo’s new Proxes 4 performance tires to and a visit to the Circuit of the Americas – the only Formula 1-dedicated track located in the U.S.

We hope you enjoy World of Wheels as much as we love bringing it to you. Keep warm, we’ve got lots of great stories in the hopper including a special Mopar edition in August.

Cheers,Scott MacDonald

stay warm

COMMENTARY

Did you know that we now offer an online service for our subscribers where you can do everything from making payments to changing your address? Just log onto our website worldofwheelsmagazine.com, Click on the subscribe button and follow the links on the left-hand-side.

volume 31, number 1 worldofwheelsmagazine.com

General manager DAVID HARVEY

Automotive Publications Editor Jackson HayesPublication manager Scott MacDonald

Production manager Rhonda RidgwaySenior graphic designer Brian RobertsGraphic designer Linda Clegg

Advertising manager Matt NicholsonAccount managers Dave Kraisosky, Ralph Ventriglia Special projects manager Jock McClearyAssistant office manager Donna AllenDistribution manager Alexandria Anchor

Available by subscription and on newsstands from coast to coast.World of Wheels is published six times a year (January, March, May, July, September, November) by Metroland West Media Group — a division of Metroland Media Group Ltd. Also publishers of Carguide, Canadian Autoworld, Boatguide, Boating Business, PORTS Cruising Guides, West of the City, Taste, Shopaholic, Ideal Home, City Parent and Forever Young Information.

Metroland Media Group Ltd.Group Publisher Neil OliverDirector of Production Mark DillsBusiness manager Sandy Pare

Editorial & Sales447 Speers Rd., Suite 4, Oakville, ON L6K 3S7.Phone: 905-842-6591 Toll Free: 1-800-693-7986 Fax: 905-842-4432

Editorial: [email protected] are welcome. Editorial contributions must be accompanied by a stamped, self-addressed envelope and will be handled with reasonable care. However, the publisher assumes no responsibility for the return or safety of material including artwork, transparencies, and manuscripts.

Circulation & SubscriptionsE-mail: [email protected]: 905-842-6591 Fax: 905-842-4432Mail: World of Wheels Circulation Department4-447 Speers Rd., Oakville ON L6K 3S7 www.worldofwheelsmagazine.com

From time to time World of Wheels makes its Subscription list available to reputable companies and organizations whose products and services we believe may be of interest to you. If you do not want your name to be made available, contact our circulation department in any of the four ways listed.For delivery in Canada GST incl.• 1 year (6 issues) $17.99 2 years (12 issues) $28.99 • 3 years (18 issues) $35.99USA add $10 year • Foreign add $30 yearMake cheque or money order payable to World of Wheels

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General enquiries: [email protected]: [email protected]: [email protected]

No part of this magazine may be reproduced without the written consent of the publisher. We acknowledge the financial support of the Government of Canada through the Publications Assistance Program and the Canada Magazine Fund, toward our mailing and editorial costs.

Return all undeliverable Canadian addresses to:Premier Publications and Shows4-447 Speers Rd., Oakville ON, L6K 3S7E-mail: [email protected]

6 | World of Wheels | MArCh 2013

06

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A collection of humourous automotive related images discovered on the wonderful world-wide web. If you have a funny automotive related image and would like to see it posted here please send your image to: [email protected].

LUGGNUTZ

How many alternate solutions do you have to reject as rediculous before you finally settle on this as your best idea.

If you think this is a good idea, you might be a redneck

To make an outgoingcall, this hillbilly must stay within a radius of hundred feet of hishouse, otherwise hewill pull the wire rightout of the walljack.

Looks like he got himself some good air!

Sh!t!

conductores estúpidos

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ƒirstGear

Chevrolet is redefining modern perfor-mance with today’s debut of the all-new Corvette Stingray. And only a Corvette with the perfect balance of technology, design and performance can wear the iconic Stingray designation.

The 2014 Corvette Stingray is the most powerful standard model ever, with an estimated 450 horsepower (335 kW) and 450 lb.-ft. of torque (610 Nm). It is also the most capable standard model ever, able to accelerate from 0-60 in less than four seconds and achieve more than 1g in cor-nering grip. It is expected to be the most fuel-efficient Corvette, exceeding the EPA-estimated 26 mpg of the current model.

“Like the ’63 Sting Ray, the best Cor-vettes embodied performance leadership, delivering cutting-edge technologies, breathtaking design and awe-inspiring driving experiences,” said General Motors North America President Mark Reuss. “The all-new Corvette goes farther than ever, thanks to today’s advancements in design, technology and engineering.”

The all-new Corvette Stingray shares only two parts with the previous genera-tion Corvette. It incorporates an all-new frame structure and chassis, a new pow-ertrain and supporting technologies, as well as completely new exterior and inte-rior designs.

8 | World of Wheels | MArCh 2013 MArCh 2013 | World of Wheels | 9

return of the

Stingray

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Gear


It's far from new, but it's also far from ordi-nary. The Legacy Power Wagon ($120,000-$170,000) is a living, driving legend. Handcraft-ed by auto artisans in Wyoming, the Power Wagon is completely restored from its humble Dodge roots, and offers your choice of a 2- or 4-door configuration, a V8 or Turbo Diesel en-gine, manual or automatic transmission, and a variety of wheel sizes. You also get a modern interior, A/C, a custom dash and control panel, Dynatrac rear and Dana front axles, four-wheel disc brakes, power steering, and a bunch of other goodies that weren't available on the original. Oh, and don't forget the winch.

LEGACY POWER WAGON

Are you a closet Big Rig lover? Have you had visions of rolling down the highways in a Kenworth or Pe-terbuilt – A real king of the road? Well unless you are prepared to go through the process of getting your AZ license there is not much more you can do than dream a little. Or is there?

In Nashville Tennessee there is a company who is able to help. LilBigRig.com is a custom conversion company specializing in transforming your 1973 thru

1987 full size Chevy or 1994 through 2003 Dodge Ram into a proportionatly reduced Big Rig Replica.

Complete with sleeper cap, stack exhaust, west coast mirrors and options from an available online spec sheet, the Lil Pete or Lil Ken may be just the scratch for your itch.

Priced starting from just under $13,000 U.S., you could be living your dream in as little as eight to ten weeks.

Check out LilBigRig.com for more information.

L’il Big Rigs

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ƒirstGear


Michael Waltrip to drive for Swan Racing in the Daytona 500Two-time champion reunites with former crew chief for the Great American Race

Michael Waltrip, a two-time Daytona 500 champion, will pilot Swan Racing's No. 30 in the 2013 "Great American Race," reuniting him with former crew chief Tony Eury Jr. The race marks Swan Racing's NASCAR Sprint Cup Series debut since announcing its new ownership this month.

"I am thrilled to drive the No. 30 Toyota for Swan Racing and the chance to win a third Daytona 500," said Waltrip about the one-race deal. "Reuniting with Tony Jr. and Steve Hmiel brings back a lot of good memories and is going to create new ones."

"Swan Racing is here to compete and to build a championship contender," said Swan Racing owner Brandon Davis who has vowed to end the practice of habitual "start and parks" for the team. "This one-race part-nership with Michael puts a two-time cham-pion behind the wheel and the No. 30 in the mix at the Daytona 500."

Waltrip qualified for 25 consecutive Day-tona 500s between 1987 and 2011 winning his first in 2001 and a second in 2003. In 2002, Waltrip won the July race at Daytona International Speedway, bringing his total to three NASCAR Sprint Cup Series wins at the "World Center of Racing."

The Daytona 500 is scheduled for Sunday February 24, 2013 and will be broadcasted live on Fox.

The Scion FR-S is being recognized by some of the world's largest automotive publications, as part of their “10Best” cars of 2013. Scion introduced the FR-S earlier this year to positive industry reviews and consumer excitement. The FR-S shares its spot on the list with the Subaru BRZ. “We are honoured to have the Scion FR-S named by Car and Driver Magazine as one of the “10Best” cars of 2013.” said Larry Hutchinson, Senior Executive Director, Toyota Canada Inc. “The FR-S is a great example of what we’re achieving with the Scion brand – stylish, fun-to-drive and customizable."

The FR-S features a lightweight design and 2.0-liter flat boxer engine capable of producing an impressive 200 horsepower and 151 pound-feet of torque. Affordability and performance have made the FR-S a fast favourite since it arrived in Canadian showrooms.

Scion FR-S

We're not the only ones to be surprised with a Hot Wheels toy instead of a real car over the holidays, but now it's time to turn the tables with the Camaro Hot Wheels Edition. The very first full-size, production Hot Wheels car to ever be offered for sale, this limited edition Camaro will be available in V6-powered LT and V8-powered SS trims, offering between 323 and 426 horsepower. Inside, the black leather-trimmed interior is accented with red and black seat stitching and complimented by the MyLink infotainment system, while the Kinetic Blue exterior features a ZL1 rear spoiler and front upper grille, a ground effects package, black 21-inch wheels with red outline stripes, a two-tone matte hood graphic, rear taillight blackout graphic, fender flame graphics, and Hot Wheels logos all around. Watch for this beauty in the first quarter of 2013.

