In the eight years since the BrandZ report was first published in 2006, Toyota was crowned brand value leader in the automotive sector six times, and second on two separate occasions.

The rankings this year are as follows:

1. Toyota. Value: $24,497 M. Change, year over year: +12%
2. BMW. Value: $24,015 M. Change, year over year: -2%
3. Mercedes-Benz. Value: $17,952 M. Change, year over year: +11%
4. Honda. Value: $12,401 M. Change, year over year: -2%
5. Nissan. Value: $10,186 M. Change, year over year: +3%
6. Volkswagen. Value: $8,790 M. Change, year over year: +3%
7. Ford. Value: $7,556 M. Change, year over year: +8%
8. Audi. Value: $5,545 M. Change, year over year: +18%
9. Hyundai. Value: $4,000 M. Change, year over year: +11%
10. Lexus. Value: $24,015 M. Change, year over year: +2%

Developed for WPP’s operating companies by Millward Brown Optimor, the BrandZ Top 100 Most Valuable Global Brands ranking is now in its eighth year. It is the only study to combine measures of brand equity based on interviews with over two million consumers globally about thousands of global ‘consumer facing’ and business-to-business brands with a rigorous analysis of the financial and business performance of each company (using data from Bloomberg and Kantar Worldpanel) to separate the value that brand plays in driving business revenue and market capitalization.

Consumer perception of a brand is a key input in determining brand value because brands are a combination of business performance, product delivery, clarity of positioning, and leadership. The ranking takes into account regional variations since, even for truly global brands, measures of brand contribution might differ substantially across countries.

From the small Northern French town of Onnaing, near Valenciennes, TMMF will now export its vehicles to more than 40 countries, including destinations like South Africa, Egypt, Canada and the US.

“With Quebec accounting for 65 percent of Yaris’s Canadian sales, a warm welcome will be assured for this ‘Made-in-France’ vehicle,” said Seiji Ichii, president and CEO of Toyota Canada Inc.

The Toyota Yaris became the first vehicle ever produced in France to be certified with the new “French Origin Guaranteed” (“Origine France Garantie”) label. This certificate was created in order to help customers identify products that have more than 50 percent of their value manufactured in France. On the occasion of the ceremony at TMMF, Yves Jego, Member of the French Parliament as well as founder and president of the non-profit organization Pro France, in charge of promoting the brand “France” and the label “French Origin Guaranteed”, officially presented the certificate to TMMF.

Toni Garofalo is an Account Manager at Wheels Leasing Canada, Ltd.

A well-run vehicle fleet is invariably the result of a refined lifecycle management strategy. There are dozens of key factors that play into the overall lifecycle equation, each of which must be expertly addressed in an ongoing manner to ensure an efficient and cost-effective overall fleet operation. And while it can seem like a daunting task to simultaneously manage so many critical parts, it is helpful to remember that successful lifecycle management boils down to four fairly basic tenets:

• Select the right vehicle for each application. Vehicle selection is the decision that will have perhaps the most noticeable immediate and long-term impact on your fleet’s expenses and performance. Therefore, it is essential that you understand what you need from each vehicle and driver within your fleet, and select vehicles appropriate to the work they’ll be performing, the image they’ll be promoting and the load they’ll be carrying. When you’re ready to order, try to acquire as many vehicles as possible through factory order methods to ensure top-dollar incentives are applied.

• Establish the right replacement cycle. Keeping vehicles for the optimal service time can save plenty of money. Monthly depreciation declines as a vehicle ages, so replacing vehicles too soon can result in higher depreciation costs. Conversely, maintenance costs and the likelihood of unscheduled downtime increase as a vehicle ages, so keeping vehicles too long can result in higher repair costs and reduced driver productivity. Striking the appropriate balance between age and performance—while keeping a close eye on the resale market—will help you cycle your vehicles at the right time.

• Carefully manage inventory. Proactively managing and evaluating the performance of your existing inventory can significantly reduce overall fleet costs and driver downtime. Tasks like ensuring your vehicles are outfitted to be compliant with all regulatory agencies will keep them on the roads. In addition, carefully tracking your excess inventory can help you eliminate unused or unneeded vehicles and can help you quickly and economically allocate units to address any emerging volume changes your business incurs.

• Inspire responsible driver behaviour. Successful behind-the-scenes management of your fleet means very little if your vehicles are not operated properly in the field. Missed preventative maintenance, improper fuelling habits and irresponsible driving hurt your fleet’s performance, increase costs and add unnecessary risk for your organization. Take care to develop, implement and communicate sound vehicle usage policies, and regularly engage drivers to promote adherence.

One of the best ways to ensure success in these areas is to partner with a fleet management company that has the tools and resources in place to attentively address all areas of lifecycle management. It is particularly important to select a provider that is capable of providing the following:

• A dedicated account management staff who will work closely with you to develop, implement and monitor lifecycle strategies that deliver significant value for your organization.

• A selector development platform that allows you to research and build a vehicle selector that effectively addresses the performance requirements you have in place for each vehicle in your fleet.

• Online analytical tools that assess historical expenses and make cost projections for budgeting and planning purposes.

• Strategic services—like remarketing, maintenance, fuel and registration management—that provide expert-level support and administration for all key lifecycle tasks.

• Interactive tools that allow you to dynamically manage inventory and accurately track driver and vehicle data.