CAMARO HOT WHEELS EDITION

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The Quicksilver VRV comes in 2 models. The 5x12 model for a single motorcycle or ATV with a tip-out bunk and the 7x16 model, with double tip-out bunks. Each model has a living quarters area featuring aluminum cabinetry, closets and private commode room where an optional Dometic cassette toilet can be utilized

The Quicksilver VRV is of all-aluminum construction - it's "built to stand the test of time while offering the lightest trailers on the market." They are leading the industry by offering the most standard features and all aluminium construction, both Quicksilver models have stabilizer jacks, D-rings in the aluminum floor, power roof vent and a main door on curbside all as standard.

Livin Lite says that these trailers are just two of their many models.

MSRP starts at $5,999 (5x12) and $11,999 (7x16).

visit www.livinlite.com

Multiuse Cargo Trailer

Very cool. These little beasties are street legal (on the west coast anyways). Powered by either a Kawasaki or Honda motorcycle engines, these vintage bumper car bodies are transformed into the most awe-some form of mini-car we’ve seen in too long.

There are seven of these little monsters floating around California, and they’re all the creation of one man, Tom Wright, a builder in the outskirts of San Diego who figured the leftovers of the Long Beach Pike amusement park needed a more dignified end than just the trash heap.

A couple of these roadsters are said to be capable of 160mph/268kph, which is terrifyingly fast in machines with such a short wheelbase. By the way, they are almost indestructible in accidents!

QuickSilver

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I don’t think I have ever seen such a display of pure madness on the roads as I did during the recent holiday sea-son.

At a time when we are bombarded with clichés about goodwill and re-spect for our fellow man, I witnessed enough truly malicious maneuvers in parking lots, on residential streets and on the highway system around the Greater Toronto Area to fill an episode of Canada’s Worst Driver.

This collection of driving ignorance got me thinking: Was I witnessing a lack of driving skills or just a lack of manners and consideration for oth-ers? Are drivers ruder now compared to previous generations? Have driving skills deteriorated over the years?

It still amazes me when people treat stop signs as yield signs or, even worse, suggestions. I was re-cently stopped at a stop sign waiting to turn left. There was an elderly woman crossing in front of me pushing a shopping cart. She wasn’t walking stereotypically slowly, but as she passed the front of my SUV, a Civic driven by a 20-something girl came up on my right looking to turn right. The Civ-ic whipped around to pull ahead of me and attempt a right turn without really stopping at all.

She couldn’t see if anyone was crossing in front of me until the elderly pedestrian stepped out from the front of my vehicle. I held my breath as I watched the scene unfold. Luckily, the woman had stopped and the Civic narrowly missed her cart.

After she stopped her car, the girl behind the wheel of the Civic hit the horn and flipped the elderly woman the middle finger. I will spare you what I think she said from reading her lips.

The situation, which could have been dramati-cally worse if timed differently, demonstrated a lack of understand and respect for certain protocols at intersections.

That sense of entitlement doesn’t stop at the intersection (no pun intended!). That same day I watched a Subaru dart from the highway onramp across three lanes of highway traffic to the far left lane without any outward sign of the wellbeing of others. He was insistent in getting to the outside lane as fast as he could. He didn’t care if he took the front end of my car off, rear-ended the truck in front of me or made the car passing me on the left slam on the brakes to avoid a collision.

Again, we were all greeted by the customary one finger salute by the offending driver. There was a

tad bit of poetic justice in this case as the fast lane the Subaru driver was hell-bent on driving in was far slow-er than the rest because of a minor accident up ahead. The guy behind the wheel of the Subaru did look rather sheepish when the car he had just honked at went past him in the centre lane with the driver offering a sarcastic wave.

There have always been certain people who assume their indication to change lanes translates to “give way to me.” Just because you want to change lanes doesn’t mean you should and that everyone should accommodate your desire.

When I was taught to drive it was check my mir-rors and blind spots before doing anything. Mirror, blind spot, signal, maneuver was the saying – a les-son I still follow to this day.

Has driving always been like this? I tried to chalk it up to the stress of the holidays, but as someone who spends a lot of time on the roads, I knew I was fooling myself. Behavior like the two aforementioned drivers is more the norm than the exception now.

Assessing whether today’s drivers are worse and ruder than in previous generations is nearly impos-sible. There are variables that throw many scientific approaches out the window. However, there are certain factors we can look at when drawing con-clusions.

Most metropolitan areas in Canada have seen tremendous growth in residential and commercial development in the last 30 years. Precipitating all of the development growth has been an increase in populations meaning more people are on the road.

Canadians bought 1.27 million new cars in 1991. As 2012 wrapped up, we had collectively purchased more than 1.67 million new vehicles – a number many analysts considered slightly lower than anticipated and certainly lower than the mar-ket could bear.

Couple the population growth with arguably the most important factor related to population and traffic – the migration of the working public from cities out to the suburbs over the previous genera-tions – and the picture becomes a little clearer.

Take what you want from the data, but I see it pretty plainly: More people on the roads for a longer period of time who probably get more upset with each delay that eventually leads to a collective dete-rioration of both driving ability and patience.

skills deficient

Mississauga Man Jailed for Illegal Car Sales

G R I N D I N G G E A R S

Jock McClearyCONTRIBUTOR


Andre N. Campbell of Mississauga has been sentenced to 32 days in jail after being convicted on 16 counts of acting as a motor vehicle dealer without benefit of registration (curbsiding), contrary to the Motor Vehicle Dealers Act, 1990.

Campbell was charged in 2006 after Ontario Motor Vehicle Industry Council (OMVIC) investigators found he routinely purchased vehicles from salvage auctions, conducted repairs and then sold them, posing as a private individual selling a personal vehicle. Many purchasers were not told of the previous damage the vehicles had sustained.

Evidence presented at sentencing showed Campbell had been convicted twice previously for curbsiding; in 2001 and 2004. The fines imposed for those convictions were never paid.

OMVIC’s mandate is to ensure persons acting as dealers meet the requirements set out by law.”

About Curbsiding Curbsiding is a growing problem. Commonly, curbsiders pose as private sellers to avoid detection and today’s online marketplaces make it easier for curbsiders to list and sell vehicles with anonymity. It is estimated 25% of all ‘private’ classified car advertisements are actually placed by curbsiders. These illegal sellers often misrepresent themselves and the vehicles they trade which are frequently accident damaged (or previous write-offs), odometer tampered or have liens. Further, some curbsiders operate out of businesses such as gas stations, repair shops or rental companies.

OMVIC Manager of Communications and Education, Terry O’Keefe, advises consumers thinking of buying privately to learn how to spot some common tactics curbsiders use. “Be cautious if a private seller only wants to meet in a parking lot - not at their home. And when you do meet them, be bold; ask to see the vehicle’s registration and the seller’s driver’s licence. If they don’t match, walk away - and don’t listen to the excuses they will conveniently have available. Finally, beware of vehicles priced below market value. Curbsiders often do this to lure buyers” warned O’Keefe.

To report a suspected curbsider call 1-888-NO-CURBS (662-8727) or e-mail [email protected].

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PARTSCOUNTER

Camaro Hex Heat Extraction Hood VentsPremium, high-performance heat extraction hood vents for the fifth generation (model years 2010-2013). Features large vent ports for optimal heat extraction made of aluminum with stainless steel hardware DIY installation, no painting or body shop work required. Average 28 per cent reduction in under hood temperatures. Much quicker engine cool down and creates an aggressive stylish appearance.www.phastekperformance.com MSRP $379.

World of Wheels | MArCh 2013 | 13

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Hankook I*cept Evo The Winter i*cept evo received the Good Design Award 2012 in the

Transportation Design Category and Demonstrates Hankook Tire’s continuous effort to deliver high-quality, performance products,

also featuring excellence in design and enhanced eco-friendliness I*cept eve

features asymmetrical tread design which reflects a polar bear’s claw,

and applies 3D sipe technology. In addition to the innovative tread

design, the new silica compound applied to the Winter i*cept evo,

significantly reduces rolling resistance and enhances

fuel-efficiency.

Pinel & Pinel Arcade Ps TrunkIt takes most people years to acquire a reasonable amount of add-on junk for the console of their choice. But if you lack the time and have the money, the Pinel & Pinel Arcade PS Trunk ($90,000) can have you gaming like an old pro on day one. This insane set includes a PS3, two Formula 1 racing seats with Thrustmaster steering wheels, a selection of 24 PS 3 games, an 1,800-watt sound system, a Playstation Move camera, four Move controllers, two Move shooter guns, four PS3 wireless buzzers, four Dualshock 3 controllers, two arcade fighting sticks, a 55-inch Sony TV and four pairs of 3D glasses. All of that is housed in a custom trunk that’s covered in calfskin that takes up about as much room as a standard loveseat.

Universal Step by Go Rhino®This tough-looking step is manufactured in hefty 3-inch diameter high quality steel tubing, providing ultimate strength and durability. It is 12-inches wide and is the step surface is made in an anti-slip material. The easy bolt-on installation requires minimal drilling. Also Available is the from GO Rhino is a retractable version which when not in use tucks up close to the body providing a more stealthy appearance. MSRP $65 - $182

PartsCounter.indd 12 13-02-27 4:13 PM

By Peter Bailey

Troy Trepanier is a name now synonymous with American

custom cars. The legend sits down with World of Wheels to

talk about handcrafted machines, winning awards, wealthy

customers and living by the motto that quality comes first


radicaldesignA c o n s e r v A t i v e A p p r o A c h t o

The mission statement splashed across Troy Trepanier's Rad Rides website says it all: "Our mission is to build the finest hand-crafted automobiles in the world."

By all accounts, he is living up to that goal.Trepanier is among a handful of top American custom auto crafters that

create dream machines from the pavement up. He refers to his creations as “rolling art,” and some carry price tags more akin to works from other mas-ters’ like Di Vinci or Picasso. Average build costs for a Trepanier custom can >

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run from $350,000 to $400,000. His most ex-pensive work so far tallied $2.5 million – a 1936 Ford appropriate named First Love. First Love helped crown him as a master car builder, but other vehicles such as the well-known Chicayne model hold a place in his heart, as well.

"The Chicayne is the first twin-turbocharged small-block street machine," he says. "It was chosen as the finest hot rod of all time by Hot Rodding Magazine."

Chevy High Performance Magazine also named it the Chevy of the Year in 2003 – two of the half-dozen major awards the 1,100-hp dream machine garnered.

Trepanier's Rad Rides business is a family one. His wife Angie runs the office while his dad heads up marketing. His sister runs the com-pany’s website and his parents go to all the car shows. In addition, he has three children: Carly, 16, Jack, 12 and Luke, 10.

“Our customers can see that we're an honest, legit, family operation, and I'm always on the floor."

All of the magic happens at the Rad Rides garage in Manteno, Illinois. The 15,000-square foot space holds a staff of 12, most of whom have been there 10 years or more.

There are too many gorgeous creations rede-signed by Trepanier and his team of technicians to list here. A quick tour of his website shows it is festooned with images of custom rebuilds that are sleek, sexy and awe-inspiring. Instead, World of Wheels wanted to delve deeper and

explore the conceptions and process of modi-fication and about the customers who drive his creations. At this point, like every true car afi-cionado, he becomes quite talkative and eager to share his love for a well-crafted car.

"The Chicayne cost more than $300,000, but it isn't obvious at first glance. There's a $100,000 twin-turbocharged engine under the hood, and the brake system alone cost $7,000," he ex-plains. "The paint and body cost from $50,000 to $60,000. We touch every piece that goes into an automobile we build, and that takes time."

Some of the builds he oversees can take as long as two years.

"Most of them are in their 40s and older," he explains of his customers. "Most are people who were car guys and were always interested in cars. They've started their own businesses, made their money, and now later in life they're build-ing their dream car."

The process is a collaborative one, Trepanier says, noting that many customers are hands-on. He describes it almost as a transformative pro-cess where he has to adjust his personality to each individual customer. "We talk about the style of the car, but in the end I make most of the decisions."

But for all the well-heeled gear heads there are customers, usually wealthy athletes and Holly-wood-types, that are equally hands off.

"Mostly, they're not car people, and it's usu-ally not a cool experience. I try to stay away from those customers," he says. "They'll buy a Bentley

for $400,000, no problem, but when they buy a custom-build they want a deal. They say, 'I'll make you famous,' but they just don't get what goes into these cars.

"We build most of the parts, we do the as-sembly, build the body, do the upholstery, ev-erything. We modify the s--t out of it, if it's from an old body.”

General Motors will spend $5 million to $10 million to build a concept car, he says. “We do it for $500,000 to $600,000, or less."

Accolades have come pouring in almost from the start of his business. The team built a 1932 Ford roadster for the 75th anniversary of the car. The pedal car style was taken up by 10 of America's top car builders for the company's an-niversary celebrations.

"Ours was among the top 75 chosen, and our '32 Ford was the newest of the group. That was a great honour," Trepanier says.

It was displayed at the Grand National Road-ster Show in January 2007. In March, he won the coveted Ridler Award with First Love, which the judges described as five years ahead of the competition.

In August of that same year, the now famous 1969 Barracuda named Blowfish made a repeat trip to the Bonneville Salt Flats and ran over 270 mph. He became the first builder in the history of the Hot Rod Magazine to have two different cars in its annual Top 10 list (Blowfish and First Love), with Blowfish capturing Hot Rod of the Year title.

On top of that, the Grand National Roadster


radical designs

Troy.indd 16 13-02-27 4:14 PM


Show named him Builder of the Year for 2008 and Auto Week magazine asked Troy to be a fea-tured speaker at their 15th annual Design Forum later that year.

"It was a great year. We have great customers. They allow us to do it,” he says. “Our bottom line is quality, and we tell our customers things always cost too much and take too long."

When Chip Foose is mentioned, there is no hint of jealousy or rivalry as the two are great friends.

"I've had a lot of fun when I've worked with Chip. We respect each other,” he says, noting the two even raced together at Baja, California. “We shared team members for the Ridler Awards. There are five or six top shops in this country I'd send my customers to and Chip’s is definitely on that list."

Now at the top of his game, Trepanier doesn't hesitate to offer advice to young car enthusiasts who would like to do what he does. It all starts with a technical school and securing the best training you can find. After that, he concedes, it is all about quality work.

“Don't get tricky and fancy, keep it simple and do it right. Represent yourself correctly. You've got to sell yourself. I'm building a relationship with a customer, not building a car. We put so much soul and passion into these things that it turns out to be fun."

"And remember," he says candidly, "None of this s--t [expensive automobile rebuilding] is necessary."

Troy.indd 17 13-02-27 4:15 PM

From as far back as I can remem-ber cars have always excited me. I couldn’t wait for the weekends to come as a child. My dad would ask what everyone wanted to do Satur-day morning. When I was fi ve, it was the day to go to Yorkdale Mall, in the northeast corner of Toronto.

Saturday was the day I could buy a new toy car. I would drag my dad to the toy departments of either Simpsons or Eatons. Concentrating on the se-lection of Hot Wheels in front of me, my eyes would scan for the coolest car, perhaps some-thing with fl ames.

I recall the Hot Wheels Twin Mill with its two motors mounted to the car. I could imagine the sounds those engines would make. Once I spot-ted the car I wanted, my little hands would lift the car off the rack only to reveal another gem right behind it.

“Oh, that one’s really cool too, daddy.”Every once in a while, he’d surprise me and

get that second car. What happened the rest of the day didn’t matter to me at all. I had my cool new toy and couldn’t have been happier.

That routine repeated for many years – so much so my dad lamented decades later that he should have invested in Mattel stock to recover some of the money spent on those toys.

Fast-forward to the verge of my 16th birth-day and that passion for cars had grown with me. I had been studying the driver’s handbook until the pages were literally falling apart in an-ticipation of my driver’s test. The morning of my birthday fi nally arrived. I coaxed my dad out of bed, skipped breakfast and dragged him to the Ontario Ministry of Transportation offi ces just as the doors opened for the day.

I took my 365 – Ontario’s old beginner’s li-cence before graduated licencing – and passed with fl ying colours. Freedom at last! It was ul-timate milestone and a moment I had been unconsciously waiting for since those Hot Wheel days.

My fi rst question as a newly licensed driver was obvious: “Dad, can we go driving?”

I eventually passed the road test and was on my way. Not long after, my dad asked if I’d mind going for a drive saying only that he had some-thing he wanted me to see.

We pulled into a driveway and parked in

front of us was a cherry red 1976 Mercury Cougar XR7. My dad looked at me and asked if I liked it. I thought he was crazy.

“It’s yours,” he said to me with a giant smile.

We opened the door to this beauty revealing a white interior with black carpeting. The exterior had a white vinyl roof and alumi-num slotted mag wheels clad with

’70’s series tires all around. Under the hood was a 400-cubic inch power plant. Oh, baby!

Needless to say, I loved that car. It changed my entire social existence. I became part of a new group at school – the guys with cool wheels. It turned lots of heads, including those of the fairer sex when I pulled into my high school parking lot. I wasn’t complaining at all.

Decades have passed and the cars and trucks I have owned could fi ll every garage on my street. My routine was predictable: I would get tired of whatever car or truck I had been driving for a couple of years and decide to trade what I had for what I thought I liked better. That pattern went on for years until I got married – I think that’s all I need to say about that.

I’m now in my mid-40s and cars, trucks and now motorcycles are still in my blood. I recently purchased a 1979 Corvette as a project car that injects both joy and frustration into my life. More important though is how it acts as a tan-gible extension for my lifelong passion.

I have recently noticed myself looking back at what I enjoyed as a child. While most things have changed over the years, the one exception has been Hot Wheels. Call it nostalgic, call it corny, or even call it a mid-life crises, but I know I am not alone. There are large groups of adults who collect those little cars and websites dedi-cated to Hot Wheel adoration and accumula-tion by adults all over the world. Even General Motors is working with Mattel to create a limited edition version of their 2013 Camero to replicate a specifi c Hot Wheels model.

True passion never dies and is not dimmed with age. Proof positive for me is my plan to head to my local toy store this weekend to check out the new Hot Wheels line.

Maybe I’ll treat myself to a shiny new car on Saturday – perhaps the one behind it, too.

true passionThere’s an App

for That?T W O C E N T S

Scott McDonaldCONTRIBUTOR

18 | WORLD OF WHEELS | MARCH 2013

I like to travel, but as I get a bit older, I said a bit, I don’t want to rely on taking those hard to fold paper maps along for the ride. Anyway, isn’t this the new age of computerization? As a matter of fact, it is, but it looks like smartphones and tablets are the new way of the future.