• Driver communications and policy acknowledgement programs that ensure your fleet policies are distributed to, and understood by, your drivers.

• Targeted driver behaviour management tools that promote safe, responsible driving and adherence to your fleet policies.

Toni Garofalo is an Account Manager at Wheels Leasing Canada, Ltd. She has been at Wheels for eight years and has worked in the fleet management industry for nearly two decades.

“Like a bank or credit card, the ARI PIN feature provides enhanced transaction security,” says Peter Nogalo, marketing manager at ARI.  “When a driver enters a unique and secure personal identification number it automatically validates that transaction as being authorized by the appropriate card holder.”

Because of this added level of security, drivers are now able to swipe at the pump for fuel purchases at PIN enabled locations.

PIN, also known as Driver ID, is one in a series of ARI enhancements that will provide the highest level of fuel transaction security to date. ARI has also implemented Electronic Transaction Limits that restrict the daily use of a fuel card by the number of transactions and/or transaction amount.

By year end, ARI PIN acceptance will be expanded to over 90 percent of Canadian fuel locations. In June, ARI will also be introducing the industry’s first chip and PIN fleet MasterCard.

Over 130,000 Canadian fleet drivers are currently using an ARI fleet card or ARI MasterCard.

For North America, Transit replaces the E-Series nameplate, first sold in 1961 as Ford Econoline. In other global markets, this vehicle will replace market-specific Transit models, first sold in 1965.

Transit also is joined by the upgraded 2014 Ford Transit Connect, which pioneered in Canada three years ago for commercial fleets and small business proprietors.

“The all-new Transit is a game changer,” said Joe Hinrichs, Ford’s president of the Americas. “Transit raises the game for our customers in North America and around the world with even greater work capability and significantly lower operating costs, helping improve their productivity and bottom lines. These are the vehicles people trust and rely on for their livelihoods.”

Transit will be offered in three body lengths, two wheelbases, three roof heights, van, wagon, chassis cab and cutaway bodystyles, and in XL and XLT trim levels.

The high-roof Transit features 81.5in of interior cargo height, enough headroom for a person six-feet, five-inches tall to stand upright in the cargo area. The medium-roof can accommodate up to 72in of cargo height and the low-roof has almost 56in of cargo height.

Cargo volume ranges from about 7,000 to almost 14,000 litres (250 to almost 500 cubic feet) as a jumbo configuration—nearly 80 percent more space than the largest E-Series—and over twice the volume of today’s standard E-Series. Essentially, one jumbo van can haul the volume of two current models in a fuel-efficient manner.

The Transit interior has been developed for easy upfit of racks, bins, shelving and other cargo storage and hauling solutions. The largest passenger version can carry
up to 15 people. Transit’s rear cargo doors can open up to 270 degrees for easy loading and unloading, and a Class IV hitch is available.

“We’re going from an exclusively gasoline engine lineup of two V8s and a V10 in the E-Series to offering a standard 3.7-litre V6, the same 3.5-litre EcoBoost engine as the Ford F-150 and an all-new 3.2-litre Power Stroke Diesel option,” said director of Ford commercial vehicle operations, Len Deluca.

Each engine is paired with a six-speed automatic transmission for efficient rear-wheel-drive operation.

Transit has been developed to be efficient to service and maintain, with specialized technical service support available at more than 600 Ford Business Preferred Network dealers.

Scheduled maintenance costs for a three-year usage cycle are projected to be better than 30 percent less than a Chevrolet Express 1500 with the standard 4.3-litre V6, helping give Transit the segment’s lowest cost of ownership per cubic foot or pounds of cargo transported, Ford claims. As well, the vehicle has been engineered to deliver a severe-usage service life of 10 years and 240,000km (150,000 miles).

Transit van and wagon models will be available at Ford of Canada dealers starting in the fall of 2013. They will be built at Ford’s recently upgraded Kansas City manufacturing facility.

Why did I find myself in 
the Arctic this January? Because, for as long as there have been automobiles, their builders have demonstrated the toughness of their vehicles in the harshest conditions imaginable.

In the case of the Sprinter (a commercial, European-built van) the trek to north of the Arctic Circle was also about Mercedes-Benz showing Canadians they are more than a builder of luxury vehicles. 
To that end, this trip would strain all the components of the truck.

At a Glance
Specs as Tested:

Chassis: 144-inch or 170-inc 2500 and 3500 series

Engine: 3L V6 BlueTec diesel

Transmission: 5-speed automatic

GVWR: 3,878 to 5,003 kg

Fuel Economy: City: 13.8L/100km; Highway: 9.4L/100km;

Roof Styles: Low: 96.3 inches; High: 107.5 inches

First, at its heart is the three-litre turbo-diesel engine. My segment 
of the drive was over 2,000km—but with the leg from Edmonton thrown in, each van completed 5,300km in just nine days. The nine vans drove up the Alaska highway (AlCan highway) through the Yukon into Alaska and then north to just about the end of the world. The trucks ran 
on pavement, gravel, ice, snow, through ice-fog, white-outs and frost-heaved roughness. Yes, they had minor issues along the way, 
but all made it—that’s the commercial quality Mercedes-Benz wanted to show off.