Now I am familiar with, and have used, in-car GPS units from various manufactur-ers. Each of them seem to have comparable basic functionality when it comes to plot-ting a destination and following a route. How those different GPS’s display the route to you and whether or not the unit speaks only the turns or includes street names has been tied to sophistication of the model and price for the most part.

Until recently, I would plug in my GPS to tell me where to go and plug in my iPhone so I could listen to my tunes, before I knew it, I had wires growing out of my dash like the weeds in my gar-den. I hate wires! ...and weeds! I wish there was a better option.

Guess what, there is. There’s an app called Navigon. Developed by Garmin and available for all smart phones. Navigon includes maps of North America, gives you turn by turn voice navigation and speaks the street names, and provides lane assistance on highways and exits.

It also has all the functionality of any GPS system for points of interest and saving favor-ites, plus it has a host of additional options you can download to provide traffi c reports, topographical contouring and much more. It is available for download for a mere $37.99 for the standard GPS. The upgraded functions are a-la-cart, but ver reasonable. And the best thing is, I have eliminated all those nasty wires.

I like to travel, but as I get a bit older, I said a bit, I don’t want to rely on taking those hard to fold


The 2013 Harley-Davidson Road Glideroadworthy

The CVO Road Glide Custom offers an unmatched hot-rod touring experience. This chromed-out, shark-nosed beauty features the air-cooled, Twin Cam 110 engine, an exclusive multi-color paint scheme, a new high-output sound system and a host of fresh custom components. The CVO Road Glide Custom is built on the innovative Harley-Davidson Touring chassis, based on a single-spar, rigid backbone frame and swingarm developed to withstand the demands of long-haul touring riders. This hot-rod bagger combines a distinctive shark-nose, frame-mounted fairing with a road-hugging, slammed profile for a look that’s sure to turn heads.

Equipped with a high-output, amplified Harman/Kardon Advanced Audio radio with features like; CD/AM/FM/WB; it delivers a whopping100 watts per channel to five-by-seven-inch fairing-mount speakers and two-inch dash-mount tweeters. An included real trick feature of an 8GB Apple iPod nano connects via an interface with the holder located in the right-side saddlebag giving you your favorite tunes displayed on the main deck with fingertip controls. Exclusive custom features include a smoked Wind Splitter windshield; a two-piece custom seat with removable pillion (that, this writer found unbelievably comfortable for the slim, sleek appear-ance); and a color-matched, low-profile fuel tank console with illuminated CVO graphic insert. Contrast Chrome Agita-tor Custom front and rear wheels take this beauty down the road.

This limited-production motorcycle features the most-powerful V-Twin engine offered by Harley-Davidson. Bomb-ing the boulevard or blasting the highway, the CVO Road

Glide Custom offers an unmatched custom hot-rod touring experience. CVO motorcycles are customized using exclusive components and paint treatments combined with premium accessories from the Harley-Davidson Genuine Motor Acces-sories catalog.

The CVO Road Glide Custom features a distinctive, frame-mounted fairing that offers a lighter steering feel than a fork-mounted fairing, and incorporates dual headlamps and a cockpit-style instrument display. Its Harley-Davidson Tour-ing chassis is designed to deliver responsive maneuverability and long-haul durability. Chassis geometry and suspension are calibrated to deliver confident handling and comfort. This bike handled like a dream with no effort in the twist-ies, beautiful tracking on the straight away or into the lazy turns. Hand-adjustable hydraulic rear shocks accommodate variable passenger and luggage loads. An Anti-lock Braking System (ABS) and cruise control are standard equipment, so between piece of mind and convenience, all the bases were covered. It’s custom-built, not just for anyone, but for true connoisseurs of the road. Individually crafted and hand finished, high-impact paint and graphics come standard on all Harley-Davidson Custom Vehicle Operations motorcycles. The CVO Road Glide offers, exclusive color schemes, with bold graphics adorning the gas tank and plenty of matching paint on the fairing and upper fork covers, fenders, saddlebags, and more. Plus, the fuel tank and fairing sport brushed-nickel “skull” medallions.

Harley kept the back end clean and no-nonsense with tri-line fender lights; a brilliant, unique taillight as the center-

piece, plus ground effects and a low mounted license plate with LED Lighting for crisp visibility and style. The CVO Road Glide Custom’s black powder-coated powertrain gleams with a gloss black engine and transmission covers. The premium custom look goes the distance on the CVO Road Glide Cus-tom model with the chrome dual exhaust. Featuring 4-inch touring mufflers, black billet muffler end caps with chrome spears and chrome touring shields. The long, full fenders do a lot more than keep the mud off your neck. With its front fender trimmed up and slammed to the tire, they give your custom its long low lines and classic touring profile. Hands down, the wheels are gorgeous in every way. Bold 19-inch front and 18-inch back wheels deliver a dramatic profile with that custom Agitator style and full-floating brake rotors with Brembo stopping power and a nice chrome center hub.

As soon as you fire up the Twin Cam 110 engine, you’ll feel that low-end torque unleashed. The colossal 110 cubic inches provide seemingly endless torque with adrenaline-pumping pull through all six gears through a hydraulic clutch set-up. Boasting the largest-displacement V-Twin engine by Harley-Davidson, the Twin Cam 110 produces 122 ft. lbs. of torque at 3750 rpm. Twist the throttle-by-wire feature and have instant power and no hesitation right from the holeshot.

Harley-Davidson Custom Vehicle Operations (CVO)TM em-phasizes exclusive styling and inspiring performance decked out with bold paint, gleaming chrome, high-output audio and the most-powerful V-Twin engines offered in production Harley-Davidson motorcycles, each CVO model is a rolling ob-ject of desire for the discerning motorcyclist.

by Brent Wakeford

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Photography by Michael Ivanin1 9 3 2 F o r d R o a d s t e r

20 | World of Wheels | feBrUArY 2012 feBrUArY 2012 | World of Wheels | 21

20-23 Highboy 1932.indd 21 13-02-27 4:17 PM

Bill Fitzpatrick has always had an interest in cars. Known to friends as Fitz, the Burlington, Ontario

native was a build team member for a number of racecars including CANAM, midgets and super modifieds. He was the go to guy to have suspension pieces designed and manufactured.

After a career spent in quality control for an auto parts manufacturer and a lifetime working on cars, Fitz found himself retired and with time to spare. Having already restored a 1969 Corvette big block, four-speed, Fitz said he started contemplating the possibility of building his boyhood dream car – a 1932 Hi-Boy.

Many builders and home garage tinkerers prefer to do it as the manufacturers did back in the day; staying as close to the original as pos-sible is part of the fun and fury of vehicle res-toration. Fitz wanted a bit of both worlds in this build. And like many enthusiasts, he said the key to having a smooth car-building hobby re-quires a “very understanding wife because of the investment of time and monies that go into each new project.”

The decision to build another vehicle came a few years back after a long haul drive from his home in southern Ontario to Bowling Green, Kentucky in his 1969 Corvette. His Vette – powered by a 427 four-speed was equipped with true dual ex-haust, a detail that translates with that generation of Corvette into excessive heat transfer into the passenger compartment. Add in the fact that it sported a big block L71 in which air condition-ing was not an option that year with that power plant, and it became rather toasty behind the wheel.

“After the Kentucky road trip, drinking bottled water from a cooler and having to use a chamber pot in order to

stay in formation with the rest of the group he was travelling with, and they say driving and texting is dangerous, I realized we needed another form of transportation to attend these long haul functions,” he recalled.

Fitz, who had just turned 65, made the final de-cision to start a steel body 1932 Ford Hi-Boy.

“I estimated it would be a five-year project to customize the Hi-Boy with and old-school look and new world technology,” he said, noting the project would be finished off with the addition air condi-tioning and an automatic transmission.

Being retired, it wasn’t a project confining Fitz to just early mornings or late evenings. It was more about “doing it in my leisure and, more importantly, staying on my allotted monthly budget of $1,000.”

Of course, it didn’t take long to blow through his pre-determined monthly spending al-lowance. First up was expense of a four-inch drop front axle, springs, hairpins and spindles – a purchase that amounted to eight hours worth of work to install and cost him 30 days worth of budget.

“I wanted to build the Hi-Boy using the road of least resistance. Instead of searching scrap yards, auto dismantlers and swap meets for parts, I elected to purchase a pristine frame free of rusted, bends and cracks from So-Cal Speed Shop.” Other parts came from various cata-logs found on the Internet.

“With a So-Cal build, you spec the frame, sus-pension, engine, transmission combo and steering right from the start. When you receive the frame it is boxed with all the cross members and mount-ing points and when it comes time to assemble the components, everything just fits as it should.”

The Hi-Boy was built in h i s

garage with a lot of help from longtime buddy George Shering and a number of other good friends. Powered by a 295 hp, 350-cubic inch small block Chevrolet, the ponies hit the pavement through a 200R4 overdrive transmission. The nine-inch Ford rear axle is equipped with 3:73 gears that transfer power to the pavement through the P245/70R17 tires on the rear. P225/70R15 tires were mounted up front to a Super Bell front axle.

Keeping the ride “old school” but not too rigid, the front and rear suspension were taken from a 1932 Ford sporting Banjo springs. The tires were matched with Ansen sprint wheels.

Randy Colyn Restoration and Rod Shop of Smithville, Ontario handled the finishing details and laid on the rich, beautiful black paint. And of course, no car is complete without upholstery, which was stitched by Peter Giampa of TACK Auto and Marine Upholstery in Mississauga. The dash was complimented with gauges from Classis Instru-ments online and the interior was finished off with a 1939 Ford Banjo style steering wheel.

After five long years and six figures invested all that was left now was the test drive, and that meant a Fitz Roadtrip. First up was Goodguys Annual Summer Car Show in Columbus, Ohio, where he said the roadster performed flawlessly on the round trip journey.

“The weather in Columbus was hot, topping out at 40°C the first day and 41° the second.”

The soaring temperatures were proof positive that it was a good idea to add air conditioning, de-spite making a departure from the original vehicle.

“On the hot days, the top went up, windows were closed and the air condition made everything quite bearable – until of course, my wife asked me to turn down the A/C before frostbite set in!”

With its inaugural test drive out of the way, Fitz said there was only one thing left to do, take the roadster from Chicago along Route 66 to

California. But that’s another

story for another day.

FEBRUARY 2012 | WoRld oF WhEEls | 23MARCh 2013 | WoRld oF WhEEls | 23

By Brent Wakeford

20-23 Highboy 1932.indd 22 13-02-27 4:17 PM

FEBRUARY 2012 | WoRld oF WhEEls | 23MARCh 2013 | WoRld oF WhEEls | 23

COST OF LIVING

1932House: $6,510

Average income: $1,650/yrNew car (average): $610

Milk: .10¢ /qtGas: .10¢ /gal

Bread: .05¢Postage stamp: .03¢ ea.

Hamburger: .10¢ /lb.Butter: .28¢ /lb.Eggs, doz.: .29¢Coffee: .26¢ /lb.

Corn Flakes (8oz): .08¢Soap: 12 cakes .40¢

Bacon: .22¢/lb

20-23 Highboy 1932.indd 23 13-02-27 4:17 PM

DRIVER'S SEAT24

If it ain’t broke, don’t fix it is the mantra of some automobile companies, but not Hyundai.

The upstart South Korean automaker seems to have made a habit of one-upping the competition by constantly upgrading its lineup. Take the Hyundai Genesis Coupe, which bowed in 2009 as a 2010 model and now gets a significant refresh for 2013.

Hyundai’s re-do of the car for this year is much more than the nip here and a tuck there that other manufacturers might call a refresh.

To start with, the 2013 Genesis Coupe gets a serious power boost. Thanks in part to direct injection technology, the 3.8-litre Lambda DOHC V6 engine in our GT tester gained

42 horsepower to 348 and 29 lb/ft of torque to 295 that will propel the car from 0-100 km in the low five-second range. The power boost amounts to increases of 14 and 11 per cent respectively.

Add to that a more aggressive exterior design with new front fascia, grille, headlights, fog lights and hood design and you end up with a Genesis Coupe that has significant improvements for 2013.

Other new features include retuned, low-velocity control suspension dampers, electroluminescent gauge cluster with information display, telescopic steering wheel added to the tilt function, power lumber adjustments for the driver’s seat and redesigned centre stack.

By Lorne Drury

hyundai2O13

24 | WOrld Of Wheels | MarCh 2013

genesisgt Coupe

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Mosport.indd 1 13-02-27 11:45 AM


All this comes at a price, though, as our GT tester with six-speed manual sells for $36,999 or $38,799 with a six-speed automatic transmission with paddle shifters.

The base 2.0-litre, four-cylinder turbocharged engine is also significantly more powerful with a new twin-scroll turbocharger and a larger, more thermally efficient intercooler.

That engine now makes 274 hp (up from 210) on premium fuel, although anti-knock technology allows you to run it on regular fuel if desired. The base model Genesis Coupe 2.0 with manual transmission is priced at $26,499.

A track-ready 2.0 T R-Spec model is priced at $28,799 and includes a bunch of high-performance equipment like Brembo (CHECK) brakes, 19-inch wheels with summer tires, limited slip differential and a stiffer suspension.

This model finished a strong third in the Sport-Performance under $50K category in the recent Automobile Journalists’ Association of Canada (AJAC) 2013 Car of the Year testing. The Genesis finished a scant three points behind the Ford Focus ST in testing and posted a 0-100 km/h time of 6.9 seconds and topped the 10-car field in braking with a 100-0 km/h distance of 37.9 m.

A 2.0T Premium model upgrades the interior of the standard 2.0T and adds items like touch-screen navigation system, 360-watt Infinity audio system, leather seats with two-stage front heaters and power sunroof. This is priced at $29,899 for the six-speed manual and $31,699 for the eight-speed automatic.

Power numbers are one thing, but where the rear-wheel drive Genesis Coupe 3.8 really stands out is in the weight-to-power ratio thanks to extensive use of lighter, ultra high-strength steel.

After admitting to testing errors at its joint testing facility with Kia that has led to millions spent in reimbursement fuel cards and at least one pending lawsuit, Hyundai Canada’s revised fuel consumption numbers for the 3.8 GT are 11.4/7.2/9.5L/100 km city/highway/combined. Against competitors like the BMW 335i, Infiniti G37, Ford Mustang, Chevrolet Camaro and Dodge Challenger, the Genesis Coupe is best overall and on par with the Nissan 370Z.

The cabin of the Genesis Coupe has a much more upscale look and feel than before. Among the new trim features is a stitched seam on the

dashboard, while soft touch materials have a lower sheen for a more luxurious look.

On the centre stack is a multi-gauge cluster with instant fuel economy, torque level (3.8 GT models) or turbocharged booster pressure (2.0T models) and oil temperature. The sport front seats have deep side bolsters for improved lateral support.

In back, there is ample passenger room, but headroom comes at a real premium because of the extreme rake of the rear window.

Outside, 18- and 19-inch alloy wheels on the Genesis Coupe are all new for this year as are LED taillights.

Even with the more muscular look, the car’s proportions are unchanged with short front and rear overhangs, creating a wedge-like profile with broad shoulders and a wide stance.

The biggest improvement I found in the new model is in the ride comfort – I know I couldn’t live with the outgoing Genesis Coupe on a daily basis with its extremely harsh ride. Spring, damper and bushing ratings have all been recalibrated this time around for better road feel, more precise body motion control and best of all, more ride comfort.

The 3.8 GT we tested came with a track-tuned suspension that has firmer front and rear spring rates, and even with the firmer suspension, ride comfort shows a huge improvement.The Genesis Coupe was already a great car, but with the improvements we’ve outlined above, Hyundai has made it even better for 2013. There’s no standing still for Hyundai.

genesis

Thanks in part to direct injection technology, the 3.8-litre Lambda DOHC V6 engine in our GT tester gained 42 horsepower to 348 and 29 lb/ft of torque to 295 that will propel the car from 0-100 km in the low five-second range.

1

gt

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MARCH 2013 | WoRld of WHeels | 27

BODY STYLE: mid-size sports coupeDRIVE METHOD: front-engine, rear-wheel-drive

ENGINE: 2.0-litre turbocharged DOHC 16-valve

four cylinder (274 hp/275 lb/ft of torque); 3.8-litre

24-valve V6 (348 hp and 295 lb/ft of torque)FUEL ECONOMY: 3.8-litre auto 11.4/7.2/9.5L/100

km city/highway/combinedCARGO CAPACITY: 332 litresPRICE: 2.0T manual $26,499, automatic $28,299;

R-Spec $28,700; 2.0T Premium manual $29,899,

automatic $31,699; 3.8 GT manual $36,999, automatic $38,799

Genesis GT Coupe 2013 at a glance

1) The GT comes with 19-inch alloy wheels and a bright red Brembo brake package

2) The interior of the 2013 Genesis Coupe is attractively laid out, with a nice mix of soft-touch materials, textures and metallic accents, along with electroluminescent instruments. The revised centre stack includes a trio of gauges that includes torque (on V6 models) and turbo boost on the four-cylinder coupes.

3) A close-up look at the engine in the 3.8 GT model. This V6 makes 348 hp and 295 lb/ft of torque.

2

024-027_WOW.indd 27 13-02-27 4:19 PM

It used to be simple – get the cor-rect viscosity and check for the lat-est SAE and API ratings. Today, we have some oils tailored specifically to the make and model of a car.

Technologies designed to save fuel while maintaining and even improving performance, demand higher performance from the oil. For example, variable valve timing, direct injection, selective shutting down of cylinders, quick start up (used primar-ily in hybrids) and the more common use of turbochargers require oils to do more work. To make oils that are up to the task, manufactur-ers have been increasingly turning to synthetics and synthetic blends (a combination of conven-tional and synthetic oil).

Synthetics: are made in labs and are not petroleum based. This improves consistency, resistance to burn off and oxidation and allows properties such as viscosity to be easily manipu-lated. It would be difficult to produce viscosities such as 0w20 (very common in hybrids) and 5w40 with conventional oil.

Specifics: Another trend has seen vehicle manufactures require oil to meet exclusive re-quirements. European automakers have done this for years resulting in European-spec oils. Recently, General Motors came out with the Dexos specification, which clearly displays that an oil is approved for use in GM vehicles. This comes at a price to owners as synthetic oil manufacturers have specific usage designations that are often more costly than other synthetic oil when, in many cases, it is the same product.

There is no doubt that synthetic oils have benefits, but can they go the distance with ex-tended oil change intervals? Under perfect con-ditions they can, but most manufacturers define Canadian conditions in their “severe service schedule” as factors include outside tempera-ture, trip distance, idle time and environmental factors (dust, pollution, etc). This often requires more frequent service.