I drove the long-wheelbase Sprinter cargo van from Anchorage, Alaska up the Dalton Highway to Coldfoot, the northern-most truck stop in the world. In between, we overnighted in Fairbanks in the central part of the state, arriving just as the first serious cold snap of the winter set in. Overnight temperatures dropped to -42C and the vans started with great difficulty in the morning, even though they were equipped with diesel pre-heaters. Working like block heaters, but without having to be plugged in, the pre-heaters run on diesel and can be set to come on at any time. They then run for a maximum of 45 minutes, making up to 17,000 BTU. The pre-heater also heats the fuel filter and the DEF fluid tank.

Most of the trucks started after a frigid night, but a few needed to be boosted, as the weak link in the chain was not the motor but the unheated battery boxes. At these temperatures, batteries operate at maybe 10 percent of their normal output. So, while the engine was warm, the battery, housed under the driver’s side step-in, was an icebox. However, once the 3L diesel did start, it ran without issue.

As a matter of fact, the following night north of the Arctic Circle temperatures dipped even lower, and the Mercedes people opted to leave all the trucks running through the night. Mind you, at the Coldfoot truck stop every heavy tractor-trailer was running too. At almost -50C it hurts to breathe, so not shutting down wasn’t a failure of the equipment, it was a necessity to stay running—which all the trucks did. The good news though is that at idle the economical Sprinter diesel sips just 600ml of fuel per hour.

On a side note, I realized this extreme test of the Sprinter worked almost too well, as the factory calibrates the on-board temperature gauge down to only -40C. If it goes below that a default setting kicks 
in and suddenly the gauge reads +85C. That was a funny surprise the first time I saw it, as I was crossing the Yukon River—I thought I’d been sucked through a wormhole to the equator!

At -50C, even this much clothing isn't enough to keep warm.

What else happens at these extreme temps? Well, power steering becomes heavy as the fluid thickens; stone chips in the windshield suddenly shoot cracks across the entire glass; pulleys and bearings start whining as grease hardens into blobs of cement; power windows slow down and cabin heaters become overwhelmed (thankfully each of our trucks had auxiliary electric heaters that we ran constantly at below -30C). LED displays slow down in the extreme cold too—instead of changing instantly they take 10 to 20 seconds to slowly appear; it’s funny to watch. But one of the weirdest realizations is that the colder it is, the more traction ice has—take that Ice Road Truckers, I know your secret! That’s not to say you don’t have to be careful; but it’s nowhere as dangerous as ice at temperatures closer to freezing, which is really slippery.

Still, the drive itself was challenging. The Dalton highway crosses two mountain ranges and has severe grades—up and down. For these I used the Sprinter’s 5-speed Tiptronic transmission to down-shift and 
hold the van on slopes and through curves. This is a nice feature; the short shift lever is at the height of your right knee and is easily used without ever having to look down. A display in the centre of the gauges shows which gear you are in.

Driving on ice for several days also showed off another system that most commercial vans have today: traction-control systems (as do most cars). However as most drivers know, it’s a rare occasion when they experience the intervention of the computer, as most of us try to avoid situations where we might lose control. This is another reason why, as a manufacturer, if you want to demonstrate this system the far north is the place to go.

In the Arctic, the roads are ice-covered, almost completely, throughout the whole winter. They do plow them, but the snow 
becomes compacted and a layer 
of ice builds up, sometimes several centimetres thick and the plows can’t get under this. Why? In the extreme temperatures salt doesn’t melt ice, so none is applied. As well, the layer of ice protects the road surface from the constant scraping, so it’s actually a condition the maintenance people want.

But what about traction? To help that, all the plows have notches cut in their blades (much like a serrated knife), which carve grooves into the ice. This supplies all the traction you get. Under these conditions the traction-control system in the Sprinter intervened frequently; and it worked well.

Really put to the test
On my last day of testing I got a rude reminder of what driving on ice really means. First, after almost 1,500 km of travel some deceptive feelings are created in a driver. First off, you get used to the ice; you know to watch out for curves—steer lightly and avoid aggressive braking. But, over time, I was lulled into thinking the ice is no different than pavement—that is until a steel-laden tractor-trailer started skidding towards me.

My van. It had to be towed out from under the bumper of the other van. But the engine was still running. (Photo: Howard J Elmer).

It happened on a two-lane highway as I approached a bridge. A stopped car (waiting to turn left in the oncoming lane) was on my side of bridge. I passed him and saw the truck enter the bridge from the south and slam his brakes on. I instantly realised that he’d seen the stopped car, but it was too late—he was in a full lockup skid. I was already braking and coming to a halt as close to the guard rail as I could on my side just as the truck shot past 
me, but he wasn’t going to make it. At that moment the truck driver choose to hit the snowbank as he exited the bridge rather than full-on rear-end the stopped car. This action, however, caused 
his second trailer to jackknife sideways across the bridge. It 
first clobbered a van that was already stopped ahead of me. 
That van shot backwards 10 metres, plowing into my van. 
I sustained the least damage, however I won’t soon forget that steel mass coming at me in slow motion.

Everyone walked away relatively unhurt. As for the driver of the stopped car that the truck avoided—he took off. I wonder if he realized how close he came to dying.

After the accident I pulled the broken grille and fascia off the Sprinter. The intercooler was pushed in, the rad had a tiny leak and the fan wobbled, but I carried on and the truck finished the next 400km under its own power. In fact, all the systems (mechanical and electronic) worked well throughout the test.

In summary, I can say the seating in the Sprinter is comfortable, the visibility is good, controls are easy to use and read—I have no complaints as to driver comfort. However after four days and 2,000km of brutal driving conditions I’d like to suggest to Mercedes-Benz just a couple of things to look at for future Sprinters.

One: Front and rear tow hooks (don’t ask…). Two: A heated battery box to provide more cranking amps. Three: A winter front for the grille to cut down on wind and snow penetration.

Welcome to Canada, Sprinter!

Reprodux, one of Canada’s leading reprographers since it was founded 50 years ago, has nine locations across southern Ontario and 102 employees, in addition to its 33 dedicated drivers and 40 delivery vehicles, of which 17 are fully wrapped 2010 Nissan Cubes. The firm, which acquired Entire Imaging Solutions Inc in February 2013, also runs a Dodge Sprinter, Toyota Scion, Toyota Matrix, Ford Econoline van and a Chevrolet Sierra 4500 that does double duty as snowplow.

Today, the construction industry accounts for approximately half of Reprodux’s sales, with the remainder spread across everything from sole proprietorships to multinationals and government. Clients like Mattamy Homes and Menkes Developments choose Reprodux because they know their blueprints and related documents will get where they need to go the same day at no extra charge even if the order is placed after 1 pm. Those documents typically range from 11 by 17 inches, all the way up to 36 x 72 inches, and clients may require dozens of sets for distribution to electricians, surveyors and building permits departments.

Dedicated Fleet
Delivery is expedited and facilitated by the fact Reprodux has its own delivery fleet operating from multiple locations. Once files are received via email or online submission, they can be directed to the office closest to the order’s ultimate destination to expedite the delivery process.

“We’ve earned and maintained our reputation for the quickest and most reliable turnaround due in large part to our dedicated fleet,” says Dan Hemming, marketing manager, Reprodux. “The fact we use our own vehicles and drivers gives us the complete control we need to ensure we consistently meet our customers’ needs and expectations.”

This provides a distinct competitive edge, since Reprodux receives about 90 percent of its orders after noon or 1 pm, with delivery expected before the end of the day. Outside couriers would typically charge hefty premiums for overweight, oversize and same-day deliveries.

“Those orders simply wouldn’t get there with an outside courier and on the occasions we’ve outsourced delivery, it’s proved too expensive and unreliable,” says Jim Haden, locations and fleet manager, who manages the fleet in conjunction with Enterprise Fleet Management. “If it gets lost or arrives late, it reflects poorly on Reprodux, regardless of who actually carried the product.”

Cool Cube
Back in 2010, CEO Kim Long first saw the Nissan Cube and figured its unique shape would make it the ideal advertising vehicle. While it’s virtually impossible to accurately determine what percentage of new business has resulted from the fully wrapped vehicles, drivers are regularly asked for business cards. On downtown streets, main thoroughfares and major highways, the Reprodux-branded Nissan Cubes do get noticed. While the Nissan Cubes promote Reprodux as a provider of printing services, the fact the firm wrapped its own vehicles has also won over new wrap customers.

“Our wrapped vehicles advertise our vehicle wrapping capabilities all over the GTA,” says Haden.

The vans offer plenty of cargo space once the back seats have been removed, and require relatively little preventive maintenance before they reach 160,000km. The vehicles in the Burlington and Mississauga areas tend to rack up the mileage much more rapidly than those in downtown and central Toronto, so Haden periodically rotates the vehicles to even out the mileage.

Enterprise tracks the mileage and maintenance, but rarely has to send e-mail reminders since the drivers tend to take the initiative. Drivers appreciate the fact they simply swipe their Enterprise card keys to pay for the oil changes at specified providers every 10,000 km. The oil changes give drivers a nine-minute break from the road, but courtesy vehicles are provided if more time is required for a repair. Likewise, Reprodux drivers are conscientious about keeping their vehicles clean and tidy.

“Because they’re in their vehicles about nine hours a day and care about their comfort and the image they present, they will spend half an hour with the shop vac or take it for washing and detailing, then have us reimburse them,” says Haden.

Driven drivers
Reprodux relies almost exclusively on the Toronto Star’s helped-wanted advertisements to attract its drivers and has had a stellar success rate to date. Most are what Haden dubs ‘early retirees’ who made a career change in their mid to late fifties. One owned a clothing store, another owner-operator ran a garage and some worked for large organizations such as Sears and Bell.

So far, the length of service record is 18 years and the most recent hire has already hit the three-year mark. Hiring mature employees, many of whom owned and operated their own companies or worked as sole proprietors, ensures these drivers act like the owners so many businesses seek. Such entrepreneurial employees may also appreciate the fact that at the end of the day, they switch off the ignition and leave the day’s stresses in the lot with their Nissan Cubes.

When assessing a pool of non-professional drivers, Haden relies heavily on drivers’ abstracts when pre-screening. If the abstract looks great and the individual has been driving for 30 to 35 years, he figures they’ll be a good fit.

How does Reprodux attract and retain such conscientious, committed and safe drivers?
After 26 years as an owner/operator and auto mechanic who dealt with everything from the daily administrative headaches to the physical challenges of vehicle repair, Keith MacMillan’s head and body said, “Enough!” He decided a career change was in order.

“I wanted to take it easy for a while, but I got bored,” says MacMillan who had intended to work with Reprodux for just a few months. What does he like best about working at Reprodux? As MacMillan puts it, “I clicked with the people right away!” but as importantly, he likes the autonomy of being “on my own out on the road” and “Reprodux was a ten-minute walk from my house which was very convenient.”