Clean: The limiting factor for both synthetic and conventional oil life is not its ability to lubricate, but its ability to stay clean and free of contaminants and moisture formed by normal combustion.

Both conventional and synthetic oils contain additives to control foaming and corrosion, and de-tergents to clean, but they wear out over time. Also, when engines

warm up and cool down, particularly when it is cold outside, moisture forms inside the engine (think of foggy glasses when you come in from shovelling snow).

Dirt is Dirt: Some manufactures get around this is by increasing oil capacity. In-creased volume means increased storage for dirt and more additives to control contaminants. However, most still have lower capacities be-tween four and six litres, so it only makes sense to protect your investment with more frequent oil changes.

I recommend using a quality oil and oil filter that meet manufacturer specifications. If your vehicle doesn’t require synthetic, don’t spend your money on it.

The benefits of changing your oil more fre-quently are far greater.

If you have a Smart service reminder, it will account for the number of starts, outside tem-perature, warm up cycles, and idle time (dis-tance travelled compared to runtime) to calcu-late your service interval.

Limits: I recommend with few exceptions not to exceed 5,000 to 6,000 km for conven-tional oils and 6,000 to 8,000 km for synthetics and to change it every six months regardless of mileage.

We often don’t change our oil on time, me-chanics included. Shortening the interval gives us a safety margin. Don’t forget to check your oil regularly because no oil can protect you when it’s gone.

changing oil?

G U Y S G A R A G E

Lubricant technology has grown by leaps and bounds.

Scott CameronCONTRIBUTOR

28 | WorLd of WheeLs | MArCh 2013

The internet certainly has a lot to offer, problem is there is sooo much information it’s sometimes overwhelming when you want to find a specific item, or an answer to a question and for car-nuts, searching out information on a car from day’s long gone is scarce at the best of times.

World of Wheels was directed to a unique little website, administered by a gentleman in Norway. He has amassed a large assort-ment of uniquely interesting automotive information and images.

Everything seems to be here conve-niently in one place. From vintage scanned photos to impossible to find brochures and some of the advertising of the day.

It’s a cool look back at the evolution of the car industry as it moves throughout the decades.

http://www.lov2xlr8.no/

cool sites

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18 | World of Wheels | deCeMber 2012 MArCh 2013 | World of Wheels | 29

Want to be king of Saturday night in the Tim Horton's parking lot? A semi-gloss Honda Civic with red steelies, hood stripped of paint to pro-duce an abandoned-in-the-woods-behind-the-farm-for-a-couple-of-decades finish is the hot look.

Just like rock ’n’ roll permeated every nook and cranny of popular culture in the 1950s, rat rods can be found everywhere from the streets of Paris to Memphis to Red Square. Slammed and fenderless Citroen Deux Chevauxs and low riding Ladas are now part of the automotive

landscape allowing enthusiasts without access to traditional American iron get in cheap on the hot rod scene.

According to hot rod lore it all began with bikes, old Harleys and Indians built from junk parts. Bikes that were ridden hard and looked like that had crossed the Mohave a couple times instead of perfectly restored museum pieces.

There has always been transfer of ideas be-tween the custom bike community and hot rodders. It is widely claimed that Hot Rod maga-zine writer Gray Baskerville coined the term rat rod as a reference rat bikes in the mid-1990s.

As early as the November 1982 issue of Hot Rod Baskerville featured a fenderless, 1932 Ford Tudor. Calling it a “rusto-rod,” the Eastwood and Barakathet-built rod was the first primered car ever to appear on the cover of the magazine.

A decade earlier as street rodding was just starting to become a high price hobby, Rod & Custom Magazine ran a story in its December issue dedicated to vintage beaters. Low budget

NatioNA style born of necessity, the rat

rod look has been embraced

by automotive subcultures

around the world. Primer, patina

(whether authentic or fake) and

well lets not beat around the

bush, rust has become the new

billet and carbon fiber.

by April Chadwick

029-030_WOW.indd 29 13-02-27 4:20 PM

“unfinished” hot rods as an alternative to overdone show cars.

The philosophy of seeing the beauty in rust and battle scars and to not be afraid to be seen driving something that was still a work in prog-ress began to permeate the street rod scene as we began the 21st century.

Traditional hot rods, originally classified by the National Street Rod Association (NSRA) as any pre-1948 vehicle, had, since the 1970s be-gun a march towards greater sophistication and cost. Hot rods that were once built for speed as teenage contraptions had become big busi-ness. The cost to build something as simple as a 1932 Ford Hi-Boy climbed far beyond the reach of the average enthusiast.

The popularity of the scene and the explosion in aftermarket parts lead to what traditionalists called 1-800 rods: street rods that were con-structed entirely from a catalog and lacked any art or individuality. Often derided as billet cars, a reference to the popularity of the expensive ma-chined aluminum parts that proliferated on ev-ery expensive street rod in the 1980s and 1990s, it is no wonder there is a series of billet-proof car shows at Killbillet.com’s online rat rod forum.

The counter culture artist Robert Williams, himself a hot rod pioneer, described the street rod scene becoming dominated by the wealthy who had exhausted the supply of classic cars and grown bored of exotics. Soon popular body styles became unaffordable and soulless perfec-tion was the norm. All the fun had gone out of hot rodding.

The rat rod movement of the late 1980s came about as a reaction to these excesses and a desire to turn to the basics of traditional 1940s and 1950s-style hot rods. Legendary rodder and scribe Pat Ganahl called rat rods, “artistic, fun, and sensational reinterpretations of late '40s early '50s hot rodding as a culture that includes music, clothing, hairstyles, and tattoos”.

According to Williams, his ’32 Ford roadster was the first rat rod and helped kick start the

movement. He purchased the body in 1968 and it hit the streets in the early 1980s as his daily driver. He promised his friends who helped build the car that there would always be a primered ’32 on the streets of Los Angeles. The roadster bucked the billet trend and was finished in red oxide primer with the dead man’s hand, eights and aces painted on the cowl.

Williams’ Deuce was a trendsetter and soon other traditional unfinished hot rods began to appear. Williams’ nephew Aaron Kuhan was a founding member of the Burbank Choppers in the mid-1990s, a seminal retro car club estab-lished in the best 1950s tradition. The Choppers were written up in the influential and now col-lectible first edition of Hot Rod Deluxe.

There are now dozens of magazines dedi-cated to rat rod culture not counting the vari-ous automotive subgroups. A common refrain is that it is better to build it than buy it. It is this unstoppable and instinctive need of enthusiasts to design, build and drive their own creations that acts as a key appeal of rat rods to the wider automotive scene.

Not everyone likes the term rat rod; many rodders and professional builders see it as de-rogatory. Canada’s own Stony Smith of Oddball Kustoms has made his mark building radical but well engineered rods that were often displayed in bare metal. Only somewhat jokingly Smith said he hated the term, adding: “John Q. Public cannot tell art from rust. Just because you have a date tonight and you rattle canned your rusted out Dodge Dart flat black doesn’t make it a rat rod. It’s still a piece of s--t.”

Len Von Speedcult in Detroit doesn’t mind his cars being called rat rods but objects to the same group of unhip, old guys who priced street rodding out of existence now painting their cars matte black with air brushed patina.

Both artists were quick to point out that rat rods should not mean unsafe and that in an attempt to out do the next guy builders don’t go to extremes or cut corners to show off ever

more unfinished cars. As Von Speedcult said: “You can build a crazy-

looking rod that is well put together, nobody wants a death trap out on the road.”

Over the last decade, the rat rod philosophy has spread beyond the traditional rod and cus-tom world, first to pickups and then big domes-tic sedans from the 1950s through the 1970s. Pat Ganahl says that in this category of rat rod the “cars don't have to be era correct at all, and they might not even be based on a recogniz-able body or a traditional rod of any kind.”

An entire sub group of “murdered out” luxury cars, especially Cadillacs and clap door Lincolns, can be found in black suede and dropped in the weeds. An inner city U.S. trend, these ominous looking rides have been spotted as far away as Thailand.

The philosophy has even crossed into the im-port and tuner world. A natural canvas for the rat rod look was the original Beetle. Now even late model VWs and Bimmers can be found artfully rusted and accessorized with vintage roof racks.

The rat rod look is huge in England, Japan and Scandinavia. Even in countries not particularly known as hot beds of car culture, the DIY ethos at the core of the rat rod movement has inspired enthusiasts to build their own versions of Ameri-can hot rods from whatever domestic product they can get their hands on.

The fugliest Citroens, Trabants and Tatras can be transformed into cool low buck rides by a whole new generation of hot rodders.

The ultimate sign that rat rods have made an indelible mark on the automotive world is that its influence has reached into the showroom. Mercedes-Benz, Maserati and Hyundai all offer matte colours for certain nameplates.

The rat rod is not a flash in the pan, but rather has momentum that is continuing to grow. Rat rods are a return to the can-do attitude that in-spired the first great wave of rod and custom builders. It is impossible to put the genie back in the bottle.

30 | World of Wheels | MArCh 2013 deCeMber 2012 | World of Wheels | 21

>

"The philosophy has even

crossed into the import

and tuner world. A natural

canvas for the rat rod look

was the original Beetle.