As long as he gets the job done, MacMillan decides exactly how he’ll do it. For example, his knowledge of his designated area allows him to personally map out his routes for his 10 to 15 daily deliveries. He also has the opportunity to put his automotive expertise to use as Haden and others will ask him take a look at a vehicle if they have questions.

“They trust us and respect our good judgment and experience,” says MacMillan. “They make sure we’re aware of the vehicles’ maintenance guidelines and have no qualms about what it costs to keep the vehicles clean and properly serviced. They make it as easy as possible for us with preferred suppliers and payment systems, but beyond that it’s up to the drivers.”

While Reprodux doesn’t have profit-sharing or incentive programs, the firm is strategically considerate, equipping its Nissan Cubes with air conditioning and MP3 players in addition to subsidizing the drivers’ logoed uniforms (3-in-1 jackets, t-shirts, Oxford shirts, slacks, khaki shorts). Are such features really necessary in a work tool that’s on the road from 8 am to 5 pm and in the lot from dusk till dawn? Do the uniforms make a difference to the drivers or their customers?

“Yes – absolutely!” says MacMillan.

If you’ve ever been stuck in GTA traffic on a sunny summer day when the Humidex is off the charts, you know that AC is vital.

“It affects everything from the fatigue rate to your frame of mind, which in turn has an effect on productivity and attitude,” says MacMillan. “When the AC has broken down, Reprodux has gotten it fixed right away!”

The uniforms certainly play a role in Reprodux’s branding and marketing efforts, but practically, they identify Reprodux drivers as professionals while facilitating and expediting pickups and deliveries particularly in larger offices.

“Without the uniform, the receptionist might not know which package you get, hesitate before handing it over or even ask for ID,” says MacMillan, who is now in his ninth year with Reprodux.

While customer service and on-time deliveries are crucial, the drivers know that safety and responsible public image are equally important so they’re careful about respecting the rules of the road. Reprodux tested GPS systems on a couple of vehicles a few years back, but didn’t use it effectively enough to warrant keeping it. Six of the vehicles that came with the Entire acquisition have telematics and Haden expects it will further improve operating efficiencies with better routing.

“It can make our great customer service even better but we don’t need it to monitor our  drivers’ behavior,” says Haden who has included general policy, ergonomics, driving safety and winter driving tips as part of on-site health and safety programming.

Adds MacMillan, “On average, most of the drivers have been with Reprodux for eight to 14 years – we don’t want or need to be micro-managed or watched closely.”

GM’s success was evident in the key fleet segments of heavy-duty pickups and full-size vans, along with a strong showing by Buick in the premium vehicle categories. Ford Motor Company showed strength across its product line-up, with the F-150 pickup and strong passenger car results contributing to their overall strong performance. Toyota’s achievements were led by the Tacoma, which won for the eighth year in a row, along with numerous Toyota winners in the hybrid and SUV/crossover segments. Chrysler’s success was highlighted by three winning Dodge vehicles, while BMW showed value in the premium segments with three winners. The Mercedes-Benz Sprinter used strong lifecycle costs in all three of its market segments to earn three awards for the second year in a row.

“Our awards look to provide guidance to all types of fleet buyers, and the fact that we have winners from a variety of manufacturers illustrates the growing competition in the fleet market,” stated David Wurster, president of Vincentric. “By segmenting the awards and analyzing different mileage/lifecycle timeframe scenarios, vehicle buyers have guidance for determining the fleet vehicle that best meets the needs of their organization.”

To determine the 2013 Vincentric Best Fleet Value in America awards, Vincentric analyzed over 3,400 vehicle configurations in 20 different lifecycle cost scenarios, using eight cost factors including depreciation, fees and taxes, financing, fuel, insurance, maintenance, opportunity cost, and repairs. The lifecycle costs were measured in all 50 states plus DC, with the resulting 25,000,000 lifecycle cost measurements then reviewed to determine the winning vehicles.

Click here for the complete list of winners.

Check your tires for wear - Using the ‘Penny Test,’ put the edge of the coin into the tread with the Queen going in head first. If the top of the Queen’s head is covered by tread, that’s good. If the top of her head is entirely visible, it’s time to replace the tire.

Check the air pressure – Tires have been known to lose up to one psi (pounds per square inch) of pressure every month. Use a proper pressure gauge to check pressure when tires are ‘cold’ (before driving or three hours after driving). Make sure your tires are inflated to the psi on the sticker inside the driver’s door of your car. DO NOT compare to the psi on your tire’s sidewall, which is the maximum inflation and is not recommended for driving.

Don’t mix tires - If you’re replacing only two new tires instead of four, be sure they are the same size and type as the current ones. Always install the new tires on the rear axle of your vehicle, which will reduce the risk of fishtailing and loss of stability in wet conditions.

Wet Driving

Wet road conditions present dangers of less grip and longer stopping distance.

• Slow down. Slowing down dramatically decreases the risk of accidents in rain.
• Always drive with two hands on the steering wheel.
• Slow down before turning and maintain a consistent speed throughout the turn.
• While turning, don’t make sudden steering wheel movements.
• Only brake in a straight line before the turn and do so gradually. Do not brake during the turn.
• Increase your following distance from other cars to allow for more stopping range.
• If hydroplaning, do not accelerate or brake suddenly. Keep your foot lightly on the gas and steer the car forward until your tires regain traction.

Blowouts

• This can be one of the most frightening moments on the road.
• As prevention, always drive with both hands on the wheel.
• If you have a tire blowout, don’t panic. The loud noise will startle you, but follow these rules, and you’ll quickly and safely regain control. First, keep your foot on the gas, grip the wheel firmly and stay in your lane, then, slow down gradually and carefully steer toward the shoulder of the road.

Michelin is offering more driving tips here.

“We are extremely proud that the 2013 Ford Fusion hybrid has been honoured by our country’s top automotive journalists as the recipient of the inaugural Canadian Green Car Award,” said Steve Ross, Ford of Canada’s product marketing manager, sustainability and electrification. “The Fusion hybrid is an important vehicle in the Ford line-up, delivering leading fuel-economy, innovative technologies and a sleek, desirable design for eco-conscious consumers.”

The five finalists for the first annual Canadian Green Car Award were revealed April 4th and the winner from among this group was revealed this morning at the Green Living Show, in Toronto.

The finalists included:

• Ford C-MAX Energi
• Ford Fusion Hybrid
• Hyundai Sonata Hybrid
• Mazda3
• Volkswagen Jetta Turbocharged Hybrid

The award, presented by AJAC and Green Living Enterprises, which hosts the annual show, has been launched to recognize vehicles with the potential for strong environmental benefits and to provide consumers with authoritative information about them.

The competition placed heavy emphasis on fuel economy and emissions, but also considered other environmental features within each vehicle—for example, use of recycled or naturally sourced materials—and steps each manufacturer has taken to green its operations.  Equally important, it assessed market potential—factors such as build quality, driving experience, overall features, availability, general consumer appeal and price.

The finalists were selected by members of the Automobile Journalists Association of Canada from a wide variety of vehicles nominated by their manufacturers.

The speed record on ice was a joint project of Nissan in Russia and LAV Productions company, taking place at Small Sea Strait—part of the Baikal water area between western coast and Ol’khon isle. The Nissan GT-R 2012 model year used non-studded Bridgestone winter tires.

The length of the track was divided into an acceleration part—3.5 km; timekeeping part —1 km; and braking area—3.5 km. The driving attempts were fixed and evaluated by a specially-created committee of the Russian Automotive Federation, and also a group of four judges from Yaroslavl, Omsk, Yekaterinburg and Moscow. The car started from a standing position and developed maximum speed on the distance of  one kilometre.

The 540-horsepower GT-R production car had no modifications, running the 3.8-litre, V6 engine on the frozen surface of the world’s deepest lake in southern Siberia, with a result for the history books. Here’s a video of their record ice escapade.

On average, journey times in Vancouver are 33 percent longer than when traffic in the city is flowing freely and 68 percent longer during evening rush hour. Although ranked 10th overall, Montreal’s evening peak is the third worst across North America, with an average 71 percent longer commute than when traffic in the city is flowing free. The complete Index, including individual city reports, can be found here.

TomTom’s Congestion Index is based on real travel time data captured by vehicles driving the entire road network. TomTom’s traffic database contains more than six trillion data measurements and is growing by five billion measurements every day. The average congestion level for all the North American cities analyzed between July and September 2012 is 18 percent.

The 10 most congested North American cities, ranked by overall Congestion Level, in 2012 were:

The methodology used in the Congestion Index compares measured travel times during non-congested periods (free flow) with travel times in peak hours. The difference is expressed as a percentage increase in travel time. The Index takes into account local roads, arterials, as well as highways. All data is based on actual GPS-based measurements.

As well as assigning and ranking the overall congestion levels of over 161 cities around the world, the report analyses the congestion levels in cities at different times of the day and on different days of the week. TomTom analyzed capital cities as well as cities with a population of over 800,000. In addition, a selection of key cities with smaller populations was included based on their regional importance to the transportation network. The purpose of adding these smaller cities was to provide a better understanding of congestion levels within individual countries.

Individual city reports include more detailed information such as the most congested day, time delay per year for commuters and congestion levels on main and secondary roads.

AT A GLANCE:

Body Style: Four-door luxury sedan

Fuel economy: 14.4L/100km City; 8.5 highway

Engine: 5.7L V8 (Optional)

Transmission: 5-Speed Automatic

MSRP: $43,195; As tested: $49,730

Nautical references aside, this is really an excellent car. The 2013 300C edition tested was sparkling black on the outside and lovely two-tone coffee coloured leather inside (the colour names are Dark Frost Beige and Light Frost Beige, but who wants a car with a beige interior? Chrysler needs to employ some creative colour namers to zip that up a notch). Luxury is apparent the moment your posterior lands in the driver’s seat; the car smells like leather and looks like a gentlemen’s club, with elegant faux wood finishes, the leather dash, hot and cold cupholders, hot and cold driver’s seat, power sunshade for the back window. The interior is impeccable, and with the light carpets is clearly not designed for those with an active or dirty lifestyle. Or perhaps it’s for those who pay others to keep their car clean.

As a big car, the 300C has a big engine to pull it around. This version had the 5.7L eight-cylinder Hemi under the hood, mated to a five-speed automatic transmission. This combination is more than enough to power the car’s bulk off the line gracefully, and offers a smooth, quiet ride on the highway with enough grunt to spare for passing or evasive maneuvers.