Now even late model

VWs and Bimmers can be

found artfully rusted and

accessorized with vintage

roof racks."

029-030_WOW.indd 30 13-02-27 4:20 PM

30 | World of Wheels | MArCh 2013 deCeMber 2012 | World of Wheels | 21

029-030_WOW.indd 31 13-02-27 4:21 PM

REVIEW


World of Wheels recently outfitted my relatively heavy Dodge Magnum with the Toyo 245/45 R20 103Y Extra load Proxes 4 Plus tires and asked that I put them through hell.

Wrapped around 20 inch rims, my first impression of the Proxes 4 Plus tires came during mounting and balancing.

My car’s current wheels are high quality but heavy. The previous wheel and tire combo weighed in at about 31 kg per wheel. Up until now, I just thought it was normal that during balancing my installer had to use a considerable amount of wheel weights. But with the Proxes 4 Plus, if your qualified installer lines up the mark/dot on the sidewall with the tire valve on the rim – excellent balance can be achieved with about half of the wheel weights needed previously. They are obviously manufactured to achieve very good balance.

With all of the mass associated with my Magnum and when combined with power, braking and its cornering ability does its best to shred the tread off any tire struggling to stay glued to the asphalt. I should know, I’ve been through a lot of tires with this car.

From the factory, the Magnum came wrapped in a competitors three season rubber. They were good tires providing decent feedback to the driver with crisp turn in and above-average side G-load capacity, but they wore out quickly and were balding by 30,000 km. I’ve been through sets from two other manufacturers since.

This past fall and early winter, I was able to review how the Toyo Proxes all-season tire really performed under various road and weather conditions. I took the car out for a 30 minute drive including some highway time and parked it overnight for the first heat cycle.

The next day I introduced the Proxes to one of my favourite curvy roads and really put some heat into the tires before letting them cool overnight again.

My first driving impressions were how smooth and quiet the tires are under real conditions. With all of the previous tires I had always felt or heard the tires a bit when driving at highway speeds, but not with these tires. They were silent and vibration free.

Prior to installing the Proxes, my Magnum did have a noticeable vibration in the front that could be felt in the steering wheel at the 110 to 120 km/h range. With the Proxes 4 Plus I didn’t feel any of that vibration and have been in the target speed range many times. This may be a benefit of the tires

When rubber meets roadPutting the ToYo Proxes 4 Plus through hell.By BRENT WAKEFORD

32

32_WOW_FEB13.indd 40 13-02-27 4:21 PM

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apparent tight balance tolerance. The road noise and driving manners of the tires

are smooth and quiet. I also really like the look of them. The sidewalls allowed for a good coat of tire dressing to keep them clean and shining.

After an initial warm up period driving local roads, I was unable to break loose these tires from a complete stop. They just gripped up and shot us down the road.

For some additional dynamic testing I arrived at a good twisty section of rural test road and ran the car and the tires hard through the turns. The Toyos reached and exceeded their traction limit during cornering in a most agreeable manner. Once I focused on what the tires were doing rather than how they sounded, I realized that they grip to a point truly deserving of their performance rating. When pushed considerably past their limit to achieve a loss of traction, they did so very progressively and predictably. No surprises. No sudden instant high slip angle oversteer; just gradual and easy to modulate drift angles.

Once I tuned out the initial protest squealing the Toyos were a lot of fun in the back road twisties. Although most regular drivers may never notice any difference, if you are a beginner at road racing, these tires would be great to use at a road course.

The Proxes 4 Plus tires feature an outside tread design that has large tread blocks and narrowed circumferential grooves. This design maximizes cornering performance and has a lot to do with the impressive turn-in response and they truly work as advertised.

This past fall I had the opportunity on numerous occasions to run them on wet roads under heavy rain conditions. An intense thunderstorm was pounding down and thick sheets of water were building up on the highway the Proxes cut through the water at highway speed like a wave runner carving through the waves. The ability of these tires to pump large volumes of water away from the contact patch is exceptional adding another level of confidence for a driver under adverse conditions.

Toyo said the inside tread design differs from the outside with wide circumferential grooves and lots of snow and mud biting channels. Not content to simply take their word for it, we were out in the first good snow fall of the season to test that theory too. Although my Magnum is equipped with traction control the Toyo Proxes 4 still wouldn’t let us break them loose. I got a great feeling and assurance from the grip and traction of these tires as they moved the slushy snow away from the contact patch, just like in the rain.

Although they are not the recommended Toyo winter rated tire and they probably wouldn’t plough us through deep snow or stop us faster on ice, they offered great traction and water disbursement.

Based on the performance, manufacturers suggested lifespan, warranty and cost, my Magnum will stay with Toyo’s Proxes 4 Plus tires from here on out.

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32_WOW_FEB13.indd 41 13-02-27 4:22 PM


C ircuit of the Americas is the first Formula One racetrack built in the U.S. The 5.515 km long, 20-turn track hosted its inaugural race, the United States

Grand Prix, on Nov. 18. McLaren–Mercedes number one driver Lewis Hamilton used the benefit of lapped traffic to edge out series points leader Sebastian Vittel, who drives for rival and manufacturers’ champion Red Bull-Renault, by a fraction of a second.

The event marked the first Formula One race on American soil since the 2007 season – which ironically was also won by Lewis Hamilton/McLaren-Mercedes. Many had hoped to bring Formula One racing back to the U.S. earlier, but various plans couldn’t seem to progress past the point of good intentions. That was until Tavo Hellmand, racing promoter and former driver, stepped in.

Hellmand announced in July 2007 his plans to bring the racing format to Travis County outside of Austin Texas. With billionaire Red McCombs serving as a major investor, the

track was to be called Speed city – a name that eventually lost out to the far more worldly sounding Circuit of the Americas.

Construction started in late 2010 with the final layer of asphalt being laid in mid-August of last year. Mario Andretti drove the same Lotus 79 he piloted to win the World Drivers’ Championship in 1978 for the inaugural first lap.

The 375-acre product cost approximately $400 million in private investment. Organizers say the facility can accommodate 800,000 to 1.2 million people on event days – more people than the entire province of Saskatchewan.

Although Circuit of the Americas was purpose-built for Formula One, other racing formats both amateur and professional will use the track and facilities. Groups like the Australian v8 Supercars, FIA World Endurance Championship, The American Le Mans Series and the Rolex Sports Car Series are all slated for time on the Circuit of the Americas during 2013.

DESTINATIONS34AmericAs

CIrCuIT of the By russell wilson

034-036_WOW.indd 34 13-02-27 4:22 PM

MotoGP World Championship will also take advantage by conducting one of its rounds there, aptly naming the race the Motorcycle Grand Prix of the Americas. With its widely varying elevation changes it poses a unique challenge to riders partaking in that race, and should result in great viewership by MotoGP fans.

Telecommunications giant AT&T is a main sponsor and installed the IP-based technology used at the track. The company provided ran nearly 160 km of internal cabling; roughly 32 km of fibre optics; and 12 terabytes of image storage along with 44 cameras that will connect various structures on site providing up-to-date data to organizers and fans.

An 77-metre observation tower is, aside from the track, the main architectural showpiece. It was designed by Miro Rivera Architects and easily draws one’s eye to the bright red steel tubing flowing from atop the ground level stage upward to the top of the tower.

It’s accessible to the public, for a fee of course. Visitors can take an elevator to the observation platform and enjoy a 360-degree panoramic view of the entire racing grounds. One could even spy downtown Austin in the distance.

The Grand Plaza is a 20-acre expanse featuring a large reflection pool, lawn and landscaping.

Along the north side sits an array of concessions, retail stores, restroom facilities and spectator seating access. From the southeast end there are two pedestrian bridges which cross over turns 16 and three to provide access for visitors to other areas of the circuit complex.

The facility also boasts a concert stage called the Tower Amphitheater slated for completion in early 2013. It will seat up to 15,000, with 6,500 fixed seats and a large grass seating area for general admission.

The main grandstand is where most race aficionados will spend the majority of their time. There’s a capacity for about 9,000 over four levels of seating. The lower stand boasts a capacity of about 4,500 while the upper stands and suites can accommodate roughly 2,900 and 800 people respectively.

The entire section is built on a modular system consisting of several components that can be arranged to accommodate need and necessity. The main grandstand consists of more concessions, rest room facilities and office space along with two lounges located on the second and third levels.

The Velocity lounge, located on the second level is about 6,500 square feet and contains the massive acrylic painting entitled “Velocity” by Dallas–based artist Christopher Martin. The mammoth work is a larger-than-life reverse glass painting that tops out at 37-metres long.

The Circuit of the Americas is a shining new example of Formula One’s interest in working with American investors in America.

It’s a win for fans of all motorsports and non-fans thanks to the massive economic boost given to local and broader economies.

With a ten-year commitment from Formula One racing executives, Circuit of the Americas has plenty of time to convince all involved it was an investment long overdue and certainly worth the effort.

The Canadian Motor SpeedwayThere’s been a lot of speculation, debate and politicking related to the proposed NASCAR-ready, 65,000-seat banked oval racetrack proposed for Fort Erie, Ontario.

The 1.6km-track was initially slated for completion in 2014 with design input from four-time NASCAR Sprint Cup series champion Jeff Gordon. It was to reportedly include a four-km paved motor speedway road course with support facilities, along with a motocross/BMX/snowmobile/kart rental centre speedway course located within the road course area.