It also handles well, taking corners with the assurance you’d expect from an all-wheel drive car. The suspension is not stiff, but rides comfortably without delivering that big car floating feeling. Steering inputs are clean. The brakes are adequate, but did not offer a really substantial feel. A little less forgiving pedal might improve this impression.

As far as technology goes, this car has some nannies built in that seem essential in a vehicle of this type. The back-up camera is, but the park assist functions, including the cross-traffic sensor should also be standard equipment on the 300C. Its sheer size makes these sensory aids invaluable, especially when driving in the city or in close quarters like parking lots. It was annoying at first to have the car constantly bleeping at me as I negotiated my narrow city driveway, down between two looming brick walls, but I wonder how many times it actually saved me from a scratch, bump or worse. If you are going to pay $50,000 for a car, it makes sense to protect your investment with a little tech.

Speaking of technology, the touchscreen interface in this car is superbly intuitive. It passed my Bluetooth test easily, requiring only moments to achieve connectivity, with no need to consult a manual. While underway the phone was audible and clear, and the optional “Beats by Dr Dre” stereo system ($995) offers 10 speakers, sub-woofer and a 552-watt amp.

With the stereo humming, phone connected, hot drink staying hot, and cool drink chilled it was hard to park the car and go in the house, let alone the office. It’s got all the creature comforts, room in the trunk for luggage, (or samples, deliveries, bodies or whatever your profession requires), and enough space in the back seat to hold meetings. The 300C is an excellent car for the road warrior who spends serious hours in the rolling office.

Mercedes-Benz has developed an assistance system aimed to eliminate the threat of drivers entering one-way streets and on-ramps. The new traffic sign assistance system is able to recognize no-entry signs and issues an acoustic and visual warning to the driver if he or she should drive the wrong way. The new system will be available for the new Mercedes-Benz S-Class, due to be launched this year, and on the revamped E-Class.

As a rule, wrong-way drivers are only mentioned by the media when their actions end with victims who are either badly or fatally injured. The number of wrong-way drivers is actually much higher. In Germany alone, the number is estimated at about seven incidents per day of drivers entering highways going the wrong way. In most cases wrong-way driving ends without tragedy, but the threat of wrong-way drivers still accompanies drivers every day.

The system relies on a camera on the inside of the windscreen. It can visually identify no-entry signs and send the information obtained to the computer in the on-board electronics. If it detects that the vehicle is about to pass the relevant prohibitory signs and is entering an on-ramp, the system warns the driver. Three loud beeps are issued and a red no-entry symbol lights up in the display in order to make the driver aware of the danger.

In order to further improve the reliability of the system, the electronics compare the data from the camera with data from the navigation system. The other functions of the new Mercedes-Benz traffic sign assistance system also profit from this feature, which also includes the detection and display of speed limits and no-overtaking signs as well as the signs indicating the end of these particular restrictions.

If poor visibility limits the system’s optics too much—during heavy snow, for example—the system reports to the driver that it is “temporarily unavailable”. Initially the system will be designed primarily for use in Germany. Mercedes-Benz is however working on adapting the system for use in other countries.

Their experience contributes to a total of 150 million electric-powered Volt driving miles – roughly the distance from Earth to Mars.

The typical Volt owner, who regularly charges the vehicle, is going 900 miles between fill-ups of the gasoline engine that powers the Volt’s on-board generator. That avoids about $1,300 a year at the pump.

MPGe is a measure of the average distance traveled per unit of energy consumed. The US EPA uses it to compare the consumption of alternative fuel vehicles, plug-in electric vehicles and other advanced technology vehicles with the fuel economy of conventional internal combustion vehicles expressed as miles per US gallon of gasoline.

Some drivers are all but avoiding gasoline.

“I have driven more than 23,500 miles in my Volt in 21 months, and have been to a gas station twice,” said Brent Waldrep of Auburn Hills, Michigan. “The last time, was in August (2012), and I still have about 65 percent of that tank left. I go about 9,000-10,000 miles between fill ups.”

Waldrep is atypical, but he is not alone.

“It’s been more than 5,000 miles and I’ve only filled up once not including the dealer fill,” said Larry Read of Canyon Lake, Texas.

Paul Friday of San Jose, California, says he gets about 7,000 miles between fill-ups and adds about three gallons of gas to his Volt every three months.

“We’ve seen and heard from our Volt owners that they are achieving fantastic performance numbers with their vehicle as many are beating the EPA label estimates,” said Cristi Landy, Chevrolet Volt marketing director. “Our Volt owners are showing the performance potential of driving electric, and having fun doing it.”

Volt owners remain the most satisfied of any in the entire industry for the past two years with more than nine in 10 telling a major consumer publication they would buy another Volt.

For the first 38 miles, the Volt can drive gas and tailpipe-emissions free using a full charge of electricity stored in its 16.50-kWh lithium-ion battery. When the Volt’s battery runs low, a gas-powered generator seamlessly operates to extend the driving range up to another 344 miles on a full tank.

But who usually causes those wrecks? US Department of Transportation statistics for years have pointed to passenger vehicle drivers as the culprits. For example, passenger vehicle drivers were responsible for 87 percent of the head-on collisions with large trucks during 2010. Looking at all car-truck crashes, four out of five were caused by car drivers, according to a 2002 American Automobile Association (AAA) study.