Developers said the facility would host concerts and become a motorsports research facility affiliated with McMaster University in nearby Hamilton. The track’s main investor is TII (The International Investor), a private equity investor based in the Middle East.

After waiting five years to get approval to begin development, TII and other investors were hit with an appeal by made to the Ontario Municipal Board by a group called Preservation of Agricultural Lands Society (PALS).

According to Niagara At Large, the proposed speedway location included some 827 acres of land in the headwaters of Frenchman’s Creek and Miller Creek in Fort Erie. The website says two environmental impact statements have been issued related to the $400-million project and the diversion of a one-kilometre stretch of Miller Creek.

Despite the environmental opposition, the Ontario Municipal Board decided to dismiss all appeals against the project this past fall, a move that prompted PALS to issue another appeal related to the decision to dismiss previous appeals.

With the local economy down following the loss of slot machines at Fort Erie Race Track and the shuttering of its hospital, local sentiment seems in favour of moving ahead with the race facility.

Some locals have claimed they’ve decided not to sell their lands due to constant delays, which could further hinder the project and delay construction.

Published reports indicate a teleconference with all parties will be held sometime in early 2013 in the hopes of resolving the issue once and for all.Russell Wilson


AmericAs

034-036_WOW.indd 35 13-02-27 4:22 PM

TRUCKSJUST


From its introduction in 2004, the Nissan Titan has been a platform of innovation for the automaker.

Those responsible for the big truck’s evolution seemed to have learned a lot of lessons over the past nine years from its competition and customer critiques. It appears they have applied all of that knowledge in its most recent version of the Titan.

Designed from the start to compete head-to-head with the best selling domestic half-ton pick-ups, Nissan’s vision to be the king of the mountain looks like it is on the right track. Although the auto-maker may not have the long history in manufac-turing light trucks for the North American market, the Titan has quickly earned the right to be consid-ered among the best in the industry.

Towing/cargo capacity, ground pounding horsepower and fuel economy are today’s bench-marks used to describe strengths over compe-tition. Now, competition is so closely matched among the top producers you might as well scrape the numbers altogether. Getting behind the wheel is the only way to really make a decision when comparing brands.

I have been a truck guy for most of my life and was eager to put the latest Titan through its paces. I admit Nissan was not always the first brand to spring to mind when the conversation turned to

pickups, but my Titan experience left a great im-pression –especially when performing daily tasks and weighing OEM options.

Titan’s crew cab is impressive when approached for the first time. Fit and finish on the exterior con-firmed Nissan cares about quality. The proportions of the body panels, cabin size and stance give the confidence of a solid, capable truck.

The massive interior cabin space is outfitted with comfortable leather seating, gauges that are large and easy to read and knobs and switches that are easy to manipulate even with work gloves on. The Titan would feel as at home on the con-struction site as it would in your driveway.

A digital display in the instrument cluster pro-vides information on distance, average fuel econo-my and a small graphic of the drivetrain indicating two or four wheels drive mode.

Driver and passenger seats are separated by a console that housed the shifter, two large cup holders, a lockable compartment for laptop stor-age and a bin that became a handy catch-all com-partment during my test.

The centre stack offers separate climate controls for driver and passenger and a comprehensive media centre whose large touchscreen allows ma-nipulation of the AM/FM stereo, CD player, satellite radio, navigation system and hands-free phone. The screen is also the display for the optional back-up camera. One could also select Google weather

and traffic information by using the same media centre touch screen.

Visibility of the road and of your surroundings from the Titan was above average. Vantage point is normally not an issue in a pickup since you are perched above most of the traffic on the road, but the Titan was different. There were no serious blind spots, the side windows had lots of surface area and met the body low enough to provide a good view of all four sides, including the usually hard to see passenger side lane.

The Titan SL also came equipped with heated front seats, dual programmable driver’s seat, ad-justable pedals and the ability to switch to 4x4 on the fly with the electronic locking rear differential.

Second row passenger seating easily seats three adults with a split 60/40 style that could be folded-up to provide enough space to carry just about anything you wanted.

Visualize six sets of golf clubs standing upright from side to side or a 50-inch plasma television still in the box and still being able to shut the doors.

Nissan has put its creativity cap on when ad-dressing the needs of the owner. Cargo manage-ment is a big problem with most trucks. With cargo beds ranging in size from over five feet (standard Crew Cab bed) to over seven feet (Crew Cab Long Bed), the volume in most cases is ample, but cargo in the bed is often left to slide all over and sometimes even out onto the road if the tail-

by Scott MacDonald

2O13 Nissan

36_37_trucks.indd 36 13-02-27 4:23 PM


gate is down to accommodate longer items. Nissan has developed their Utili-track bedrail

system as standard equipment with removable and adjustable cleats that can be quickly posi-tioned onto any of the five available rails provid-ing flexible tie-down options for any cargo you have. The system is convenient, strong and func-tional. It is also the one problem that has nearly every truck owner looking for solutions in the af-termarket.

There are two extra lights located at the rear of the bed in addition to the cargo/third brake light installed on the rear of the cab to help illuminate your cargo at night. Additional conveniences in the bed include a 120v outlet and an easy-lift tail-gate, allowing effortless one handed closure.

Performance is handled by a Nissan’s very ca-pable 317 hp, 5.6-litre DOHC V8 engine mated to a five-speed transmission. This is the only power-plant Nissan currently offers in their full sized plat-form. It would be nice to see at least one other like a large V6 or diesel. Having said that, the standard 317 hp, V8 hits the pavement with up to 9,500 lbs of towing capacity and Nissan has managed to deliver the power you need within a lower rpm range. A full 80 per cent of its available 385 lb-ft torque comes under 1,000 rpm and 90 per cent under 2,500 rpm – figures I would affectionately refer to as grunt power.

All models are equipped with ABS and four-wheel drive comes standard on all models except the entry-level S and SV models. The SL model tested sat on Nissans standard rugged tubular frame with optional 20-inch chrome rims. The suspension with coils up front and leaf springs in the rear soak up the imperfections in the road. Not like the old days when a leaf sprung truck rode like, well, like a truck.

The Titan SL Crew Cab tested was a more than capable full sized truck. With prices starting at $33,898 for the Titan S King Cab 4x2 and topping the $50,000 mark for the as tested SL Crew Cab, Titan is competitively priced when you compare both standard and available options on any of their trim levels.

If you are looking for a true off-road truck, the PRO-4X starting at $42,978 would be right up your alley. The PRO-4X includes all the equip-ment of the lower S and SV trim levels but adds electronic locking differential, Rancho off-road shocks, additional underbody skid plates and unique white-faced gauges.

The all-new 2014 GMC Sierra 1500 full-size pickup is the most powerful, most advanced and most refined truck in the brand’s 110-year history. Sierra’s bold new exterior houses one of three all-new EcoTec3 engines, a fully updated cabin with available next-generation IntelliLink connectivity and other features designed for the most discerning truck owners.

“Our engineers and designers left nothing on the table when developing this latest Sierra pickup,” said Tony DiSalle, vice president of GMC Marketing. “These trucks have all the power and capability that’s expected in today’s market, excellent fuel efficiency, plus a lot of unexpected, purposeful features developed with truck owners in mind.”

In addition to all-new design and technology, the 2014 Sierra boasts the longest list of stan-dard features ever for a full-size GMC pickup. From connectivity solutions, to a standard tie-down system in the rear, to the segment’s only standard projector beam headlamps, many premium features are found on each and every all-new Sierra.

The 2012 Special Equipment Market Associa-tion (SEMA) Show in Las Vegas proved to be the appropriate venue to showcase the awe-some Li’l Red Express truck concept. Wearing a vintage sport truck look and packing a pow-erful turbocharged punch, this concept was a nice step forward from the late 1970s version.

The ultimate goal of the Li’l Red Express by Mopar is to feature some items currently offered for the Ram 1500 lineup including the Sport Performance Hood, some bright brushed 22-inch aluminum wheels with gold inserts and unique Katzkin leather seats.

This new Li’l Red Express concept also

sports the wooden inlay bed surface, wood-en bedside rails, hyperblack grille inserts, a set of concept smoke stacks and the gold decals that draw inspiration from the Li’l Red Express of the late 1970s.

Jeep SRT8-style driving lights are mount-ed in the middle of the front fascia, a low sporty chin spoiler and – most importantly – a Banks Sidewinder turbocharger package for the 5.7L Hemi V8.

Mopar isn’t saying if they were just feeling a bit nostalgic or if we will see the new Li’l Red Express headed for the production line any time soon.

Mopar's Li’l Red Express

concept packs turbo Hemi power

The all-new 2014 GMC Sierra 1500 full-size pickup

36_37_trucks.indd 37 13-02-27 4:23 PM


blueMaybe the last time you saw the LF-LC Concept,

it was red, and details were scant. The Lexus

LF-LC ‘Blue’ Concept is the next step forwards for

this radical four-seat coupe, as we can now tell you

that it’s powered by an Advanced Lexus Hybrid

Drive that pairs an Atkinson cycle combustion

engine with a high-energy battery pack for 500

hp — and plenty of speed — and that the interior

boasts twin 12.3-inch LCD screens for info and

navigation display that are operated by a touch

screen control board. Unfortunately, as with its

predecessor, you can expect to see it in a garage

near you approximately never.

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world of wheels magazine - march 2013

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