There are good reasons why truckers are safer drivers:

• They are well screened. Each must pass tough written and driving tests to get a commercial driver’s licence.
• They get lots of practice. Long-haul truckers often drive more than 10,000 miles each month.
• Their livelihood depends on safety. Employers cannot afford the risk of hiring a trucker who has too many traffic violations or accidents.
• Most of them get continuing education. All except the smallest motor carriers conduct ongoing safety training. Many carriers reward safe driving with handsome cash awards.

“What is the biggest safety threat—cars or trucks?” is an infographic produced by  Overdrive, a US-based magazine for owner-operator truckers, using DOT data. It presents a few highlights on who’s at fault in fatal truck-car crashes and the role of drunk driving, speeding and other driver-related factors in truck and car accidents.

Doug Speck, Volvo Cars’ senior vice president marketing, sales and customer service, made the announcement at the New York International Auto Show, indicating the new V60 will come to the US market in early 2014. Pricing and specifications for the US and Canada will be announced at a later date.

The V60 R-Design on the auto show stand marks the global debut of the R-Design version of the car. It projects an elegant, curvy and sculptured appearance that equally straddles luxury and performance.

“The V60 marks a beautiful evolution in design and direction for Volvo,” said Volvo Cars of Canada president and CEO Marc Engelen, “Many Canadian consumers have been asking us to bring this exciting sports wagon to the Volvo lineup and we listened.”

The new Volvo V60 is for people who want the handling of a dynamic sports sedan but need the versatility of a wagon. At the heart of the extra versatility of the V60 is its intelligent seating. Rear seats can be folded down in three 40/20/40 segments, allowing its interior space to be configured for passengers and loaded in a remarkably flexible way.

Rolling Home: Chrysler 300C offers all the creature comforts | Emily Atkins | April 4, 2013

A Solid Citizen: 2013 Honda Civic fulfills its duty | Emily Atkins | March 25, 2013

Refined Choices: Lexus GS has an option for everyone | Tony Whitney | March 11, 2013

Let the sunshine in: Hyundai Elantra GT a bright light | Emily Atkins | February 14, 2013

Winter wonder: Mitsubishi RVR handles ‘snowmageddon’ with aplomb | Emily Atkins | February 11, 2013

Compact convenience: Honda CR-V a practical choice | Emily Atkins | December 31, 2012

Seeing is believing: Outback puts Subaru’s Eyesight technology in the driver’s seat | Emily Atkins | December 7, 2012

Italian Resurrection. Dodge Dart remake shows Latin flair | Tony Whitney & Emily Atkins | September 2012 Canadian Automotive Review print edition

Affordable and versatile. Toyota Highlander a practical choice for business | July-August 2012 Fleet Management print edition

Turning Heads. Ford Fusion brings it all together | June 2012 Canadian Automotive Review print edition

The Refined Rio. Kia‘s entry-level car shows its class | May 2012 Fleet Management print edition

Sonic Boom. Chevrolet‘s fun-to-drive subcompact set to be a popular choice | March-April 2012 Fleet Management print edition

A world of choice in one car. Mercedes-Benz C-Class offers it all | January-February 2012 Fleet Management print edition

A utility star is born. 2011 Ford Edge crossover SUV | June 2011 Canadian Automotive Review print edition

In keeping with that tradition, the 2013 Civic is a solidly built, predictable little car. It offers excellent fuel economy, a comfortable ride, is small enough to be a good city car, and can go the distance on the highway.

The Grand Touring edition tested was well-equipped, with newly available multi-angle rear camera, and text-messaging capability, voice controls, and eight-way power adjustable driver’s seat. With these features for just over $24k, the Grand Touring is a very comfortable car, with the panache of a more expensive vehicle.

On the road the Civic has good manners, with a quiet, solid ride, responsive steering and handling. The car’s five-speed automatic transmission has what Honda calls “grade logic control” and it worked well, downshifting intelligently after the brakes were applied on a downgrade. The brakes, as well, are excellent, providing confident stopping in every situation encountered. On the highway, the cruise control was effective and easy to operate. True to its name, the Grand Touring would be a comfortable, no-hassles road trip vehicle.

It would also be an economical on a road trip. With highway fuel economy of five litres per 100km, spare cash might be found to extend the trip. The Civic Sedan and Coupe models all feature Honda’s ECO Assist technology, which with the push of the green, dash-mounted “ECON” button, can help drivers operate the vehicle more efficiently. There was no discernible difference in the car’s driveability with the button engaged, so if it actually delivers better economy over the long haul, why not go green, and use it!

(Photo: Honda Canada)

Although the cabin is not large, the Civic feels big enough once you’re inside. Access and egress, however, were not ideal for the tall or mobility impaired. The front door openings are low, and more than one passenger smacked their head getting out of the car the first time. The rear doors also proved a challenge for seniors who lacked the flexibility to bend down into the seats. On the plus side, however, trunk capacity is great for a car its size.

From the driver’s seat visibility is average, with a thick A-pillar and rear headrests that slightly impede front and rear vision. However, the car is definitely designed for the driver; the lovely, small steering wheel, multi-adjustable seat, along with the ‘head-up’ display for speed, fuel and information all make the experience behind the wheel pleasant and easy.

This Civic seems likely to continue the legacy with solid performance and probably sales to match.